PART TWO ‘These Notes have been compiled for Educational Purpose only. They should be used as a reference & not as substitute of Text BooksContents Sr.No. Contents Page No i Chapter I (Fire Hazards aboard Ships ‘3-26 2 | Chapter If Fire Protection rules in Ship's Constrietion) > 27-52 3 Chapter II (Detection d& Safety systems) 5378 4 |Chapter IV ire Fighting Systems) 79- 208 5 | Chapter ¥ (Fire Control) » 209-243UNIT HL Detection and Safety Systems : Types of detectors, Selection of fire detectors and alarm systems and their operational limits. Commissioning and periodic testing of sensors and detection system. “= Bbrs 52FIRE SAFETY PRECAUTIONS ON CARGO SHIPS AND TANKERS DURING WORKING General Fire Safety Precautions There are too numerous causes of fire, and often completely unexpected, to list extensively, but a few of the more common sources are included: (a) Leakage of Oils on to Hot Surfaces, Particularly Within the Engine and Boiler Rooms This sometimes occurs when settling tanks overflow, oil hot-filters or oll supply lines leak on to exhaust uptakes or boiler surfaces. Suitable overflow alarm devices, overflow gutters, screens and adequaté lighting will prevent many of these fires. Any boiler-room supplied with an oil feed should have as much access as possible from the engine-room to enable fire-fighting to be effective. No woodwork should be permitted in boiler-rooms or engine-rooms supplied with eil, tank tops and floor plates should be scrupulously clean, any oil should be soaked up at once and the oily waste destroyed, bilges should be kept as free asipossible from oil and all combustible material kept away from oil-feed lines Fire appliances should be regularly examined, all persorinel made farniliar with their use and location, and foam appliances kept away from high temperatures, which may destroy the properties of the ingredients. ‘The seriousness of fire in machinery spacés cannot be overstressed. All personnel should be fully aware of the precautions necessaty for its prevention, Such precautions should include the maintenance of clean conditions, theprevention of oil leakage and the removal of all combustible materials from vulnerable positions. Suitable metal containers should be provided for the storage of cotton waste, cleaning rags or similar material after use. Such containers should be emptied at frequent intervals and the contents safely disposed of. Wood, paints, spitits and ‘tins of oil should not be kept in boiler rooms or machinery spaces .s All electrical wiring should be well maintained and kept clean and dry. The rated load capacity of the wires and fuses should never be exceeded. () Weldinig’and Other repairs ‘These prédduce spatking and portable extinguishers should be kept at hand, both in the repair area and on the opposite side of the repair work (when possible) where a fire is likely to break out due th local heating. The compartment should be inspected regularly between work shifts for signs of smoldering. (c) Seepage of Flammable vapours or Fuels into Adjacent Compartments when Welding is in Progress or where Men are Smoking. (d) The Use of Radio and radar Equipment ‘This can induce currents at very high electrical pressures, and should therefore not be worked when loading or discharging inflammable substances. {e) Spontaneous Combustion 53.Many fires tend to be attributed to this phenomenon, since no person is then involved in blame. Probably in nine cases out of ten the fire originated from some other cause, often careless smoking, the dangers of which can not be stressed too frequently. Certain fibrous substances, when impregnated with suitable oils, such as colza oil, cotton waste with fuel oil, or canvas with paint, do become heated and may catch fire, particularly if heating is. accelerated by local unlagged steam pipes or other hat surfaces. ‘This type of combustion may occur when oxygen is absorbed at the surfaces of coal, particularly when bituminous and finely broken, and in such cases the risk increases at temperatures above 80 degrees centigrade. The coal should be kept as cool ag possible and all air supplies blocked off except for surface ventilators, which.are used to remove the explosive methane gas. This gas is dangerous when concentratedat 5% in air. ‘All materials, which are liable to spontaneous combustion, should be regularly tested for temperature, especially when carried as cargo. Risk®-are always minimized by local cooling, Bs In order to minimize the possibility of fires starting by Spontaneous combustion, oily-rags, sawdust which has been used for cleaning purposes, anid refuge are to be disposed off as quickly as possible. Heat may be generated spontaneously within such rubbish, which may be sufficient to ignite flammable mixtures, or may become hot enough to set the rubbish itself on fire. Such waste and rubbish should therefore be properly stored until it can be safely disposed of as soon as possible thereafter. (O Electrical Fires Unauthorized persons should notinterfere with electrical fittings. Faulty appliances, fittings or wiring that are part of the ship's equipment should be reported immediately to the head of department. All electrical appliances should be firmly secured and served by permanent ‘connections whenever possible. Flexible leads should be as short as practicable and'so arranged.as to prevent their being chafed or cut in service. Circuits should not be overloaded since this causes the wires to overheat; destroying insulation. and thus resulting ina possible short-circuit which could start a fire. All portable electrical appliances, lights etc. should be isolated from the mains after use. ‘Temporary arrangements to dry clothing above the heaters or to dry clothing on the heaters should not be permitted. The use of portable heaters should be avoided. However, if they are used as temporary heating during repairs or as additional heating during inclement weather, the heaters should be mounted on non-combustible material and secured with, care. Personal portable space-heating appliances should only be used with the approval of the electrical officer or the department head. A short-circuit, the failure of an unscreened fuse, or overloading of wiring may result in a fire outbreak. Whenever a fire exists in a ship it is possible for insulation to become charred near a fire zone. The resulting short-circuit, ‘e., a path of very low resistance for the current, results in a surge of excessive current which may overload the wiring and heat it sufficiently for it to burn. Such an outbreak may occur at the switchboard or even at places elsewhere and quite remote from the main fire zone. 54While a fire exists, and for some considerable time after it has been extinguished, the switchboard should be closely watched for signs of overloading. ‘Tanker and Gas Carrier Vessels in fleet should refer to circular issued in the matter for precautions to be taken while working on electrical circuits. (TK/07/004) (g) Static Electricity Many fires have started as.a result of sparks caused by the discharge of static electricity at high voltage. An example occurs when friction within a filling hose produces electricity, and the petrol or other fuel passing through it is ignited, Both the hose and the filled tank should be securely earthed, as should all other equipment, which is subject to static charging. ? (h) Floating Oil or Petrol on the Surface of a Dock, the Sea ora River | ‘This may be ignited by a carelessly thrown cigarette end. The blazing fuel. may be extinguished by means of a foam spray or it can be driven clear of the ship eitherby powerful water jets or by the propeller wash of a small launch ‘A vessel in collision may be surrounded by an area ofburning'fuel on the water surface. In a current the vessel may be brought quickly to anchor, and the stream will then carry the fuel clear ofthe ship. Ifno current exists, the vessel should, if possible, beremoved rapidly clear of the fire zone. G@) Steam Pipes These should be regularly checked to niake,suye they are properly lagged. Such surfaces, if unprotected, may quickly starta fire among surrounding material. (kk) Hot Bulkheads These are equally:dangerous, if left uninsulated. A case occurred where a hot engine-room bulkhead ignited the cork insulation of an adjacent hold containing a full cargo of frozen butter. The only possible method of extinguishing was flooding the entire compartment. Fortunately, the permeability of the hold was very low, due to the compact block-stow of the butter, and the space existing for water was adjacent to the insulation, Only a small amount of water was needed to flood the hold, and the fire was quickly put out. The seawater damage to the butter was less than 1% but the use of air sheathing on the engine-room side of the bulkhead, or fiberglass insulation within the hold, would have greatly minimized the fire risk. (@) Funnel sparking ‘This can be avoided, or at least reduced by regular cleaning of the exhaust uptakes. Burning of awnings, lifeboats and other deck equipments then less likely to occur. (m) Timberfin i = This is very combustible and should be stowed well clear of hot surfaces and fuels. (n) Galley Fires ‘These are not uncommon and are frequently caused by the boiling over on to hot plates, or the ignition, of unattended cooking fats. Galley hoods should be cleaned regularly and not allowed to become caked with grease, which may be fired by heat uptake. Care should be taken in particular to avoid overheating or spilling fat or oil and to ensure that burners or heating plates are shut off when the cooking is finished, Extractor flues wire ‘mesh and ranges ete. should always be kept clean. Means to smother fat or cooking oi fires, such as a fire blanket or a foam extinguisher, should. be readily available close to stoves. 3 (0) Paint ‘This is very combustible, containing and evolving flammable substances, It should never be stowed other than in the official paint lockér, which should be well away from heat areas. Isolated pots of paint left lying about the ship constitute a fire risk Ideally, painted surfaces should be maintained with thé: minimumn of coats in order to reduce the amount of permanent combustible material. Paint will burn very rapidly indeed, and can quickly turn accommodation into an inferno, The use of heat-resistant plastic laminated. materials is preferable to paint decoration. (p) Batteries ‘These evolve an explosive and flammable.gas and should be stowed in well-ventilated cool compartments containing a portable extinguisher (q) Leaky, Defective Packages Containing Flammable Materials ‘These are extremely dangerous, particularly when stowed in the holds on wooden dunnage. All such containers should be rejected. («) Smoking ‘This has caused the total loss of ships, and any regulations on board a vessel regarding this habit should be adhered to strictly. Cigarette ends must be properly extinguished and not thrown on to the deck or over the side. In both cases they may be blown through doors, portholes, or ventilators, causing a fire. Smoking in bunks has caused loss of life through the smoker prematurely falling asleep. In no circumstances should smoking be permitted inholds, for burning cigarette end may smolder beneath sawdust and similar material for many days before the smoke is detected. It is for this reason that many fires, discovered when several days out of port, are thought to be due to spontaneous combustion, since few people realize the length of time which can elapse before a carelessly thrown, cigarette end will start a detectable fire. 56On all vessels smoking on deck is not permitted unless authorized by the Master, Smoking in the accommodation or elsewhere about the ship shall be permitted only under specific conditions as the Master may prescribe. Cigarettes or Cigar butts and matches shall not