fire fighting and solas requirements

Fire Protection, Fire Detection

and

Fire Extinguishing

Mohd. Hanif Dewan, Senior Engg. Lecturer,

International Maritime Academy, Bangladesh

FIRE

WHAT IS FIRE?

Fire is a chemical process, which involves burning of any substance (combustion).

The combustible material that burns with the help of oxygen result in the production of heat & light, is called FIRE

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Fire is not always harmful but only when it goes out of control.



FIRE HAZARDS / SOURCES

• Short Circuits (faulty electrical wires and switchboards) • Naked Lights

• Explosive and fire works • Unmindful Smoking • Radiation • Mechanical heat & spark

• Spontaneous combustion

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• Mechanical sparks from grinding, chipping

or welding friction or funnel sparks are low-

energy sparks which may start a

smoldering fire

• Electric sparks, sparks from electrostatic

discharge and high energy mechanical

sparks may ignite flammable vapors

• Electric arc welding

Sparks

• Hotplates

• Heating pipes

• Exhaust manifolds

• Faulty machinery

• Electric light bulbs

Hot surfaces

• Smoking materials

• Oil-fired boilers

• Incinerators

• Hot work such as flame cutting and gas

welding.

Flames or smoldering sources

Examples Type of Sources



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• Substances liable to self-heat

(usually due to oxidation)

• Fibrous material soaked in organic oils

such as vegetable oils, the oils used in

paints or hydraulic oils.

• Rotting vegetable matter

• Chemicals or organic materials contaminated

with an oxidizing agent such as sewage

treatment tablets

• Mineral oils and carbonaceous materials are

liable to self heating if external heating is

applied first

• Metal dwarf – especially if contaminated with

oil and rags

Spontaneous combustion

• Overloaded wiring or equipment with a

short circuit or a short to earth Electrical overheating



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TYPES OF FIRES

As of new definitions of IMO, May 2007, there are 6

types of fire onboard ships:

Class A: Fires that involve flammable solids such as

wood, cloth,paper and some plastics.

Class B: Fires that involve flammable liquids or

liquifiable solids such as petrol, oil, paint and some

waxes and plastics (BUT NOT cooking fats or oils).

Class C: Fires that involve flammable gases such as

methane propane hydrogen



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Class D: Fires that involve combustible metals such

as sodium, magnesium, and potassium.

Class E: Fires that involve any of the materials found

in Class A and B fires: BUT ALSO with the

introduction of an electrical appliances, wiring, or other

electrically energized objects in the vicinity of the fire,

with a resultant electrical shock risk if a conductivity

agent is used to control the fire.

Class F: Fires involving cooking fats and oils.

The high temperature of the oils when on fire far

exceeds that of other flammable liquids making

normal extinguishing agents ineffective



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FIRE TRIANGLE

To understand how fire extinguishers work, you need to understand a little about fire.

Fire is a very rapid chemical reaction between oxygen and a combustible material, which results in the release of heat, light, flames, and smoke.

8

HEAT/ENERGY



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FIRE TRIANGLE

For fire to exist, the following

four elements must be

present at the same time:

Enough oxygen to sustain

combustion,

Enough heat to raise the

material to its ignition

temperature,

Some sort of fuel or

combustible material, and

The chemical reaction (FIRE)

9 Mohd. Hanif Dewan, Senior Engg. Lecturer,


10

The components of the fire tetrahedron: fuel, heat, oxygen and

chemical chain reaction

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11

Don’t Make a Fire Triangle!

Understanding the three sides of the fire triangle, and being able to recognize them in everyday situation is the key to fire prevention.

FUEL FUEL

Remember:

Where there is fuel and air keep heat away

Where there is air and heat keep fuel away

Where there is heat and fuel keep air away

NEVER COMPLETE THE FIRE TRIANGLE !

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FIRE SPREAD

Fire spreads by

• CONDUCTION: transfer of heat through solid

body.

• CONVECTION: through the motion of heated

matter, i.e. through the motion of smoke, air,

gases etc. produced by fire.

• RADIATION: heat radiation is the transfer of heat

from a source without a material substance

being involved.

12 Mohd. Hanif Dewan, Senior Engg. Lecturer,


Conduction

Transfer of heat through a solid body such as metals as a very good conductor of heat.

Since most ships are constructed by metal, heat transfer by conduction is a potential hazard.

Fire can easily move from one compartment to another, one deck to another, and one compartment to another because of heat conduction.

Heat is being conducted to the adjoining spaces by the metal deck and bulkhead, then the bulkhead paint is blistering (extremely hot) because vapourization has already begun. 4/7/2014 13



14

CONDUCTION

An example of conduction: The temperature along the rod rises because of the increased movement of molecules from the heat of the flame.

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Radiation

Heat radiation is the transfer of heat from a source across the space or travels outward from the fire in the same manner as light in straight lines to produce vapour and then igniting the vspour.

When contacts a body, it is absorbed, reflected or transmitted. Absorbed heat increases the temperature of the absorbing body.

Heat radiates in all directions unless it is obstructed

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17

Radiation: The transmission of energy as an electromagnetic wave without an intervening medium.

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Convection

The transfer or carries of heat through a liquid or gaseous body such as movement of smoke, hot air and heated gases produced by fire.

The replacement of hot and cool air to that particular point resulting in reheated and raised the temperature thus create a fire

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20

CONVECTION

Convection: The transfer of the heat energy by the movement of heated liquids or gases.

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Fire hazards in engine room Combustible liquids – FO, DO, LO

Oil leaks & oil soaked insulation

Hot surfaces – exhaust pipes, engine parts overheating

Defects in lagging

Hot work – welding, cutting, oxy acetylene

Auto ignition – oil dripping on hot surface auto-ignition, e.g. oil dripping on hot surface

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Fire hazards in galley Combustible liquids – cooking oil, hot fat

Hot surfaces - ovens, frying pans, flues

Defective electrical connections

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Fire hazards in accommodation Combustible materials - furnishing, personal effects

Matches and cigarette smoking

Defective or overloaded electrical systems

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Fire hazards from cargoes

Self-heating cargo & spontaneous combustion Oxidizing cargoes and organic peroxides Compressed flammable gas Pyrophoric cargoes

flammable liquids and solids substances liable to react with

Themselves Water Other cargoes Materials of the ship

Explosives

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Four phases of fire development

Ignition (incipient)

Developing (surfaces fire)

Absolute fire (fire in depth in solids)

Burning out

To consider;

Temperature of normal fire such as coal, wood or hydrocarbon fires, and the temperature in burning metals

Effect of temperature rise on the rate of the chain reaction - fire intensity

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FIRE DETECTION

Fire detection systems are compulsory in ships which have periodically

unattended machinery spaces.

A fire detection system consists of the following elements:

Human observation

Manual fire alarms

Automatic Fire detectors-smoke, flame,heat (gas, H2S)

Combinations of the above

Fire detection system requirements are detailed in SOLAS CHAPTER II-2

Human observation relies on the human senses:

Sight

Sound

Smell

Taste

Touch Mohd. Hanif Dewan, Senior Engg. Lecturer,


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METHOD OF FIRE DETECTION:

Sight- Infra red flame detectors, sensing flicker patterns,

smoke detectors using light sources in “go” or “no go” light transmission and reception.

Sound-not really yet!

Smell and Taste- combustion products entering an

ionized chamber.

Touch- Heat detectors, including absolute temperature

and rate of rise temperatures.



AUTOMATIC FIRE DETECTION SYSTEMS

Automatic fire detection systems, when combined with

other elements of an emergency response and

evacuation plan, can significantly reduce property

damage, personal injuries, and loss of life from fire in the

workplace. Their main function is to quickly identify a

developing fire and alert building/Office occupants and

emergency response personnel before extensive

damage occurs. Automatic fire detection systems do this

by using electronic sensors to detect the smoke, heat, or

flames from a fire and providing an early warning.

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Manual Fire Detection - Pull Stations

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Manual fire detection is the oldest method of detection. In the

simplest form, a person yelling can provide fire warning. Onboard a

ship, however, a person's voice may not always transmit throughout

the structure and machinery sound. For this reason, manual alarm

stations are installed. The general design philosophy is to place

stations within reach along paths of escape. It is for this reason that

they can usually be found near exit doors in corridors and large

rooms.

The advantage of manual alarm stations is that, upon discovering the

fire, they provide occupants with a readily identifiable means to

activate the building fire alarm system. The alarm system can then

serve in lieu of the shouting person's voice. They are simple devices,

and can be highly reliable when the building is occupied. The key disadvantage of manual stations is that they will not work when the

building is unoccupied. They may also be used for malicious alarm

activations. Nonetheless, they are an important component in any fire

alarm system. A manually operated device used to initiate an alarm

signal. Mohd. Hanif Dewan, Senior Engg. Lecturer,


Automatic Detectors – Spot type

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Spot Type Detector. A device in which the detecting Element is concentrated at a

particular location. Typical examples are Bimetallic detectors, fusible alloy

detectors, certain pneumatic rate-of-rise Detectors, certain smoke detectors, and

thermoelectric detectors.



Automatic Detectors – Photoelectric

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Light Scattering Smoke Detection. The principle of using a

light source and a photosensitive sensor arranged so that the

rays from the light source do not normally fall onto the

photosensitive sensor. When smoke particles enter the light

path, some of the light is scattered by reflection and refraction

onto the sensor. The light signal is processed and used to

convey an alarm condition when it meets preset criteria.

Hochiki SLR-24V detector



Automatic Detectors – Ionization

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Ionization smoke detectors use an ionization chamber and a

source of ionizing radiation to detect smoke. This type of smoke

detector is more common because it is inexpensive and better at

detecting the smaller amounts of smoke produced by flaming fires.

Inside the ionization detector is a small amount (perhaps 1/5000th

of a gram) of Americium-241. The radioactive element americium

has a half-life of 432 years, and is a good source of alpha particles.

An ionization chamber is very simple. It consists of two plates with

a voltage across them, along with a radioactive source of ionizing

radiation.



Ionization Smoke detector

Ionization Smoke Detection. The principle of using a

small amount of radioactive material to ionize the air

between two differentially charged electrodes to sense

the presence of smoke particles. Smoke Particles

entering the ionization volume decrease the

conductance of the air by reducing ion mobility. The

reduced conductance signal is processed and used to

convey an alarm condition when it meets preset criteria.

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Automatic Detectors – Ionization

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Ionization Smoke detectors

The alpha particles generated by the americium have the following property: They

ionize the oxygen and nitrogen atoms of the air in the chamber. To "ionize" means

to "knock an electron off of." When you knock an electron off of an atom, you end

up with a free electron (with a negative charge) and an atom missing one electron

(with a positive charge). The negative electron is attracted to the plate with a

positive voltage, and the positive atom is attracted to the plate with a negative

voltage (opposites attract, just like with magnets). The electronics in the smoke

detector sense the small amount of electrical current that these electrons and ions

moving toward the plates represent.



Ionization Smoke detectors

When smoke enters the ionization chamber, it disrupts this

current -- the smoke particles attach to the ions and

neutralize them. The smoke detector senses the drop in

current between the plates and sets off the horn.

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Smoke Detectors Ionization Detectors The ionization detector contains a small radioactive source that is used to charge the air inside a small chamber. The charged air allows a small current to cross through the chamber and complete an electrical circuit. When smoke enters the chamber, it shields the radiation, which stops the current and triggers an alarm. These detectors respond quickly to very small smoke particles (even those invisible to the naked eye) from flaming or very hot fires, but may respond very slowly to the dense smoke associated with smoldering or low-temperature fires.

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Mohd. Hanif Dewan, Senior Engg.

Lecturer, International Maritime Academy,

Bangladesh

Smoke Detectors Photoelectric Detectors

In a photoelectric smoke detector, a light source and light sensor are arranged so that the rays from the light source do not hit the light sensor. When smoke particles enter the light path, some of the light is scattered and redirected onto the sensor, causing the detector to activate an alarm. These detectors react quickly to visible smoke particles from smoldering fires, but are less sensitive to the smaller particles associated with flaming or very hot fires.

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Bangladesh

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Smoke detectors must not operate below 2% obscuration

per metre, but must activate before 12.5% obscuration.

Heat detectors must not operate below 540C but must

operate before 780C.

However, in certain cases the heat detector limits may be

increased by 300C

Type AREA ( MAX) DISTANCE

APART

Distance

From

Bulkhead

HEAT 37m2 9m 4.5m

SMOKE 74m2 11m 5.5m



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Smoke and heat

detectors must

also be sited to

avoid stratification:

that is the detector

must not be

blanketed by layers

of hot air.



