Fire Presetation PDF

Fire Protection, Fire Detection
and
Fire Extinguishing
Mohd. Hanif Dewan, Senior Engg. Lecturer,

International Maritime Academy, Bangladesh
FIRE
WHAT IS FIRE?
 Fire is a chemical process, which involves burning of
any substance (combustion).
 The combustible material that burns with the help of
oxygen result in the production of heat & light, is
called FIRE
Fire is not always harmful but only

when it goes out of control.
4/7/2014 International Maritime Academy, Bangladesh 2
FIRE HAZARDS / SOURCES
• Short Circuits (faulty electrical wires and
switchboards)
• Naked Lights
• Explosive and fire works
• Unmindful Smoking
• Radiation
• Mechanical heat & spark
• Spontaneous combustion

Type of Sources Examples
• Smoking materials
• Oil-fired boilers
Flames or smoldering sources • Incinerators
• Hot work such as flame cutting and gas
welding.
• Hotplates
• Heating pipes
Hot surfaces • Exhaust manifolds
• Faulty machinery
• Electric light bulbs
• Mechanical sparks from grinding, chipping

or welding friction or funnel sparks are low-
energy sparks which may start a
smoldering fire
Sparks • Electric sparks, sparks from electrostatic
discharge and high energy mechanical
sparks may ignite flammable vapors
• Electric arc welding

• Overloaded wiring or equipment with a
Electrical overheating short circuit or a short to earth
• Substances liable to self-heat

(usually due to oxidation)
• Fibrous material soaked in organic oils
such as vegetable oils, the oils used in
paints or hydraulic oils.
• Rotting vegetable matter
• Chemicals or organic materials contaminated
with an oxidizing agent such as sewage
Spontaneous combustion treatment tablets
• Mineral oils and carbonaceous materials are
liable to self heating if external heating is
applied first
• Metal dwarf – especially if contaminated with
oil and rags

TYPES OF FIRES
As of new definitions of IMO, May 2007, there are 6

types of fire onboard ships:
Class A: Fires that involve flammable solids such as
wood, cloth,paper and some plastics.
Class B: Fires that involve flammable liquids or
liquifiable solids such as petrol, oil, paint and some
waxes and plastics (BUT NOT cooking fats or oils).
Class C: Fires that involve flammable gases such as
methane propane hydrogen

Class D: Fires that involve combustible metals such
as sodium, magnesium, and potassium.
Class E: Fires that involve any of the materials found
in Class A and B fires: BUT ALSO with the
introduction of an electrical appliances, wiring, or other
electrically energized objects in the vicinity of the fire,
with a resultant electrical shock risk if a conductivity
agent is used to control the fire.
Class F: Fires involving cooking fats and oils.
The high temperature of the oils when on fire far

exceeds that of other flammable liquids making
normal extinguishing agents ineffective

FIRE TRIANGLE
To understand how fire
extinguishers work, you
need to understand a
little about fire.
Fire is a very rapid
chemical reaction
between oxygen and a
combustible material,
which results in the
release of heat, light,
flames, and smoke. HEAT/ENERGY
FIRE TRIANGLE
For fire to exist, the following
four elements must be
present at the same time:
 Enough oxygen to sustain
combustion,
 Enough heat to raise the
material to its ignition
temperature,
 Some sort of fuel or
combustible material, and
 The chemical reaction (FIRE)

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

Don’t Make a Fire Triangle!
Understanding the three sides of the fire

triangle, and being able to recognize them in
everyday situation is the key to fire
prevention.
FUEL
FUEL
Remember:
Where there is fuel and air keep heat away
 Where there is air and heat keep fuel away
 Where there is heat and fuel keep air away
NEVER COMPLETE THE FIRE TRIANGLE !
FIRE SPREAD
Fire spreads by
• CONDUCTION: transfer of heat through solid
body.
• CONVECTION: through the motion of heated
matter, i.e. through the motion of smoke, air,
gases etc. produced by fire.
• RADIATION: heat radiation is the transfer of heat
from a source without a material substance
being involved.
Conduction
 Transfer of heat through a solid body such as
metals as a very good conductor of heat.
 Since most ships are constructed by metal, heat
transfer by conduction is a potential hazard.
 Fire can easily move from one compartment to
another, one deck to another, and one
compartment to another because of heat
conduction.
 Heat is being conducted to the adjoining spaces by
the metal deck and bulkhead, then the bulkhead
paint is blistering (extremely hot) because
vapourization has already begun.
CONDUCTION
An example of conduction: The temperature along the rod rises because

of the increased movement of molecules from the heat of the flame.

Radiation
 Heat radiation is the transfer of heat from a source
across the space or travels outward from the fire in
the same manner as light in straight lines to
produce vapour and then igniting the vspour.
 When contacts a body, it is absorbed, reflected or
transmitted. Absorbed heat increases the
temperature of the absorbing body.
 Heat radiates in all directions unless it is
obstructed

Radiation: The transmission of energy as an electromagnetic wave
without an intervening medium.
4/7/2014 Mohd. Hanif Dewan, Senior Engg. Lecturer,

International Maritime Academy, Bangladesh 17
Convection
 The transfer or carries of heat through a liquid or
gaseous body such as movement of smoke, hot air and
heated gases produced by fire.
 The replacement of hot and cool air to that particular
point resulting in reheated and raised the temperature
thus create a fire

CONVECTION
Convection: The transfer of the heat energy by the movement of heated

liquids or gases.

Fire hazards in engine room
 Combustible liquids – FO, DO, LO
 Oil leaks & oil soaked insulation
 Hot surfaces – exhaust pipes, engine parts
overheating
 Defects in lagging
 Hot work – welding, cutting, oxy acetylene
 Auto ignition – oil dripping on hot surface auto-
ignition, e.g. oil dripping on hot surface

Fire hazards in galley
 Combustible liquids – cooking oil, hot fat
 Hot surfaces - ovens, frying pans, flues
 Defective electrical connections

Fire hazards in accommodation
 Combustible materials - furnishing, personal effects
 Matches and cigarette smoking
 Defective or overloaded electrical systems

Fire hazards from cargoes
 Self-heating cargo & spontaneous combustion
 Oxidizing cargoes and organic peroxides
 Compressed flammable gas
 Pyrophoric cargoes
 flammable liquids and solids
 substances liable to react with
 Themselves
 Water
 Other cargoes
 Materials of the ship
 Explosives
Four phases of fire development
 Ignition (incipient)
 Developing (surfaces fire)
 Absolute fire (fire in depth in solids)
 Burning out
To consider;
 Temperature of normal fire such as coal, wood or
hydrocarbon fires, and the temperature in
burning metals
 Effect of temperature rise on the rate of the
chain reaction - fire intensity
FIRE DETECTION
Fire detection systems are compulsory in ships which have periodically
unattended machinery spaces.
A fire detection system consists of the following elements:
Human observation
Manual fire alarms
Automatic Fire detectors-smoke, flame,heat (gas, H2S)
Combinations of the above
Fire detection system requirements are detailed in SOLAS CHAPTER II-2
Human observation relies on the human senses:
Sight
Sound
Smell
Taste
Touch Mohd. Hanif Dewan, Senior Engg. Lecturer,
METHOD OF FIRE DETECTION:
Sight- Infra red flame detectors, sensing flicker patterns,
smoke detectors using light sources in “go” or “no go” light
transmission and reception.
Sound-not really yet!
Smell and Taste- combustion products entering an
ionized chamber.
Touch- Heat detectors, including absolute temperature
and rate of rise temperatures.

AUTOMATIC FIRE DETECTION SYSTEMS
Automatic fire detection systems, when combined with
other elements of an emergency response and
evacuation plan, can significantly reduce property
damage, personal injuries, and loss of life from fire in the
workplace. Their main function is to quickly identify a
developing fire and alert building/Office occupants and
emergency response personnel before extensive
damage occurs. Automatic fire detection systems do this
by using electronic sensors to detect the smoke, heat, or
flames from a fire and providing an early warning.

