ST 703 SHIP DESIGN II

Fire Fighting System

Safety systems
History of SOLAS fire protection requirements

1914 and 1929 SOLAS Conventions

The first fire protection requirements for international shipping were
developed as part of the 1914 SOLAS Convention, which was
developed in response to the sinking of the Titanic in 1912. Although
the 1914 SOLAS Convention was prevented from coming into force
due to World War I, it did contain basic fire safety requirements
which were later carried over to the 1929 SOLAS Convention.

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History of SOLAS fire protection requirements

1948 and 1960 SOLAS Conventions

After the adoption of the 1929 SOLAS Convention, many
lessons were learned about the safety of shipping in
general, including fire protection, which led to the
adoption of the 1948 SOLAS Convention. In 1934, a fire
aboard the passenger ship Morro Castle caused 134
casualties. The investigation of the Morro Castle fire, and
the lessons learned from it, played a major part in the
development of the non-combustible construction
regulations which today form the basis of the fire safety
regulations for passengers ships.
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History of SOLAS fire protection requirements

1948 and 1960 SOLAS Conventions

In addition, many advances in maritime technology were made during
World War II and subsequently incorporated into the 1948 SOLAS
Convention. As a result, a greater emphasis was placed on fire safety
aboard ships and this was demonstrated by the development of three new
parts (parts D, E and F) being added to chapter II of the 1948 SOLAS
Convention which were exclusively dedicated to fire safety. In addition,
the SOLAS 1948 requirements applied to both passenger ships and cargo
ships.
The 1948 SOLAS Convention established three methods of construction for
passenger ships and basic fire protection requirements for cargo ships.
The 1948 SOLAS Convention was eventually updated with the 1960 SOLAS
Convention. The most significant change incorporated into the 1960
SOLAS Convention, related to fire safety, was the application of certain
passenger ship fire safety requirements to cargo ships.
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History of SOLAS fire protection requirements

1974 SOLAS Convention

While the SOLAS conventions of 1914, 1929, 1948 and 1960 did contain fire
safety requirements, they proved inadequate for passenger ships. In the
1960’s, a series of fires aboard international passengers ships highlighted
many problems and, as a result, many changes were incorporated into the
1974 SOLAS Convention. In the 1974 Convention (which came into effect in
1980 and is still in force today, as amended) separated the fire
requiements into a separate chapter: SOLAS chapter II (Construction) of
the 1960 SOLAS Convention was divided into two new chapters: chapter
II-1 on Construction - Structure, subdivision and stability, machinery and
electrical requirements, and chapter II-2 on Construction - Fire protection,
fire detection and fire extinction.
The 1974 SOLAS required all new passenger ships to be built of
non-combustible materials and to have either a fixed fire sprinkler system
or fixed fire detection system installed. Requirements for cargo ships were
also updated with special regulations for specific types of cargo ships such
as tankers. 5
History of SOLAS fire protection requirements

1981 revision
The 1981 Amendments, which entered into force on 1 September 1984,
completely revised SOLAS chapter II-2. The amendments included the
requirements of resolutions A.327(IX) Recommendation concerning fire
safety requirements for cargo ships(Incorporated in
MSC.1(XLV)) and A.372(X) Recommendation concerning fire safety
requirements for passenger ships carrying not
more than 36 passengers(Incorporated in MSC.1(XLV)), adopted in 1975
and 1977 respectively, provisions for halogenated hydrocarbon fire
extinguishing systems and a new regulation 62 on inert gas systems.

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History of SOLAS fire protection requirements

1990 Scandinavian Star and the 1992 Fire Safety Amendments

In 1990, a fire aboard the Scandinavian Star passenger ship left 158 persons dead. The
incident raised a number of issues relating to fire protection and evacuation.
In December 1992, IMO adopted a comprehensive set of fire safety amendments,
applicable to both new and existing passenger ships. The amendments required the
installation of the latest fire safety features applicable to any modern hotel such as
automatic sprinkler and smoke detection systems, and the upgrading of fire safety
bulkheads to non-combustible materials and improved methods for assisting escaping
persons, such as use of low location lighting. Also in 1992, the Sub-Committee on Fire
Protection agreed to undertake a comprehensive revision of SOLAS chapter II-2 as it was
felt that the adoption, over a number years, of various sets of amendments, made the
chapter difficult to use and implement. Technological advancements and lessons learned
from accidents, since the chapter’s last revision in 1981, required new provisions to be
added and for existing requirements to be modified. However, the outcome of this eight
year effort resulted in more than just a “user-friendly” amalgamation of the latest
amendments, but an entirely new structure for SOLAS chapter II-2 which will better
accommodate the way port and flag States and ship designers deal with fire safety issues in
the future.