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In this case, the

increasing

convection air

currents have

created a flow of

combustion

products across

the detectors.



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As shown,

detector heads

must be

positioned to

allow easy

passage of

combustion

products in all

fire scenarios



Automatic Detectors – Heat/Thermal

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Heat Detector. A fire detector that detects either abnormally high

temperature, or rate of temperature rise, or both.

Heat detectors are the oldest type of automatic fire detection device. They began development of automatic sprinklers in the 1860s and have continued to the present with proliferation of various types of devices.

Heat detectors that only initiate an alarm and have no extinguishing function are

still in use. Although they have the lowest false alarm rate of all automatic fire

detector devices, they also are the slowest in fire detecting. A heat detector is best situated for fire detection in a small confined space where rapidly building high-

output fires are expected, in areas where ambient conditions would not allow the

use of other fire detection devices, or when speed of detection is not a prime

consideration.

Heat detectors are generally located on or near the ceiling and respond to the

convected thermal energy of a fire. They respond either when the detecting element

reaches a predetermined fixed temperature or to a specified rate of temperature

change. In general, heat detectors are designed to operate when heat causes a

prescribed change in a physical or electrical property of a material or gas.

Heat detectors can be sub-divided by their operating principles: Mohd. Hanif Dewan, Senior Engg. Lecturer,


Automatic Detectors – Fixed Temp.

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Fixed-Temperature Detector. A device that responds when its operating element becomes heated to a predetermined level.

Fixed-temperature heat detectors are designed to alarm when the

temperature of the operating elements reaches a specific point. The

air temperature at the time of alarm is usually considerably higher

than the rated temperature because it takes time for the air to raise

the temperature of the operating element to its set point. This

condition is called thermal lag. Fixed-temperature heat detectors

are available to cover a wide range of operating temperatures -

from about 135'F (57'C) and higher. Higher temperatures detectors

are also necessary so that detection can be provided in areas

normally subject to high ambient temperatures, or in areas zoned

so that only detectors in the immediate fire area operate.

Heat Detector



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HEAT DETECTION

BI METALLIC STRIP



Heat Detectors

Heat detectors are normally used in

dirty environments or where dense

smoke is produced. Heat detectors

may be less sensitive, but are more

appropriate than a smoke detector

in these environments. The most

common heat detectors either react

to a broad temperature change or a

predetermined fixed temperature.

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Bangladesh

Heat Detectors

Heat detectors use a set of

temperature-sensitive resistors called

thermistors that decrease in resistance

as the temperature rises. One

thermistor is sealed and protected from

the surrounding temperature while the

other is exposed. A sharp increase in

temperature reduces the resistance in

the exposed thermistor, which allows a

large current to activate the detector's

alarm.

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Bangladesh

Automatic Detectors – Rate-of-Rise

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Rate-of-Rise Detector. A device that responds when the temperature rises at a

rate exceeding a predetermined value

One effect that flaming fire has on the surrounding area is to rapidly increase air temperature in the space above the fire. Fixed-temperature heat detectors will not initiate an alarm until the air temperature near the ceiling exceeds the design operating point. The rate-of-rise detector, however, will function when the rate of temperature increase exceeds a predetermined value, typically around 12 to 15'F (7 to 8'C) per minute. Rate-of-rise detectors are

designed to compensate for the normal changes in ambient temperature that are expected under non-fire conditions.

Hochiki DSC-EA Heat Detector



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HEAT DETECTION

RATE OF RISE:

TWO BI METALLIC STRIPS



Automatic Detectors – Combination

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Combination Detector. A device that either responds to more than one of the fire

phenomena or employs more than one operating principle to sense one of these

phenomena. Typical examples are a combination of a heat detector with a smoke detector

or a combination of rate-of-rise and fixed temperature heat detector. This device has listings

for each sensing method employed.

Combination detectors contain more than one element which responds to fire. These

detectors may be designed to respond from either element, or from the combined partial or

complete response of both elements. An example of the former is a heat detector that

operates on both the rate-of-raise and fixed-temperature principles. Its advantage is that the

rate-of-rise element will respond quickly to rapidly developing fire, while the fixed-

temperature element will respond to a slowly developing fire when the detecting element

reaches its set point temperature. The most common combination detector uses a vented air

chamber and a flexible diaphragm for the rate-of-rise function, while the fixed-temperature

element is usually leaf-spring restrained by a eutectic metal. When the fixed-temperature

element reaches its designated operating temperature, the eutectic metal fuses and releases

the spring, which closes the contact.

Hochiki DCD Series Fixed Temp/Rate of

Rise Heat Detector

Hochiki Photoelectric/Heat

Smoke Detector



Automatic Detectors – Flame

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Flame Detector. A radiant energy-sensing detector that detects the radiant energy

emitted by a flame.

Radiant Energy-Sensing Fire Detector. A device that detects radiant energy,

such as ultraviolet, visible, or infrared, that is emitted as a product of combustion

reaction and obeys the laws of optics.

A flame detector responds either to radiant energy visible to the human eye

(approx. 4000 to 7700 A) or outside the range of human vision. Similar to the

human eye, flame detectors have a 'cone of vision', or viewing angle, that defines

the effective detection capability of the detector.

With this constraint, the sensitivity increases as the angle of incidence decreases.

Such a detector is sensitive to glowing embers, coals, or flames which radiate

energy of sufficient intensity and spectral quality to actuate the alarm. Each type of

fuel, when burning, produces a flame with specific radiation characteristics. A flame

detection system must be chosen for the type of fire that is probable. For example

an ultraviolet (UV) detector will respond to a hydrogen fire, but an infrared (IR)

detector operating in the 4.4 micron sensitivity range will not. It is imperative

therefore; that a qualified fire protection engineer is involved in the design of these

systems, along with assistance from the manufacturer's design staff.



Automatic Detectors – Flame

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Due to their fast detection capabilities, flame detectors are generally used only in high-hazard areas, such as fuel-loading platforms, industrial process areas, hyperbaric chambers, high-ceiling areas, and

atmospheres in which explosions or very rapid fires may occur. Because flame detectors must be able to 'see' the fire, they must not be blocked by objects placed in front of them. The infrared-type detector, however, has some capability for detecting radiation reflected from walls.

Hochiki HF-24 Flame Detector



Flame Detectors

Flame detectors are line-

of-sight devices that look

for specific types of light

(infrared, visible,

ultraviolet) emitted by

flames during combustion.

When the detector

recognizes this light from

a fire, it sends a signal to

activate an alarm.

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Bangladesh

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INFRA RED DETECTOR

Detects radiation in a particular narrow band –”flame flicker”

Can be confused by flickering lights, hence built in time delay.



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This detector senses

the ultra violet

spectrum of a flame

and is less sensitive to false alarms.



Automatic Detectors – Linear Type

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Line-Type Detector. A device in which detection is continuous along a path. Typical examples are rate-of-rise pneumatic tubing detectors, projected beam

smoke detectors, and heat sensitive cable.

Projected Beam-Type Detector. A type of photoelectric light obscuration

smoke detector wherein the beam spans the protected area.

Photoelectric Light Obscuration Detection. The principle of using a light

source and a photosensitive sensor onto which the principal portion of the source

emission is focused. When smoke particles enter the light path, some of the light

is scattered and some of the light is absorbed, thereby reducing the light reaching

the receiving sensor. The light reduction signal is processed and used to convey an alarm condition when it meets preset criteria.



Automatic Detectors – Air Sampling

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Air Sampling-Type Detector. A detector that consists of a piping or tubing

distribution network that runs from the detector to the area(s) to be protected. An

aspiration fan in the detector draws air form the protected area back to the detector

through air sampling ports, piping, or tubing. At the detector, the air is analyzed for

fire products.



Installation For fire detection devices to give a prompt warning

of a fire, they must be appropriate for the location you want to protect .

Detector selection Fire detectors should be selected based on the burning characteristics of the materials present and the nature of location they will be used to protect.

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Detector selection 1

Smoke detectors Ionization or photoelectric smoke detectors are designed to identify a fire during its smoldering or early flame stages and will meet the needs of most areas containing primarily wood, paper, fabric, and plastic materials. During combustion, these materials produce a mixture of smoke types with detectable levels of both large and small smoke particles. Smoke detectors are suitable for:

Indoor areas with low ceilings such as offices, closets, and restrooms.

Areas that are relatively clean with minimal amounts of dust and dirt.

Areas that contain solid fuels like wood, paper, fabric, and plastic materials. 4/7/2014 59



http://www.osha.gov/SLTC/etools/evacuation/fire_detection.html

http://www.osha.gov/SLTC/etools/evacuation/fire_detection.html

Detector selection 2

Heat detectors Heat detectors are ideal for areas where flammable gasses and liquids are handled or any area where a fire will quickly cause a large change in the surrounding temperature. Heat detectors are also suitable for:

Dirty, dusty or smoky environments.

Indoor areas without winds or drafts that can prevent heat from reaching the detector.

Manufacturing areas where large quantities of vapors, gases, or fumes may be present.

Areas where particles of combustion are normally present, such as in kitchens, furnace rooms, utility rooms, and garages or where ovens, burners or vehicle exhaust gases are present.

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Detector selection 3 Flame detectors

Flame detectors are best for protecting:

Areas with high ceilings and open-spaces, such as

warehouses and auditoriums. Outdoor or semi-enclosed areas, where winds or

draughts can prevent smoke from reaching a heat or smoke detector.

Areas where rapidly developing flaming fires can occur, such as petrochemical production, fuel storage areas, paint shops, and solvent areas.

Environments that are unsuitable for other types of detectors.

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General guidelines for placing fire

detectors Put at least one detector in each room, storage area, and

hallway. You may need more than one detector per room for

those that exceed the manufacturer's spacing requirements.

For example, if your detector is rated for 30 feet, install

detectors so they are evenly spaced with no more then 30 feet

between detectors.

Place the detector as close to the center of the ceiling as

possible when only one detector is required in a room or

space.

Put at least one detector in each closet, elevator and other

enclosed spaces.

Place a detector at the top of each flight of stairs.

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Placing Fire Detectors Place the detectors in the

path of the air flow toward the return air duct when air supply or return ducts are present in a room or space.

Place all smoke detectors at least three feet from ceiling fans.

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Bangladesh

Maintenance and testing

Over time, dust, dirt, and other foreign material can build up

inside a detector’s sensing elements, resulting in reduced sensitivity, which can limit the amount of warning time given

during a fire. Dirty or dusty detectors can also result in

unwanted alarms that can desensitize occupants to the alarm

system or produce more serious behavior (such as

disconnecting the system altogether).

To avoid malfunctions and unwanted alarms and to make sure

your fire detection system will perform as expected in the

event of a fire, you are required to:

Operate and maintain your system in a working condition,

making sure it is always turned on, except during repairs or

maintenance.

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Maintenance and testing Test and adjust fire detectors and fire detection systems

often to ensure that they operate correctly and maintain reliability. Detectors found to be unreliable and/or with reduced sensitivity must be replaced or cleaned and recalibrated.

Have a qualified person service, maintain and test all fire detection systems, including cleaning and necessary sensitivity adjustments.

Have fire detectors cleaned on a regular basis as necessary to assure their proper operation.

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Maintenance and testing

All fire detection equipment must be returned to

normal operation as soon as possible after being

tested, used, or accidentally activated.

`Note: You are also required to have spare

detection devices and components readily

available in the workplace or from a local

supplier to ensure prompt restoration of the

system.

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TESTING A SMOKE

DETECTOR



Notification/ Alarming Appliances

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Notification/ Alarming Appliance. A fire alarm system component such as a bell, horn, speaker, light or text display that provides audible, tactile, or visible outputs, or any combination thereof.

Audible Alarming Appliance. A notification appliance that alerts by

the sense of hearing.

Visible Alarming Appliance. A notification appliance that alerts by the sense of sight.



Fire Alarm Circuit Classes

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Class. Initiating device circuits, notification appliance circuits, and

signaling line circuits shall be permitted to be designated as either Class A or Class B, depending on their performance during nonsimultaneous single circuit fault conditions as specified by the following:

(1) Initiating device circuits and signaling line circuits that transmit an alarm or

supervisory signal, or notification appliance circuits that allow all connected devices to operate during a single open or a nonsimultaneous single ground fault

on any circuit conductor, shall be designated as Class A.