Manual Fire Detection - Pull Stations
Manual fire detection is the oldest method of detection. In the
simplest form, a person yelling can provide fire warning. Onboard a
ship, however, a person's voice may not always transmit throughout
the structure and machinery sound. For this reason, manual alarm
stations are installed. The general design philosophy is to place
stations within reach along paths of escape. It is for this reason that
they can usually be found near exit doors in corridors and large
rooms.
The advantage of manual alarm stations is that, upon discovering the

fire, they provide occupants with a readily identifiable means to
activate the building fire alarm system. The alarm system can then
serve in lieu of the shouting person's voice. They are simple devices,
and can be highly reliable when the building is occupied. The key
disadvantage of manual stations is that they will not work when the
building is unoccupied. They may also be used for malicious alarm
activations. Nonetheless, they are an important component in any fire
alarm system. A manually operated device used to initiate an alarm
signal.
Automatic Detectors – Spot type
Spot Type Detector. A device in which the detecting Element is concentrated at a

particular location. Typical examples are Bimetallic detectors, fusible alloy
detectors, certain pneumatic rate-of-rise Detectors, certain smoke detectors, and
thermoelectric detectors.
Automatic Detectors – Photoelectric
Hochiki SLR-24V detector
Light Scattering Smoke Detection. The principle of using a

light source and a photosensitive sensor arranged so that the
rays from the light source do not normally fall onto the
photosensitive sensor. When smoke particles enter the light
path, some of the light is scattered by reflection and refraction
onto the sensor. The light signal is processed and used to
convey an alarm condition when it meets preset criteria.

Automatic Detectors – Ionization
Ionization smoke detectors use an ionization chamber and a
source of ionizing radiation to detect smoke. This type of smoke
detector is more common because it is inexpensive and better at
detecting the smaller amounts of smoke produced by flaming fires.
An ionization chamber is very simple. It consists of two plates with

a voltage across them, along with a radioactive source of ionizing
radiation.
Inside the ionization detector is a small amount (perhaps 1/5000th
of a gram) of Americium-241. The radioactive element americium
has a half-life of 432 years, and is a good source of alpha
particles.

Ionization Smoke detector
Ionization Smoke Detection. The principle of using a

small amount of radioactive material to ionize the air
between two differentially charged electrodes to sense
the presence of smoke particles. Smoke Particles
entering the ionization volume decrease the
conductance of the air by reducing ion mobility. The
reduced conductance signal is processed and used to
convey an alarm condition when it meets preset criteria.

Automatic Detectors – Ionization
Ionization Smoke detectors
The alpha particles generated by the americium have the following property: They
ionize the oxygen and nitrogen atoms of the air in the chamber. To "ionize" means
to "knock an electron off of." When you knock an electron off of an atom, you end
up with a free electron (with a negative charge) and an atom missing one electron
(with a positive charge). The negative electron is attracted to the plate with a
positive voltage, and the positive atom is attracted to the plate with a negative
voltage (opposites attract, just like with magnets). The electronics in the smoke
detector sense the small amount of electrical current that these electrons and ions
moving toward the plates represent.

Ionization Smoke detectors
When smoke enters the ionization chamber, it disrupts this
current -- the smoke particles attach to the ions and
neutralize them. The smoke detector senses the drop in
current between the plates and sets off the horn.

Smoke Detectors
Ionization Detectors
The ionization detector contains a small
radioactive source that is used to charge
the air inside a small chamber. The
charged air allows a small current to cross
through the chamber and complete an
electrical circuit.
When smoke enters the chamber, it
shields the radiation, which stops the
current and triggers an alarm.
These detectors respond quickly to
very small smoke particles (even
those invisible to the naked eye) from
flaming or very hot fires, but may
respond very slowly to the dense
smoke associated with smoldering or
low-temperature fires.
Mohd. Hanif Dewan, Senior Engg.
Lecturer, International Maritime Academy,
4/7/2014 Bangladesh 37
Smoke Detectors
 Photoelectric Detectors
In a photoelectric smoke detector, a

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

Smoke detectors must not operate below 2% obscuration
per metre, but must activate before 12.5% obscuration.
Heat detectors must not operate below 540C but must
operate before 780C.
However, in certain cases the heat detector limits may be
increased by 300C
Type AREA ( MAX) DISTANCE Distance

APART From
Bulkhead
HEAT 37m2 9m 4.5m
SMOKE 74m2 11m 5.5m

Smoke and heat
detectors must
also be sited to
avoid stratification:
that is the detector
must not be
blanketed by layers
of hot air.

In this case, the
increasing
convection air
currents have
created a flow of
combustion
products across
the detectors.

As shown,
detector heads
must be
positioned to
allow easy
passage of
combustion
products in all
fire scenarios

Automatic Detectors – Heat/Thermal
Heat detectors are the oldest type of automatic fire detection device. They
began development of automatic sprinklers in the 1860s and have
continued to the present with proliferation of various types of devices.
Heat detectors that only initiate an alarm and have no extinguishing function are
still in use. Although they have the lowest false alarm rate of all automatic fire
detector devices, they also are the slowest in fire detecting. A heat detector is best
situated for fire detection in a small confined space where rapidly building high-
output fires are expected, in areas where ambient conditions would not allow the
use of other fire detection devices, or when speed of detection is not a prime
consideration.
Heat detectors are generally located on or near the ceiling and respond to the
convected thermal energy of a fire. They respond either when the detecting element
reaches a predetermined fixed temperature or to a specified rate of temperature
change. In general, heat detectors are designed to operate when heat causes a
prescribed change in a physical or electrical property of a material or gas.
Heat Detector. A fire detector that detects either abnormally high
temperature, or rate of temperature rise, or both.
Heat detectors can be sub-divided by their
Mohd. Hanif operating
Dewan, principles
Senior Engg. :
Lecturer,
Automatic Detectors – Fixed Temp.
Heat Detector
Fixed-temperature heat detectors are designed to alarm when the

temperature of the operating elements reaches a specific point. The
air temperature at the time of alarm is usually considerably higher
than the rated temperature because it takes time for the air to raise
the temperature of the operating element to its set point. This
condition is called thermal lag. Fixed-temperature heat detectors
are available to cover a wide range of operating temperatures -
from about 135'F (57'C) and higher. Higher temperatures detectors
are also necessary so that detection can be provided in areas
normally subject to high ambient temperatures, or in areas zoned
so that only detectors in the immediate fire area operate.
Fixed-Temperature Detector. A device that responds when its operating

element becomes heated to a predetermined level.
HEAT DETECTION
BI METALLIC STRIP

Heat Detectors
Heat detectors are normally used in
dirty environments or where dense
smoke is produced. Heat detectors
may be less sensitive, but are more
appropriate than a smoke detector
in these environments. The most
common heat detectors either react
to a broad temperature change or a
predetermined fixed temperature.

Heat Detectors
Heat detectors use a set of
temperature-sensitive resistors called
thermistors that decrease in resistance
as the temperature rises. One
thermistor is sealed and protected from
the surrounding temperature while the
other is exposed. A sharp increase in
temperature reduces the resistance in
the exposed thermistor, which allows a
large current to activate the detector's
alarm.

Automatic Detectors – Rate-of-Rise
One effect that flaming fire has on the surrounding area is to rapidly
increase air temperature in the space above the fire. Fixed-
temperature heat detectors will not initiate an alarm until the air
temperature near the ceiling exceeds the design operating point. The
rate-of-rise detector, however, will function when the rate of
temperature increase exceeds a predetermined value, typically
around 12 to 15'F (7 to 8'C) per minute. Rate-of-rise detectors are
designed to compensate for the normal changes in ambient
temperature that are expected under non-fire conditions.
Hochiki DSC-EA Heat Detector
Rate-of-Rise Detector. A device that responds when the temperature rises at a

rate exceeding a predetermined value
HEAT DETECTION
RATE OF RISE:
TWO BI METALLIC STRIPS

Automatic Detectors – Combination
Combination detectors contain more than one element which responds to fire. These
detectors may be designed to respond from either element, or from the combined partial or
complete response of both elements. An example of the former is a heat detector that
operates on both the rate-of-raise and fixed-temperature principles. Its advantage is that the
rate-of-rise element will respond quickly to rapidly developing fire, while the fixed-
temperature element will respond to a slowly developing fire when the detecting element
reaches its set point temperature. The most common combination detector uses a vented air
chamber and a flexible diaphragm for the rate-of-rise function, while the fixed-temperature
element is usually leaf-spring restrained by a eutectic metal. When the fixed-temperature
element reaches its designated operating temperature, the eutectic metal fuses and releases
the spring, which closes the contact.
Hochiki Hochiki DCD Series