be thrown out of portholes or into cargo spaces at any time. When in port, local regulations imposed by local authorities shall be enforced and if necessary, supplemented with additional requirements of the Master. When local regulations or the Master allow smoking only in specially designated rooms, notices indicating that smoking is allowed only in those rooms shall be posted on the doors of the rooms and on the bulletin boards. Smoking is strictly prohibited for personnel while lying in bed. Hot Work Write short note on Hot Work Permit. (6) (uly 2012) Explain the term Hot Work Permit. (4) (June 2016) S List the important factors which are mentioned in a Hot Work Permit, (3) (June 2017) ‘What are the heat sources which may cause fire on board ship (2) (Jan 2020) Make a detailed list of Good Practices on board to prevent oitbreak of fire (5) (Jan 2020) Before any hot work is undertaken it should be ensured that proper precautions and care is exercised and permits as required by the permit to work systemare obtained Only operators trained and competent inthe process should be allowed to carry out hot work and they should be instructed where special precautions need to be taken. A competent person should inspect welding and flame cutting equipment before use to ensure that it is in a serviceable condition. The operator should wear appropriate clothing and use proper gear before starting the work Harmful fumes can be produced’during these operations, especially from galvanizing, paint etc. Oxygen in the atmésphere'can be depleted when using gas cutting equipment and noxious gas may be produced when welding or cutting, Special care should therefore be taken when welding and flame cutting in enclosed spaces to provide adequate ventilation The effectiveness of the ventilation should be checked at intervals while the work is in progress. In confined spaces breathing apparatus may be required. Welding on boilers, boiler appurtenances, main steam lines, cargo lines or unfired pressure vessels is prohibited unless authorized by shore office and then should be carried out only'under the supervision of the chief engineer. Precautions against Fire and Explosion Before welding, flame cutting or other hot work is begun, a check should be made that there are no combustible solids, liquids or gases at, below or adjacent to the area of work, which might be ignited by heat or sparks from the work. Suitable fire extinguishers should be kept at hand ready for use during the operation, Welding or other hot work should never be undertaken on surfaces covered with grease, oil or other flammable or combustible substances. When welding is to be done in the vicinity of open hatches, suitable screens should be erected to prevent sparks dropping down hatchways or hold ventilators. Portholes and other openings through which sparks mayfall should be closed where practicable, Where work is done close to or at bulkheads, decks or deckheads, the remote sides of the division should be checked for materials and substances that may ignite, and for cables, pipelines or other services that may be affected by the heat. in view of the risks of delayed fires resulting from the use of burning or welding apparatus, appropriate frequent checks should be made for at least two hours after cessation of the work, TYPES OF DETECTORS T. What are the various types of fire detectors available in ships? What are the principles of operation of each? (6) (uly 2012) 2. What are the rate of rise of temperature detector ited on boar sips, 3) Dee2012) 3. (a) State the following fire detection heads with brief description: 1, Infra Red Flame Detector (4) i, Obscuration/Scatter type detector (4) (b) State the type of spaces these detectors are fitted (6) (Dec 2012) 4, Whats the function of fire detectors on board a ship? Sketch and Describe any one type of smoke detector and how would it be tested. (14) une 2013) >, 5. Whatare the weekly and monthly tests and maintenance carried ou on Fire detectors. (3) une 2013) 6. Draw any one type of smoke detectionsystem and explain the priciple ofits operation. (6) (june 2014) 7. (@) Sketch the following detectir heaiis and for each give a brief description of thelr operation: i, Rate ofair temperature rise detectoi (5) ii, Flame Detector. (5) (b) State the locatioh where these detectors are fitted. (4) (une 2015) 8, Sketch, describe ani-label a’simplified fire alarm circuit that may be incorporated in a control panel for fire detectors. (10) (June 2015) What is the rate of rise of temperature detector fitted on board ships? (3) (June 2016) 10. What is the function of fire detectors on board a ship? Sketch and describe an ionization chamber type of smoke detector and explain how it would be tested. (14) (une 2016) 11, Draw and explain the principaliof operation of any one type of Smoke detector. (7) {June 2017), 42; List outidifferent types of Fire Detectors. (3) (June 2018) 13. Explain clearly the working principle of “lonization chamnber combustion products detector” with a neat sketch, (8) (june 2018) 14, Draw any one of the flame detectors and explain its working principle. (7) (June 2018) 15, Describeany rate of rise temperature detectors fitted on board ships? (3) June 2019) 16. Define a rate of rise of temperature detector (2) (Jan 2020) 17, Draw and explain the principal of operation of any one type of smoke detector (7) Jan 2020) 18. What routine checks & test are carried out on fire detection and alarm system to ensure proper operation (3) (Jan 2020) 58Various types of detectors fitted on board Necessity of fire detection The main aim of fire protection is early detection and possible extinction ofa fire before it becomes deep seated, * Early detection helps to control the fire before it becomes a serious threat to life and property. » The detection equipment is much more sensitive and reliable than manual operation. * Itcovers the entire area for which it is placed and also should be perfectly tuned to respond rapidly and positively even after years of standby alert, But manual method reduced by efficiency under passage of time. © There are various types of sensing detectors, depending on the area and {ype of usage, hence having high efficiency » Highly required in unmanned spaces. Principles of fire detection ( . Fire detectors are categorized as follows ‘ % ‘Smoke (combustion product) type; (smells a fire) Radiation (flame) type; {sights a fire) Heat type. (feelsafire) ‘The onset of a fire can be detected at its earliest stages through four main characteristics. + Smoke (aerosols): An ionization chamber is used to detect these Aerosols (tiny particles} particles. It responds even-to-the invisible particles produced in a clear burning fire provided that the density of such particles is high enough, + Smoke (visible): Using the principle of light scatter on to smoke particles and operating a photosensitive device it is possible to give an early warning, + Heat: This is achieved by using bi-metal contacts assembled to make or break an electrical circuit + Radiation; detecting infra-red /ultra violet radia sources; nn emitted by the flames from the fire Heat Detectors Fire causes HEAT; so there is.a temperature rise, which based on one or more of the following principles: + Change of state - Fusion (melting); + Increase in size - Expansio1 + Change in electrical resistance of a conductor; + Thermo couple effect on two dissimilar metals when bonded together. Bach type of heat detector is further classified by one or more of the following sub-heading: Fixed Temperature » Rate of rise Fixed temperature detectors - activated at a pre-set temperature; Commonly used are - Bimetallic type (on expansion principle - differential expansion causes bending, flexing of a bimetal strip and thus make or break a contact), Fusible plug or metal type, Melts at a particular temperature and break the contact; no resetting; Liquid expansion type (sprinklers)- Liquid expands and breaks a sealed container; no resetting;‘These are designed to set off an alarm when the temperature of the operating element reaches fied point, The air temperature at the time of operation is usually higher than the /~ wae avs rated temperature because it takes time for the air to heat the operating element to its set point. This is termed as thermal lag. Metals, alloys of bismuth, lead, tin and cadmium that melt rapidly at predetermined temperature, can be used as operating elements for heat detection. An eutectic metal may also be used to actuate anvelectric heat detector, the metal being used asa solder to secure a spring under tension, When the element fuses, the spring action closes contacts and initiates an alarm, These detectors cannot be restored and must be replaced after operation, unless they are of te-set type. The figure illustrates one such detector ToAlaem From Power Souece ——» = © mn Melee \ at} Fusible Metal Links. yf teal f Cirenit Closed Applications: Mainly in areas where the presence of smoke precludes the use of smoke detector. Eg, kitchens, boiler tooms, furnaces, generator rooms ete, Fixed temperature setting is advisable. Suitable when linked with quick releasing extinguishing devices such as Halons, CO2 etc. Heat detector - rate of rise (Bimetallic type) Rate of rise can be detected using two bimetal strips of different thickness. These are set up parallel to each other and arranged to deflect in the same direction. Rapid temperature rise will cause the thinner element to deflect more quickly than the other, so causing contact to be made and the alarm circuit to be completed. A slow rise causes a similar deflection in both elements, so that a gap between the contacts persists, until a certain maximum temperature is reached when contact is made because of other differences in the makeup of the strips. In another type out of two strips, one is insulated from the rapid change of temperature and other one although enclosed but exposed to such changes. Slow rise in temperature causes both strips to have equal heat input so the alarm circuit remains open, but rapid increase in temperature due to fire, causes the unprotected strip to be heated more 60Fixed Temperacure Heat detector: quickly than the insulated strip, resulting contacts meet and alarm sounds, BieMetal Stip 4 Contact 2 Contact 1 BiMetal Stip 2 Fed Temperature Stop BiMeta Sup? , & ‘BieMetal Strip Contact ol ____ 4 DETECTOR RESPONSE CURVE ate of rise (pneumatic type) A flaming fire rapidly increases the air temperature in the space above the fire. Due to thermal lag ina fixed detector the alarm would be delayed. To initiate an earlier alarm, rate of rise detectors are useful, as they function when the rate of temperature increase exceeds predetermined value (usually about 12-15 degrees Fahrenheit or 4 ~ § degrees Celsius). In this detector, in the pneumatic chamber, an orifice is provided to vent higher pressure that builds up during slow increase in temperatures or a drop barometric pressure. The orifice is sized so that in a rapid temperature rise, as in a fire situation, the rate of expansion exceeds the rate of venting and the pressure rises. The pressure is converted to mechanical action by a flexible diaphragm, which completes the electric circuit raising the alarm, The accompanying block illustrates the cross section of a combined rate 61ofise cum spot fixed temperature detector. Adjustable Contacts ‘Compensating Vent electncal loads: . | bleed valve | Adjutable ‘reply Contact eee Diapheagm fixed temperatire adjustment screw tun copper Contact Spring herrn-spherical Basically a sealed chamber fitted with a compensating vent which'is a bleed off orifice. Means for permitting expansion of the chamber due to ingrease in temperature are provided, such that ata pre-determined level alarm is sounded. But ordinary change in temperature bleed off will maintain the