(2) Initiating device circuits and signaling line circuits that do not transmit an

alarm or supervisory signal, or notification appliance circuits that do not allow all connected devices to operate beyond the location of a single open on any

circuit conductor, shall be designated as Class B.

An open or ground fault condition shall result in the annunciation of a trouble

signal at the protected premise within 200 seconds as required in 4.4.7 Mohd. Hanif Dewan, Senior Engg. Lecturer,


Class B Initiating Device Circuit

4.7K EOLR

4.7K EOLR

Class B Notification Appliance Circuit

Class B Circuits

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End of line supervision resistors are

required to supervise the integrity of the loop. Mohd. Hanif Dewan, Senior Engg. Lecturer,


Single open circuit condition causes a

trouble on the panel and renders all

devices beyond the fault inoperative.

Class B Initiating Device Circuit

4.7K EOLR

4.7K EOLR

Class B Notification Appliance Circuit

Class B Circuits

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Class A Initiating Device Circuit

Class A Notification Appliance Circuit

Class A Circuits

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End of line supervision resistors are not

necessary as the loop returns to the panel and is driven from both ends. Mohd. Hanif Dewan, Senior Engg. Lecturer,


Class A Initiating Device Circuit

Class A Notification Appliance Circuit

Class A Circuits

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Single open circuit condition causes a trouble on the panel. All

devices on the loop remain operative.



Analog Addressable Sensor - An initiating device that transmits a signal

indicating varying dAddressable Device - A fire alarm system component with discreet identification that can have its status individually identified or that is used to individually control other functions.

egrees of condition as contrasted with a conventional or addressable initiating device, which can only indicate an off/on condition.

Signaling Line Circuit (SLC) - A circuit or path between any combination of

circuit interfaces, control units, or transmitters over which multiple system input

signals or out put signals or both are carried.

SLC Interface - A system component that connects a signaling line circuit to any combination of initiating devices, initiating device circuits, notification appliances, notification appliance circuits, system control outputs and other signaling line circuits.

Protocol - A language for communicating between control panels and their proprietary devices.

Additional Fire Alarm Terminology

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Conventional control panels range in size from 1 zone to over 100 zones.

Zones typically consist of some or all of the initiating devices in an area or floor of a building.

Some control panels zone capacity is expandable while others are not, limiting its usefulness if a facility adds additional buildings or rooms.

Comparing System Types To better understand today’s newer technology, a firm understanding of the types of systems available is necessary. The three most popular types of systems

installed today are:

•Conventional

•Addressable

•Analog Addressable

Conventional Systems

4/7/2014 75




4/7/2014 76

Zone 1

4.7K

EOLR

Zone 2 FIRE FIRE

SILENT KNIGHT

FIRE FIRE

SILENT KNIGHT

FIRE FIRE

SILENT KNIGHT

FIRE FIRE

SILENT KNIGHT

FIRE FIRE

SILENT KNIGHT

FACP

NAC 1

Multiple devices are combined

into a single zone. Zones can

contain 30 or more devices.

4.7K

EOLR




4/7/2014 77

Care must be taken when laying

out zones to comply with code

requirements.

Zone 1

4.7K

EOLR

Zone 2 FIRE FIRE

SILENT KNIGHT

NAC 1

4.7K

EOLR




4/7/2014 78

Wiring must be installed in a

supervised manner either Class A,

or Class B with an EOLR.

Zone #1

4.7K EOLR

4.7K EOLR

Zone #2

NAC #1




4/7/2014 79

Alarm conditions are annunciated

by zone only. Inspection is required to determine the device.

Zone #1

4.7K EOLR

4.7K EOLR

Zone #2

NAC #1

FIRE!




4/7/2014 80

Trouble conditions are annunciated

by zone only. Inspection is required

to determine the cause.

4.7K

EOLR

Zone #1

4.7K EOLR

4.7K EOLR

Zone #2

NAC #1



4/7/2014 81

A simplified view of the layout of a fire detection system, featuring

normal/emergency power supply, UPS,Loop,Zone Indicators, Alarms, Test switch and Fire Zones.



4/7/2014 82

CABLE LAYOUT

LOOP and LINE monitoring

LOOP MONITORING

The continuity of the cable is

checked by both circuits a-d and b-c.

In the event of either cable

failing due to damage the

an alarm sounds.



4/7/2014 83

CABLE LAYOUT

LOOP MONITORING

Failure modes-damage

causes open or short circuit

on cables.

Short circuit, no

discrimination between faults

and FIRE activation.

Open circuit, fault alarm on one wire



4/7/2014 84

CABLE LAYOUT

LOOP MONITORING

In each case faults must be examined immediately

Whilst the fault condition exists subsequent fire detection is inhibited

Easier for accurate fault detection, discriminates between fault and fire but more expensive.



4/7/2014 85

Line monitoring: Damage to loop

Short circuit shuts down the system and gives Fire alarm.

Open circuit raises fault indication

Less reliable, harder to pinpoint faults but cheaper.



C/E HANIF DEWAN 86 4/7/2014 86

FIRE EXTINGUISHING METHODS

Method of Extinguishing Fire:

• Starvation: Removing or Limiting fuel

•Smothering: Removing or Limiting Oxygen (Air)

•Cooling: Limiting or Decreasing Heat/Temperature

•Inhibition: Stopping/Breaking chemical reaction

which is building up heat and rise in temperature

(Exothermic Reaction)



C/E HANIF DEWAN 87 4/7/2014 87

Fire Extinguishing Agents

• COOLING: WATER

•SMOTHERING: FOAM, CARBON

DIOXIDE, SAND, FIRE BLANKET

•FLAME INHIBATORS: DRY CHEMICAL

POWDER (MONO-AMMONIUM PHOSPHATE),

HALON



4/7/2014 88

FIRE FIGHTING SYSTEMS

All fire fighting systems are used to either:

Remove Heat

Remove Oxygen

Remove fuel

or

CHAINBREAK-stop the chemical reaction



4/7/2014 89

FIRE FIGHTING SYSTEMS

Water acts by:-

Removing heat as it turns to steam.

Blanketing (excluding oxygen) when it turns to steam.

Water can only be used safely on fires of class ‘A’ and ‘C’ and to boundary cool to stop the spread of fire. Water is electrically conductive therefore cannot be

used on class ‘E’ fires.

The use of water on board ship may be limited by

stability criteria (free surface effect).



4/7/2014 90

FIRE MAIN

A sea water supply system to fire hydrants is fitted to every

ship. Several pumps in the engine room will be arranged to

supply the system, their number and capacity being dictated

by legislation (MCA for UK registered vessels as well as

LLOYDS RULES)

An emergency fire pump will also be located remote from the

machinery space and with independent means of power.

A system of hydrant outlets, each with an isolating valve,

located around the ship, and hoses with appropriate snap-in

connectors are strategically located together with nozzles.



4/7/2014 91

FIRE MAIN (Cont’d)

These nozzles are usually of the jet/spray type providing either

type of discharge as required. All the working areas of the ship

are thus covered, and a constant supply of seawater can be

brought to bear at any point to fight a fire.

While sea water is best used as a cooling agent in fighting Class

A fires it is possible, if all else fails, to use it to fight Class B fires.

The jet/spray nozzle would be adjusted to provide a fine water

spray which could be played over the fire to cool it without

spreading.

An international shore connection is always carried on board

ship. This is a standard size flange which is fitted with a coupling

suitable for the ship's hoses.



4/7/2014 92

FIREMAIN LAYOUT



4/7/2014 93

INTERNATIONAL

SHORE

CONNECTION



4/7/2014 94

INTERNATIONAL

SHORE

CONNECTION



4/7/2014 95

The fire main has a number of dedicated fire pumps:

- Main fire pumps, located in the main machinery spaces.

- Emergency fire pumps remotely located and independently

powered.

- In addition, isolation valves are fitted so that the main fire

pumps and emergency fire pumps can independently

pressurise the fire main.

- Further isolation valves so that the accommodation and

main deck can be pressurised independently.



4/7/2014 96

Certain areas, such as the paint locker are protected

by manually operated spray systems, supplied by the

Fire main.

Tankers on specific operations, which may involve high

sulphur fuel, can be equipped with water drencher

systems to cover the accommodation and protect it

from hydrocarbon gas or H2S releases

Other specalised vessels provide manual water

curtains at lifeboat embarkation points.



4/7/2014 97

Automatic FRESH water spray

The automatic spray or sprinkler system provides a network of

sprinkler heads throughout the protected spaces. This system may

be used in accommodation areas, and in machinery spaces with

certain variations in the equipment used and the method of

operation.

The accommodation areas are fitted with sprinkler heads which

both detect and extinguish fires. Sprinkler head is closed by a

quartzoid bulb which contains a liquid that expands considerably

on heating.

When excessively heated the liquid expands, shatters the bulb and

water will issue from the sprinkler head. A deflector plate on the

sprinkler head causes the water to spray out over a large area.



Automatic Fire Sprinklers Fire sprinklers are most effective during the fire's

initial flame growth stage. A properly selected sprinkler will detect the fire's heat, initiate alarm and begin suppression within moments after flames appear. In most instances sprinklers will control fire advancement within a few minutes of their activation. This will in turn result in significantly less damage than otherwise would happen without sprinklers.

4/7/2014 98



Automatic Fire Sprinklers Sprinkler systems offer several benefits to building

owners, operators, and occupants. These benefits include:

Immediate identification and control of a developing fire.

Immediate alert.

Reduced heat and smoke damage.

Enhanced life safety.

Design flexibility.

Enhanced Security.

4/7/2014 99



Automatic Fire Sprinklers For most fires, water represents the ideal extinguishing

agent. Fire sprinklers utilize water by direct application onto flames and heat. This action cools the combustion process and prevents ignition of adjacent combustibles.

Sprinkler systems are essentially a series of water pipes which are supplied by a reliable water supply. At selected intervals along these pipes are independent, heat activated valves known as sprinkler heads. It is the sprinkler which is responsible for water distribution onto the fire. Most sprinkler systems also include an alarm to alert occupants and emergency forces when sprinkler activation (fire) occurs.

4/7/2014 100



Automatic Fire Sprinklers During the incipient fire stage, heat output is relatively

low and unable to cause sprinkler operation. As the fire intensity increases, however, the sprinkler's sensing elements become exposed to elevated temperatures (typically in excess of 135-225°F/57-107°C)and they begin to deform. Assuming temperatures remain high, as they would during an increasing fire, the element will fatigue after an approximate 30 second to 4 minute period. This will release the sprinkler's seals allowing water to discharge onto the fire. In most situations less than 2 sprinklers are needed to suppress the fire. In fast growing fire scenarios such as a flammable liquid spill, up to 12 sprinklers may be required for control.

4/7/2014 101



4/7/2014 102

HEAD is pressurised by

Fresh water

BULB keeps

valve closed.

Heat causes alcohol inside bulb to

expand, shatter bulb and water flows.



4/7/2014 103

FRESHWATER SPRINKLER

SYSTEM



4/7/2014 104

SPRINKLER HEADS

The different colours denote different operating temperatures,

but the alcohol is the same, only the size of the air bubble

changes.



Standard Sprinkler Head Styles

4/7/2014 105



http://palimpsest.stanford.edu/waac/wn/wn16/wn16-3/wn16-3d2.gif

http://palimpsest.stanford.edu/waac/wn/wn16/wn16-3/wn16-3e2.gif

Automatic Fire Sprinkler System

4/7/2014 106



http://palimpsest.stanford.edu/waac/wn/wn16/wn16-3/wn16-3b2.gif

Automatic Fire Sprinkler System

4/7/2014 107

Fire Pump & Jockey Pump Mohd. Hanif Dewan, Senior Engg. Lecturer,


Automatic Fire Sprinklers

4/7/2014 108



4/7/2014 109

Typical low pressure

sprinkler system

NOT HIGH FOG



4/7/2014 110

EXPANSION

Supply for up to 200 sprinkler heads



4/7/2014 111

HIGH FOG

Cool and smother, using the latent heat properties of water to

cool, and expansion into steam to temporarily remove oxygen.

Devised by Marioff, from an initial requirement by the Belgian

air force, Marioff converted a hydraulic system of 200 bar

pressure to water in 1974.

Development then followed on head technology, and pressures

have reduced drastically. The following slide shows a “GL” approved hi fog system currently fitted to new build container

ships.

A single stage low pressure centrifugal pump, with a screw

inducer fitted in the eye takes suction direct from the domestic

fresh water tank.