Photoelectric/Heat Fixed Temp/Rate of
Smoke Detector Rise Heat Detector
Combination Detector. A device that either responds to more than one of the fire
phenomena or employs more than one operating principle to sense one of these
phenomena. Typical examples are a combination of a heat detector with a smoke detector
or a combination of rate-of-rise and fixed temperature heat detector. This device has listings
for each sensing methodMohd. Hanif Dewan, Senior Engg. Lecturer,
employed.
Automatic Detectors – Flame
A flame detector responds either to radiant energy visible to the human eye
(approx. 4000 to 7700 A) or outside the range of human vision. Similar to the
human eye, flame detectors have a 'cone of vision', or viewing angle, that defines
the effective detection capability of the detector.
With this constraint, the sensitivity increases as the angle of incidence decreases.
Such a detector is sensitive to glowing embers, coals, or flames which radiate
energy of sufficient intensity and spectral quality to actuate the alarm. Each type of
fuel, when burning, produces a flame with specific radiation characteristics. A flame
detection system must be chosen for the type of fire that is probable. For example
an ultraviolet (UV) detector will respond to a hydrogen fire, but an infrared (IR)
detector operating in the 4.4 micron sensitivity range will not. It is imperative
therefore; that a qualified fire protection engineer is involved in the design of these
systems, along with assistance from the manufacturer's design staff.
Flame Detector. A radiant energy-sensing detector that detects the radiant energy
emitted by a flame.
Radiant Energy-Sensing Fire Detector. A device that detects radiant energy,
such as ultraviolet, visible, or infrared, that is emitted as a product of combustion
reaction and obeys the Mohd.
lawsHanif
of optics.
Dewan, Senior Engg. Lecturer,
Automatic Detectors – Flame
Due to their fast detection capabilities, flame detectors are generally

used only in high-hazard areas, such as fuel-loading platforms,
industrial process areas, hyperbaric chambers, high-ceiling areas, and
atmospheres in which explosions or very rapid fires may occur. Because
flame detectors must be able to 'see' the fire, they must not be blocked
by objects placed in front of them. The infrared-type detector, however,
has some capability for detecting radiation reflected from walls.
Hochiki HF-24 Flame Detector

Flame Detectors
Flame detectors are line-
of-sight devices that look
for specific types of light
(infrared, visible,
ultraviolet) emitted by
flames during combustion.
When the detector
recognizes this light from
a fire, it sends a signal to
activate an alarm.

INFRA RED
DETECTOR
Detects radiation in
a particular narrow
band –”flame
flicker”
Can be confused by
flickering lights,
hence built in time
delay.

This detector senses
the ultra violet
spectrum of a flame
and is less sensitive
to false alarms.

Automatic Detectors – Linear Type
Line-Type Detector. A device in which detection is continuous along a path.

Typical examples are rate-of-rise pneumatic tubing detectors, projected beam
smoke detectors, and heat sensitive cable.
Projected Beam-Type Detector. A type of photoelectric light obscuration
smoke detector wherein the beam spans the protected area.
Photoelectric Light Obscuration Detection. The principle of using a light
source and a photosensitive sensor onto which the principal portion of the source
emission is focused. When smoke particles enter the light path, some of the light
is scattered and some of the light is absorbed, thereby reducing the light reaching
the receiving sensor. The light reduction signal is processed and used to convey
an alarm condition when it meets preset criteria.
Automatic Detectors – Air Sampling
Air Sampling-Type Detector. A detector that consists of a piping or tubing

distribution network that runs from the detector to the area(s) to be protected. An
aspiration fan in the detector draws air form the protected area back to the detector
through air sampling ports, piping, or tubing. At the detector, the air is analyzed for
fire products.
Installation
For fire detection devices to give a prompt warning
of a fire, they must be appropriate for the location
you want to protect .
 Detector selection
Fire detectors should be selected based on the

burning characteristics of the materials present
and the nature of location they will be used to
protect.

Detector selection 1
Smoke detectors
Ionization or photoelectric smoke detectors are designed
to identify a fire during its smoldering or early flame
stages and will meet the needs of most areas containing
primarily wood, paper, fabric, and plastic materials.
During combustion, these materials produce a mixture of
smoke types with detectable levels of both large and
small smoke particles. Smoke detectors are suitable for:
 Indoor areas with low ceilings such as offices, closets,
and restrooms.
 Areas that are relatively clean with minimal amounts of
dust and dirt.
 Areas that contain solid fuels like wood, paper, fabric,
and plastic materials.
Heat detectors
Heat detectors are ideal for areas where flammable
gasses and liquids are handled or any area where a fire
will quickly cause a large change in the surrounding
temperature. Heat detectors are also suitable for:
 Dirty, dusty or smoky environments.
 Indoor areas without winds or drafts that can prevent
heat from reaching the detector.
 Manufacturing areas where large quantities of vapors,
gases, or fumes may be present.
 Areas where particles of combustion are normally
present, such as in kitchens, furnace rooms, utility rooms,
and garages or where ovens, burners or vehicle exhaust
gases are present.
4/7/2014
Flame detectors
Flame detectors are best for protecting:
 Areas with high ceilings and open-spaces, such as

warehouses and auditoriums.
 Outdoor or semi-enclosed areas, where winds or
draughts can prevent smoke from reaching a heat or
smoke detector.
 Areas where rapidly developing flaming fires can occur,
such as petrochemical production, fuel storage areas,
paint shops, and solvent areas.
 Environments that are unsuitable for other types of
detectors.

General guidelines for placing fire
detectors
 Put at least one detector in each room, storage area, and
hallway. You may need more than one detector per room for
those that exceed the manufacturer's spacing requirements.
For example, if your detector is rated for 30 feet, install
detectors so they are evenly spaced with no more then 30 feet
between detectors.
 Place the detector as close to the center of the ceiling as
possible when only one detector is required in a room or
space.
Put at least one detector in each closet, elevator and other
enclosed spaces.
 Place a detector at the top of each flight of stairs.

Placing Fire Detectors
 Place the detectors in the
path of the air flow toward
the return air duct when
air supply or return ducts
are present in a room or
space.
 Place all smoke detectors

at least three feet from
ceiling fans.

Maintenance and testing
Over time, dust, dirt, and other foreign material can build up
inside a detector’s sensing elements, resulting in reduced
sensitivity, which can limit the amount of warning time given
during a fire. Dirty or dusty detectors can also result in
unwanted alarms that can desensitize occupants to the alarm
system or produce more serious behavior (such as
disconnecting the system altogether).
To avoid malfunctions and unwanted alarms and to make sure
your fire detection system will perform as expected in the
event of a fire, you are required to:
 Operate and maintain your system in a working condition,
making sure it is always turned on, except during repairs or
maintenance.
 Test and adjust fire detectors and fire detection systems
often to ensure that they operate correctly and maintain
reliability. Detectors found to be unreliable and/or with
reduced sensitivity must be replaced or cleaned and
recalibrated.
 Have a qualified person service, maintain and test all fire

detection systems, including cleaning and necessary
sensitivity adjustments.
 Have fire detectors cleaned on a regular basis as

necessary to assure their proper operation.

All fire detection equipment must be returned to
normal operation as soon as possible after being
tested, used, or accidentally activated.
`Note: You are also required to have spare
detection devices and components readily
available in the workplace or from a local
supplier to ensure prompt restoration of the
system.

TESTING A SMOKE
DETECTOR

Notification/ Alarming Appliances
Notification/ Alarming Appliance. A fire alarm system component

such as a bell, horn, speaker, light or text display that provides
audible, tactile, or visible outputs, or any combination thereof.
Visible Alarming Appliance. A notification appliance that alerts by the

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

the sense of hearing.
Fire Alarm Circuit Classes
Class. Initiating device circuits, notification appliance circuits, and
signaling line circuits shall be permitted to be designated as either Class
A or Class B, depending on their performance during nonsimultaneous
single circuit fault conditions as specified by the following:
(1) Initiating device circuits and signaling line circuits that transmit an alarm or
supervisory signal, or notification appliance circuits that allow all connected
devices to operate during a single open or a nonsimultaneous single ground fault
on any circuit conductor, shall be designated as Class A.
(2) Initiating device circuits and signaling line circuits that do not transmit an
alarm or supervisory signal, or notification appliance circuits that do not allow
all connected devices to operate beyond the location of a single open on any
circuit conductor, shall be designated as Class B.
An open or ground fault condition shall result in the annunciation of a trouble

signal at the protected premise within 200 seconds as required in 4.4.7
Class B Circuits
Class B Initiating Device Circuit
4.7K
EOLR
Class B Notification Appliance Circuit