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History of SOLAS fire protection requirements

1996 amendments and International Code for Application of Fire Test Procedures (FTP
Code)
The 1996 amendments to SOLAS chapter II-2 - which entered into force in 1998 - included
changes to the general introduction, Part B (fire safety measures for passenger ships), Part C
(fire safety measures for cargo ships) and Part D (fire safety measures for tankers).
A new International Code for the Application of Fire Test Procedures was also developed
and made mandatory on 1 July 1998. The Code is for use by Administrations when
approving products for installation in ships flying their flag.

The FTP Code provides international requirements for laboratory testing, type approval and
fire test procedures for the:
•non-combustibility test;
•smoke and toxicity test;
•test for ''A'', ''B'' and ''F'' class divisions;
•test for fire door control systems;
•test for surface flammability;
•test for primary deck coverings;
•test for vertically supported textiles and films;
•test for upholstered furniture; and
•test for bedding components.
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History of SOLAS fire protection requirements

2000 amendments - revised chapter II-2

In December 2000, IMO adopted a completely revised SOLAS chapter II-2, which
entered into force on 1 July 2002.
The new structure focuses on the "fire scenario process" rather than on ship type,
as the previous SOLAS chapter II-2 was structured. Thus, the regulations start
with prevention, detection, and suppression following all the way through to
escape. In addition, to make the revised SOLAS chapter II-2 more user-friendly,
specific system-related technical requirements have been moved to the new
International Fire Safety Systems Code and each regulation has a purpose
statement and functional requirements to assist port and flag States.
The revised SOLAS chapter II-2 has a new part E that deals exclusively with
human element matters such as training, drills and maintenance issues and a new
part F that sets out a methodology for approving alternative (or novel) designs and
arrangements.

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Summary of SOLAS Chapter II-2

CONSTRUCTION – FIRE PROTECTION, FIRE DETECTION AND FIRE

EXTINCTION
Entry into force: 1 July 2002
PART A - GENERAL
Regulation 1 - Application - The chapter applies to ships built on or
after 1 July 2002. Ships constructed before that date should comply
with the chapter in force prior to 1 July 2002, however there are
some requirements for existing ships in the revised chapter.
Regulation 2 - Fire safety objectives and functional requirements –
Provides the fire safety objectives and functional requirements for
the chapter.
Regulation 3 - Definitions - Gives definitions of terms used in the
chapter.

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Summary of SOLAS Chapter II-2

PART B - PREVENTION OF FIRE AND EXPLOSION

Regulation 4 - Probability of ignition - The purpose of this regulation
is to prevent the ignition of combustible materials or flammable
liquids.
Regulation 5 - Fire growth potential - The purpose of this regulation
is to limit the fire growth potential in every space of the ship.
Regulation 6 - Smoke generation potential and toxicity - The
purpose of this regulation is to reduce the hazard to life from smoke
and toxic products generated during a fire in spaces where persons
normally work or live.

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Summary of SOLAS Chapter II-2

PART C- SUPPRESSION OF FIRE

Regulation 7 - Detection and alarm - The purpose of this regulation
is to detect a fire in the space of origin and to provide for alarm for
safe escape and fire-fighting activities.
Regulation 8 - Control of smoke spread - The purpose of this
regulation is to control the spread of smoke in order to minimize the
hazards from smoke.
Regulation 9 - Containment of fire - The purpose of this regulation is
to contain a fire in the space of origin.
Regulation 10 - Fire fighting - The purpose of this regulation is to
suppress and swiftly extinguish a fire in the space of origin.
Regulation 11 - Structural integrity - The purpose of this regulation is
to maintain structural integrity of the ship preventing partial or
whole collapse of the ship structures due to strength deterioration
by heat.
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Summary of SOLAS Chapter II-2

PART D - ESCAPE
Regulation 12 - Notification of crew and passengers - The purpose
of this regulation is to notify crew and passengers of a fire for safe
evacuation.
Regulation 13 - Means of escape -The purpose of this regulation is to
provide means of escape so that persons onboard can safely and
swiftly escape to the lifeboat and liferaft embarkation deck.