contact, whereas rapid heat input under fire conditions cause faster expansion of air then the bleed off rate, so contact is lost and alarm will sound. Smoke Detectors smoke varies considerably with the materials that are burning, Mainly it is composed of small particles suspended in air. It is these patticles that have to be detected by smoke detectors, Smoke majfalso consist of gases and water vapour. Some materials produce very minute particles (combustion gases) at the early stages while others (PVC, rubber) produce large particles, Othier materials like wood, coal, and paper in certain conditions form clean-burning that produce little visible smoke. Asmoke detector will detect mostifires much more rapidly than heat detector, Smoke detectors are identified by their operating principle. Two of the main general operating principles are-ionization and photoelectric. Smoke detectors operating on the photoelectric principlé-respond faster to the smoke generated by low energy fires (smoldering) as, these fires generally produce more of the larger smoke particles, Smoke detectors using, the ionization principle provide somewhat faster response to high-energy (open flaming) fires sitice these fires produce large numbers of the smaller smoke particles. Smoke detectors are of two types: Ionisation type. Optical type. ‘The Ionisation detector is more sensitive to smaller particles of smoke (smells fire). In fact it is most sensitive to the invisible products of combustion that are given off in the early stages of a fire or that are given off by a clean-burning fire, 62he" ee 8, a 0, ‘Smoke detectors utilizing the ionization principle are of the spot type. This detector has a small amount of radioactive material which ionizes the air in the sensing chamber, thus rendering it conductive and permitting a current flew throughsthe alr between two charged electrodes. {oniation Chamber Metal Plates. ‘Americlum Source Torizaion Chamber Ait Refer to diagram MAM Mc George ~ figure 14.6 or following diagramA- Cold Cathode Tube B- Closed Ionisation Chamber C- Open onisation Chamber D- Relay storm rosy uy vy [eee je COMBUSTION GAS DETECTOR nen Da, a ‘The heart of this detector is an ionisation chamber in which a radioactive source acts on the atoms of air in the chamber to produce positive or negative ions. Two plates, which are positively or negatively charged, are contained within the chamber, Ions are attracted to 64plates of opposite polarity thereby causing a small electric current flow in the external circuit. This gives the sensing chamber an effective electrical conductance. When smoke particles enter the jonization area they decrease the conductance of the air by attaining themselves to the ions, causing a reduction in mobility, when the conductance is less than a predetermined level, the detector responds. Any combustion products reaching the open chamber, reduce the conductivity. When smoke particles enter the chamber they become attracted ta the ions causing the movement of ions between plates to be slowed down. This results in a reduction of current flow in the external circuit, which is used to initiate an alarm, ‘The effect is to greatly increase the resistance of the detecting chamber, this change in resistance produces a substantial change in the potential at the centre point B. Normal voltage A to Cis 220, A to B 130 Volts, B to C 90 Volts, When voltage shift, due to increasing resistance in the detecting chamber, reaches 1JOV across BC this is sufficient to trigger a discharge in the valve from 2 to 3, the capacitor then unloads itself across 2 to 3 encouraging a discharge from 1 to 3, by-passing the chambers and causing heavy current flow through the alarm relay and the alarm to sound’, > ‘This finds practical usage in accommodation spaces and storerooms, except spaces where presence of smoke or fumes triggers off the device unnecessarily. Environmental limits for effective operations. ‘Temperature limit 0°C to 49°C. Humidity 20_ 95__ RH. : Air velocity 1.515 m/s cer. 2 41. Photoelectric smoke detector ‘The Optical detector becomes more sensitive.as the fire ages and the suspended particles grow larger and visible (sights fire), The optical detector would be particularly effective, also, in the early detection of a P.V.G. or rubber fire which produces dense cloud of smoke immediately. An optical detéctoras the name implies, ‘sees’ the particles of smoke as they pass through a beam of light. ‘The two important phenomena that occur when smoke particle pass through a’beam of light is that light is scattered (deflected) or it is obscured. Thus, the optical typeof detectors are further classified as «Light Obscuration type; 4 Light Scatter type. = In an obscuration type 2 parallel beam of light is directed on to a photo-electric cell so that a current flows all the time, When smoke particles are introduced some of the light is reflected away from the photo cell causing reduced flow of current which results in activation of alarm. These consist of a light source, a light beam collimating system and a photosensitive device. When smoke particles enter the light beam the light reaching the photosensitive device is reduced, initiating the alarm, ‘The light source is usually a light emitting Diode (LED). It's a reliable long life source of illumination. The photosensitive device may be photovoltaic, photoresistive, photodiode or phototransistor In practice most light obscuration smoke detectors are the beam type and are used to protect large open areas. ‘They are installed with light source at one end and the receiver at the other end. 65Application: Mainly for shore based facilities, not favourable for shipboard applications. To Alarm Ki Smoke UE, (Photoelectric Call Receiver PR. Cell A light scatter system the light source is shielded fiom a photo electric cell so that no current flows in a ‘non-fire’ condition, When smoke reaches the chamber light is scattered on the photo-electric cell which then generates an electric circuit to initiate the alarm. When smoke particles ente¥a light, path scattering results. Smoke detectors utilizing this photoelectric light scattering are usually ofthe spot type. They contain a light source and a photosensitive device so arranged that the light rays do not normally fall onto the photosensitive device. When smoke particles enter the light path, light strikes the particlesand is scattered on tothe photosensitive device, causing the detector to respond. The‘ photosensitive device used in scattering detectors may be either photovoltaic, photoresistive, photodiode or phototransistor. The diagrams explain the principle of BE. Cell — equipment in use, 66To Alar Photoelectric Cell Deflectod Path of Linht Normal Path of Light Using a light source that is continuously illuminated can result in bulb failures and it consumes electricity, Explain with reasons why the scattered type'may be the preferred smibKe detector over the obscure type. Hame Detectors A flame detector responds to the appearance of radiant energy visible to the human eye (approx. n, 4000 to 7700 angstroms) or to radiant energy outside the range of human vision. These detectors are sensitive to glowing embers, coals or actual flames, which radiate energy of sufficient intensity and special quality to initiate response of the detector. Wave 7 1 length (2) of visible light one A= 107? m, Due to their fast yor tks porecen lent, detection capabilities, flame detectors are generally only used in high hazard areas such as fuel loading areas and atmospheres in which explosions or very rapid fires may occur. Flame detectors must be able to “See” the fire, smoke etc. may block this aspect rendering it ineffective. These are generally used in combination with earlier mentioned detectors in high-risk areas. a Lise neryecico 2h Taser? Res | BEA tits 67> te pose te Infra red ora Red - Foe phate — votege eal Sropier Rod Fiter ‘These detectors are of two types ~infra red or ultra violet of which only the former has shipboard application. The most Common type of radiation detector is the INFRA-RED type. It is a special device sensitive to radiation from a flame (flicker) only and not the radiation’ffém_other harmless sources such as sun, light bulb, and electrical sparks. In this system the tays from the ‘flame flicker’ are received (seen) by a photo-clectric cell which leads to activation of an alarm if the condition persists for more than 10 seconds. ‘This type of detector is very effective when there is clear uninterrupted view of all the area where there is potential risk of fire with flames at the early stages. It does not rely upon smoke or hat-from the fire to travel to sensing heads. Light may be directed through a filter, on to the detecting surface by a wide angle lens, A rotating mirror can be incorporated to extend the area under surveillance, To overcome this most optical systems make use of light emitting diodes (LED). To reduce the chance of false alarms from light sources other than flame, a capacitor and a coil are connected in series, such that only current fluctuations, with a frequency similar to that of flames, are passed. ed detectors are basically made up of filter and lens system used to screen out unwanted wavelengths and focus the incoming energy on a photovoltaic or photo-resistive cell, sensitive to infrared energy. Infrared detectors can respond to either the total infrared component of the flame alone or in combination with flame flicker in the frequency range of 5 to 15 hertz, A major problem in the use of infrared detectors receiving total infrared radiation is the possible interference from solar radiation in the infrared region. Given 68herewith is the cross section view of an infrared flame detector, and ultra violet detector for reference. | j Ree Bite Ample Ultra Violet Detector Ultra violet detectors generally use either a solid’state device such ‘as silicon carbide or UN. DETECTOR Haung 7 bass jeraRes detector ULTRA VIOLET DETECTOR - SCHEMATIC DIAGRAM 69+ aluminium ora glass filled tube for the sensing element. These are essentially insensitive to both sunlight and artificial light. Its mainly used in hazardous areas where likely hood of explosion or rapid fire exists e.g, chemical plants, offshore platforms etc. CONSTRUCTION AND REGULATION ( FSS CODE CHAPTER 9) General requirement in a detection system 1 All detection, alarm system and call points shall be capable of immediate operation at all times Detector tributed zone wise; Suitable for the space under vigil; Fire patrols to be carried out as required; 2. Bixed fire detection and alarm system shall not be used for anyother purpose except operating fire doors. 3, The system and the equipment shall be suitable designed to withstand:supply voltage variation, ambient temperature changes, vibrations, humidity, shock, impact and corrosion normally encountered in ships. 4, Tone address identification capability should be with = tmeansare provided to ensure that any fault (e.g: power break, short circuit, earth, etc.) occurring in the loop will not render the whole loop ineffective; ~ _allarrangements are made to enable the initial configuration of the system to be restored in the event of failure (e.g. electrical, electronic, informatics, etc); = All detectors will give alarm even if alarm given by asingle on), = Noloap pass the space twice; al Power supply j . Atleast two sources of power supply:One must be emergency power supply * Should withstand supply voltage variatians; Power supply from the main source is backed up an emergency supply (battery and charger). Usually battery powers the control unit and at the same time the charger ‘tops up’ the battery from the mains. if main supply fails the battery will continue to the required power for some hours. Failure of the main supply lights the fault lamp and sounds an audio-visual alarm. 