4.7K
EOLR
End of line supervision resistors are

required to supervise the integrity of
4/7/2014
theSenior
Mohd. Hanif Dewan, loop.
Engg. Lecturer,
Class B Circuits
Class B Initiating Device Circuit
4.7K
EOLR
4.7K
EOLR
Class B Notification Appliance Circuit
Single open circuit condition causes a

trouble on the panel and renders all
4/7/2014
devices beyond the fault inoperative. 71
Class A Circuits
Class A Initiating Device Circuit
Class A Notification Appliance Circuit
End of line supervision resistors are not

necessary as the loop returns to the
4/7/2014
panel and is driven from both ends. 72
Class A Circuits
Class A Initiating Device Circuit
Class A Notification Appliance Circuit
Single open circuit condition causes a trouble on the panel. All

devices on the loop remain operative.
Additional Fire Alarm Terminology
Analog Addressable Sensor - An initiating device that transmits a signal
indicating varying dAddressable Device - A fire alarm system component
with discreet identification that can have its status individually identified or
that is used to individually control other functions.
egrees of condition as contrasted with a conventional or addressable
initiating device, which can only indicate an off/on condition.
Signaling Line Circuit (SLC) - A circuit or path between any combination of
circuit interfaces, control units, or transmitters over which multiple system input
signals or out put signals or both are carried.
SLC Interface - A system component that connects a signaling line circuit
to any combination of initiating devices, initiating device circuits,
notification appliances, notification appliance circuits, system control
outputs and other signaling line circuits.
Protocol - A language for communicating between control panels and
their proprietary devices.
Comparing System Types
To better understand today’s newer technology, a firm understanding of the types
of systems available is necessary. The three most popular types of systems
installed today are:
•Conventional
•Addressable
•Analog Addressable
Conventional Systems
 Conventional control panels range in size from 1 zone
to over 100 zones.
 Zones typically consist of some or all of the initiating
devices in an area or floor of a building.
 Some control panels zone capacity is expandable
while others are not, limiting its usefulness if a facility
adds additional buildings or rooms.
Conventional
Zone 1 Systems
4.7K
EOLR
Zone 2
FIRE FIRE FIRE FIRE FIRE FIRE FIRE FIRE FIRE FIRE
FACP SILENT KNIGHT SILENT KNIGHT SILENT KNIGHT SILENT KNIGHT SILENT KNIGHT
NAC 1 4.7K
EOLR
Multiple devices are combined

into a single zone. Zones can
contain 30 or more devices.
Conventional
Zone 1 Systems
4.7K
EOLR
Zone 2
FIRE FIRE
SILENT KNIGHT
NAC 1 4.7K
EOLR
Care must be taken when laying

out zones to comply with code
requirements.
Conventional
Zone #1 Systems
4.7K
EOLR
Zone #2
NAC #1
4.7K
EOLR
Wiring must be installed in a

supervised manner either Class A,
or Class B with an EOLR.
Conventional Systems
Zone #1
4.7K
EOLR
Zone #2
FIRE!
NAC #1
4.7K
EOLR
Alarm conditions are annunciated

by zone only. Inspection is
required to determine the device.
Conventional
Zone #1 Systems
4.7K
EOLR
Zone #2
NAC #1
4.7K
4.7K
EOLR
EOLR
Trouble conditions are annunciated

by zone only. Inspection is required
to determine the cause.
A simplified view of
the layout of a fire
detection system,
featuring
normal/emergency
power supply,
UPS,Loop,Zone
Indicators, Alarms,
Test switch and Fire
Zones.

CABLE LAYOUT
LOOP and LINE monitoring
LOOP MONITORING
The continuity of the cable is
checked by both circuits a-d
and b-c.
In the event of either cable
failing due to damage the
an alarm sounds.

CABLE LAYOUT
LOOP MONITORING
Failure modes-damage
causes open or short circuit
on cables.
Short circuit, no
discrimination between faults
and FIRE activation.
Open circuit, fault alarm on
one wire

CABLE LAYOUT
LOOP MONITORING
In each case faults must be
examined immediately
Whilst the fault condition exists
subsequent fire detection is
inhibited
Easier for accurate fault
detection, discriminates
between fault and fire but
more expensive.

Line monitoring: Damage to loop
Short circuit shuts down the system and gives Fire alarm.
Open circuit raises fault indication
Less reliable, harder to pinpoint faults but cheaper.

FIRE EXTINGUISHING METHODS
Method of Extinguishing Fire:

• Starvation: Removing or Limiting fuel
•Smothering: Removing or Limiting Oxygen (Air)
•Cooling: Limiting or Decreasing Heat/Temperature
•Inhibition: Stopping/Breaking chemical reaction
which is building up heat and rise in temperature
(Exothermic Reaction)

C/E HANIF DEWAN
Fire Extinguishing Agents
• COOLING: WATER
•SMOTHERING: FOAM, CARBON

DIOXIDE, SAND, FIRE BLANKET
•FLAME INHIBATORS: DRY CHEMICAL
POWDER (MONO-AMMONIUM PHOSPHATE),
HALON

C/E HANIF DEWAN
FIRE FIGHTING SYSTEMS
All fire fighting systems are used to either:

Remove Heat
Remove Oxygen
Remove fuel
or
CHAINBREAK-stop the chemical reaction

FIRE FIGHTING SYSTEMS
Water acts by:-
Removing heat as it turns to steam.

Blanketing (excluding oxygen) when it turns to steam.
Water can only be used safely on fires of class ‘A’
and ‘C’ and to boundary cool to stop the spread of fire.
Water is electrically conductive therefore cannot be
used on class ‘E’ fires.
The use of water on board ship may be limited by

stability criteria (free surface effect).

FIRE MAIN
A sea water supply system to fire hydrants is fitted to every
ship. Several pumps in the engine room will be arranged to
supply the system, their number and capacity being dictated
by legislation (MCA for UK registered vessels as well as
LLOYDS RULES)
An emergency fire pump will also be located remote from the
machinery space and with independent means of power.
A system of hydrant outlets, each with an isolating valve,
located around the ship, and hoses with appropriate snap-in
connectors are strategically located together with nozzles.

FIRE MAIN (Cont’d)
These nozzles are usually of the jet/spray type providing either
type of discharge as required. All the working areas of the ship
are thus covered, and a constant supply of seawater can be
brought to bear at any point to fight a fire.
While sea water is best used as a cooling agent in fighting Class
A fires it is possible, if all else fails, to use it to fight Class B fires.
The jet/spray nozzle would be adjusted to provide a fine water
spray which could be played over the fire to cool it without
spreading.
An international shore connection is always carried on board
ship. This is a standard size flange which is fitted with a coupling
suitable for the ship's hoses.
FIREMAIN LAYOUT
INTERNATIONAL
SHORE
CONNECTION

INTERNATIONAL
SHORE
CONNECTION

The fire main has a number of dedicated fire pumps:
- Main fire pumps, located in the main machinery spaces.
- Emergency fire pumps remotely located and independently
powered.
- In addition, isolation valves are fitted so that the main fire
pumps and emergency fire pumps can independently
pressurise the fire main.
- Further isolation valves so that the accommodation and
main deck can be pressurised independently.

Certain areas, such as the paint locker are protected
by manually operated spray systems, supplied by the
Fire main.
Tankers on specific operations, which may involve high
sulphur fuel, can be equipped with water drencher
systems to cover the accommodation and protect it
from hydrocarbon gas or H2S releases
Other specalised vessels provide manual water
curtains at lifeboat embarkation points.

Automatic FRESH water spray
The automatic spray or sprinkler system provides a network of
sprinkler heads throughout the protected spaces. This system may
be used in accommodation areas, and in machinery spaces with
certain variations in the equipment used and the method of
operation.
The accommodation areas are fitted with sprinkler heads which
both detect and extinguish fires. Sprinkler head is closed by a
quartzoid bulb which contains a liquid that expands considerably
on heating.
When excessively heated the liquid expands, shatters the bulb and
water will issue from the sprinkler head. A deflector plate on the
sprinkler head causes the water to spray out over a large area.

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

Sprinkler systems offer several benefits to building
owners, operators, and occupants. These benefits
include:
 Immediate identification and control of a developing fire.
 Immediate alert.
 Reduced heat and smoke damage.
 Enhanced life safety.
 Design flexibility.
 Enhanced Security.

 For most fires, water represents the ideal extinguishing
agent. Fire sprinklers utilize water by direct application
onto flames and heat. This action cools the combustion
process and prevents ignition of adjacent combustibles.
 Sprinkler systems are essentially a series of water pipes
which are supplied by a reliable water supply. At selected
intervals along these pipes are independent, heat
activated valves known as sprinkler heads. It is the
sprinkler which is responsible for water distribution onto
the fire. Most sprinkler systems also include an alarm to
alert occupants and emergency forces when sprinkler
activation (fire) occurs.