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Summary of SOLAS Chapter II-2

PART E - OPERATIONAL REQUIREMENTS

Regulation 14 - Operational readiness and maintenance - The
purpose of this regulation is to maintain and monitor the
effectiveness of the fire safety measures the ship is provided with.
Regulation 15 - Instructions, onboard training and drills -The
purpose of this regulation is to mitigate the consequences of fire by
means of proper instructions for training and drills for persons
onboard responsible for carrying out ship procedures under
emergency conditions.
Regulation 16 – Operations -The purpose of this regulation is to
provide information and instructions for proper ship and cargo
handling operations in relation to fire safety.

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Summary of SOLAS Chapter II-2

PART F - ALTERNATIVE DESIGN AND ARRANGEMENTS

Regulation 17 - Alternative design and arrangements - The purpose of this
regulation is to provide a methodology for approving alternative design and
arrangements for fire safety.

PART G - SPECIAL REQUIREMENTS

Regulation 18 - Helicopter facilities - The purpose of this regulation is to provide
additional measures in order to address the fire safety objectives of this chapter
for ships fitted with special facilities for helicopters.
Regulation 19 - Carriage of dangerous goods - The purpose of this regulation is to
provide additional safety measures in order to address the fire safety objectives of
this chapter for ships carrying dangerous goods.
Regulation 20 - Protection of vehicle, special category and ro-ro spaces - The
purpose of this regulation is to provide additional safety measures in order to
address the fire safety objectives of this chapter for ships fitted with vehicle,
special category and ro-ro spaces.

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16
International Fire Safety Systems (FSS) Code

Some of the original technical provisions were transferred from the Convention to
the International Fire Safety Systems (FSS) Code, and many others are spelled out
in greater detail in the Code. The main reason behind having a separate Code was
to separate carriage and other statutory requirements, which clearly belong in the
Convention and are meant for the Administration, from purely technical
provisions, which are better suited for the Code and may be applied in a more
user-friendly manner by equipment manufacturers, systems engineers, etc.
The purpose of the FSS Code is therefore to provide international standards for
fire safety systems required by revised SOLAS chapter II-2, under which it is made
mandatory. The FSS Code consists of 15 chapters, each addressing specific
systems and arrangements, except for chapter I which contains a several
definitions and also general requirements for approval of alternative designs and
toxic extinguishing media.

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International Fire Safety Systems (FSS) Code

The new chapter II-2 applies to ships constructed on or after 1 July 2002.
However, the chapter also applies to ships built before that date as
indicated below::
All ships which undergo repairs, alterations, modifications and outfitting
related thereto shall continue to comply with at least the requirements
previously applicable to these ships. Such ships, if constructed before 1
July 2002, shall, as a rule, comply with the requirements for ships
constructed on or after that date to at least the same extent as they did
before undergoing such repairs, alterations, modifications or outfitting.
(Regulation 1.3.1)
Repairs, alterations and modifications which substantially alter the
dimensions of a ship or the passenger accommodation spaces, or
substantially increase a ship's service life and outfitting related thereto
shall meet the requirements for ships constructed on or after 1 July 2002
in so far as the Administration deems reasonable and practicable.
(Regulation 1.3.2)
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International Fire Safety Systems (FSS) Code

Combination carriers constructed before, on or after 1 July 2002

shall not carry cargoes other than oil unless all cargo spaces are
empty of oil and gas-freed or unless the arrangements provided in
each case have been be approved by the Administration taking into
account the guidelines developed by the Organization (Guidelines
for inert gas systems (MSC/Circ.353), as amended by
MSC/Circ.387.) (Regulation 1.6.5)
In cargo pump rooms in tankers, temperature sensing devices for
bulkhead shaft glands, bearings and pump casings shall be fitted; all
pump-rooms shall be provided with bilge level monitoring devices
together with appropriately located alarms; and a system for
continuous monitoring of the concentration of hydrocarbon gases
shall be fitted on all tankers constructed before 1 July 2002 by the
date of the first scheduled dry-docking after 1 July 2002, but not
later than 1 July 2005. (Regulation 1.6.7)
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International Fire Safety Systems (FSS) Code