6. Detectors = “eat, smoke or flame or combination or equivalent; Smoke detector limit — in stairways, corridors & escape routes; activated before smoke density increases to 12.5% obscuration per meter; Smoke detectors.are to be installed in accommodation spaces, also sprinkler system in passenger ships j Heat detectors ~ operate below 78°C, but not below 54°C; with rate of rise more than 19C/min in drying rooms minimum -130°C; saunas 140eC Detector positioning - = Detectors shall be located for optimum performance, Positions near alr flow area and positions where impact or physical damage is likely shall be avoided. Overhead distance of Detectors shall bea minimum 0.5 m from bulkheads, except in corridors, lockers and stairways. + Maximum area of coverage by a heat detector is 37 M2 & smoke detector 74 M2, distance of separation should be 9mm and 11m respectively.Table 9.1 - Spacing of detectors Type of | Maximum floor [Maximum distance| Maximum distance| detector area per apart between away from detector centres bulkheads Heat 37 m? 9m 45m. Smoke 74m? iim 5.5 m + Flame detectors shall only be used in addition to smoke or heat detectors. COMMISSIONING OF FIRE DETECTION SYSTEM 3 7 installation requirements Zone division - 1, Detectors and manually operated call points shall be groupéd into sections know’ as Zones. 2, Category A m/c space zone should be separate from control station space, accommodation space and service spaces. . 3, Zone separation shall be deck wise, unless provisions exist for each individual detector identification. Each zone shall have facility to be isolated without affecting the other zone. 4. Any Zone shall not be addressed more than 50 enclosed space at time. 5, Each 2one shall have facility to be isolated without affecting the other zone. 6. The first initiated fire alarm will not prevent any other detector from initiating further fire alarms; and_no loop will pass through a'space twice. When this is not practical (c.g. for large public spaces), the part of the loop which by necessity passes through the space for a second time shall be:installed at the maximum possible distance from the other parts of the loop. 7. The fire detection indigator anctalarm system must be situated in such a position that fire in the machinery spaces will. not make it inoperative. Commonly itis sited on the bridge or ina special fire control cente¥-whiere it is continually manned. 8, Manual fire alarm call points are installed throughout the accommodation spaces, service spaces and control stations. One call point shall be located at each exit and no part ofa corridor is to be more than 20 m from a call point. Arrangement of electrical wiring Electrical wiring whieh forms part of the system shall be so arranged as to avoid galleys, machinery spacesof categiry A, and other enclosed spaces of high fire risk except where it Is necessary to provide for fire detection or fire alarm in such spaces or to connect to the appropriate power supply. 2 + so arranged to avold galleys, m/c space category A, high risk enclosed spaces, if not connected to fire alarm, power supply. 9. Fire Alarm Panel / Circuits Control system in pass ship - These consist of an alarm panel, situated outside of the machinery spaces, which gives indication of the fire zone, Zone circuits, audible alarms and auxiliary power supply Gireuits When the contacts in a detector head close (open under normal conditions) they short the circuit and cause operation of the audible fire alarm. The lines in the circuit are continuously monitored through 1 to 2 and 3 to 4, hence any fault which develops, e.g. iatdamaged insulation, break in the cable, causes the system failure alarm to sound, In passenger ships a section of detectors shall not serve spaces on both sides of the ship nor on more than one deck and neither shall it be situated in more than one main vertical zone except that the Administration, if it is satisfied that the protection of the ship against fire will not thereby be reduced, may permit such a section of detectors to serve both sides of the ship and more than one deck, battery charger, = naery inverter ror de=a.c) audible alarms zane indicators a-O-O-O o enfalt alarm off ewiteh Sertehes | 600000 ie system tailure 382 system test switeh 11771171 from: zones supply, circuit for a zone ee oo &—I deteétor heads FIRE ALARM CIRCUIT 10, _Systemcontrol requirements © Gontrol panel - at bridge ~ continuously manned central control station . A fire alarm should initial visua) and audio signals . Alarm for 2 minutes; if not responded will raise the fire alarm; * Minimumpdenote the section in which a detector has been activated or manually operated call point has been operated. The fire detection and alarm system shall be designed to provide in the event of fire, an instantaneous ‘visual and audible alarm etc. and also generally designed to indicate the location of ire as well. 1n large installations zones need to be clearly indicated at the control station, ‘The activation of any detector or manually operated call point shall initiate a visual and audible fire signal at the control panel and to be responded within 2 minutes, otherwise an audible alarm shall be automatically sounded throughout the vessel accommodation, service area. This alarm sounder system need not be an integral part of the detection 72system. Ifthe local warning alarm is not acknowledged within a certain time it will initiate the main audible fire alarm, which must be capable of being heard on the bridge, in the fire control station, and in the accommodation, and the machinery spaces. + _ One manually operated call point shall be located at each exit Panel construction Panel shall have a glass front door which can be locked. Internal operation controls are always | visible but not accessible to unauthorized person. All the fire alarm panel shall be solid state type, Panel will be so suitable to receive signal from all types of automatic and manual actuators, When is received, a visual alarm consisting of red L.ED and intermittent, buzzer comes on. This pin points the area of distres All displays are through LED for minimum drain of power supply and enliance reliability. A test button is provided to check the operation of the alarm bells. Operating the.test button energises the alarm relays, which in tura switches current to the alarm bell circuit. Should not be used for any other purpose except fire door closing operation, stopping ventilations; INSPECTION AND MAINTENANCE Fire Alarm Control Equipment: Equipment, which, on receipt of a fire signal, controls the giving of aire alarm by one or more of the following: © fire alarm sounders; © fire alarm indicting equipment; © transmitting a signal to other fire alarm control equi Procedure for testing of fire alarms and detectors Check the reliability of the detector is through simulating a fire condition by blowing smoke into the conductor, or lighting match in its beam, or blowing hot air to raise temperature as the case may be, Detectors, fire aléims must be tested at regular time intervals as per the planned maintenance programme of the vessel, Smoke detectors = some smoke detectors are not connected to main detecting system and are used to give locabalarm in case ofa fire, Batteries power such detectors and they give a continuous indication if the detector is functional or not. In case the batteries get weak they will again give atyalarm, Heat detectors - Random checking of these detectors is done by applying heat to see it they operate in case ofis¢ in temperature, ‘Testing of other types of detectors must be done according to the instructions given in the manufacturer's literature. ‘Sampling pipes for smoke detection can be tried out by passing compressed air through them to see that they are not blocked due to any obstruction. These sampling pipes leading to holds should be tested at least once every 6 months. 1. Control and indicating equipment is generally designed to indicate the location of fire as well. In large installations detectors are grouped to form convenient sections or zones to simplify installation. The fire alarm indicating unit provides indication of any fire alarm or fault warning signals received from the alarm control equipment. 2, [tis important that the control equipment is able to check the condition of the alarm and detector circuits, The continuity of the wiring tn the detector is continuously monitored such that an interruption in the current flow due to 2 break in the wiring of any section of the circuit would 73 _ agive the visual and audible warning for short circuit fault, Most systems have different alarm sounds to distinguish the difference between genuine alarm or a fault indication, In case of fire, when the contacts in a detector head close (open under normal conditions) they short the circuit and cause operation of the audible fire alarm. 3, More sophistication is required for the control equipment to indicate a faulty detector head. 4, Particular fire detector loops or individual detectors are capable of being temporarily isolated, and status of loops must be indicated on the panel. 5, The fire detection indicator and alarm system must be situated in such a position that fire in the machinery spaces will not make it inoperative, Commonly it is sited on the bridge or ina special fire control center 6, Visible and audible warning is immediately given off: ~ Power failure - Earthing ofthe circuit . - Any attempt to close the cabinet door when the system is not ih normal operation and - Failure of the fire-alarm bells ‘The system remains in operation as a fire detector even when either ofthe first two faults exist. Power failure ~ ‘The main panel as well as zonal panel of the fire alarm system shall draw its power from an integral uninterrupted power supply arrangement comprising of suitable battery (24V DC) capable of supplying maximum alarm and-hooter load at an adequate voltage for at least 6 hours. These batteries together with automatic trickle charging and recharging facility shall be provided. = Most systems operate on 24V DG; however, for those operating at mains supply of 220 AC an inverter converts the 24V DC to 220V. AC. Power supply from the niain source is backed up.an emergency supply (battery and charger). Usually battery powers the control unit and at the same time the charger ‘tops up’ the battery from the ‘mains. Ifmain supply fails the battéry will continue to the required power forsome hours. Fallure ofthe main supply lights the fault lamp'and sounds an audio-visual alarm. ‘A test button is provided to check the operation of the alarm bells. Operating the test button energises the alarm relays, which in turn switches current to the alarm bell circuit. It is, important that the, control equipment is able to check the condition of the alarm and detector circuits. ‘Ihe continuity of the wiring in the detector is continuously monitored such that atinterruption in the current flow due to a break in the wiring of any section of the circuit would give the visual and audible warning for short circuit fault. Most systems have differed alarm sounds to distinguish the difference between genuine alarm ora fault indication. > Audible alarms~ ‘The fire alarm is usually an intermittent audible signal whereas fault and manual test are normally a continuous audible signal CARBON DI OXIDE FLOODING IN HOLDS CO2 CARGO SPACE SYSTEM WITH SMOKE DETECTION Cargo holds do not have fire detectors, so incorporates a detection system which isa smoke detecting system. Here the atmosphere is continuously drawn from all cargo holds by a fan 4via a small bore pipe to a cabinet where it is checked. If any smoke present in the hold is, drawn by the fan, Cabinet is located at wheel house. Smee: Detector Cabinet Smoke Accoumuiator & G02 Bidcherge Norrie ala =a 1 Seen ___enaive noom| NOS cere Heid | NOz Cargo Hold | Not Carga Held In the cabinet the drawn atmosphere is passed through a transparent glais pipe section which is equipped with light falling on a photo cell. Arrival of smoke into any section reduces the light intensity and thereby initiates the alarm. Because of the pipe length is long there exista chancé of choking, hence a tell tale arrangement is provided which either a light propeller or a light ball moving continuously in the glass pipe and stops when the flow stops. Normally the GO2 discharge is directed once the'smoke or fire is found. A three way valve fitted on each pipe line below the smoke detector cabinet. One way connected to the pipe coming from the hold, second way to pipe towards the extracting fan and third way connected to the COZ discharge pipe from the master valve. Once smoke is detected the 3 way valve directed from CO2 discharge.to the holds. Here CO2 follows the same path of smoke extraction line and reachesto thie hold. FSS CODE Chapter 10 Sompléextractidn smoke detection systems "1 Application sample extraction smoke detection systems in cargo spaces as on or after 1 January 2012. 