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

HEAD is pressurised by
Fresh water
BULB keeps
valve closed.
Heat causes alcohol inside bulb to

expand, shatter bulb and water flows.
FRESHWATER SPRINKLER
SYSTEM

SPRINKLER HEADS
The different colours denote different operating temperatures,
but the alcohol is the same, only the size of the air bubble
changes.

Standard Sprinkler Head Styles

Automatic Fire Sprinkler System

Automatic Fire Sprinkler System
Fire Pump & Jockey Pump


Typical low pressure
sprinkler system
NOT HIGH FOG

Supply for up to 200 sprinkler
heads
EXPANSION

HIGH FOG
Cool and smother, using the latent heat properties of water to
cool, and expansion into steam to temporarily remove oxygen.
Devised by Marioff, from an initial requirement by the Belgian
air force, Marioff converted a hydraulic system of 200 bar
pressure to water in 1974.
Development then followed on head technology, and pressures
have reduced drastically. The following slide shows a “GL”
approved hi fog system currently fitted to new build container
ships.
A single stage low pressure centrifugal pump, with a screw
inducer fitted in the eye takes suction direct from the domestic
fresh water tank.

The detail shown right, features
the pump taking suction from
the fresh water tank.
The system is manually
operated locally or remotely.
Pump is fed via EMS.
All operations are controlled by
one panel, opening valves and
starting pump.

Hi Fog droplets are extremely small, increased surface
area causes them to flash into steam, latent heat is
absorbed, steam generated displaces oxygen.
FOG
SPRINKLER-
DROPLETS
SMOTHERING
Removal of Oxygen
FOAM
Simple foam
installation,with
seawater mixing with
foam compound(usually
protein).
Not much to go wrong!

A simple CO2 driven foam system

Exact metering of
foam compounds
and water.

Types of foam available for marine use:
1. Protein base ( PF)
2. Flouro protein foam (FP)
3. Film forming fluoro protein foam (FFFP)
4. Synthetic detergent foam
5. Alcohol resistant foam-chemical fires
6. Aqueous film forming foam ( AFFF)

Hi-Ex-limited use due to
lightness of foam-
convection currents easily
blow the foam away.Must
be delivered from
overhead nozzles
However you can breathe
in the mixture, and there is
a limited cooling and
smoke clearing effect.

SMOTHER
INERT GASES to TEMPORARILY or PERMANENTLY remove OXYGEN
from the seat of the fire
Temporary-discharge of CO2 from storage
Permanent-use of Inert gas generator to blanket a space or cargo tank.

20
15
% hydrocarbon gas in the
Inert
mixture
10 10%
Inflammable zone
5
2%
0
5 10 15 20
% O2 in mixture

20
15

The flammable range is Inert
relatively narrow, so that
any new gas introduced
mixture
10 10%
into the space will either
displace oxygen or
remove hydrocarbon Inflammable zone
vapours. 5
This particular example is 2%

for crude oil, but the
principle applies to all 0
5 10 15 20
hydrocarbon based fuels.
% O2 in mixture

20
15

Inert
mixture
10 10%
In the case of discharge of
CO2, the energy released as Inflammable zone
the CO2 expands, plus the 5
smothering action of the
2%
CO2, plus the smothering
action of smoke, temporarily 0
5 10 15 20
removes the O2 content % O2 in mixture
below 10%.
Note that human life may be
extinguished at any level
below normal oxygen level
20
15

Inert
In the case of inerting
hydrocarbon cargo tanks, inert
mixture
gas is produced from a 10 10%
combustion unit, so that O2
content is typically 5%. Inflammable zone
This is used initially to remove the 5

fuel vapour, and then permanently 2%
to reduce O2 content during
loading/unloading operations. 0
5 10 15 20
% O2 in mixture

CO2 Fixed Fire Extinguishing System for Machinery Space

CO2 System operation in Machinery Spaces
A Co2 system of machinery spaces consists of a bank of Co2 bottles that
can be operated from a remote place located away from the machinery
spaces. The system also consists of pilot Co2 cylinders which control the
activation of the bank of Co2 bottles. The Pilot cylinders are contained in a
control box and are normally kept disconnected. The system is connected
to the pilot cylinders and the control box with the help of steel wires or
flexible pipes. All these pipes are fitted with a quick action coupling. When
the system is to be activated, the coupling in plugged into the
corresponding socket. The valves of the pilot cylinders will be opened with
the help of the levers in the main CO2 control system.
- The CO2 from the pilot cylinders will open the system's main stop valve.
- The main stop valve has a piston which gets depressed due to the Co2
gas pressure and allows the pilot gas to flow to the bank of CO2 cylinders.
- This pilot gas operates the cylinders' valves. These valves are known as
Klem valves. All these valves have an actuator which gets operated by the
pilot pressure.
- The detection of fire is done by various sensors installed in the machinery
spaces.Though the opening of control box operates an alarm, the main
decision for CO2 flooding is taken by the Chief engineer, after due
consultation with the master of the ship.
- Before releasing Co2 into the fire affected space, it should be made sure
that everybody is out of the place and total head should be counted.
- The place is fully enclosed i.e all skylights & ventilators are closed air-tight
and pumpsumps supplying fuel oil should also be stopped in order to
prevent re-ignition.
- Separate levers for each and every space are present inside the main
controlling cabinet. The operating of a particular lever activates the pilot
bottles, which helps in releasing the complete bank of bottles designated for
that place.
- With the opening of the master valve, Co2 is flooded inside the fire affected
space, which then smothers the fire with the help of blanket effect.
- Boundary cooling should be carried out.
The mass of CO2
required is defined
under a typical
calculation as shown.
This calculation is for a

container ship, and is for
a multi purpose system
to cover a number of
spaces.
The mass carried is

sufficient to extinguish a
fire in the largest space.

THE FOLLOWING THINGS TO BE CONSIDERED:
1. The mass of CO2 required obviously has to take up free space i.e. air
space in the area protected. An allowance is made for machinery (and
in this case, containers in the cargo hold) taking up space. The mixing
ratio allows for this difference in “permeability”.
2. Having calculated the volume required, the mass is now estimated and
this is translated into number of 45Kg or 48Kg bottles needed to
protect each space. A multi purpose release system is now used to
discharge the correct number of bottles for each space. One spare
bottle ( for the total system)is required.
3. Obviously the release mechanism has to be robust and reliable. A pilot
system is used to initiate the main release of bottles. The amount of
CO2 in the pilot system is not counted in the calculation.
4. CO2 release must be used in conjunction with other measures:
-Ventilation must be stopped, and
- ventilation flaps closed, to prevent CO2 escaping from the space.
- Quick closing valves are usually shut, to restrict supply of hydrocarbon
fuels, so all Main and power generation engines will be stopped.
5. Consequently the vessel is helpless and you must summon help.
In addition, CO2 is a “one shot” system and if it does not work quickly IT
WILL NOT WORK AT ALL.
CO2 must be discharged as one MASS discharge, not individual bottles,
and within two minutes of proven evacuation.
There are strict rules to be observed about releasing CO2 into a

space and about re-entering the space afterwards.

The system shown
features both pilot
and smothering
bottles.
Amount of pilot a gas
DOES NOT feature in
the calculation.
In this German flag,
GL approved system,
there is a built in time
delay of about 24
seconds between
operating the main
bottle release and
CO2 discharge

Release cabinets for the ER system are located outside the engine room door
and in the CO2 room.
Release cabinets for the hold system are located on the bridge and in the CO2
room

When the cargo hold system is discharged, ventilation is stopped
and the correct amount of bottles for each hold is AUTOMATICALLY
released

GERMAN FLAG, GL approved system!!

A method of
storage developed
in the 1980’s was
the use of
refrigerated low
pressure storage
in a single
container rather
than ambient high
pressure storage
in large amounts
of bottles.
A second
discharge is
available by using
the “hot gas” from
the refrigeration
circuit to boil the
remaining CO2 gas
Capacity is 105% of storage
out.
space in a “cold” discharge
Safe use of CO2 :-
Ventilation fans off, space sealed, machinery stopped, tanks
isolated.
 Total head count.
CO2 released on master’s command.
Boundary cooling set up.
Space remains sealed until steady temperature drop recorded
over a period of 2 hours.
Safety of Re-entry:
B.A. team re-enter machinery space and damp down hot spots.
Re-entry should be from the top entrance.
Ventilation fans restarted (extraction fan).
Atmosphere tested with O2 meter throughout space
Boundary cooling should be continued to stop re-ignition

Cargo and container ships
monitor the holds using a
smoke extraction system,
that removes the
atmospheric contents of
the hold, and passes the
sample through a detector
located in the wheelhouse.