4/7/2014 112



4/7/2014 113

The detail shown right, features

the pump taking suction from the fresh water tank.

The system is manually operated locally or remotely. Pump is fed via EMS.

All operations are controlled by one panel, opening valves and starting pump.



4/7/2014 114

Hi Fog droplets are extremely small, increased surface

area causes them to flash into steam, latent heat is

absorbed, steam generated displaces oxygen.

FOG

SPRINKLER-

DROPLETS Mohd. Hanif Dewan, Senior Engg. Lecturer,


4/7/2014 115

SMOTHERING

Removal of Oxygen

FOAM

Simple foam installation,with seawater mixing with foam compound(usually protein).

Not much to go wrong!



4/7/2014 116

A simple CO2 driven foam system



4/7/2014 117

Exact metering of foam compounds and water.



4/7/2014 118

Types of foam available for marine use:

1. Protein base ( PF)

2. Flouro protein foam (FP)

3. Film forming fluoro protein foam (FFFP)

4. Synthetic detergent foam

5. Alcohol resistant foam-chemical fires

6. Aqueous film forming foam ( AFFF)



4/7/2014 119

Hi-Ex-limited use due to lightness of foam-convection currents easily blow the foam away.Must be delivered from overhead nozzles

However you can breathe in the mixture, and there is a limited cooling and smoke clearing effect.



4/7/2014 120

SMOTHER

INERT GASES to TEMPORARILY or PERMANENTLY remove OXYGEN from the seat of the fire

Temporary-discharge of CO2 from storage

Permanent-use of Inert gas generator to blanket a space or cargo tank.



4/7/2014 121

05 10 15 20

5

10

15

20

% O2 in mixture

% h

yd

roca

rbo

n g

as in

th

e

mix

ture

Inflammable zone

10%

2%

Inert



4/7/2014 122

The flammable range is

relatively narrow, so that

any new gas introduced

into the space will either

displace oxygen or

remove hydrocarbon vapours.

This particular example is

for crude oil, but the

principle applies to all

hydrocarbon based fuels. 0

5 10 15 20

5

10

15

20

% O2 in mixture

% h

yd

roca

rbo

n g

as in

th

e

mix

ture

Inflammable zone

10%

2%

Inert



4/7/2014 123

In the case of discharge of CO2, the energy released as the CO2 expands, plus the smothering action of the CO2, plus the smothering action of smoke, temporarily

removes the O2 content below 10%.

Note that human life may be extinguished at any level

below normal oxygen level

05 10 15 20

5

10

15

20

% O2 in mixture

% h

yd

roca

rbo

n g

as in

th

e

mix

ture

Inflammable zone

10%

2%

Inert



4/7/2014 124

In the case of inerting

hydrocarbon cargo tanks, inert

gas is produced from a

combustion unit, so that O2

content is typically 5%.

This is used initially to remove the

fuel vapour, and then permanently

to reduce O2 content during

loading/unloading operations.

05 10 15 20

5

10

15

20

% O2 in mixture

% h

yd

roca

rbo

n g

as in

th

e

mix

ture

Inflammable zone

10%

2%

Inert



4/7/2014 125

CO2 Fixed Fire Extinguishing System for Machinery Space



CO2 System operation in Machinery Spaces A Co2 system of machinery spaces consists of a bank of Co2 bottles that can be operated from a remote place located away from the machinery

spaces. The system also consists of pilot Co2 cylinders which control the activation of the bank of Co2 bottles. The Pilot cylinders are contained in a control box and are normally kept disconnected. The system is connected to the pilot cylinders and the control box with the help of steel wires or flexible pipes. All these pipes are fitted with a quick action coupling. When the system is to be activated, the coupling in plugged into the corresponding socket. The valves of the pilot cylinders will be opened with the help of the levers in the main CO2 control system. - The CO2 from the pilot cylinders will open the system's main stop valve. - The main stop valve has a piston which gets depressed due to the Co2 gas pressure and allows the pilot gas to flow to the bank of CO2 cylinders. - This pilot gas operates the cylinders' valves. These valves are known as Klem valves. All these valves have an actuator which gets operated by the

pilot pressure.

4/7/2014 126



- The detection of fire is done by various sensors installed in the machinery spaces.Though the opening of control box operates an alarm, the main

decision for CO2 flooding is taken by the Chief engineer, after due consultation with the master of the ship. - Before releasing Co2 into the fire affected space, it should be made sure that everybody is out of the place and total head should be counted. - The place is fully enclosed i.e all skylights & ventilators are closed air-tight and pumpsumps supplying fuel oil should also be stopped in order to prevent re-ignition. - Separate levers for each and every space are present inside the main controlling cabinet. The operating of a particular lever activates the pilot

bottles, which helps in releasing the complete bank of bottles designated for that place. - With the opening of the master valve, Co2 is flooded inside the fire affected space, which then smothers the fire with the help of blanket effect. - Boundary cooling should be carried out.

4/7/2014 127



4/7/2014 128

The mass of CO2 required is defined

under a typical calculation as shown. This calculation is for a container ship, and is for a multi purpose system to cover a number of spaces.

The mass carried is sufficient to extinguish a fire in the largest space.



4/7/2014 129

THE FOLLOWING THINGS TO BE CONSIDERED: 1. The mass of CO2 required obviously has to take up free space i.e. air

space in the area protected. An allowance is made for machinery (and in this case, containers in the cargo hold) taking up space. The mixing

ratio allows for this difference in “permeability”. 2. Having calculated the volume required, the mass is now estimated and

this is translated into number of 45Kg or 48Kg bottles needed to protect each space. A multi purpose release system is now used to discharge the correct number of bottles for each space. One spare bottle ( for the total system)is required.

3. Obviously the release mechanism has to be robust and reliable. A pilot system is used to initiate the main release of bottles. The amount of CO2 in the pilot system is not counted in the calculation.

4. CO2 release must be used in conjunction with other measures: -Ventilation must be stopped, and - ventilation flaps closed, to prevent CO2 escaping from the space. - Quick closing valves are usually shut, to restrict supply of hydrocarbon

fuels, so all Main and power generation engines will be stopped. Mohd. Hanif Dewan, Senior Engg. Lecturer,


4/7/2014 130

5. Consequently the vessel is helpless and you must summon help.

In addition, CO2 is a “one shot” system and if it does not work quickly IT WILL NOT WORK AT ALL. CO2 must be discharged as one MASS discharge, not individual bottles, and within two minutes of proven evacuation. There are strict rules to be observed about releasing CO2 into a space and about re-entering the space afterwards.



4/7/2014 131

The system shown features both pilot and smothering bottles.

Amount of pilot a gas

DOES NOT feature in the calculation.

In this German flag, GL approved system, there is a built in time delay of about 24 seconds between operating the main

bottle release and CO2 discharge



4/7/2014 132

Release cabinets for the ER system are located outside the engine room door

and in the CO2 room.

Release cabinets for the hold system are located on the bridge and in the CO2

room



4/7/2014 133

When the cargo hold system is discharged, ventilation is stopped

and the correct amount of bottles for each hold is AUTOMATICALLY

released



4/7/2014 134

GERMAN FLAG, GL approved system!!



4/7/2014 135



4/7/2014 136



4/7/2014 137

A method of storage developed in the 1980’s was the use of refrigerated low pressure storage in a single container rather than ambient high pressure storage in large amounts of bottles.

A second discharge is available by using the “hot gas” from the refrigeration circuit to boil the remaining CO2 gas out.

Capacity is 105% of storage space in a “cold” discharge



4/7/2014 138



4/7/2014 139

Safe use of CO2 :- Ventilation fans off, space sealed, machinery stopped, tanks

isolated. Total head count. CO2 released on master’s command. Boundary cooling set up. Space remains sealed until steady temperature drop recorded over a period of 2 hours.

Safety of Re-entry: B.A. team re-enter machinery space and damp down hot spots. Re-entry should be from the top entrance. Ventilation fans restarted (extraction fan). Atmosphere tested with O2 meter throughout space Boundary cooling should be continued to stop re-ignition



4/7/2014 140

Cargo and container ships

monitor the holds using a

smoke extraction system,

that removes the

atmospheric contents of

the hold, and passes the

sample through a detector

located in the wheelhouse.



4/7/2014 141

In the event of a smoke alarm, the

ventilation system is stopped and the

three way sampling cocks are turned to discharge CO2 back through the

sampling pipes to the hold.

CO2 is released as required.



Co2 System for Cargo Space The release mechanism of CO2 system in cargo spaces is same as that of the machinery spaces. The only difference is that the cargo spaces

have a different type of fire detection system. For detection of fire in cargo hold, a sample of air is drawn from all the cargo holds by an extractor fan.This sample of air is passed through a cabinet wherein a set of smoke sensitive sensors analyze the sample. The sensors will detect any presence of smoke in the sample. As soon as the sensor detects smoke in the sample, it activates the CO2 alarm system of the ship. A part of the sample is also discharged to the wheelhouse in order to cross-check the presence of smoke in the sample. This can be done by smelling the smoke. The sample is later vented to

the air. In order to check whether the extractor is extracting samples from the holds, a small indicator propeller is fitted, which ensures that the samples are taken.

4/7/2014 142



Checks on the CO2 system: i. Pipes leading to the spaces should regularly be blown

with air to ensure that they are not blocked.

Ii. The level in the Co2 bottles should be checked on

regular basis. If in a particular check, the difference is

10% of the total volume, the bottle should be replaced as

soon as possible.

Iii. Sensors should be checked periodically.

Iv. Cabinet door alarms should also be checked on

regular interval of time.

V. All the pipings and connections at the CO2 bottles

should be checked regularly.

4/7/2014 143



4/7/2014 144

OTHER METHOD OF SMOTHERING OF FIRES:

Smothering of a fire can also be achieved by using inert gas produced on board ship.

In this case the inert gas is produced as required, and is low pressure NITROGEN, which is the leftover by product of combustion, as long as the Oxygen content is consistently less than 10% maximum.

Effectively this rules out diesel engines and incinerators and leaves

1. Exhaust gases from a Marine boiler

2. Exhaust gases from a purpose built combustion unit

3. Exhaust gases from the AFTERBURNER of a gas turbine.



4/7/2014 145

MAIN BOILER



4/7/2014 146

MAIN BOILER



4/7/2014 147

System using exhaust gases from a boiler on load

producing steam



4/7/2014 148

This unit, sometimes called an

autonomous unit, burns diesel

oil to generate a very low

oxygen content in the exhaust

gases

It has no other function and is

very useful when there is an

an instant demand for inert

gas-

“ topping off”.



The Oxygen Depleted Condition

No Fire can take Place even in the presence of Heat or Fuel

because there is not enough oxygen to support it

Safe Ship

NO FIRE

In absence of any one

side of the original

Fire Triangle, the risk

of a fire is non-

existent.

4/7/2014 149



The Flammability diagram

8 %

Inerted Condition

4/7/2014 150



The percentage of oxygen required to sustain combustion:

More than 11 %

What percentage of oxygen are required to maintain

in the cargo tanks ?

By law less than 8 %.

Some ports require a vessel to maintain less than 5 %.

A Cargo tank is considered “Inerted” when the oxygen content in the tank is

less than 8 % by volume

4/7/2014 151



4/7/2014 152

CHAINBREAKERS

HALON

Still legal under IMO legislation

but not UK legislation ( or other

EU countries plus CANADA)

NOVEC 1230 is an approved

drop in replacement.



4/7/2014 153

CHAINBREAKERS

Originally only Halon, ( see MGN 258). Alternative environmentally friendly

gasses now available include:-

Novec 1230.

FM200.

Halotron 11 B.

These gasses act by blanketing (excluding oxygen at the seat of the fire)

and cooling but some (NOVEC1230) also disrupt the chemical chain

reaction of combustion.



4/7/2014 154

1. HALON is a CFC and so has the same OZONE depletion

affect as R11 and R12.

2. NOVEC 1230 is a HALON replacement, using roughly the

same pipeline layout, and same mass of fluid, with a slight

change in head detail, and with an ODP and GWP of 0.

3. FM 200 AND HALOTRON 11 require roughly 1.5-2 times as

much mass as HALON, with an ODP of 0 and a GWP of 1

4. PYROGEN has appeared briefly as a HALON substitute but

has since disappeared.

Dry powder is also a chain-breaker and in addition acts as a

smothering agent.