2 Engineering specifications 2.1 General requirements ismoke accumulators: air collection devices installed at the open ends of the sampling pipes in each cargo hold z that collect air samples for transmission to the control panel through the sampling pipes, and 7 may also act as discharge nozzles for the fixed-gas fire-extinguishing system, ifinstalled; .2 sampling pipes: a piping network that connects the smoke accumulators to the control panel, 3 three-way valves: if the system is interconnected to a fixed-gas fire-extinguishing system, three-way valves are used to normally align the sampling pipes to the control panel and, ifa fire is detected, the three-way valves are re-aligned to connect the sampling pipes to the fire-extinguishing system discharge manifold and isolate the control panel; and -4 control panel: provides continuous monitoring of the protected spaces; f include a viewing chamber or smoke sensing units.= Extracted air from the protected spaces is drawn to the viewing chamber, and then to the smoke sensing chamber where the airstream Is monitored by electrical smoke detectors. - _Ifsmoke is sensed, the repeater panel (normally on the bridge) automatically sounds an alarm (not localized), = The crew can then determine, at the stoke sensing unit, which cargo hold is on fire and operate the pertinent three-way valve for discharge of the extinguishing agent. 2.1.2System in continuous operation or on a sequential scanning principle with the scanning interval as follows: ‘The interval (1) should depend on the number of scanning points (N) and the response time of the fans (T), with a 20% allowance: I=L2xTxN However, the maximum allowable interval should not exceed 120 s (Imax =120 s). 2.4.3 The system shall have no leakage into any other space. 2.1.4 withstand supply voltage variations and transients, ambient temperature changes, vibration, humidity, shock, impact and corrosion normally encountered in ships and to avoid the possibility of ignition of a flammable gas-air mixtire. 2.4.5 The system shall be of a type that can be tested for, correct Gperation and restored to normal surveillance without the renewal of any component. 2.1.6 An alternative power supply for the electrical equipment.used in the operation of the system shall be provided. 2.2 Component requirements 2.2.4 The sensing unit operates before the smokedensity exceeds 6.65% obscuration per metre. 2.2 Duplicate sample extraction fans provided. The fans shall be of sufficient capacity; ‘Sampling pipes of minimum of 12 mm internal diameter. Periodically permit observation’of smoke in the Individual sampling pipes, equal quantities of airflow, and provided with an arrangement for periodically purging with compressed air. 2.3 Installation requirements 1 Smoke accumulators 1.1 At least one smoke accumulator in every enclosed space; v-., if carry oil or refrigerated cargo alternatively means may be provided to isolate them; 2.3.4.2 located on the overhead or as high as possible in the protected space; and butt with in12 m, from overhead deck area; if mechanically ventilated then - At least one additional smoke accumulator - in the upper part of each “exhaust ventilation duct adequate filtering system to avoid dust contamination. £3 position for impact or physical damage is unlikely to occur. 2. 2.3.2 Sampling pipes Sampling pipes shall be self-draining and suitably protected from impact or damage. 2.4 System control requirements 2.4.1 Visual and audible fire signals itiate a visual and audible signal at the control panel and indicating units. control panel shall be located on the navigation bridge or in the fire control station. 6Clear information shall be displayed Any loss of power shail initiate a visual and audible signal at the control panel Means to manually acknowledge all alarm and fault signals is provided. The control panel shall clearly distinguish between normal, alarm, acknowledged alarm, fault and silenced conditions. 24,2 Testing An alarm shall be received at the control unit in not more than 180 s for vehicle decks, and not more than 300 s for container and general cargo holds, after smoke is introduced at the most remote accumulator,” 1UNITIV Fire Fighting Equipment: Fire pumps, hydrants and hoses, Couplings, nozzle#and international shore connection, Construction, operation and merits of different types of portable, non-portable and fixed fire extinguishers installations for ships. Properties of Chemicals used, Water sprinkler system, Water-mist Fire suppression system. Bulk & bottled Carbon Di-Oxide system. Inert gas systems, Fireman’s outfit, its use and care. Maintenance, testing and recharging of appliances, Preparation, Firefighting appliance Survey. Breathing apparatus types, uses, method of operation. Fixed Fire installation on LPG & LNG 248 hrs 8(omit 4 FIRE FIGHTING EQUIPMENT FIRE MAIN SYSTEM 1, According to SOLAS where should be an Emergency Fire Pump located in a ship and why? (3) (July 2012) 2, Neatly sketch with dimensions and explain the need and location ofa “International Shore Coupling” in a ship. (8) (July 2012) State three areas where emergency fire pumps can be installed.(3) (Dec 2012) 4, Explain the importance of Isolating valve fitted in water line fitted between machinery space and deck. State its location, (3) (Dec 2012) With reference to ships fitted with emergency fire pump: | (a) Describe with a line sketch the priming arrangernent of emergency fire pump placed above sea water. (6) (b)_ State the required water jet capacity the pump must be capable? (4) (c) State how to ensure that the pump isiii'good condition? (4) (Dec 2012) What are the items kept near the fire hydrant? (3) (June 2013) ‘What are the weekly and monthly tests and maintenance carried out on Emergency fire pump. (3) (June 2013) 8. Draw and show the dimensions of an international shoke coupling, (3) (June 2014) 9. As per SOLAS list the requirements of the locationi'and capacity of an emergency fire pump ofa cargo vessel. (8) (June 2014) 10, Describe an International Shore Connection. (3) (June 2015) 11, State whether any other alternative arrangements are there, which can also act as emergency fire pump? (4) (June 2015) 12, State the water jet capacity thé:-Emergency Fire Pump must be capable to deliver as per SOLAS. {4} (June 2015) % 3 13, With reference to SOLAS, explain the location and requirements of the emergency fire pump? (3) (June 2016) 14, What are the dimensions of an International Shore Coupling (3) (June 2016) 15, Explain the importance of isolating valve fitted in water line between machinery ‘space and-deck. State its location, (3) (June 2016) 16:With a neat sketch explain the requirement for an International Shore Coupling. (7) Gune 2017). 17, What is the capacity of emergency fire pump as per SOLAS requirement? (3) June 2018)” 18, With a neat sketch explain the requirement for an International Shore Coupling. (6) (June 2018) 19, Explain the importance of isolating valve fitted in fire line between machinery space and deck. State its location. (3) (June 2019) 20. With a neat sketch, explain the requirement for an International Shore Connection (7) (june 2019) 21.What is importance of International Shore Coupling. Draw International shore coupling with Dimensions (1+4) (Jan 2020) 22, What is isolation Valve in Fire water line? Where is it located? (2) (Jan 2020) xe 7923. As per SOLAS, what re the location and requirements of Emergency fire Pamp? (3) (June 2019) Introduction At sea, the supply of water is limitless. However, moving the water is another matter. ‘The fire main is a system consisting of sea inlet(s), suction piping, fire pumps and a distributed piping system supplying fire hydrants, hoses and nozzles located throughout the vessel. Its purpose is to provide a readily available source of water to any point throughout the vessel which can be used to combat a fire and is considered the backbone of the fire fighting systems onboard a vessel. Through the fire main system, the firefighter is provided with a reliable and versatile system capable of providing a number of different methods with which to engage a fire. Water can be supplied as a straight stream for combating deep seated fires, as a spray for combating combustible liquid fires where cooling and minimum agitation is desired or as a means to protect personnel where cooling is the primary effect desired. ; ‘The amount of water that can be moved to a shipboard fire depends on the number and capacity ofthe fire pumps installed and the design of the fire main piping system. Even when water is available in huge quantities, it still must be used economically.and wisely. Even water that is not confined, but can run to lower portions of the vessel, may affect the buoyancy of the vessel. Vessels have.capsized and sunk because excessive amounts of water were used during fire-fighting efforts, Each 1 m3 (35 3) of water weighs approximately one tonne (0.98 ton). Aboard a vessel, water is moved toa fire in twoways: i) Via the fire main system, through hose lines that are manipulated by the vessel's personnel ii) Through piping systems that supply fixed manual-or automatic sprinkler or spray systems Hence the fire main system is a.yital part of the various fire-fighting systems installed onboard vessels. FIRE MAINS 2types Single main Loop main he horizontal loop system ‘The vertical offset loop system Both systemsare very;basic and simple ‘The type of firemain system in any particular ship depends upon the characteristics and functions of the ship. Small ships generally havea straight-line, single-main system. Large ships usually have one of the loop systems or a composite system, which is some combination or variation of the three basic types. The design of the three basic types of firemain systems is as follows: 1. The single-main firemain system shown in figure 6-1 consists of a single piping run that extends fore and aft. This type of firemain is generally installed near the centerline of the ship, extending forward and aft as far as necessary. 2. The horizontal loop firemain system shown in figure 6-2 consists of two single fore-and-aft, cross-connected piping runs. The two individual lengths of piping are installed in the same horizontal plane (on the same deck) but are separated athwart ships as far as practical. 