In the event of a smoke alarm, the
ventilation system is stopped and the
three way sampling cocks are turned to
discharge CO2 back through the
sampling pipes to the hold.
CO2 is released as required.

Co2 System for Cargo Space
The release mechanism of CO2 system in cargo spaces is same as that
of the machinery spaces. The only difference is that the cargo spaces
have a different type of fire detection system.
For detection of fire in cargo hold, a sample of air is drawn from all the
cargo holds by an extractor fan.This sample of air is passed through a
cabinet wherein a set of smoke sensitive sensors analyze the sample.
The sensors will detect any presence of smoke in the sample. As soon as
the sensor detects smoke in the sample, it activates the CO2 alarm
system of the ship. A part of the sample is also discharged to the
wheelhouse in order to cross-check the presence of smoke in the sample.
This can be done by smelling the smoke. The sample is later vented to
the air.
In order to check whether the extractor is extracting samples from the
holds, a small indicator propeller is fitted, which ensures that the samples
are taken.

Checks on the CO2 system:
i. Pipes leading to the spaces should regularly be blown
with air to ensure that they are not blocked.
Ii. The level in the Co2 bottles should be checked on
regular basis. If in a particular check, the difference is
10% of the total volume, the bottle should be replaced as
soon as possible.
Iii. Sensors should be checked periodically.
Iv. Cabinet door alarms should also be checked on
regular interval of time.
V. All the pipings and connections at the CO2 bottles
should be checked regularly.

OTHER METHOD OF SMOTHERING OF FIRES:
Smothering of a fire can also be achieved by using inert gas
produced on board ship.
In this case the inert gas is produced as required, and is low
pressure NITROGEN, which is the leftover by product of
combustion, as long as the Oxygen content is consistently less
than 10% maximum.
Effectively this rules out diesel engines and incinerators and leaves
1. Exhaust gases from a Marine boiler
2. Exhaust gases from a purpose built combustion unit
3. Exhaust gases from the AFTERBURNER of a gas turbine.

MAIN BOILER

MAIN BOILER

System using exhaust gases
from a boiler on load
producing steam

This unit, sometimes called an
autonomous unit, burns diesel
oil to generate a very low
oxygen content in the exhaust
gases
It has no other function and is

very useful when there is an
an instant demand for inert
gas-
“ topping off”.

The Oxygen Depleted Condition
In absence of any one

side of the original
Fire Triangle, the risk
of a fire is non-
existent.
NO FIRE
No Fire can take Place even in the presence of Heat or Fuel

because there is not enough oxygen to support it
Safe Ship
The Flammability diagram
8%
Inerted Condition

The percentage of oxygen required to sustain combustion:
More than 11 %
What percentage of oxygen are required to maintain

in the cargo tanks ?
By law less than 8 %.

Some ports require a vessel to maintain less than 5 %.
A Cargo tank is considered “Inerted” when the oxygen content in the tank is
less than 8 % by volume

CHAINBREAKERS
HALON
Still legal under IMO legislation
but not UK legislation ( or other
EU countries plus CANADA)
NOVEC 1230 is an approved
drop in replacement.

CHAINBREAKERS
Originally only Halon, ( see MGN 258). Alternative environmentally friendly
gasses now available include:-
Novec 1230.
FM200.
Halotron 11 B.
These gasses act by blanketing (excluding oxygen at the seat of the fire)
and cooling but some (NOVEC1230) also disrupt the chemical chain
reaction of combustion.

1. HALON is a CFC and so has the same OZONE depletion
affect as R11 and R12.
2. NOVEC 1230 is a HALON replacement, using roughly the
same pipeline layout, and same mass of fluid, with a slight
change in head detail, and with an ODP and GWP of 0.
3. FM 200 AND HALOTRON 11 require roughly 1.5-2 times as
much mass as HALON, with an ODP of 0 and a GWP of 1
4. PYROGEN has appeared briefly as a HALON substitute but
has since disappeared.
Dry powder is also a chain-breaker and in addition acts as a
smothering agent.

HAND HELD FIRE EXTINGUISHERS
Water Foam Dry Powder CO2 Halocarbon

firemain and hose reel system
(manual actuation)
Portable Fire Extinguishers

Types of fire extinguishers
Different types of fire extinguishers are designed to
fight different types of fire. The most common types
of fire extinguishers are:
 Water extinguishers
 Foam extinguishers
 CO2 (carbon dioxide) extinguishers
 Dry chemical extinguishers
 Fire blanket

C/E HANIF DEWAN
WATER EXTINGUISHER
Extinguish fire by cooling

the surface of the fuel to
remove the "heat"
element of the fire
triangle.
It is designed for Class

A (wood, paper, cloth,
rubber, and certain
plastics) fires only.
C/E HANIF DEWAN
WATER EXTINGUISHER
Important:
Never use water to extinguish flammable liquid
fires. Water is extremely ineffective at
extinguishing this type of fire and may make
matters worse by the spreading the fire.
Never use water to extinguish an electrical fire.
Water is a good conductor and may lead to
electrocution if used to extinguish an electrical
fire. Electrical equipment must be unplugged
and/or de-energized before using a water
extinguisher on an electrical fire.

C/E HANIF DEWAN
Foam Fire Extinguisher
Modern synthetic AFFF offers a
very effective means of
extinguishing fires that involve
both normal combustible
materials and flammable
liquids. AFFF, which stands for
Aqueous Film Forming Foam,
extinguishes Class A fires by
removing the HEAT and
cooling the fire and Class A, B &
C fires, by shutting off the
OXYGEN and suffocating the
fire.
C/E HANIF DEWAN
Foam Fire Extinguisher
With flammable liquids (Class B materials) , allow
the foam to gently flow over the surface of the
liquid moving the nozzle from side to side, until the
fire dies down.
With most Class A materials, you will often
find that although the flames have been
extinguished, the materials will continue to
smolder for quite some time, so it is important to
make sure that any ‘Hot Spots’ are completely
extinguished, as the fire may re-ignite.

C/E HANIF DEWAN
Carbon dioxide extinguishers
This type of extinguisher is filled

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

C/E HANIF DEWAN
You can recognize this type

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

C/E HANIF DEWAN
Important:
CO2 is not recommended for Class A fires because they
may continue to smolder and re-ignite after the CO2
dissipates.
Never use CO2 extinguishers in a confined space while
people are present without proper respiratory protection.
Locations:
Carbon dioxide extinguishers will frequently be found in
industrial vehicles, mechanical rooms, offices, computer
labs, and flammable liquid storage areas.

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

are red in color, and
range in size from five
pounds to 20 pounds.
Dry Chemical
extinguishers will
have a label
indicating they may
be used on class A,
B, E & F fires.
C/E HANIF DEWAN
Fire Blanket
Fires in small utensils containing cooking fats can be

extinguished by smothering with Asbestos blanket
or door mat (which has been wetted first!). Normally
use to extinguish class K type of fire.