Emergency escape breathing devices (EEBD) - All existing ships must have these
fitted not later than the date of the first survey after 1 July 2002 as follows: all ships
shall carry at least two emergency escape breathing devices within
accommodation spaces; in passenger ships, at least two emergency escape
breathing devices shall be carried in each main vertical zone; in passenger ships
carrying more than 36 passengers, two emergency escape breathing devices, in
addition to those required above, shall be carried in each main vertical zone.
(Regulations 13.3.4.2 to 13.3.4.5 - certain exemptions apply - see regulation
13.3.4.5). On all ships, within the machinery spaces, emergency escape breathing
devices shall be situated ready for use at easily visible places, which can be
reached quickly and easily at any time in the event of fire. The location of
emergency escape breathing devices must take into account the layout of the
machinery space and the number of persons normally working in the spaces. The
number and location of EEBDs must be indicated in the fire control plan and they
must comply with the Fire Safety Systems Code (regulation 13.4.3, which refers to
the Guidelines for the performance, location, use and care of emergency escape
breathing devices (MSC/Circ.849).)
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International Fire Safety Systems (FSS) Code

Part E Operational requirements - All existing ships must comply

with Part E (except regulations 16.3.2.2 and 16.3.2.3 - relating to inert
gas systems, as appropriate) not later than the date of the first
survey after 1 July 2002. Part E includes regulation 14 on Operational
readiness and maintenance; regulation 15 on Instructions, onboard
training and drills; and regulation 16 on Operations.

For new installations only on existing ships: Fire-extinguishing

systems using Halon 1211, 1301, and 2402 and perfluorocarbons are
prohibited for new installations. (Regulation 10.4.1.3).

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International Fire Safety Systems (FSS) Code

Deep-fat cooking equipment - for new installations on existing

ships, the fire extinguishing systems for deep-fat cooking equipment
must comply with regulation 10.6.4, including the requirement for an
automatic or manual extinguishing system; a primary and backup
thermostat with an alarm; arrangements for automatically shutting
off the electrical power upon activation of the extinguishing system;
an alarm for indicating operation of the extinguishing system in the
galley where the equipment is installed; and controls for manual
operation of the extinguishing system which are clearly labelled for
ready use by the crew. (The regulation refers to the
recommendations by the International Organization for
Standardization, in particular, Publication ISO 15371:2000 on
Fire-extinguishing systems for protection of galley deep-fat cooking
equipment.)
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International Fire Safety Systems (FSS) Code

Deep-fat cooking equipment - for new installations on existing

ships, the fire extinguishing systems for deep-fat cooking equipment
must comply with regulation 10.6.4, including the requirement for an
automatic or manual extinguishing system; a primary and backup
thermostat with an alarm; arrangements for automatically shutting
off the electrical power upon activation of the extinguishing system;
an alarm for indicating operation of the extinguishing system in the
galley where the equipment is installed; and controls for manual
operation of the extinguishing system which are clearly labelled for
ready use by the crew. (The regulation refers to the
recommendations by the International Organization for
Standardization, in particular, Publication ISO 15371:2000 on
Fire-extinguishing systems for protection of galley deep-fat cooking
equipment.)
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International Fire Safety Systems (FSS) Code

Chapter 1 General
Chapter 2 International shore connections
Chapter 3 Personnel protection
Chapter 4 Fire extinguishers
Chapter 5 Fixed gas fire-extinguishing systems
Chapter 6 Fixed foam fire-extinguishing systems
Chapter 7 Fixed pressure water-spraying and water-mist fire-extinguishing
systems
Chapter 8 Automatic sprinkler, fire detection and fire alarm systems
Chapter 9 Fixed fire detection and fire alarm systems
Chapter 10 Sample extraction smoke detection systems
Chapter 11 Low-location lighting systems
Chapter 12 Fixed emergency fire pumps
Chapter 13 Arrangement of means of escape
Chapter 14 Fixed deck foam systems
Chapter 15 Inert gas systems

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ST 506 Marine Engineering II 25
26
 FIRE IS A RAPID SELF SUSTAINING
OXIDATION PROCESS WITH THE EVOLUTION
OF HEAT AND LIGHT. ALTERNATIVELY FIRE IS A
CHEMICAL REACTION BETWEEN A FUEL AND
OXYGEN IN THE PRESENCE OF HEAT.
Types of Fire

Type of Fire

A Carbonaceous Wood, Grass, Cloth etc.

fire

B Liquid fire Diesel, FFO, Kerosene etc.