803, The vertical offset loop firemain system shown in figure 6-3 consists of two single piping runs, installed fore-and-aft in an oblique (that is, angled) plane, separated both vertically and athwartship, connected at the ends to form a loop. The lower section of the firemain is, located as low in the ship as practical on one side, and the upper section is located on the damage control deck on the opposite side of the ship. Athwartship cross-connects are usually provided at each pump riser. A commonly used variation is a composite firemain system that consists of two piping runs installed on the damage control deck and separated athwartships. A bypass section of piping is installed at the lower level near the centerline. Cross-connections are installed alternately between one service piping run and the bypass piping, SINGLE FIREMAIN SYSTEM. Fire Station Cut Out Valve Branch Line Main Supply Line —. Shore Connection Sea Chest © ciroutvarve 81Take note on - ship shore connection - isolating valve - emergency fire pump Ship shore conn ~.. ~ Fire hydrants Isolating valve = LOOPED FIREMAIN SYSTEM Fire Station C aa 7 Ac Five Pumps oe a ice sea chest Emergency Fire Pump ® curourvatve 82,POR SIDE UPPERMAIN /SRRBOARISIDE LOWERMAl <—<— TO SERICES AFT ~+- VALVE, STOP ZA SEA CHEST §3- VALVE, REMOTELY OPERATED PUMP - SHADED PORTION ~Q- CHECK VALVE- SHADED PORTION 3 IS DISCHARGE 'S DISCHARGE ctcte Figure 6-3, Vertical offset loop firemain system. Fig of HORIZONTAL.and VERTICAL OFFSET LOOP FIREMAIN SYSTEM. forecatle deck \ecommodation eo hydrant ae tyarnte belong Hydeatie pimp eek hydrant yarn ear Machinery space Booster pur hhydeautic To other fire pump 83(weed 9) wrew ey dys o6se9 yh euntig woo! sui8u9 Uy Aeics pue sor (sdiys sa5uessed ‘sduind ¢} 4oop jauum Joreroua6 AnuaBsews wos, pesamodj) duind 26,1q uo poseq Aicede joetpe sand Pesomod scuind esodind jenp aq Abul SwUEIDAL Om] duind auy fouesuowa ow 1389} 28 sduind 913 . “und 4935009 auinbes Aeyy 2804 jo Bus) siBuIs Woy wag ‘uo ‘diys aun yo ued pasoxe u9e9 01 Siol z 15¢8) 2 | orion ez < Auedeo fee duind = aly Aovabiews ~ snp (osa1g i \ iL) pap uado \ | uo suleig Dusen 59804 y09p : r (sa) th soresoue8 Huebiow, ompouuod es0us } SHU PAH \ Teuoveui saoeds uonepowuosde uy s3jzz0u usu 21 tus Jo yi6u2} uo paseg so.ewerp‘jaais paziuen|eS ‘818M BulsInbou ao.0u9s Jeo AUB OL onseuved wwaueulied ov “UleW 911d adFIRE PUMPS Main Fire Pumps | Fire pumps Number Required - Smatt ships For cargo ships of 150 gross tons or more, a minimum of one fixed power pump and one portable pump are to he provided. For cargo ships of less than 150 gross tons, one portable pump or alternative; | For fishing vessels, not less than one fixed power pump is to be provided. Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil, and that, ifthey are subject to occasional duty for the transfer or pumping of fuel oil, suitable changeover arrangements are fitted. Large ships SOLAS Regulation 2.2.1. Puraps accepted as fire pumps Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil and that if they are subject to occasionalduty for the transfer or pumping of oil fuel, suitable change-over arrangements are fitted. 2.2.2. Number of fire pumps Ships shall be provided with independently driven fire pumps as follows less than 1,000 gross tonnage Jat least wo" power driven pumps, one of which shall | * ___ independently di FEEL For vessels 1000 gross tons and above, each main fire pump is to be independently power- driven. (the driving power is not from the propulsion& the driving mechanism for each pump is independent from others} Ice clearing arrangements at the fire pump sea inlet valves ~ for vessels classed for navigation in ice, Capacity of fire pumps Atleast 2 fire pumps: Capacity>25m3/ hour Ballast, bilge’and general service pumps may be accepted as fire pumps provided they are not used ‘for puraping oft Individual Pump Capacity ~is calculated as a product of the breadth, depth and length of the vessel but minimum is more than the largest of the following: 1) 80% of the total required capacity divided by the number of required fire pumps, ii) 25 m3/hr (110 gpm), or iii) The capacity required to deliver at least the two jets of water at specified pressure, (Delivering the largest of the above required flow rates through the most hydraulically remote hydrants while maintaining the pressures specified in rules at the nozzles) So each pump for fire extinguishing which is installed in addition to the required number of pumps should have a capacity of at least 25 m3/h (110 gpm) and should be capable of delivering at least the two jets of water 85Total Pump Capacity -- the combined output - quantity of water not less than four-thirds 4/3 of the quantity required to be handled by each independent bilge pump. However, the total required capacity of the fire pumps need not exceed 180 m3/hr (792 gpm). This is dealt in SOLAS Rgn2.2.4. Capacity of fire pumps Suitability. Fire pumps must operate over a wide range of flow rates, from minimal a flow rate while supplying a single nozzle to full flow and the resulting pressures developed within an appropriate and safe range. Ready Availability of Water Supply - Cargo vessels be provided with the means to ensure the ready availability of water supply for spaces intended for centfalized or unattended operation. Connections to Fire Main from Another Engine Room Pump ‘The Rules also require that in addition to the main and emergency fire pumps, ona cargo vessel where other pumps (such as general service, bilge’and ballast, etc.) are.fitted in a machinery space, arrangements are to be made to ensure thatat least one of these pumps, having the capacity and pressure required as above, and is capable of providing water to the fire main, 2 Multiple Service Applications So the pumps are not required to be dedicated for fire services only. They may be utilized for other purposes and designated accordingly (eg, fire and ballast, fire and bilge, general service pump, etc). However, at least one pump is to be available for fire use at all times. Relief valves are to be provided in conjunction with any fire pump if the pump is capable of developing a pressure exceeding the desigh pressure of the water service pipes, hydrants and hoses. These valves are to be so placed anid adjusted as to prevent excessive pressure in any part of the fire main system. Emergency Fire Pump If the arrangeménts for the two main firé pumps are such that a fire in one space can put both main fire pumps out of service, an emergency fire pump is required to be provided. ‘The emergency fire pump.is requited to be a fixed independently-driven pump and the requirements for the pump and Its location are summarized below: SOLAS 2.2.3.2. deals with Requirements for the space containing the emergency fire pump Arrangement (Independent Systems) The emergency fire pump system, including the power source, fuel oil supply, electric cables, etc., as well as the lighting and ventilation for the emergency fire pump space are to be independent of the main fire pumps, so that fire in any one compartment will not render both the main and emergency fire pumps inoperable, Ifthe fire pump is electrically-driven, the power is to be supplied from the emergency generator and the feeder cable routed outside of high fire risk areas (category “A” machinery spaces). Capacity - of the pump is minimum 40% of the total capacity of the fire pumps required and in any case, not less than the followin, i For cargo vessels > 2000 gross tonnage: 25 m3/h (110 gpm), and if) For cargo vessels < 2000 gross tonnage: 15 m3/h (66 gpm), 86‘Where applicable, the emergency fire pump is also to be capable of simultaneously supplying the water needed for any fixed fire-extinguishing system; Pressure - For the requited quantity of water, the minimum pressure at any hydrant is to be provided. Starting Arrangements - in any diesel-driven prime mover of the pump can readily started in its cold condition down to a temperature of 0°C (32°F) by hand (manual) cranking Sometimes spring energized cranking system is also used. If not heating arrangements are to be provided so that ready starting will be assured Other means of starting also exist, They are to enable the diesel-driven power source to be started at least six (6) times within a period of 30 minutes and at least twice within the first 10 minutes. Here auxiliary starting device (eg, starting battery, independent hydraulic starting system or independent starting air system) is used, Fuel Supply -fuel tank capacity to run the pump on full load fofat Least three hours and sufficient reserves of fuel are to be available outside the main machinery space to run the pump on full load for an additional 15 hours. Suction - The total suction head and net positive suction head should be obtained under all conditions of list, trim, roll and pitch likely to be encountered in service. In addition, the sea valve is to be operable from a position near the pump; Arrangement (Boundaries& Location of the space) The emergency fire pump space ig not to be. contiguous (adjoining) to the boundaries of category “A” machinery spaces or those spaces'containing main fire pumps. If not practicable, separated by “A-60” class bulkhead; Supply and Delivery Piping - The emergehey fire pump including seawater suction and delivery pipes is to be located outside the compartment containing the main fire pumps. The sea chest with valve and main part of the suction piping should be, in general, outside the machinery spaces containing the main fire pumps. If this arrangement is impractical, the sea chest may be fitted in the machinery spaces and suction valve is remotely controlled from a position near the pump; and that the suction. pipe is as shortas possible. Access to the emergency fire pump ( SOLAS 2.2.3,2.2. Access to the emergency fire pump) _| No direct access is to be permitted between the machinery space of category “A” and the | emergency fire pump space and its source of power. Ifit is unavoidable, the Rules do permit the following arrangements, i) Access via Airlock. Where one of the doors is to be of A-60 class standard and the other is to be of steel, both reasonably gastight, self-closing and without any hold back arrangements. ii) Via Watertight Door. that is to operable from remote control station and emergency fire pump space; iii) in these two cases a Second Means of Access is provided and it must be totally independent of — | the space containing the main fire pumps. ‘Note: an emergency fire pump room (EFPR) is accessible from the steering-gear room (SGR), and access to the SGR is from a machinery space of category A or a space containing the main fire pumps, the arrangement will be acceptable based on the above conditions.Ventilation (SOLAS 2.2.3.2.3. Ventilation of the emergency fire pump space) Ventilation arrangements are to be such as to preclude, the possibility of smoke from a machinery space fire entering or being drawn into that space. The space is to be well ventilated and power required is to be supplied from the emergency source of power. Priming Emergency fire pump is to be of the self-priming type | SUMMARY Emergency fire pump (Reg i say frepamp | | 4) Capacity > 25m3/hour | | | Diesel driven {can start at OdegC) | Can start 6 times in 30 mins » Can start 2 times in first 10 mins | Run full load for 3 hours Fuel reserve for additional 15 hours | sea water suction in all designed ship cond No direct access from engine room FIRE MAIN Any material that gets damaged by-heat is not to be used for fire mains. Where steel pipes are used, they are to be galvanized internally and externally. Cast iron pipes are not acceptable. The pipes and hydrants ae to be so placed that the fire-hoses may be easily coupled to them, * ‘The arrangement of pipes and hydrants are to bé.such as to avoid the possibility of freezing. All exposed water pipes for fire-extinguishing are to be provided with drain valves for use in frosty weather. The valves are to he located where they will not be damaged by cargo. Purpose‘to drain the pipe lines. Fire Main System Pressures, The ability of the fire main system to provide adequate quantities of water through a sufficient number of fire,hoses at the necessary pressures is critical to the effectiveness and usefulness of system: When the fixed main fire pump or alternative the portable fire pump used, through the fire main, fire hoses and nozzles, the pressure maintained at any hydrant is to be sufficient to produce a jet throw at any nozale of notless than 12 m. Fire main diameter ‘The diameter of the fire main and water service pipes is to be based on the required capacity of the fixed main fire pump(s) and to he sufficient to ensure an adequate supply of water. ‘The wash deck line may be used asa fire main provided that the requirements of this sub- Section are satisfied. The diameter is to be sufficient for the effective distribution of the maximum required discharge from two fire pumps operating simultaneously. However, the diameter need only be sufficient for the discharge of 140 m3 /hour (616 gpm). 