C/E HANIF DEWAN
Using a fire extinguisher
The following steps should be followed when responding to
incipient stage fire:
 Sound the fire alarm and call the fire department, if
appropriate.
 Identify a safe evacuation path before approaching the fire.
Do not allow the fire, heat, or smoke to come between you
and your evacuation path.
 Select the appropriate type of fire extinguisher.
 Discharge the extinguisher within its effective range using the
P.A.S.S. technique (pull, aim, squeeze, sweep).
 Back away from an extinguished fire in case it flames up
again.
 Evacuate immediately if the extinguisher is empty and the
fire is not out.
 Evacuate immediately if the fire progresses beyond the
incipient stage.
C/E HANIF DEWAN
Using a fire extinguisher
Most fire extinguishers operate using
the following P.A.S.S. technique:
1.PULL... Pull the pin. This will also
break the tamper seal.
2.AIM... Aim low, pointing the
extinguisher nozzle (or its horn or
hose) at the base of the fire.
Note: Do not touch the plastic
discharge horn on CO2
extinguishers, it gets very cold and
may damage skin.
3.SQUEEZE... Squeeze the handle to
release the extinguishing agent.
4.SWEEP... Sweep from side to side at
the base of the fire until it appears to
be out. Watch the area. If the fire re-
ignites, repeat steps 2 - 4.
C/E HANIF DEWAN
FOUR METHOD OF FIRE EXTINGUISHMENT

C/E HANIF DEWAN
Provision for fire protection
 Ship division - main vertical zones by thermal &
structural boundaries
 Inert gas protection – tankers
 Lockers – combustible materials
 Use of flame retardant materials flame screens
and other devices for preventing the flame
passage
 Use of steel
 Provisions wrt fire main - diameter, pressure
(SOLAS minimum requirement)
Basic principles
 Division into main and vertical zones by thermal and
structural boundaries
 Separate accommodation spaces from the remainder by
thermal and structural boundaries
 Restricted use of combustible materials
 Fire detection in the origin zone
 Containment and extinction of any fire in the origin space
 Protection – by means of escape / access for fire fighting
purposes
 Readily available of fire-extinguishing appliances
 Minimise possibility of ignition of flammable cargo vapour

Bulkheads & decks
 Divide vessel into number of separate divisions
 Heat / flame must penetrate before can spread to
another compartment
 Constructed from approved non combustible
material – steel with appropriate strength
 But heat of intense fire can cause exposed steel to
wrap, buckle or fail
 SOLAS & regulatory bodies have stringent rules on
this construction

Class divisions
 Ability of composite materials which are used as
load-bearing "A" or "B" class divisions to withstand
the applied loads during and at the end of fire
 Adopted by the Organization
 Additional tests on small specimens to determine
the high temperature strength properties of the
material.
 Formed by bulkheads, decks, ceiling, lining
 Non combustible materials capable preventing
smoke and flame passage when subject to
standard fire test for a specified duration

Non-combustible material
 Material which neither burns nor gives off
flammable vapours in sufficient quantity for self-
ignition when heated to approx. 750°C
 Determined to the satisfaction of the
Administration by an established test procedure
 Any other material is a combustible material

Standard time – temperature curve
 At the end of the first 05 min – 556oC

A lass di isio ulkhead a d de k
 Constructed from steel or other equivalent material
 Suitably stiffened
 Capable preventing passage of smoke and flammable
to the end of the one-hour standard fire test
 Insulated with approved non-combustible materials

A lass di isio ulkhead a d de k
 Average temperature of unexposed side will not rise
more than:
 139°C above the original temperature
 180°C at any point including any joint, above the original
temperature
within the time listed below:
 Class A-60 60 min
 Class A- 0 0 min
 The Administration may require a test of a prototype
(original sample) bulkhead or deck to ensure it meets
the above requirement for integrity and temperature
rise
4/7/2014
B lass di isio ulkhead, de k, eili g o li i gs)
 Constructed to capable preventing flame passage

until end of the first half hour of standard fire test
 Insulated so that average temperature of the
unexposed side will not rise more than:
 139°C above the original temperature
 225°C at any point including any joint above the normal
temperature
within the time listed below:
 Class B-15 15 min
 Class B- 0 0 min
B lass di isio ulkhead, de k, eili g o
li i gs o t/…
 Constructed of approved non-combustible
materials
 All materials entering into construction and
erection of B class divisions shall be non-
combustible
 The Administration may require a test of a
prototype (original sample) division to ensure that
its meets the above requirements for integrity and
temperature rise

Main vertical zones
 Those sections which the hull, super structure and
deckhouses are divided by ‘A’ class divisions
 mean length on any deck does not exceed 40
meters
Accommodation Spaces
 Spaces used for public spaces, corridors, lavatories,
cabins, offices, hospitals, cinemas, games and
hobbies rooms, barber shops, pantries containing no
cooking appliances and similar spaces.

Public Spaces
 Public Spaces are those portions of the
accommodation which are used for halls, dining
rooms, lounges and similar permanently enclosed
spaces
Cargo Spaces
 Cargo Spaces are all spaces used for cargo, cargo
oil tanks, tanks for other liquid cargo and trunks to
such spaces
Closed Ro-Ro Cargo Spaces
 Spaces which are neither open ro-ro spaces nor
weather decks
Ro-Ro Cargo Spaces
 Spaces not normally subdivided and extending
to either a substantial length or entire length of
vessel in which motor vehicle with fuel in their
tanks for their own propulsion and/or goods
(packaged or in bulk, in or on rail or road cars,
vehicles (including road or rail tankers), trailers,
containers, pallets, demountable tanks or in or
on similar stowage units or other receptacles)
can be loaded and unloaded normally in a
horizontal direction

Open Ro-Ro cargo spaces
 Spaces that either open at both ends, or have an
opening at one end, and are provided with adequate
natural ventilation effective over their entire length
through permanent openings distributed in the side
plating or deck-head or from above, having a total
area of at least 10% of the total area of the space
side

Machinery Spaces of Category A
(1 July 2002)
 Spaces and trunks to such spaces which contain
either:
 Internal combustion machinery used for main
propulsion
 Internal combustion machinery used for other than
main propulsion where such machinery has an
aggregate total power output > 375 kW (500 hp)
 any oil-fired boiler or oil fuel unit or equipment other
than boiler, such as inert gas generator, incinerator,
waste disposal units, etc
WATERTIGHT
DOOR

Watertight doors
 Design to prevent the water movement thru the doorway
 Must match with bulkhead connected
 3 classes of WTD:
 Class 1 :manually operated hinged door
 Class 2 :manually operated (with hydraulic assist once) sliding
doors
 Class 3 : manually & power operating sliding door
 Capable to close with listing 15° either sides
 Capable to operate on both sides, not exceeding 90 seconds
 To ensure operate easily, close properly & dogs operate
freely

Fire dampers
 Thin steel plate 3.2mm thick & suitable stiffened
 Placed in ventilation duct, held in open position by
fusible link
 Air temperature above 74 or 100°C will melt the fusible
link – closing damper

INERT GAS SYSTEM
 Sources:
 Ship s main or aux boiler uptakes
 Generating plant burning diesel/light FO
 Replace O2 contents on cargo surface outside of
flammable range
 Accepted for fire smothering purposes in dry cargo
holds
 14% CO2, 1% O2, 85% N2, remaining trace
elements
 No cooling effect, reignition must avoided
Inert gas system
 Time allowed for complete extinction, sufficient cool
before dissipate gas and air entrance
 Asphyxiating and toxic – NOx elements
 Proper enclosed space permit required
 Rate of production limited

Nitrogen
 Fire smothering agent
 Fire / explosion preventive agent
 In case others unacceptable – contaminated cargo
 Gas with density slightly less than air
 Concentration required higher than CO2
 Temperature limited to -147°C (low critical)

Fire main configurations
 Must fulfill the followings:
 Max discharge from 2 fire pumps up to 50 psi
 Main line diameter from ” to ”
 Branch line ½” to ½”
 Protected against freezing
 Provision for shore connection
 Enough pressure from hydrant covering areas until
adjacent hydrant

Other operation required
 Maintaining cleanliness on board
 Observances of smoking only in approved spaces
 Keeping doors closed
 Maintenance of fire appliances including fire
dampers
 Regular fire drills and instructions

Ship fire fighting organisation
 Bridge - central control station
 Master – full in charge
 Fire officer/officers report to bridge and receive
instructions

Information required by central control station
 Time at fire alarm was given
 Position and nature of fire
 Confirmation that fire parties at their assembly
points & fireman s outfits ready / available
 Confirmation - fire main is pressurized
 Report – initial attempts to extinguish fire using
portable extinguishers
 Report – effect of fire on services e.g. lighting
 Report - persons present / trapped – head count

Information available on bridge
 Drawing arrangement in convenient size for
ship, engine room & accommodation
 Details – access & escapes from different zones
 Details - fire-extinguishing equipment (fixed &
portable) for entire ship including storage
position of refills
 Stability information
 Details - survival equipment & its location
 Stowage plans
 Information on dangerous goods

Methods of communication
available
 Telephones
 Loud hailers
 Direct speech - bridge to MCR
 Hand-held radio telephones
 Messengers

Damage control and fires containment
 Bridge - closing watertight & fire doors
 Stopping ventilation fans, closing of dampers on
funnel and other places
 Closing all windows & portholes in
accommodation, galley and other spaces
 Turning ship to best position relative to wind
direction for fire fighting
 Bulkhead – boundary cooling
 Using fire blankets as necessary
 Maintaining fire-watch after fire extinguished
Monitoring and controlling ship stability
 Calculating changes in GM due to weight of
extinguishing water and its free surface effect
 Arranging pumping / draining of fire fighting water
from affected spaces including cutting holes in
ship s side
 Calculating - affect of cargo shifting (for cargo fires)
 Assess – damage effect caused by spaces flooded
with sea water
 Considering / possibilities - moving vessel to
shallow water or allowing for grounding