4/7/2014 155

Water Foam Dry Powder CO2 Halocarbon

HAND HELD FIRE EXTINGUISHERS



Portable Fire Extinguishers

firemain and hose reel system

(manual actuation)

4/7/2014 156



4/7/2014 157

Types of fire extinguishers

Different types of fire extinguishers are designed to fight different types of fire. The most common types of fire extinguishers are:

Water extinguishers

Foam extinguishers

CO2 (carbon dioxide) extinguishers

Dry chemical extinguishers

Fire blanket

C/E HANIF DEWAN 157 Mohd. Hanif Dewan, Senior Engg. Lecturer,


http://www.osha.gov/SLTC/etools/evacuation/portable_about.html






4/7/2014 158

WATER EXTINGUISHER

Extinguish fire by cooling

the surface of the fuel to

remove the "heat"

element of the fire

triangle.

It is designed for Class A (wood, paper, cloth, rubber, and certain plastics) fires only.



4/7/2014 159

WATER EXTINGUISHER

Important: Never use water to extinguish flammable liquid fires. Water is extremely ineffective at extinguishing this type of fire and may make matters worse by the spreading the fire. Never use water to extinguish an electrical fire. Water is a good conductor and may lead to electrocution if used to extinguish an electrical fire. Electrical equipment must be unplugged and/or de-energized before using a water extinguisher on an electrical fire.



4/7/2014 160

Foam Fire Extinguisher

Modern synthetic AFFF offers a very effective means of extinguishing fires that involve

both normal combustible materials and flammable liquids. AFFF, which stands for Aqueous Film Forming Foam, extinguishes Class A fires by removing the HEAT and cooling the fire and Class A, B & C fires, by shutting off the OXYGEN and suffocating the fire.



4/7/2014 161

Foam Fire Extinguisher

With flammable liquids (Class B materials) , allow the foam to gently flow over the surface of the liquid moving the nozzle from side to side, until the fire dies down.

With most Class A materials, you will often find that although the flames have been extinguished, the materials will continue to smolder for quite some time, so it is important to make sure that any ‘Hot Spots’ are completely extinguished, as the fire may re-ignite.



4/7/2014 162

Carbon dioxide extinguishers

This type of extinguisher is filled with Carbon Dioxide (CO2), a non-flammable gas under extreme pressure. These extinguishers put out fires by displacing oxygen, or taking away the oxygen element of the fire triangle. Because of its high pressure, when you use this extinguisher pieces of dry ice shoot from the horn, which also has a cooling effect on the fire.



4/7/2014 163


You can recognize this type of extinguisher by its hard horn and absent pressure gauge. CO2 cylinders are red and range in size from five to 100 pounds or larger. CO2 extinguishers are designed for Class B, C, E and F fires.



4/7/2014 164


Important: CO2 is not recommended for Class A fires because they may continue to smolder and re-ignite after the CO2 dissipates. Never use CO2 extinguishers in a confined space while people are present without proper respiratory protection. Locations:

Carbon dioxide extinguishers will frequently be found in industrial vehicles, mechanical rooms, offices, computer labs, and flammable liquid storage areas.



4/7/2014 165

Dry chemical extinguishers Dry chemical extinguishers put out

fires by coating the fuel with a thin layer of fire retardant powder, separating the fuel from the oxygen. The powder also works to interrupt the chemical reaction, which makes these extinguishers extremely effective. Dry chemical extinguishers are usually rated for class B and C fires and may be marked multiple purpose for use in A, B & E fires. They contain an extinguishing agent and use a compressed, non-flammable gas as a propellant.



4/7/2014 166

Dry chemical extinguishers

ABC fire extinguishers

are red in color, and

range in size from five

pounds to 20 pounds.

Dry Chemical extinguishers will have a label indicating they may be used on class A, B, E & F fires.



4/7/2014 167

Fire Blanket

Fires in small utensils containing cooking fats can be extinguished by smothering with Asbestos blanket or door mat (which has been wetted first!). Normally use to extinguish class K type of fire.



4/7/2014 168



4/7/2014 169

Using a fire extinguisher The following steps should be followed when responding to

incipient stage fire: Sound the fire alarm and call the fire department, if

appropriate. Identify a safe evacuation path before approaching the fire.

Do not allow the fire, heat, or smoke to come between you and your evacuation path.

Select the appropriate type of fire extinguisher. Discharge the extinguisher within its effective range using the

P.A.S.S. technique (pull, aim, squeeze, sweep). Back away from an extinguished fire in case it flames up

again. Evacuate immediately if the extinguisher is empty and the

fire is not out.

Evacuate immediately if the fire progresses beyond the incipient stage. C/E HANIF DEWAN 169




http://www.osha.gov/SLTC/etools/evacuation/portable_use.html

http://www.osha.gov/SLTC/etools/evacuation/portable_relation.html

4/7/2014 170

Using a fire extinguisher Most fire extinguishers operate using the following P.A.S.S. technique: 1.PULL... Pull the pin. This will also

break the tamper seal. 2.AIM... Aim low, pointing the

extinguisher nozzle (or its horn or hose) at the base of the fire. Note: Do not touch the plastic discharge horn on CO2 extinguishers, it gets very cold and may damage skin.

3.SQUEEZE... Squeeze the handle to release the extinguishing agent.

4.SWEEP... Sweep from side to side at the base of the fire until it appears to be out. Watch the area. If the fire re-ignites, repeat steps 2 - 4. C/E HANIF DEWAN 170



4/7/2014 171 C/E HANIF DEWAN 171

FOUR METHOD OF FIRE EXTINGUISHMENT



Provision for fire protection Ship division - main vertical zones by thermal &

structural boundaries

Inert gas protection – tankers

Lockers – combustible materials

Use of flame retardant materials flame screens and other devices for preventing the flame passage

Use of steel

Provisions wrt fire main - diameter, pressure (SOLAS minimum requirement)

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Basic principles

Division into main and vertical zones by thermal and structural boundaries

Separate accommodation spaces from the remainder by thermal and structural boundaries

Restricted use of combustible materials

Fire detection in the origin zone

Containment and extinction of any fire in the origin space

Protection – by means of escape / access for fire fighting purposes

Readily available of fire-extinguishing appliances

Minimise possibility of ignition of flammable cargo vapour

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Bulkheads & decks

Divide vessel into number of separate divisions

Heat / flame must penetrate before can spread to another compartment

Constructed from approved non combustible material – steel with appropriate strength

But heat of intense fire can cause exposed steel to wrap, buckle or fail

SOLAS & regulatory bodies have stringent rules on this construction

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Class divisions Ability of composite materials which are used as

load-bearing "A" or "B" class divisions to withstand the applied loads during and at the end of fire

Adopted by the Organization

Additional tests on small specimens to determine the high temperature strength properties of the material.

Formed by bulkheads, decks, ceiling, lining

Non combustible materials capable preventing smoke and flame passage when subject to standard fire test for a specified duration

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Non-combustible material Material which neither burns nor gives off

flammable vapours in sufficient quantity for self-ignition when heated to approx. 750°C

Determined to the satisfaction of the Administration by an established test procedure

Any other material is a combustible material

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Standard time – temperature curve

At the end of the first 05 min – 556oC





4/7/2014 178



A lass di isio ulkhead a d de k Constructed from steel or other equivalent material

Suitably stiffened

Capable preventing passage of smoke and flammable to the end of the one-hour standard fire test

Insulated with approved non-combustible materials

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A lass di isio ulkhead a d de k

Average temperature of unexposed side will not rise more than: 139°C above the original temperature 180°C at any point including any joint, above the original

temperature

within the time listed below: Class A-60 60 min Class A-30 30 min Class A-15 15 min Class A- 0 0 min

The Administration may require a test of a prototype (original sample) bulkhead or deck to ensure it meets the above requirement for integrity and temperature rise

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B lass di isio ulkhead, de k, eili g o li i gs)

Constructed to capable preventing flame passage until end of the first half hour of standard fire test

Insulated so that average temperature of the unexposed side will not rise more than: 139°C above the original temperature

225°C at any point including any joint above the normal temperature

within the time listed below: Class B-15 15 min

Class B- 0 0 min

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B lass di isio ulkhead, de k, eili g o li i gs o t/…

Constructed of approved non-combustible materials

All materials entering into construction and erection of B class divisions shall be non-combustible

The Administration may require a test of a prototype (original sample) division to ensure that its meets the above requirements for integrity and temperature rise

4/7/2014 182



Main vertical zones

Those sections which the hull, super structure and deckhouses are divided by ‘A’ class divisions

mean length on any deck does not exceed 40

meters

Accommodation Spaces

Spaces used for public spaces, corridors, lavatories,

cabins, offices, hospitals, cinemas, games and hobbies rooms, barber shops, pantries containing no

cooking appliances and similar spaces.

4/7/2014 183



Public Spaces Public Spaces are those portions of the

accommodation which are used for halls, dining rooms, lounges and similar permanently enclosed spaces

Cargo Spaces

Cargo Spaces are all spaces used for cargo, cargo oil tanks, tanks for other liquid cargo and trunks to such spaces

Closed Ro-Ro Cargo Spaces

Spaces which are neither open ro-ro spaces nor weather decks

4/7/2014 184



Ro-Ro Cargo Spaces

Spaces not normally subdivided and extending

to either a substantial length or entire length of

vessel in which motor vehicle with fuel in their

tanks for their own propulsion and/or goods

(packaged or in bulk, in or on rail or road cars,

vehicles (including road or rail tankers), trailers,

containers, pallets, demountable tanks or in or

on similar stowage units or other receptacles)

can be loaded and unloaded normally in a horizontal direction

4/7/2014 185



Open Ro-Ro cargo spaces Spaces that either open at both ends, or have an

opening at one end, and are provided with adequate natural ventilation effective over their entire length

through permanent openings distributed in the side plating or deck-head or from above, having a total area of at least 10% of the total area of the space side

4/7/2014 186



Machinery Spaces of Category A

(1 July 2002)

Spaces and trunks to such spaces which contain either:

Internal combustion machinery used for main propulsion

Internal combustion machinery used for other than main propulsion where such machinery has an aggregate total power output > 375 kW (500 hp)

any oil-fired boiler or oil fuel unit or equipment other than boiler, such as inert gas generator, incinerator, waste disposal units, etc

4/7/2014 187



WATERTIGHT DOOR

4/7/2014 188



Watertight doors Design to prevent the water movement thru the doorway

Must match with bulkhead connected

3 classes of WTD: Class 1 :manually operated hinged door

Class 2 :manually operated (with hydraulic assist once) sliding doors

Class 3 : manually & power operating sliding door

Capable to close with listing 15° either sides

Capable to operate on both sides, not exceeding 90 seconds

To ensure operate easily, close properly & dogs operate freely

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Fire dampers Thin steel plate 3.2mm thick & suitable stiffened

Placed in ventilation duct, held in open position by fusible link

Air temperature above 74 or 100°C will melt the fusible link – closing damper

4/7/2014 190



INERT GAS SYSTEM

Sources:

Ship s main or aux boiler uptakes

Generating plant burning diesel/light FO

Replace O2 contents on cargo surface outside of flammable range

Accepted for fire smothering purposes in dry cargo holds

14% CO2, 1% O2, 85% N2, remaining trace elements

No cooling effect, reignition must avoided

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Inert gas system Time allowed for complete extinction, sufficient cool

before dissipate gas and air entrance

Asphyxiating and toxic – NOx elements

Proper enclosed space permit required

Rate of production limited

4/7/2014 192



Nitrogen Fire smothering agent

Fire / explosion preventive agent

In case others unacceptable – contaminated cargo

Gas with density slightly less than air

Concentration required higher than CO2

Temperature limited to -147°C (low critical)

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Fire main configurations

Must fulfill the followings:

Max discharge from 2 fire pumps up to 50 psi

Main line diameter from ” to ” Branch line ½” to ½” Protected against freezing

Provision for shore connection

Enough pressure from hydrant covering areas until adjacent hydrant

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Other operation required Maintaining cleanliness on board

Observances of smoking only in approved spaces

Keeping doors closed

Maintenance of fire appliances including fire dampers

Regular fire drills and instructions

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Ship fire fighting organisation

Bridge - central control station

Master – full in charge

Fire officer/officers report to bridge and receive instructions

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Information required by central control station

Time at fire alarm was given Position and nature of fire Confirmation that fire parties at their assembly

points & fireman s outfits ready / available Confirmation - fire main is pressurized Report – initial attempts to extinguish fire using

portable extinguishers Report – effect of fire on services e.g. lighting Report - persons present / trapped – head count

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Information available on bridge

Drawing arrangement in convenient size for ship, engine room & accommodation

Details – access & escapes from different zones Details - fire-extinguishing equipment (fixed &

portable) for entire ship including storage position of refills

Stability information Details - survival equipment & its location Stowage plans Information on dangerous goods

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Methods of communication

available Telephones

Loud hailers

Direct speech - bridge to MCR

Hand-held radio telephones

Messengers

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Damage control and fires containment Bridge - closing watertight & fire doors Stopping ventilation fans, closing of dampers on

funnel and other places Closing all windows & portholes in

accommodation, galley and other spaces Turning ship to best position relative to wind

direction for fire fighting Bulkhead – boundary cooling Using fire blankets as necessary Maintaining fire-watch after fire extinguished

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Monitoring and controlling ship stability

Calculating changes in GM due to weight of extinguishing water and its free surface effect

Arranging pumping / draining of fire fighting water from affected spaces including cutting holes in ship s side

Calculating - affect of cargo shifting (for cargo fires)

Assess – damage effect caused by spaces flooded with sea water

Considering / possibilities - moving vessel to shallow water or allowing for grounding

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Organization of fire parties Identification of each fire party

Identification of each member of fire party

Safeguards - keeping in contact with each person & their position

Duties of each fire party Reconnaissance team - equipped with portable

extinguishers

Fire hose team

Help, search and first-aid team

Technical team - checking lifts, closing fire dampers, controlling ventilation fans and FO shut off valves, starting emergency generator and fire pump, refilling used extinguishers as required and preparing for gas flooding

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Location & use of portable

extinguishers

Water

Foam

Dry powder

Carbon dioxide

Halon

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Location & use of mobile extinguishers

Foam

Dry powder

Carbon dioxide

4/7/2014 207



Location & use of fixed extinguishing

system

Fire hydrants, hoses & nozzles

Water sprinklers

Water sprays

Foam system

Carbon dioxide system

Halon system

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Lo atio & use of fi e a ’s outfit Learn how to don protective clothing quickly

Knowing where it is stowed / comprise

Checking & use of BA set

Checking & use of fireproof lifeline & familiar with signal codes

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Fire in cargo spaces

Location – in holds, tween deck or containers

Types – involving dangerous goods

4/7/2014 210



Training for fire party members

Instruction of duties being assigned

Instruction of duties being allocated

Exercises – increase member s proficient including first aid

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Fire Protection, Detection and Extinguishing:

• This Chapter was totally reviewed in the Amendments published on

December 2000 [Resolution MSC.99 (73)]

• Entry into force on the 1st of July 2002

Alterations:

• The new version focus the attention more on the processes associated to fire scenarios than on the types of ships, as previously.

• New Part E- Operational Requirements that deals exclusively with the human factors, such as education, training and maintenance issues.

• New Part F that establishes a methodology for the approval of alternative or innovative designs and arrangements.

• Some technical details of the systems have been moved to the International Fire Safety Systems (FSS) Code.

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PART A - GENERAL

• Regulation 1. Application

• Regulation 2. Fire safety objectives and functional requirements

• Regulation 3. Definitions

PART B - PREVENTION OF FIRE & EXPLOSION

• Regulation 4. Probability of Ignition

• Regulation 5. Fire growth potential

• Regulation 6. Smoke generation potential and toxicity

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PART C- SUPPRESSION OF FIRE

• Regulation 7. Detection and alarm

• Regulation 8. Control of smoke spread

• Regulation 9. Containment of fire

• Regulation 10. Fire fighting

• Regulation 11. Structural integrity

PART D - ESCAPE

• Regulation 12. Notification of crew and passengers

• Regulation 13. Means of escape

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PART E - OPERATIONAL REQUIREMENTS

• Regulation 14. Operational readiness and maintenance

• Regulation 15. Instructions, onboard training and drills

• Regulation 16. Operations

PART F - ALTERNATIVE DESIGN & ARRANGEMENTS

• Regulation 17. Alternative design and arrangements

PART G - SPECIAL REQUIREMENTS

• Regulation 18. Helicopter facilities

• Regulation 19. Carriage of dangerous goods

• Regulation 20. Protection of vehicle, special category and ro-ro spaces

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PART A - GENERAL

Reg. 1 – Application 1. Application

2. Applicable requirements to existing ships

3. Repairs, alterations, modifications and outfitting

4. Exemptions

5. Applicable requirements depending on ship type

6. Application of requirements for tankers

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Reg. 2 - Fire safety Objectives and

Functional Requirements

1. Fire safety objectives

2. Functional requirements

3. Achievement of the fire safety objectives

4/7/2014 218



Fire Safety Objectives • Prevent the occurrence of fire and explosion;

• Reduce the risk to life caused by fire

• Reduce the risk of damage caused by fire to the ship, its cargo and the environment

• Contain, control and suppress fire and explosion in the compartment of origin

• Provide adequate and readily accessible means of escape for passengers and crew

4/7/2014 219



Functional Requirements • Division of the ship into main vertical and horizontal

zones with structural and thermal boundaries

• Separation of the accommodations from the remainder of the ship with structural and thermal boundaries

• Restricted use of combustible materials

• Detection of any fire in the zone of origin

• Containment and extinguishing of any fire in the compartment of origin

• Protection of the means of escape and access for firefighting

• Fire firefighting appliances available and ready

• Minimize the possibility of ignition of flammable cargo vapor

4/7/2014 220



Some Definitions Accommodation Spaces - spaces used for public spaces,

corridors, lavatories, cabins, offices, hospitals, cinemas, game and hobby rooms, barber shops, pantries containing no cooking appliances and similar spaces

• Category A Machinery Spaces – are the spaces and the trunks for the spaces that contain:

– Internal combustion engines used for propulsion

– Other internal combustion engines that all together have a total power > 375 kW

– Any oil fired boiler or other oil burning equipment (inert gas generators, incinerators, etc.)

4/7/2014 221



Some Definitions • Non-Combustible Materials - materials that do

not burn or release flammable vapors up to 750° C, during the standard fire test.

• Standard Fire Tests - tests carried out in a oven, in which parts of the relevant bulkheads or deck are raised to temperatures corresponding to the standard time-temperature curve. The tested parts must:

– Have an exposed area not less than 4.65 m2 and height (or length)

not less than 2.44 m. – Include a joint (where appropriate)

4/7/2014 222



Some Definitions The standard time-temperature curve is a fair

curve interpolating the following points measured above the initial temperature of the oven:

AfterTemperature:

5 min 556ºC

10 min 659ºC

15 min 708ºC

30 min 823ºC

60 min 925ºC

4/7/2014 223



Some Definitions Class A Divisions

• Built in steel or other equivalent material

• Suitably stiffened

• Built to be capable of preventing the passage of smoke and flame to the end of the one-hour

• Insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than

140°C above the origin al temperature, nor will the temperature, at any one point, including any joint, rise more than 180°C above the original temperature, within the following time intervals:

– A60 - 60 min.

– A30 - 30 min.

– A15 - 15 min

– A0 - 0 min. 4/7/2014 224



Class B Divisions

• Constructed of approved non-combustible materials

• Built to avoid the passage of flames during at least 30 minutes of the standard test

• Insulated such that the average temperature of the unexposed side will not rise more than 140° C, nor will the temperature at any one

point, including any joint, rise more than 225°C above the original temperature, after:

– B15 - 15 min.

– B0 - 0 min. Class C Divisions

• Constructed of approved non-combustible materials, without any particular requirements.

4/7/2014 225



PART B - PREVENTION OF FIRE AND EXPLOSION

Cargo Tank Venting (Oil Tankers)

• The venting systems of cargo tanks shall be entirely distinct from the air pipes of the other compartments of the ship

• Shall be designed to minimize the possibility of flammable vapours being admitted to enclosed spaces containing a source of ignition

• The venting arrangements in each cargo tank may be independent or combined with other cargo tanks and

• May be incorporated into the inert gas piping

4/7/2014 226



Cargo Tank Venting (cont.)

• Vent outlets for cargo loading, discharging and ballasting shall: – Permit the free flow of vapour mixtures, or – Permit the throttling of the discharge of the vapour mixtures to achieve

a velocity >= 30 m/s; – Be so arranged that the vapour mixture is discharged vertically

upwards • Where the method is by free flow the outlets shall be located at: – Height > 6 m above deck – More than 10 m apart from any air intakes for confined spaces

containing possible sources of ignition and from deck machinery • Where the method is by high-velocity discharge, the outlets shall

be located at – Height > 2 m above deck – More than 10 m from the nearest air intakes and from deck machinery – The outlets shall be provided with high-velocity devices

4/7/2014 227



Part C. Suppression of Fire

Detection and Alarm

1. Purpose

2. General requirements

3. Initial and periodical tests

4. Protection of machinery spaces

5. Protection of accommodation and service spaces and control stations

6. Protection of cargo spaces in passenger ships

7. Manually operated call points

8. Fire patrols in passenger ships

9. Fire alarm signaling systems in passenger ships

4/7/2014 228



Control of Smoke Spread

1. Purpose

2. Protection of control stations outside machinery spaces

3. Release of smoke from machinery spaces

4. Draught stops

5. Smoke extraction systems in atriums of passenger ships

4/7/2014 229



Containment of Fire

1. Purpose

2. Thermal and structural boundaries

3. Penetration in fire resisting divisions and

prevention of heat transmission

4. Protection of openings in fire-resisting divisions

5. Protection of openings in machinery spaces

boundaries

6. Protection of cargo space boundaries

7. Ventilation systems

4/7/2014 230



Fire Fighting

1. Purpose

2. Water supply systems

3. Portable fire extinguishers

4. Fixed fire extinguishing systems

5. Fire-extinguishing arrangements in machinery spaces

6. Fire extinguishing arrangements in control stations, accommodation and service spaces

7. Fire extinguishing arrangements in cargo spaces

8. Cargo tank protection

9. Protection of cargo pump-rooms in tankers

10. Fire-fighter’s outfits

4/7/2014 231



Water Supply Systems

Fixed Fire Fighting System

• Ships shall be provided with fire pumps, fire mains, hydrants and hoses

Capacity of the Fire Pumps:

• Passenger Ships

– Not less than 2/3 of the flow rate of the bilge pumps.

• Cargo Ships

– Not less than 4/3 of the flow rate of the bilge pumps of a passenger ship with the same dimensions.

– Total does not need to be greater than 180 m3/h.

4/7/2014 232



Fire Pumps Capacity of the Fire Pumps (cont.)

• Each of the required fire pumps (other than any emergency pump required for cargo ships) shall have a capacity >= 80% of the total required capacity divided by the minimum number of required fire pumps

• None of the pumps may have a capacity < m3/h.

• Each pump must capable in every circumstance, of delivering the two water jets required.

4/7/2014 233



FIRE MAINS

Diameter of the Fire Mains

• Shall be sufficient for the effective distribution of the maximum required discharge from 2 fire pumps operating simultaneously,

• In cargo ships the diameter need only be sufficient for the discharge of 140 m3/h.

Pressure in the Fire Mains

Cargo Ships GRT < 60000.25 N/mm2

GRT > 60000.27 N/mm2

• With two pumps in simultaneously delivering water, it must capable of guaranteeing the following pressures in any adjacent hydrants

Passenger Ships

GRT < 4000 0.30 N/mm2

GRT ≥ 4000 0.40 N/mm2

Cargo Ships GRT < 6000

0.25 N/mm2

GRT > 6000 0.27 N/mm2

4/7/2014 234



Bangladesh

FIRE PUMPS Arrangement of Fire Pumps and Fire Mains

• Minimum number of pumps, independently driven:

Only 1 needs to be independently driven

4/7/2014 235

GT >= 4000 3 Passenger Ships

GT < 4000 2

GT >= 1000 2 Cargo Ships

GT < 1000 2



Fire Hoses and Nozzles

• Fire hoses shall be of non-perishable material approved by the Administration and shall be sufficient in length to project a jet of water to any of the spaces in which they may be required to be used

• Each hose shall be provided with a nozzle and the necessary couplings

• Fire hoses shall have a length of at least 10 m, but not more than:

– 15 m in machinery spaces

– 20 m in other spaces and open decks

– 25 m for open decks on ships with B > 30 m

4/7/2014 236



Portable Fire Extinguishers

• Ships with GRT > 1,000 shall have at least 5 portable fire extinguishers distributed in the accommodation area, service areas and control stations

• One of the portable fire extinguishers intended for use in any space shall be stowed near the entrance to that space.