88Fire main pressure 2.1.6. Pressure at hydrants . With the two pumps simultaneously delivering water through the nozzles through any adjacent hydrants, the following minimum pressures shall be maintained at all hydrants: | «for passenger ships: 4,000 gross tonnage and upwards 0.40 N/mm? less than 4,000 gross tonnage 0.30 N/mm? .2for cargo ships: 6,000 gross tonnage and upwards 0,27 N/mm? less than 6,000 gross tonnage; and 0.25 N/mm? -3the maximum pressure at any hydrant shall not exceed that at which the effective control of a fi hose can be demonstrated. Pressure Drop In association with other items, the pressure drop within’the firé'main when discharging the quantity of water discussed above is dependent upon the diameter, length, etc, of the fire main distribution piping, size and length of the hoses, nozzle sizes and elevation of hydrants Isolation Valves Isolating valves are to be fitted in the fire main lines to isolate fire pumps located within Category “A” machinery spaces from other spaces. Because of the uncertain conditions/intensity of fire in such spaces, makes the space-is inaccessible, and the main is left open-ended (eg, damage, maintenance, etc), Asa result, water supply will not be able to build up the required pressure at hydrants and, further’ may result in uncontrolled flooding of the space, Therefore, the Rules require accessible (Le, located outside of the category “A” machinery space) valves be fitted so that damaged or open sections of the fire main piping, located within the.category,"A” machinery spaces can be isolated to eliminate the pressure loss in the system... ‘Therefore, when the isolating Valves are’shut, all the hydrants on the vessel, except those into any particular category “A”"machinery space, can be supplied with water by a fire pump not located in this machinery space and through pipes which do not enter the isolated spate», This allows Isolation and use of the nearby hydrants. Therefore, the isolation valves miust be located: 4) Where the fire main risers leave the category “A” machinery spaces containing the fire pumps ii) Upstream of the point where any fire main branch piping re-enters the space. Typical system with isolation valves Shown below isa typical system which may be found on most vessels. Ofnote isthe large number of fire main isolator valves, The system may be so arranged as to split the supply between port and stbd sides over all deck levels. Thereby in the event of damage on one side of the vesse] a nearby supply of water is ensured. In addition to the required main and emergency fire pumps, on this vessel a standby pump capable of serving the fire main as well as the ballast and emergency bilge suction systems is available, note that a special arrangement must be made to ensure that bilge water is not delivered through the fire main, 89Deck Isolator | Accommodation Ts a Main deck isolator Emergency | ~Engineroom 7 isolator fire pump Fire, Bilge & Ballast, pump main Fire Pump FIRE HYDRANTS Number and position of hydrants - ‘The number and position of the fire hydrants be such that at least two jets of water. not emanating from the same hydrant (one of which is to be from a single lengtli of hose). may reach any part of the vessel normally accessible to the passengers or crew while-the vessel is being navigated. Furthermore, such hydrants are to be positioned near the accéssés to the protected spaces, At least one hydrant is to be provided in each Category,"A’ machinery space. Furthermore, such hydrants are to be positioned near the accesses to the protected spaces. Pipes and hydrants- In addition to the spacing to facilitate hose access, specifies that the piping, and hydrants are to be so placed that the fire hoses may be easily coupled to them. Also where deck Cargo is carried, hydrants are to be located such as to avoid damage during cargo operations, but at the same time to remain easily accessible at all times. A valve is to he fitted at each fire hydrant so that any fire-hose may be removed while the fire pump is at work. Each hydrant shall have one fire hose complete with couplings in a fire hose box (this could be kept connected to the hydrant or kept nearby), Pressure at Hydrants Involved The pressures specified by regulations must be maintained at “all” hydrants when discharging the total quantity of water through adjacent hydrants. This would be at that hydrant which is the most hydraulically remote from the pumps. The “most hydraulically remote” hydrant would result in the largest pressure drop for the system when discharging the total required flow rate through the adjacent nozzles. So it 90may be the hydrant located the farthest distance from the pump. However, it could also be the hydrant located highest on the superstructure or it may be a hydrant located at the end ofa poorly sized branch line. yarants 7 a a N23 4 5 6 . This area covered by Hydrants 4 & 5 FIRE HOSES AND NOZZLES Number of Hoses. ‘The number and positions of fire hoses shall be to the satisfaction ofthe flag state administration, ‘As per SOLAS, the minimum number of hoses to be provided on vessels of 1,000gross tonnage and upwards is at least one for each 30 m (100 ft) length of the vessel and one spare, but inno case less than five. Further there shall be a sufficient number in the engine room.Also, this number does not include any hoses required in any engine or boiler room. The number of hoses in the machinery space(s) is not specified, but must be in compliance with the relevant governmehtal authorities. Ifnecessary, the number of hoses is to be increased so as to ensure that hoses in sufficient number are available and accessible at all times, ‘The Rules do not specifically require a hose to be provided at each fire hydrant location. Unless one hose“aiid-nozzle is provided for each hydrant in the ship, there is to be complete interchangeability of hose couplings and nozzles. ‘The minimum length ofa fire hose is 10 metres. The hoses are to be sufficient in length to project a jet of water to any of the spaces in which they may be required to be used. - Depending of the position of the fire hose the maximum length of a fire hose is as follows: + 15 m in the engine room and t machinery spaces; = 20 min other spacesand on open deck sealy for 25 m on open deck provided the vessels beam exceeds 30 m Their length, in general, is not to exceed 18 m in case of fishing vesselsLocation -On deck the fire hoses shall be placed in red painted hose lockers clearly marked ’Fire Hose”. In the accommodation and in machinery places the fire hoses may be placed on hose reels. When coiled out and connected to a fire hydrant avoid shock by opening the valve slowly. Ensure the hose is full of water and straightened without kinks before the valve is fully opened. Fire Hoses material Fire-hoses are to be of approved non-perishable material, Each hose is to be provided with a hozzle and the necessary couplings. Fire-hoses, together with any necessary fittings and tools, are to be kept ready for use in conspicuous positions near the water service hydrants or connections. ‘The fire-hoses are installed for use in the event of fire. They should be used for training purposes during drills and when being tested, but not for any other purpose such as washing down etc. After being used the hoses should be washed and flushed througlithus ensuring they are free of dirt, oll, grease, foam etc, Prior to being re-stowed the hoses Shall be drained dry. Before re-stowing ensure that the couplings and nozzles fit together and that the gasketiis intact. Using a Fire Hose Atleast two people should be designated to each hose but ideally three should be used, The first to handle and control the nozzle, the second will be placed immediately behind the first and assist by taking the weight if the hose. The third placed at a distance to handle bights and controlling the supply of water. . Before the hydrant is opened the nozzle should be set to spray. Once the water flow has been established the fire fighter may change the setting to jet. Water spray protects the fire fighters against the heat radiated froma fire and may be used for protecting another team usinga jet % . A jet gives the greatest reach and is used for penetration. Jet should not be used on liquid fires. When cooling surrounding bulkheads, aspray should preferably be used Care of Hoses: © Modern fire hoses are made of fire resistant plastic reinforced canvas material, which do not ‘get damaged and is not easily subjected to rot.= Paint solvents, caustic or some chemicals could cause damage to the material of the hose and hence in case the hoses had come in contact with any of these, they should be washed and rinsed thoroughly, if required with a detergent, and dried. Never use strong soda to wash the hose, © Hoses and couplings including nozzles should never be painted. * Hoses should be kept clean of oil and grease. ‘The hoses should be dried out before being stowed. If stowed wet, they will tend to rot. » Avoid dragging hoses and couplings on deck especially when they have kinks. * To expel water froma hose it should not be walked upon along the deck, but should be under run at shoulder height. * Abrasion and Shock are the main causes of hose failure and these should be avoided, When hoses are to be coiled, the hose is first folded into two with both couplings on one side and then rolled in such a way that the couplings of both the ends remain on the outside, By coiling this way, it would be very easy to un-lay the hose during an emergency. Just connect one coupling to the hydrant and the other to the nozzle and roll out the hose Hoses: As per requirement of SOLAS: * The fire hoses shall be made of non-perishable material approved by thé administration, + They should be of sufficient length to project a jet of water in to any of the spaces where they ‘may be required to be used. The length of the hose will be subject to the approval of the adininistration. . * On cargo ships of over 1000 gross tonnage the number of hoses to be provided shall be one for each 30 m length of the ship and one spare but in no case.less than five in all. This number does not include any hoses required in any engine or boiler room. Fire hose fitted in accommodation \ Hydrant and hose in the engine room. Each hose box should contain a dual-purpose spray/ jet nozzle, a hydrant-coupling spanner if required to ensure that the connection between the hose and the hydrant and nozzle are tight and also a wheel spanner to open the hydrant. Nozzles size The standard nozzle sizes are to be 12 mm, 16 mm or 19 mm, or as near thereto as possible, (Any deviation from above shall be permitted provided approved by the administration) s0 as to make full use of the maximum discharge capacity of the fire pump(s). Larger diameter nozzles may be permitted, provided the system can maintain the required pressures. 