Organization of fire parties
 Identification of each fire party
 Identification of each member of fire party
 Safeguards - keeping in contact with each person &
their position
 Duties of each fire party
 Reconnaissance team - equipped with portable
extinguishers
 Fire hose team
 Help, search and first-aid team
 Technical team - checking lifts, closing fire dampers,
controlling ventilation fans and FO shut off valves, starting
emergency generator and fire pump, refilling used
extinguishers as required and preparing for gas flooding

Location & use of portable
extinguishers
 Water
 Foam
 Dry powder
 Carbon dioxide
 Halon

Location & use of mobile extinguishers
 Foam
 Dry powder
 Carbon dioxide

Location & use of fixed extinguishing
system
 Fire hydrants, hoses & nozzles
 Water sprinklers
 Water sprays
 Foam system
 Carbon dioxide system
 Halon system

Lo atio & use of fi e a ’s outfit
 Learn how to don protective clothing quickly
 Knowing where it is stowed / comprise
 Checking & use of BA set
 Checking & use of fireproof lifeline & familiar with
signal codes

Fire in cargo spaces
 Location – in holds, tween deck or containers
 Types – involving dangerous goods

Training for fire party members
 Instruction of duties being assigned
 Instruction of duties being allocated
 Exercises – increase member s proficient including
first aid

Fire Protection, Detection and Extinguishing:
• This Chapter was totally reviewed in the Amendments
published on
December 2000 [Resolution MSC.99 (73)]
• Entry into force on the 1st of July 2002

Alterations:
• The new version focus the attention more on the processes
associated to fire scenarios than on the types of ships, as
previously.
• New Part E- Operational Requirements that deals
exclusively with the human factors, such as education, training
and maintenance issues.
• New Part F that establishes a methodology for the approval of
alternative or innovative designs and arrangements.
• Some technical details of the systems have been moved to
the International Fire Safety Systems (FSS) Code.
PART A - GENERAL
• Regulation 1. Application
• Regulation 2. Fire safety objectives and
functional requirements
• Regulation 3. Definitions
PART B - PREVENTION OF FIRE & EXPLOSION
• Regulation 4. Probability of Ignition
• Regulation 5. Fire growth potential
• Regulation 6. Smoke generation potential and
toxicity
PART C- SUPPRESSION OF FIRE
• Regulation 7. Detection and alarm
• Regulation 8. Control of smoke spread
• Regulation 9. Containment of fire
• Regulation 10. Fire fighting
• Regulation 11. Structural integrity
PART D - ESCAPE
• Regulation 12. Notification of crew and
passengers
• Regulation 13. Means of escape
PART E - OPERATIONAL REQUIREMENTS
• Regulation 14. Operational readiness and maintenance
• Regulation 15. Instructions, onboard training and drills
• Regulation 16. Operations
PART F - ALTERNATIVE DESIGN & ARRANGEMENTS
• Regulation 17. Alternative design and arrangements
PART G - SPECIAL REQUIREMENTS
• Regulation 18. Helicopter facilities
• Regulation 19. Carriage of dangerous goods
• Regulation 20. Protection of vehicle, special category
and ro-ro spaces

PART A - GENERAL
 Reg. 1 – Application
1. Application
2. Applicable requirements to existing ships
3. Repairs, alterations, modifications and outfitting
4. Exemptions
5. Applicable requirements depending on ship type
6. Application of requirements for tankers

Reg. 2 - Fire safety Objectives and
Functional Requirements
1. Fire safety objectives
2. Functional requirements
3. Achievement of the fire safety objectives

Fire Safety Objectives
• Prevent the occurrence of fire and explosion;
• Reduce the risk to life caused by fire
• Reduce the risk of damage caused by fire to the
ship, its cargo and the environment
• Contain, control and suppress fire and
explosion in the compartment of origin
• Provide adequate and readily accessible means of
escape for passengers and crew

Functional Requirements
• Division of the ship into main vertical and horizontal
zones with structural and thermal boundaries
• Separation of the accommodations from the remainder of
the ship with structural and thermal boundaries
• Restricted use of combustible materials
• Detection of any fire in the zone of origin
• Containment and extinguishing of any fire in the
compartment of origin
• Protection of the means of escape and access for
firefighting
• Fire firefighting appliances available and ready
• Minimize the possibility of ignition of flammable cargo
vapor
Some Definitions
Accommodation Spaces - spaces used for public spaces,
corridors, lavatories, cabins, offices, hospitals, cinemas,
game and hobby rooms, barber shops, pantries containing
no cooking appliances and similar spaces
• Category A Machinery Spaces – are the spaces and the
trunks for the spaces that contain:
– Internal combustion engines used for propulsion
– Other internal combustion engines that all together have a
total power > 375 kW
– Any oil fired boiler or other oil burning equipment (inert
gas generators, incinerators, etc.)

Some Definitions
• Non-Combustible Materials - materials that do
not burn or release flammable vapors up to 750° C,
during the standard fire test.
• Standard Fire Tests - tests carried out in a oven,
in which parts of the relevant bulkheads or deck
are raised to temperatures corresponding to the
standard time-temperature curve. The tested parts
must:
– Have an exposed area not less than 4.65 m2 and
height (or length)
not less than 2.44 m.
– Include a joint (where appropriate)
Some Definitions
 The standard time-temperature curve is a fair
curve interpolating the following points measured
above the initial temperature of the oven:
AfterTemperature:
 5 min 556ºC
 10 min 659ºC
 15 min 708ºC
 30 min 823ºC
 60 min 925ºC
Some Definitions
Class A Divisions
• Built in steel or other equivalent material
• Suitably stiffened
• Built to be capable of preventing the passage of smoke and
flame to the end of the one-hour
• Insulated with approved non-combustible materials such that
the average temperature of the unexposed side will not rise
more than
140°C above the origin al temperature, nor will the temperature,
at any one point, including any joint, rise more than 180°C
above the original temperature, within the following time
intervals:
– A60 - 60 min.
– A30 - 30 min.
– A15 - 15 min
– A0 - 0 min. Mohd. Hanif Dewan, Senior Engg. Lecturer,
Class B Divisions
• Constructed of approved non-combustible materials
• Built to avoid the passage of flames during at least 30
minutes of the standard test
• Insulated such that the average temperature of the
unexposed side will not rise more than 140° C, nor will
the temperature at any one
point, including any joint, rise more than 225°C above the
original temperature, after:
– B15 - 15 min.
– B0 - 0 min.
Class C Divisions
• Constructed of approved non-combustible materials,
without any particular requirements.
PART B - PREVENTION OF FIRE AND EXPLOSION
 Cargo Tank Venting (Oil Tankers)
• The venting systems of cargo tanks shall be
entirely distinct from the air pipes of the other
compartments of the ship
• Shall be designed to minimize the possibility of
flammable vapours being admitted to enclosed
spaces containing a source of ignition
• The venting arrangements in each cargo tank
may be independent or combined with other
cargo tanks and
• May be incorporated into the inert gas piping
Cargo Tank Venting (cont.)
• Vent outlets for cargo loading, discharging and ballasting shall:
– Permit the free flow of vapour mixtures, or
– Permit the throttling of the discharge of the vapour mixtures to achieve
a velocity >= 30 m/s;
– Be so arranged that the vapour mixture is discharged vertically
upwards
• Where the method is by free flow the outlets shall be located at:
– Height > 6 m above deck
– More than 10 m apart from any air intakes for confined spaces
containing possible sources of ignition and from deck machinery
• Where the method is by high-velocity discharge, the outlets shall
be located at
– Height > 2 m above deck
– More than 10 m from the nearest air intakes and from deck machinery
– The outlets shall be provided with high-velocity devices

Part C. Suppression of Fire
 Detection and Alarm
1. Purpose
2. General requirements
3. Initial and periodical tests
4. Protection of machinery spaces
5. Protection of accommodation and service spaces and
control stations
6. Protection of cargo spaces in passenger ships
7. Manually operated call points
8. Fire patrols in passenger ships
9. Fire alarm signaling systems in passenger ships

Control of Smoke Spread
1. Purpose
2. Protection of control stations outside machinery
spaces
3. Release of smoke from machinery spaces
4. