1.

Panting-Panting is an in and out motion of the plating in the bows of a ship and is caused by
unequal water pressure as the bow passes through successive waves. Fig. 7 illustrates how it is
caused. It is greatest in fine bowed ships. For

1516. Carbon dioxide extinguishers are mainly used for class B or class C fires. They are not used for
accommodation areas and confined spaces because the gas used in lethal. These extinguishers are
mainly found in machinery spaces.
Carbon dioxide is stored in liquid form under pressure. A central tube acts as an outlet for the carbon
dioxide gas. A plunger attached to a bursting disc at one end and a trigger at the other is used to release
the carbon dioxide gas. The liquid changes to gas as it comes out of the extinguisher through a hose.
 5.  Dry Powder Extinguisher

Sodium bicarbonate powder is used to extinguish almost all types of fires. It is mainly located in engine
room and near electrical equipment.

Dry powder extinguisher contains sodium bicarbonate powder in the outer container.
A small container with carbon dioxide is placed beneath the plunger mechanism.
When the plunger is pushed, it releases the carbon dioxide gas, which in turn forces the dry powder out
of the discharge nozzle.

1. 3. Sketch and describe a Combined Smoke Detection System and CO2Total Flooding System for
Cargo Hold Spaces for General Cargo and Bulk Cargo Ships.

Combined Smoke Detection System and CO2Total Flooding System for Cargo Hold
Spacesfor General Cargo and Bulk Cargo Ships. (Unit 3, S.No. 7b).

This system (Fig. 8.17) of smoke detection, alarm and C02flooding is frequently used for hold spaces and
in some instancesmay be found as additional fire fighting equipment for enginerooms.

For the detection of smoke, 20 mm diameter sampling pipesare led from the various hold compartments in
the vessel to a cabinet on the bridge. Air is drawn continuously through thesepipes to the cabinet by suction
fans, which deliver the air through a diverting valve into the wheel house.

When a fire breaks out in a compartment, smoke issues from the diverting valve into the wheelhouse,
warning bridgepersonnel of the outbreak. Simultaneously, an electronic smoke detector in the cabinet sets off
audible alarms, hence if the bridge is unoccupied (e.g. in port) the notice of outbreak of fire still obtained.

With the cabinet is a dark chamber wherein the sampling pipes terminate in labeled chimneys. Diffused light
illuminates strongly any smoke issuing from a chimney; hence the compartment which is affected by fire can
easily be identified.
Below the dark chamber in the cabinet is a well-lighted compartment fitted with a glass window and hinged
flap cover. Inside this compartment, 13 mm diameter glass tubes are fitted which are the ends of the
sampling pipes, these glass tubes protrude into the metal chimneys in the dark chamber above. Small nylon
propellers are visible inside the glass tubes in the lighted portion of the cabinet and when the fans are in
operation these propellers will be seen to be continuously whirling if the sampling tube is not blocked.

Change over valves is generally situated inside the lower portion of the cabinet, one for each of the sampling
pipes. To flood an affected compartment with C02 gas, the operator would first operate the appropriate
change over valve and secondly release the requisite number of C02 cylinders for the compartment. CO2 gas
would then pass through the sampling pipe to the space in which the fire exists.

When a smoke detection system is to be used for the hold compartments of a refrigerated cargo vessel the
lines to the refrigerated holds will be blanked-off in the detector cabinet. These blanks can be removed once
per watch as a test (for a few days after loading cargo) and removed totally when the holds open and
defrosted.

Note:

When an outbreak of fire in a compartment is detected, the fire may be of small proportions and be capable
of being extinguished by means other than flooding with the Co2 equipment provided. In this event it would
be necessary for personnel to enter the compartment in order to extinguish the fire. However, after
inspection, the fire may be such that CO2flooding is necessary. Before this is done, an audible alarm should
first be operated warning personnel that C02 flooding of the compartment is about to be used.

After the fire has been extinguished, the compartment must be well ventilated before entry for
damage inspection, as C02 gas is heavier than air and does not support human life

2. 4. Sketch and describe the fixed high expansion foam system used for the engine rooms and boiler
rooms of ultra large crude carriers (ULCCs). State the rules governing high expansion foam.

FIXED HIGH EXPANSION FOAM SYSTEM FOR TANKER SHIPS’ ENGINE AND BOILER
ROOMS.

This recently introduced foam system has been recognisedbytheDTp as an alternative fire extinguishing
medium for boiler and engine room compartments. The generators are large scale bubble blowers which are
installed outside the protected space and connected by large section trunking to the compartments (Fig.8.12).

A 1+ m long, 1 m square generator could produce about 150m3/min of foam which would completely fill the
average engine room in about 15 minutes. One litre of synthetic detergent foam concentrate combines with
30 to 60 litres of water (supplied from the sea) to give 30,000 to 60,000 litres of foam. The foam concentrate
is mixed with water by means of inductors.

RULES FOR HIGH EXPANSION FOAM:

  The quantity of foam concentrate required must be sufficient to produce a volume equal to at least
five times the volume of the largest space to be protected.
 Generation of foam must be rapid and sufficient to fill the largest space to be protected at the rate of
1 metre (depth)/minute.
 The expansion ratio must not exceed 1000:1 (foam: water). The limit is required because the foam is
composed largely of air and easily breaks down when in contact with a fire.
However, in the1000:1 foam, the water contained in the original 1 volume of liquid evaporates and produces
enough steam to reduce the percentage oxygen in the steam/air mixture to about 7.5%.

This amount of oxygen is below the level normally required for combustion.

Heavier high expansion foams can be produced with a different mesh size.
High expansion foam (Figure 14.26) is generated by blowing air through a mesh which has been wetted by
a solution of foam concentrate in water. It has been used for hold protection on some container vessels and
has been tested for engine room fire fighting. The mesh is corrugated and its whole size governs the
expansion ratio of the foam which is limited to 1000:1 by regulations.

The foam concentrate is metered or mixed with the water to give a 1.5% solution of concentrate in water, and
sprayed on to the screen. Air is blown through by an electrically driven fan (water pressure drives have been
used).

Delivery ducts are necessary to carry the foam to the fire area but normal ventilation trunkings may be
acceptable.

Advantages of High Expansion Foam:

(1) Economic;

(2) Can be rapidly produced;

(3) Could be used with existing ventilation system;

(4) Personnel can actually walkthrough the foam with little ill effect.

Disadvantages:

(1) Persistent, could take up to 48 hours to die down in an enclosed compartment;

(2) Large trunking required;

(3) Should be trunked to bottom of compartment to stop convection currents carrying it away.

(4) Control of vessel’s propulsion and steering is temporarily lost.

13. The Automatic Sprinkler System.(Alternate notes).

REEDS VOL 8 - Fig. 8.22 is a diagrammatic arrangement of the system. Thepressure tank is half filled with
fresh water through the freshwater supply line. Compressed air delivered from the electricallydriven air
compressor raises the pressure in the tank to apredetermined level, this should be such that the pressure at
thehighest sprinkler head in the system is not less than 4.8 bar (0.48MN/m2).

Sprinkler heads are grouped into sections with not more than 150 heads per section and each section has an
alarm system. Each sprinkler head is made up of a steel cage fitted with a water deflector. A quartzoid bulb,
which contains a highly expansible liquid, is retained by the cage. The upper end of the bulb pressesagainst a
valve assembly which incorporates a soft metal seal. When the quartzoid bulbs are manufactured, a small gas
space is left inside the bulb so that if the bulb is subjected to heat, the liquid expands and the gas space
diminishes. This will generate pressure inside the bulb and the bulb will shatter once a predetermined
temperature (and hence pressure) is reached. Generally the operating temperature range permitted for
thesebulbs is 68°C to 93°C but the upper limit of temperature can be increased, this would depend upon the
position where the sprinkler head or heads is to be sited.

Quartzoid bulbs are manufactured in different colours; the colour indicates the temperature rating for the
bulb.e.g. Rating /Colour: 68°C/Red , 80°C/Yellow, 93°C /Green.

Once the bulb is shattered the valve assembly falls permittingwater to be discharged from the head, which
strikes the deflectorplate and sprays over a considerable area.When a head comes into operation the non-
return alarm valvefor the section opens and water flows to the sprinkler head. Thisnon-return valve also
uncovers the small bore alarm pipe leadand water passes through this small bore alarm pipe to a
rubberdiaphragm. The water pressure acts upon the diaphragm andthis operates a switch which causes a
break in the continuouslylive circuit. 'Alarms, both visible and audible, fitted in engineroom, bridge and crew
space are then automatically operated.Stop valves, A and B (Fig. 8.22), are locked open and if eitherof these
valves are inadvertently closed a switch will be operatedthat brings the alarms into operation. The alarm
system can betested by opening valve C which allows a delivery of watersimilar to that of one sprinkler head
to flow to drain.

An electrically operated pump with a direct suction to the seacomes into operation when the fresh
water charge in the pressuretank has been used up. This is arranged to operate
automaticallythrough the pressure relay.A hose connection is also provided so that water can
besupplied to the system from shore when the vessel is in dry dock.