93For accommodation and service spaces, the nozzle size need not exceed 12 mm, ‘The size of nozzles intended for use in conjunction with a portable fire pump need not exceed 12mm. For machinery spaces and exterior locations, the nozzle sizes are to be such as to obtain the ‘maximum discharge possible from two jets at the pressure mentioned from the smnallest pump, provided that a nozzle size greater than 19 mm (0.75 in.] need not be used. All nozzles are to be of an approved dual purpose type (i. spray jet type) incorporating a shut- off. Care and maintenance of nozzles: + The nozzle must be shut off when not in use. © Nozzles should be handled carefully and should not be dropped. © Ensure that the adjusting lever or the sleeve is free to rotate. «Some of the nozzles incorporate twist type couplings, which have rubber washers. Ensure that the rubber washers are in good condition anil Haye sufficient spares on board to replace damaged ones. i ‘ © Donot paint nozzles. 4 © Ensure that the water jet spray holes are clear. Nozzles ~Jet/Spray y Straight Streams - jets ‘The straight stream, sometimes called the solid stream, is a valuable form of water for fire- fighting, The straight stream Is formed by a nozzle that is specially designed for that 4purpose. The nozzle from which the water Is thrown is tapered to increase both the velocity of the water at the discharge and the reach. 1 Efficiency of Straight Streams The distance that a straight stream travels before breaking up or dropping is called its reach, Reach is important when it is difficult to approach close to a fire, Actually, despite its name, a straight stream is not really straight. Like any projectile, it has two forces acting upon it. The velocity imparted by the nozzle gives it reach, either horizontally or at an upward angle, depending on how the nozzle-man aims the nozzle. The other force, gravity, tends to pull the stream down where it encounters the deck. Accordingly, the stream is an arch. The maximum horizontal reach is then attained with the nozzle held at an upward angle of 35 to 40 degrees from the deck Probably less than 10% of the water from a straight stream actually absorbs heat from the fire. This is because only a smal] portion of the water surface actually comes in contact with the fire, and only water that contacts the fire can absorb heat. The rest runs off, sometimes over the side; but more often the runoff becomes free-surface water and is a problem for the vessel. 2 Using Straight Streams A straight stream should be directed into the seat of the fire. This is important since for maximum cooling, the water must contact the material that is actually butning, A solid stream that is aimed at the flames is ineffective, In fact, the main use of solid. streams is to break up the burning material and penetrate to the seat of a Class "A’?fire, Itis often difficult to hit the seat of fire, even with the reach of a solid stream. Aboard a vessel, bulkheads with small openings can keep firefighters from getting into proper position to aim the stream into the fire. In some instances, there may be an obstruction between the fire and the nozzle-man. In these cases, frequently the stream can be bounced off a bulkhead or the overhead to get around the obstacle. This method can also be used to break a solid stream into.a spray-type stream, which will absorb more heat. It is useful in cooling an extremely hot passageway that is keeping firefighters from advancing toward the fire. ‘The following are the basic characteristics ofa straight stream: Strengths High pressure discharge, Able to aim easily at the seat of fire, Can be aimed accurately Has good reach Deep penetration, Must hit seat of fire to cool effectively Weakness Little cooling effect Run-off of water may be excessive Generates very little steam STRAIGHT STREAM ee # Can be Aimed Accurately a * Has Good Reach © Must Pit Seat of Fire to Coo! Efficiently + Ruoff of Water May be Excessive » Generates Very Little SteamSOLID JET NOZZLE Es Fog Streams : ‘The fog (or spray) nozzle breaks the water stream into small droplets. Thése.droplets have a ‘much larger total surface area than a solid stream. Thus, agiven volume of water in fog form will absorb much more heat than the same volume of water in a straightstream due to the larger exposed surface area, ‘The greater heat absorption of fog streams is important. Less water needs to be applied to remove the same amount of heat from a fire. In addition, more of the fog stream turns into steam when it hits the fire. Consequently, there is less runoff, less free-surface water and less of a stability problem for the vessel»The cloud of steam surrounding the fire displaces the air that supplies oxygen for the combustion,process, Thus, the fog stream helps to provide a smothering action as well as cooling, SOLAS (2000 Amendments) - Footnote to.l1-2/10.5.5 concerning water fog applicators ‘A water fog applicator might consist of a meétal L-shaped pipe, the long limb being about 2 m in length capable of being fitted taa fire hose.and the short limb being about 250 mm in length, fitted with a fixed water fag nozzle or capable of being fitted with a water spray nozzle ‘There are basically two different types of fog Steams that are used onboard a vessel: the high velocity fog Stream and the low velocity fog stream, Both can be used very effectively in combating a fire but serve different functions, as discussed below. 4 High-velocity Foy Streams High velocity fog streams are created by a specially designed hose nozzle. In addition to the direct cooling of the flame, the high velocity fog stream can be used effectively to reduce heat in compartments, cabins and cargo spaces, High velocity fog streams can also he used to move air in passageways and to drive heat and smoke away from advancing firefighters, 2 Low-velocity Fog Streams Low velocity fog is obtained by using a special applicator along with a combination nozzle. ‘Applicators are tubes or pipes that are angled at 60° or 90° at the water outlet end. They are stowed for use with the low velocity head already in place on the pipe. Some heads are shaped somewhat like a pineapple, with tiny holes angled to cause minute streams to bounce offone another and create a mist. Some heads resemble a cage with a fluted arrow inside. ‘The point of the arrow faces the opening in the applicator tubing, Water strikes the fluted arrow and then bounces in all directions, creating a fine mist. 96Low velocity fog Is effective in combating Class “B" fires in spaces where entry is difficult or impossible. Applicators can be poked into areas that cannot be reached with other types of nozzles. They are also used to provide a heat shield for firefighters advancing with foam or high-velocity fog, Low-velocity fog can be used to extinguish small tank fires, especially where the mist from the applicator can cover the entire surface of the tank. However, other extinguishing agents, such as foam and carbon dioxide, are usually more effective. ‘The following are the basic characteristics of a fog stream: Strength Excellent cooling ability, Able to push back the smoke, employed as a ‘heat curtain’, allow closer approach to the scene of fire + Generates steam + Has small amount of run-off + Does not have to hit seat of fire to be effective Limitations of Fog Streams Lack of penetration Difficult to aim, Fog streams do not have the accuracy or reach of straight’streams. Limited reach While they can be effectively used on the surface of a deep-seated fire, they are not as effective as solid streams in breaking through and reaching the heart of the fire. 3. Combination Nozzle Operation ‘The combination or dual purpose nozzle typically has a handle which is perpendicular to the plane of the nozzle and ‘will produce either a straight stream or high velocity fog, depending on the position of its handle. Combination nozzles are available for use with 3.8 cm (11/2") and 6.4 cm (24/2") hoses: Reducers can be used to attach a 3.8 cm (11/2") nozzle to a 6.4 cm (21/2") hose.‘A straight’stream is obtained by pulling the handle all the way back to the operator, A fog steam is obtained by pulling the handle back half way. ‘The nozzle is shut down, from any open position by pushing the handle forward as far as. it will go, Iri'addition, combination nozzles typically have the means to attach a low velocity applicatar, FOG STREAM Difficult to Aim Limited Reach Excellent Cooling Abilities Generates Steam Has Small Amount of Run-off Pushes Fire and Smoke Does Not Have to Hit Seat of Fire tobe Effective NOTE Straight stream and fog streams can be very effective against Class “A” fires as they have the ability to penetrate the fire and cool the fuel surface. Fog streams can be used on Class “A” fires to cool the flame and surrounding environment, but can also be effectively a7against Class "B” fires. HYDRANT COUPLINGS: ae . ‘The couplings on "TS Fy ; most modern ships are the SEAS SOS > instantaneous type, which makes it easy for the person to connect and disconnect hoses without having to waste any time. Some of the older ships had couplings, which are screwed type. . Each fire hose is Attached to a male se rey Wi cotipling on one end and we y Zp, ol KX Dust purpose nozzle female coupling on the W & YL Kl RE Ze KOs™ other end, either by means of jubilee clips or by means ofa seizing wire. The male coupling is connected to the fire hydrant and the nozzle is connected to the feniale coupling, ‘The joints in the couplings are made watertight with rubber washers. These must be inspected on a regular basis and maintained in good order. Sufficient spare rubber washers must be carried on board. Couplings, secured connection, hoses and couplings, joints in place should be withstand the maximum working pressure of the fire line. Do not drag the coupling or use itas a hammering tool. Ensure that the locking levers on the female‘coupling are free, so that the male coupling connects easily. A small amount of grease may bé used on the outside of the female c oupling on the locking levers to keep them free, INTERNATIONAL SHORE CONNECTION Ships of 500 gross tonnage atid over shall be provided with one International Shore Connection, In each vessel is required to be provided with at least one international shore connection and arrangements are to be provided to enable the connection to be used on each side of the vessel. ‘The purpose'of the connection is to provide a uniform piping joint, which allows water supply to ‘the vessél's fire main from another vessel or shore facility. International Shore Coinection is provided on ships so that the ships would be able to connect to any shore connéction or gther ships connection no matter what the size of their pipes or hydrant couplings are. The International part of the shore connection is the flange, which is of a standard dimension having a flat face an one side. The flange is on the other is to be permanently attached to a coupling that will fit the vessel’s hydrant and hose. ‘The connection shall be of steel or other suitable material and shall be designed for 1.0 N/mm services. ‘The connection is to be kept aboard the vessel together with a gasket of any material suitable for 10 bar (150 psi) services, together with four 16 mm (5/2 in) bolts, $0 mm (2 in, in length and eight washers. The connection is to be accompanied with a gasket, bolts, nuts and 98washers. The shore connection is to be located in a readily accessible location ‘The standard dimensions of the flange of the International shore connection are as follows: Fig of International shore coupling Description | Dimension Outside dia, [178 mm Inside 64mm diameter Bolt circle dia. [132 mm Slotsin flange [Four holes 19mm in diameter spaced equidistantly on a bolt circle of the above diameter, slotted to the flange periphery. Flange 14.5 mm minimum thickness yee —_) tae He 1 Bolts and nuts [ Four, each of iGmm diameter, 50mm. in length, ‘The vessel should beable to use this connection on either side of the ship. 99