C Gaseous fire Hydrogen, Ammonia etc.
D Metallic fire Magnesium, Aluminium etc.
E Electrical fire Switchboard fires
FIRE DETECTION

∙ MANUALLY
∙ SMOKE DETECTOR
∙ INFRAREDFLAME DETECTOR
∙ HEAT DETECTOR
SMOKE DETECTOR

∙ The smoke detector makes use of two ionisation

chambers, one opento the atmosphere and one closed
∙ The fine particles or aerosols given off by a fire alter
the resistance in the open ionisation chamber,
resulting in the operation of a cold cathode gas-filled
valve.
∙ The alarm sounds on the operation of the valve to give
warning of a fire.
∙ Smoke detectors are used in machinery spaces,
accommodation areas and cargo holds.
FLAME DETECTOR

∙ Flames, as opposed to smoke, are often the main

result of gas and liquid fires and flame detectors are
used to protect against such hazards.
∙ Flames give off ultra-violet and infra-red radiation and
detectors are available to respond to either.
∙ Flame detectors are used near to fuel handling
equipment in the machinery spaces and also at boiler
fronts.
HEAT DETECTOR

∙ Heat detectors can use any of a number of principles of

operation,
∙ such as liquid expansion, low melting point material or bimetallic
strips.
∙ The most usual detector nowadays operates on either a set
temperature rise or a rate of temperature rise being exceeded.
Thus an increase in temperature occurring quickly could set off
the alarm before the set temperature was reached.
∙ The relative movement of two coiled bimetallic thermostats, one
exposed and one shielded, acts as the detecting element (Fi
ALARM

∙ Associated with fire detectors is the electric circuit to ring

an alarm bell
 FOLLOWING BASIC METHODS OF FIRE FIGHTING ARE
EMPLOYED ONBOARD:-
∙ Cooling. The temperature of the burning system is lowered below the
ignition temperature of the fuel. Lowering the temperature also
suppresses formation of free radicals.
∙ Starving. This involves removing the fuel from the burning mass or
dispersal of the reactants over a large area so that the fire is split up
into a number of smaller fires that can be independently
extinguished.
∙ Smothering. The exclusion of oxygen from the burning system shall
effectively terminate the combustion process. Smothering involves
the use of blanketing agents that isolate the air supply to the burning
system.
∙ Free Radical Quenching. This method employs the principle of
reduction of free radical concentration (through recombination of the
free radicals with the extinguishing agent).
Major Fire Fighting Systems Fitted On-board Ship

∙ They are of two types: -

(a) portable appliances

(b) fixed installation.

FIRE FIGHTING EQUIPMENT

∙ PORTABLE FF EQUIPMENT
∙ FIXED FF EQUIPMENT
PORTABLE FF EQUIPMENT

1. Soda-acid extinguishers
2. foam extinguishers
3. dry powder extinguishers
4. carbon dioxide extinguishers
SODA-ACID EXTINGUISHER

∙ The container of this extinguisher holds a sodium bicarbonate

solution.
∙ The screw-on cap contains a plunger mechanism covered by a
safety guard. Below the plunger is a glass phial containing
sulphuric acid. When the plunger is struck the glass phial is
broken and the acid and sodium bicarbonate mix.
∙ The resulting chemical reaction produces carbon dioxide gas
which pressurises the space above the liquid forcing it out
through the internal pipe to the nozzle.
∙ This extinguisher is used for Class A fires
SODA-ACID EXTINGUISHER
FOAM EXTINGUISHER- CHEMICAL

∙ The main container is filled with sodium bicarbonate

solution and a long inner polythene container is filled
with aluminium sulphate
∙ The inner container is sealed by a cap held in place by
a plunger. When the plunger is unlocked by turning it,
the cap is released. The extinguisher is then inverted
for the two liquids to mix.
∙ Carbondioxide is produced by the reaction which
pressurises the container and forces out the foam.
FOAM EXTINGUISHER- MECHANICAL

∙ The outer container in this case is filled with water.

The central container holds a carbon dioxide charge
and a foam solution
∙ A plunger mechanism with a safety guard is located
above the central container. When the plunger is
depressed the carbon dioxide is released and the foam
solution and water mix.
∙ They are then forced out through a special nozzle
which creates the mechanical foam. This extinguisher
has an internal pipe and is operated upright.
FOAM EXTINGUISHER- CHEMICAL
 CARBON DIOXIDE EXTINGUISHER
∙ A very strong container is used to store liquid carbon
dioxide under pressure .
∙ A central tube provides the outlet passage for the carbon
dioxide which is released either by a plunger bursting a
disc or a valve operated by a trigger.
∙ The liquid changes to a gas as it leaves the extinguisher
and passes through a swivel pipe or hose to a discharge
horn.
∙ Carbon dioxide extinguishers are mainly used on Class B
and C fires.
∙ The carbon dioxide extinguisher is not permitted in the
accommodation since, in a confined space, it could be
lethal.
CARBON DIOXIDE EXTINGUISHER
DRY POWDER EXTINGUISHERS

∙ The outer container contains sodium bicarbonate

powder. A capsule of carbon dioxide gas is located
beneath a plunger mechanism in the central cap.
∙ On depressing the plunger the carbon dioxide gas
forces the powder up a discharge tube and out of the
discharge nozzle.
∙ The dry powder extinguisher can be used on all
classes of fire but it has no cooling effect.
∙ It is usually located near electrical equipment in the
machinery space
∙ The dry powder extinguisher is tested to 35 bar once
every four years.
DRY POWDER EXTINGUISHERS
Major Fire Fighting Systems Fitted On-board Ship

FIXED INSTALLATIONS: -

FIRE MAIN: - the associated appliances and systems are

∙ Spray/Jet nozzles
∙ Jet /Spray Nozzles
∙ Hose, hydrants, couplings, adaptor
∙ Breeching pieces
∙ Magazines, hanger
∙ Inflammable store spray system
Major Fire Fighting Systems Fitted On-board Ship

∙ Automatic water spray.

∙ Water mist (fog)
∙ Foam systems.
∙ CO2 smothering system.
∙ Inert gas system
∙ Halon fire fighting system.
 Jet / Spray Nozzle
∙ This is provided at all weather deck hydrants and these
are stowed in each FRP fire locker for use in providing
water walls, by turning the rotating sleeve clockwise
(looking from the operator) the discharge can be
adjusted from a nearly flat radial screen of spray, to a
hollow cone, to a hollow jet and finally to shut off. It has
36 ton/hour output(130 gallon per minute) at 80 lb/sq
inch 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
∙ 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, is located
around the ship, and hoses with appropriate snap-in connectors are
strategically located together with nozzles.
∙ These nozzles are usually of the jet/spray type providing either type of
discharge as required. The working areas of the ship are thus
covered, and a constant supply of sea water 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.
∙ The flange is slotted in order to fit any shore-side fire main
and enable water to be brought on board a ship lying
alongside.
 AUTOMATIC WATER SPRAY

∙ The automatic spray or sprinker 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. The 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.

∙ The water is supplied initially from a tank pressurised by compressed

air. Once the tank pressure falls, as a sprinkler issueswater, a salt water
pump cuts in automatically to maintain the watersupply as long as is
necessary. The system is initially charged with fresh water to reduce
corrosion effects.
∙ The complete installation is divided into several
sections, each containing about 150 to 200 sprinklers
and having an alarm valve. When one or more
sprinklers operate water flows through the section
valve and sounds an alarm and also provides a visual
display identifying the section containing the fire.
∙ In the machinery space the sprinkler heads are known
as 'sprayers‘ and have no quartzoid bulb. Also the
section valves are manually operated to supply water
to the sprayers .The system is pressurised by
compressed air with a salt water pump arranged to cut
in automatically if the pressure drops.
∙ The accommodation and machinery space systems
may be combined by a valve which is normally kept
locked shut.
WATER MIST (FOG)

∙ Water mist (fog) sprinklers are being used as an

alternative to, the now banned, Halon fire suppression
systems. The mist system delivers very small water
particles, which are able to remain suspended in the
air. The water particles are evaporated by the heat of
the fire and the expanding vapour displaces oxygen.
The combined cooling and oxygen starvation effects
quickly extinguishes a fire.
∙ Less water is used than with sprinkler Fire fighting
and safety systems and the mist has proved effective
against liquid fuel fires, making it suitable for use in
machinery spaces.
FOAM SYSTEMS