• CO2 extinguishers shall not be used in accommodation spaces

• The distribution in the accommodation space shall be as follows:

– In passenger ships, inside each vertical zone, no point shall be at more than 15 m from an extinguisher

– In cargo ships, 1 in each deck

• Fire extinguishers shall be situated ready for use at easily visible places, which can be reached quickly and easily at any time

• Portable fire extinguishers shall be provided with devices which indicate whether they have been used

4/7/2014 237



Fixed Systems for Fire Fighting

• Fixed Gas Systems

– Carbon Dioxide

– Steam

– Other

• High Expansion Foam Systems

• Fixed Pressure Water-Spraying Systems

Systems based on Halon were banished by SOLAS

since 1994 and by the EU regulation EC 2037/2000

since 2003, due to the damages caused to the ozone

layer. 4/7/2014 238



Fixed Gas Systems

Carbon Dioxide Systems • Cargo Spaces - the volume available shall be greater than 30% of

the volume of the larger cargo space protected • Machinery Spaces - the volume available shall be greater than the

maximum of the following values:

– 40% of the volume of the larger machinery space protected, excluding the part of the roof above the level at which the horizontal area of the roof is

40% or less of the horizontal area of the space measured at mid height between the double-bottom and the base of the roof

– 35% of the gross volume of the larger machinery space protected, including the roof

• The specific volume of the free CO2 shall be computed at 0.56 m3/kg

• The piping system shall guarantee that 85% of the gas is delivered in less than 2 minutes

4/7/2014 239



Fixed Gas Systems

• In general vapor is not allowed as fire extinguishing in fixed systems

• It shall be only eventually allowed in very restrict zones, as an additional mean, and with the guarantee that the boilers available to feed the system have a minimum flow rate of 1.0 kg/h for each

0.75 m3 of the gross volume of the larger space protected

4/7/2014 240



Fixed Gas Systems

Other Gas Systems

• If other gases besides the above mentioned are used as a mean of

fire extinguishing, they shall be the result of the combustion of fuels,

in which the contents of oxygen, carbon monoxide and corrosive

elements have been reduced to a minimum admissible.

• When these systems are used, the flow rate shall be ≥ 25% of the gross volume of the larger compartment protected, within a period of

72 hours.

4/7/2014 241



Fixed Pressure Water-Spraying Systems (Water Mist)

System introduced as an alternative to the Halon systems (prohibited in

1994) for fire fighting in machinery spaces of category A and cargo pump rooms This fire extinguishing process is based in 3 mechanisms: • Cooling of the flames • Reduction of the oxygen content by the displacement of the air by the

expansion of the water vapor • Diminution of the radiating heat • Mandatory in passenger ships with GT > 500 and cargo ships with

GT >

2000, for fire extinguishing in machinery spaces of category A with volume > 500 m3 (IMO MSC/Circ.913). • It shall be activated automatically by 2 different types of detectors: flame and smoke.

4/7/2014 242



Fixed Pressure Water-Spraying Systems

(Water Mist) The requirements for test and approval of these systems are

specified in the MSC/Circ.1165: – It shall be capable of being activated manually – It shall be always ready to function and be capable of

supplying water during 30 minutes, to avoid the re-ignition of the fire

– The systems that operate with a reduced output after and initial discharge, shall be ready again in less than 5 minutes

– It shall have redundant pumping means and shall have a permanent sea chest

– The means of control shall be outside the protected spaces – It shall be supplied with electric power from the main and

emergency generators – The capacity of the system shall be based in the largest of the

protected areas 4/7/2014 243



Fixed Water Mist Systems

• The pressurized water in contact with the fire vaporizes and it is converted into steam

• This process absorbs much energy lowering the temperature of the fire and the pressurized water expands about 1700 times taking the air away from the fire

• These systems require a water consumption 6 to 10 times lower than a traditional sprinkler system

4/7/2014 244



Fire Fighting Syst. in Machinery Spaces

The machinery spaces are classified in the following types :

1. Spaces with boilers or with fuel oil burning units

2. Spaces with internal combustion engines

3. Closed spaces with steam turbines or steam engines

4. Other machinery spaces

4/7/2014 245



Fire Fighting Syst. in Machinery Spaces

1. Spaces with Boilers or Oil Burning Units

Shall have any one of the following fixed systems:

– Fixed gas system

– High expansion foam system

– Pressurized spraying water system

Shall have at least 2 portable foam fire extinguishers

2. Spaces with internal combustion engines

Shall have any one of the following fixed systems:

– Fixed gas system

– High expansion foam system

– Pressurized spraying water system

4/7/2014 246



3. Spaces with Steam Turbines or Enclosed Steam Engines

When the total power is > 375 kW shall have: – Foam extinguishers, with at least 45 liters capacity each

– A sufficient number of portable extinguishers, with at least 2, located in such a way that in no point of the space one is more than 10 m from an extinguisher – Shall have any one of the following fixed systems:

• Fixed gas system • High expansion foam system • Pressurized spraying water system 4. Other Machinery Spaces

Whenever it is considered to exist the danger of fire in any

machinery space other than the previously mentioned, a sufficient number of portable fire extinguisher shall exist.

4/7/2014 247



Fixed Low Expansion Foam Fire Fighting System for Machinery

Spaces :

• “hall e a le to dis ha ge th ough fi ed ozzles the a ou t of foam necessary to cover in less than 5 minutes, a height of 150

mm of the largest area were fuel oil may have been spread.

High Expansion Foam Systems in Machinery Spaces:

• “hall dis ha ge th ough fi ed ozzles the ua tit of foa necessary to fill the largest space protected with a speed not

inferior to 1 meter of height/ minute

• The ua tit of li uid a aila le to ge e ate foa shall e sufficient to produce a volume of foam equal to 5 times the

volume of the largest space protected

• The foa e pa sio atio shall ot e eed :

4/7/2014 248



Fixed Pressurized Water Spraying System in Machinery Spaces:

• The u e of sp i kle s shall e so that the ate dist i utio in the protected spaces is 5 liters/m2 minimum

• The s ste a e di ided i se tio s a d the espe ti e distribution valves shall be operated from outside the protected

spaces

•The s ste shall e al a s kept ha ged a d the feedi g pu p will be triggered automatically in case of pressure drop

• The pu p shall e apa le of suppl i g ate to all the se tio s simultaneously

• The pu p shall e lo ated outside of the p ote ted spa es

• The pu p shall e d i e na independent internal

combustion engine

4/7/2014 249



Fire-Extinguishing Arrangements in Control Stations,

Accommodations and Service Spaces:

• Passe ge ships / N > shall e e uipped ith automatic sprinkler, fire detection and fire alarm system.

Fire-extinguishing Arrangements in Cargo Spaces:

• Ca go spa es of passe ge ships of GT , shall e protected by a fixed CO2 or inert gas fire-extinguishing

system

• E ept fo Ro-Ro and vehicle spaces, cargo spaces on

a go ships of GT , shall e p ote ted a fi ed CO2 or inert gas fire- extinguishing system

4/7/2014 250



Drainage of Fire-Fighting Water from Closed Vehicle

and Ro-Ro Spaces: • Guideli es fo the d ai age of fi e-fighting water from closed vehicle

and Ro-Ro spaces and special category spaces of passenger and cargo

ships (MSC.1/Circ.1320) for the requirements of amended SOLAS Reg.II-

2/20.6.1.5 effective from 1 January 2010 by Res.MSC.256(84).

• O all ships, fo losed ehi les a d Ro-Ro spaces and special category

spaces, where fixed pressure water-spraying systems are fitted, means

shall be provided to prevent the blockage of drainage arrangements,

taking into account the guidelines MSC.1/Circ.1320

• “hips o st u ted efo e Ja ua shall o pl ith the requirements by the first survey after 1 January 2010. Ships constructed

on or after 1 January 2010 shall comply with the requirements by the

initial survey.

4/7/2014 251



Guidelines for the Drainage Closed Vehicle and

Ro-Ro Spaces: Protection of drain opening

1. An easily removable grating, screen or other means should be installed over

each drain opening in the protected spaces to prevent debris from blocking the

drain.

The total open area ratio of the grating to the attached drain pipe should be at

least 6 to 1. The grating should be raised above the deck or installed at an angle

to prevent large objects from blocking the drain.

No dimension of the individual openings in the grating should be more than 25

mm.

Example of drain opening protected by a removable grating

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Protection of drain opening (cont.) 2. No grating or screen is required when a fixed

mechanical system is provided to unblock the drainage

system, or when other than a gravity drain system is

provided with its own filter.

3. A clearly visible sign or marking should be provided

not less than 1,500 mm above each drain opening

stating, "Drain opening - do not cover or obstruct".

The marking should be in letters at least 50 mm in height.

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Fire Safety Measures in Oil Tankers:

•Applies to all the new tankers carrying oil or derived oil

products in bulk whose flashpoint does not exceed 60°C.

Protection of the Cargo Tanks (Oil Tankers):

• I ta ke s ith DW > . t the p ote tio of the cargo zone will be assured by:

– Fixed Foam System (decks over the cargo tanks)

– Inert Gas System (cargo tanks)

•The Ad i ist atio a a ept othe o i atio s of fixed installations if they offer equivalent protection

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Fixed Foam System on Deck (Oil Tankers):

• The foa suppl ate shall ot e less tha the la ge of the following values:

• . l/ i pe of the a ea of a go ta ks, al ulated as the product of the maximum breadth by the length of the cargo area

• l/ i pe of the a i u ho izo tal se tio of a individual tank

• l/ i pe of the a ea p ote ted the la gest o ito , entirely forward of it, but not less than 1250 l/min.

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Fixed Foam System on Deck (cont.): • The dista e f o the foa o ito to the fa thest poi t of the area protected shall not be superior to 75% of the monitor range

• Fo a d of the ste astle o of the supe st u tu e, foa monitors shall be installed, one at each side, facing the cargo area.

Location and Separation of Spaces (Oil Tankers): • The a hi e spa es of atego A shall e lo ated aft of the cargo tanks and slop tanks and be isolated from them by a

cofferdam, a cargo pump room or a fuel oil tank

•The a o odatio spa es, a go o t ol oo s, o t ol statio s and service spaces shall be located aft of all the cargo tank, slop

tanks, cargo pump rooms and cofferdams that divide the cargo or

slop tanks from the machinery spaces of category A.

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Location and Separation of Spaces (Oil Tankers): Restrictions for Openings in Boundary Bulkheads

• A ess doo s, ai i takes a d ope i gs fo a o odatio spa es, se i e spaces, control stations and machinery spaces will not be facing the cargo zone.

• “hall e lo ated o the t a s e se ulkhead ot fa i g the a go a ea o o the sides of the superstructure or deckhouse at a distance <d> from the

extremity of the superstructure or deckhouse, so that:

MIN (0.04 ⋅ L, 3 m d < 5 m

Windows and Scuttles

• Wi do s a d s uttles facing the cargo area and at the sides of the

superstructure and deckhouses inside the specified limits shall be of the fixed

type (do not open).

• Those i do s a d s uttles, ith the e eptio of the idge i do s, shall be built in accordance to the "A- standard.

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Location and Separation of Spaces (Oil Tankers):

Exceptions accepted by the Administration

• The Ad i ist atio a allo a ess doo s i ulkheads fa i g the cargo area, if they do not provide direct or indirect access to

any other space containing or leading to accommodation, control

stations or service areas such as galleys, pantries or workshops, or

similar spaces containing sources of ignition of gases.

• The ou da of su h spa e shall e i sulated A ulkheads, with the exception of the bulkhead facing the cargo area.

• The doo s a d i do s of the idge a e lo ated i side the defined limits if they are designed to guarantee that the bridge

may be sealed in a fast and efficient way against gases and vapors.

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Location and Separation of Spaces (Oil Tankers):

• All the bulkheads and decks shell have as minimum fire resistance the class indicated in the following tables

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Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9) (10)

Control Stations( 1) A0 A0 A60 A0 A15 A60 A15 A60 A60 * Corridors (2) C B0 B0 B0 A60 A0 A60 A0 * Accommodation Areas (3) C B0 B0 A60 A0 A60 A0 *

Stairs (4) B0 B0 A60 A0 A60 A0 * Low Risk Service Spaces(5) C A60 A0 A60 A0 *

Machinery Spaces Category A (6) * A0 A0 A60 *

Other Machinery Spaces (7) A0 A0 A0 *

Cargo Pump Room (8) * A60 * High Risk Service Spaces (9) A0 *

Open decks (10) ---



Inert Gas System (Oil Tankers) • The system shall be capable of:

– Inertize empty cargo tanks, reducing the oxygen content to values at which the

combustion can not occur

– Maintain the atmosphere in any parte of any cargo tank with oxygen content less

than 8% in volume and always with positive pressure, in port or sailing

– Eliminate the necessity to introduce air inside the tanks during normal operation

– Purge empty cargo tanks from hydrocarbon.

General Diagram of the System

• The s ste shall ha e a flo ate g eate tha % of the a i u dis ha ge capacity of the ship, expressed in volume

• The i e t gas supplied shall ot ha e a o ge o te t supe io to %, i olu e

• The i e t gas a e o tai ed f o e haust gases of ai a d au ilia oile , duly treated

• At least e tilato s shall e i stalled, that all togethe a e que capable of

supplying the flow required to the cargo tanks

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Inert Gas System

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• A scrubber shall be installed to cool a specified volume of inert gas and to remove solid and sulphur products from the

combustion

• On the deck, between the scrubber and the manifold at least 2 non-return devices shall be installed, one of which

can be a water seal and the other can be a non- return valve

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Cargo Pump Rooms (Oil Tankers):

• Ea h pu p oo shall e e uipped ith o e the follo i g fi e extinguishing systems, operated from the outside:

– Carbon Dioxide

– High expansion foam

– Fixed pressure water-spraying

• “hall e p o ided ith a e ha i al e tilatio s ste , dimensioned to guarantee 20 renov/h.

• The s ste shall e of i sufflatio s a d the e tilato s of the

anti-sparking type

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Fireman Outfit:

• In general, the ship shall have at least 2 fireman outfits

• Passenger ships shall have 2 more outfits for each 80 m of length of the passenger spaces and service

spaces

• Passenger ships with N > 36 shall have 2 more outfits for each vertical zone

• Tankers shall have 2 additional outfits

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Structural Integrity:

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BULKHEADS/DECKS IN ALUMINUM:

Bulkheads/Decks Class A and Class B

When the bulkheads are built in aluminum, the ratio between the

minimum requirements for plate and stiffener dimensioning can

be obtained from the requirements for the steel, through the

factors of the table:

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Steel Aluminum

Plate thickness (t) 1.4 x t

Inertia of the stiffeners (I) 2.8 x I

Section Modulus of the stiffeners (W) 2.35 x W



Part D –Escape

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Means of Escape: • The o je ti e is to p o ide ea s of es ape so that pe so s onboard can safely and swiftly escape to the lifeboat and liferaft

embarkation deck

• At least idel sepa ated a d ead ea s of es ape shall e provided from all spaces or group of spaces

• Lifts shall ot e o side ed as fo i g o e of the ea s of escape required

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MEANS OF ESCAPE - GENERAL REQUIREMENTS:

• Stairways and ladders shall arranged to provide ready means of escape to the lifeboat and liferaft embarkation deck from

passenger and crew accommodation spaces and from spaces in

which the crew is normally employed, other than machinery

spaces.

• A corridor, lobby, or part of a corridor from which there is only one route of escape shall be prohibited. • Dead-end corridors

used in service areas which are necessary for the practical utility

of the ship, shall be permitted, provided they are separated from

crew accommodation areas and are inaccessible from passenger

accommodation areas.

• A part of a corridor that has a depth not exceeding its width is considered a recess or local extension and is permitted.

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MEANS OF ESCAPE - GENERAL REQUIREMENTS:

• All stairways in accommodation and service spaces and control stations shall be of steel frame construction

• Doors in escape routes shall, in general, open in way of the

direction of escape, except that:

– Individual cabin doors may open into the cabins in order to

avoid injury to persons in the corridor when the door is opened.

– Doors in vertical emergency escape trunks may open out of the

trunk in order to permit the trunk to be used both for escape and for access.

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MEANS OF ESCAPE (PASSENGER SHIPS):

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Machinery Spaces

• Shall have 2 separate means of escape composed by steel stairs, as far apart from each other as possible

• One of the stairs shall provide continuous protection against fire, from the lower part of the space up to a safe place, located

outside the space.

Corridors • Dead end corridors shall not have a length greater than

Ships with more than 36 passengers: 36 m

Ships with less than 36 passengers: 7 m

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Protection of Stairs and Lifts in Floodable/Service

Spaces (Passenger Ships)

• Shall be contained in limited spaces by Class A boundaries, with effective means of closure in all the openings, except in the following cases: – Stairways connecting only 2 decks does not need to have a trunk if the integrity of the deck is maintained by bulkheads or appropriated doors on one of the decks. – Stairways may not have casings if they are entirely contained in a given space. • The stairways shall have direct communication with the corridors. Whenever possible, the stairways shall NOT provide direct access to cabins, lockers or other closed space containing fuels and where a fire can be originated • All stairways and lift trunks shall be built in way to prevent the flow of smoke and flames from one deck to the other

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MEANS OF ESCAPE (CARGO SHIPS)

• The layout of the stairways shall provide the access from all the accommodation areas and from areas where the crew is normally,

means of escape to the exposed deck and from there to the life

boats.

– At all levels of accommodation there shall be at least 2 widely

separated means of escape, for each restricted space or group of

spaces.

– Below the lowest open deck, the main escape way will be a

stairway and the second escape may be a trunk or a stairway.

– Above the lowest open deck the escape ways shall be

stairways or doors to an open deck. – No dead-end corridors with length > 7 m will be acceptable.

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MEANS OF ESCAPE (CARGO SHIPS)

• In general, the machinery spaces of category A will always

have 2 escape ways:

– 2 sets of steel stairs as widely apart as possible, leading to

doors on the upper zone of the space, from where there is direct

access to the exposed deck. In general these stairs shall provide

continuous protection against fire

– 1 steel stair leading to a door on the upper area of the space

and, additionally, a steel door on the lower zone of the space,

capable of being operated from both sides, and Giving access to a

direct exit to the deck

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Protection of Stair Cases and Lift Trunks Accommodation,

Service or Control Station Areas (Cargo Ships)

• Stairways which cross a single deck, shall be protected at least by class B0 boundaries with self-closing doors

• Lifts that cross a single deck, shall be protected at least by class A0 boundaries with steel doors on both levels

• Stairways and lifts that cross more than one deck shall have class A0 boundaries with self-closing doors on every

levels

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EMERGENCY ESCAPE BREATHING DEVICES (EEBD)

• All ships shall ha e at least i the a o odatio spa e

• Passe ge ships shall ha e at least 2 in each main vertical zone

• Passe ge ships ith N > shall ha e at least 4 in each main

vertical zone.

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EMERGENCY ESCAPE BREATHING DEVICES (EEBD) • A EEBD is a device that supplies air or

oxygen, used only to escape from a compartment with a dangerous

atmosphere

• The EEBDs shall not be used to fight the fires, going into tanks or in void space with reduced oxygen, or used by fire fighters. In these situations proper autonomous breathing devices shall be used

• A EEBD shall – Have the minimum service duration of

10 minutes

– Have a cover or mask to protect the eyes, nose and mouth during the

escape

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MACHINERY SPACES IN PASSENGER SHIPS

Escape from spaces below the bulkhead deck

• 2 sets of steel ladders, as widely separated as possible, leading to doors in the upper part of the space similarly separated and from which access is provided to the appropriate lifeboat and liferaft embarkation decks. – One of these ladders shall be located within a protected enclosure, from the lower part of the space it serves to a safe position outside the space. – Self-closing fire doors of the same fire integrity standards shall be fitted in the enclosure. – The ladder shall be fixed in such a way that heat is not transferred into the enclosure through non-insulated fixing points. – The protected enclosure shall have minimum internal dimensions of at least 800 mm x 800 mm, and shall have emergency lighting provisions; or

• 1 steel ladder leading to a door in the upper part of the space from which access is provided to the embarkation deck and additionally, in the lower part of the space and in a position well separated from the ladder referred to, a steel door capable of being operated from each side and which provides access to a safe escape route from the lower part of the space to the embarkation deck.

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MACHINERY SPACES IN PASSENGER SHIPS

Escape from spaces above the bulkhead deck

• 2 means of escape shall be as widely separated as possible and the doors leading from such means of escape

shall be in a position from which access is provided to the

appropriate lifeboat and liferaft embarkation decks.

• Where such means of escape require the use of ladders, these shall be of steel.

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Parte G. Special Requirements

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Basic Principles for Passenger Ships • The main vertical zoning required may not be practicable in vehicle spaces of passenger ships

• Equivalent protection must be obtained in such spaces on the basis of

– an horizontal zone concept

– the provision of an efficient fixed fire-extinguishing

system.

• An horizontal zone for the purpose of this regulation may include special category spaces on more than one deck

provided that the total overall clear height for vehicles does

not exceed 10 m.

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FIRE EXTINGUISHING

• Vehicle spaces and Ro-Ro spaces which are not special category

spaces and are capable of being sealed from a location outside of the cargo spaces shall be fitted with a fixed gas fire-extinguishing system, except that: – If a CO2 system is fitted, • the quantity of gas available shall be at least sufficient to give a minimum volume of free gas equal to 45% of the gross volume of the largest cargo space which is capable of being sealed, and • the arrangements shall be such as to ensure that at least 2/3 of the gas required for the relevant space shall be introduced within 10 min

– Any other fixed inert gas system or fixed high expansion foam system may be fitted provided the Administration is satisfied that an equivalent protection is achieved – As an alternative, an approved fixed pressure water spraying system

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FREE SURFACE CONCERNS

• When fixed pressure water-spraying systems are

provided, large quantities of water can accumulate

on the deck(s) during the operation of the water-

spraying system

• Serious loss of stability could arise

• Specific arrangements are specified for passenger and cargo ships

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RO/RO SPACES - PASSENGER SHIPS

• Above the bulkhead deck, scuppers shall be fitted so as to

ensure that such water is rapidly discharged directly

overboard

• Discharge valves for scuppers, fitted with positive means of closing operable from a position above the bulkhead deck,

shall be kept open while the ships are at sea

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RO/RO SPACES - PASSENGER SHIPS

• Below the bulkhead deck, the Administration may require

additional pumping and drainage facilities to be provided

• In such case, the drainage system shall be sized to remove no less than 125% of the combined capacity of both the water

spraying system pumps and the required number of fire hose

nozzles.

• The drainage system valves shall be operable from outside the

protected space at a position in the vicinity of the extinguishing

system controls.

• Bilge wells shall be of sufficient holding capacity and shall be

arranged at the side shell of the ship at a distance from each other

of not more than 40 m in each watertight compartment

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RO/RO SPACES - CARGO SHIPS

• The drainage system shall be sized to remove no less than

125% of the combined capacity of both the water spraying system

pumps and the required number of fire hose nozzles

• The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing

system controls.

• Bilge wells shall be of sufficient holding capacity and shall be

arranged at the side shell of the ship at a distance from each other

of not more than 40 m in each watertight compartment.

•If this is not possible the adverse effect upon stability of the added weight and free surface of water shall be taken into account

to the extent deemed necessary by the Administration

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Fire Protection in Ro/Ro Spaces • Portable extinguishers shall be provided at each deck level in each hold or compartment where vehicles are carried, spaced not more than 20 m apart on both sides of the space. • At least one portable fire-extinguisher shall be located at each access to such a cargo space. • Additionally, vehicle, Ro-Ro and special category spaces intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion shall be provided with: – At least 3 water fog applicators – 1 portable foam applicator unit, provided that at least two such units are available in the ship for use in such ro-ro spaces. Ventilation System • Enclosed garage spaces shall have ventilation system guaranteeing 6 renov./hour, based on the empty volume

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FIRE CONTROL PLANS

• On ships with more then 36 passengers, the following information must be available in the Fire Control Plan [A.756

(18)]:

– Ship’s keel-laying date and application of the SOLAS

Conventions and amendments. Original method (I, II, III or

with or without sprinklers, etc.) of fire safety construction, as

applicable.

– Which additional fire safety measures were applied, if any

– Dates and descriptions of any modifications to the ship,

which in any way alter its fire safety

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SYMBOLS IN FIRE PLANS

•The symbols on the Fire Control Plan must be in accordance to the

A.952 (23)

– “Graphical Symbols for Shipboard Fire Control Plans”, adopted on 5 December 2003.

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Any Question?

Thank you!

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fire fighting and solas requirements

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