∙ Foam spreading systems are designed to suit the

particular ship's requirements with regard to quantity
of foam, areas to be protected, etc.
∙ Mechanical foam is the usual substance used, being
produced by mixing foam making liquid with large
quantities of water. Violent agitation of the mixture in
air creates air bubbles in the foam.
∙ An automatic foam induction system ensures the correct
mixing of water and foam compound which is then pumped
as the foam making solution to the hydrants for use.
∙ The foam compound tank is sealed to protect the contents
from deterioration and has linked compound supply and air
vent valves.
∙ To operate the system these two linked valves are opened
and the fire pump started. Foam mixing is carefully metered
by the automatic inductor unit. The fire pump and
compound tank must be located outside the protected
space.
∙ High-expansion foam systems are also available
where a foam generator produces, from foam
concentrate and sea water, a thousand times the
quantity of foam.
∙ The generator blows air through a net sprayed with
foam concentrate and water. The vastly expanded
foam is then ducted away to the space to be protected.
∙ The foam is an insulator and an absorber of radiant
heat; it also excludes oxygen from the fire.
CARBON DIOXIDE FLOODING

∙ A carbon dioxide flooding system is used to displace

the oxygen in the protected space and thus extinguish
the fire. The carbon dioxide is stored as a liquid under
pressure in cylinders.
∙ The volume of space to be protected determines the
number of cylinders required. A common battery of
cylinders may be used to protect both cargo holds and
machinery space.
∙ The cargo space system is normally arranged for smoke
detection, alarm and carbon dioxide flooding .
∙ Small air sampling pipes from the individual cargo holds
are led into a cabinet on the bridge. Air is drawn from each
hold by a small fan and each pipe is identified for its
particular hold. If smoke is drawn into the cabinet from one
of the holds it will set off an alarm. The smoke is also
passed into the wheelhouse where it can be detected by
personnel on watch.
∙ The location of the fire can be identified in the cabinet and the hold
distribution valve below the cabinet is operated. This valve shuts off the
sampling pipe from the cabinet and opens it to the carbon dioxide main
leading from the cylinder battery.
∙ A chart will indicate the number of cylinders of gas to be released into
the space and this is done by a hand operated lever.
∙ The machinery space system is designed to quickly discharge the
complete battery of cylinders. Before the gas is released the space must
be clear of personnel and sealed against entry or exhausting of air.
∙ The discharge valve is located in a locked cabinet, with the key in a
glass case nearby. Opening the cabinet sounds an alarm to warn
personnel of the imminent discharge of the gas. The discharge valve is
opened and an operating lever pulled.
∙ The operating lever opens two gas bottles which pressurise
a gang release cylinder that, in turn, moves an operating
cable to open all the bottles in the battery. The carbon
dioxide gas then quickly floods the machinery space, filling
it to 30% of its volume in two minutes or less.
 INERT GAS SYSTEM

∙ Inert gases are those which do not support combustion

and are largely nitrogen and carbon dioxide. Large
quantities suitable for fire extinguishing can be obtained
by burning fuel in carefully measured amounts or by
cleaning the exhaust gases from a boiler.
∙ The inert gas generator burns fuel in designed quantities to
produce perfect combustion. This provides an exhaust gas
which is largely nitrogen and carbon dioxide with a very
small oxygen content.
∙ The exhaust gases pass to a cooling and washing chamber
to remove sulphur and excess carbon.
∙ The washed or scrubbed exhaust gas is now inert and
passes to a distribution system for fire extinguishing.
∙ The complete unit is arranged to be independently
operated in order to supply inert gas for as long as the fuel
supply lasts.
 FUNNEL GAS INERTING

∙ A system much used on tankers where boiler exhaust gases

are cleaned and inerted The exhaust gas is cleaned in a
scrubbing tower, dried and filtered before being passed to
the deck mains for distribution.
∙ The gas will contain less than 5% oxygen and is therefore
considered inert.
∙ It is distributed along the deck pipes by fans and passes
into the various cargo tanks. Seals in the system act as
non-return valves to prevent a reverse flow of gas.
HALON SYSTEM

∙ Halon 1301 and Halon 1211 are two halogenated

hydrocarbon gases with special fire extinguishing
properties.
∙ Unlike other extinguishing agents which cool the fire or
displace oxygen the Halon gases inhibit the actual flame
reaction.
∙ As a result of its low vapour pressure when liquefied Halon
can be stored in low-pressure containers.

∙ Alternatively if a standard carbon dioxide cylinder is used

then approximately three times as much gas can be stored.

∙ An additional advantage is that the atmosphere in a Halon

flooded space is not toxic, although some highly irritant
gases are produced in the extinguishing process.
∙ A Halon storage system would be very similar to one using
carbon dioxide except that fewer cylinders would be
required. The liquefied Halon is usually pressurised in the
cylinders with nitrogen in order to increase the speed of
discharge.

∙ Cylinders of carbon dioxide and compressed air being used

to operate the control system and expel the gas.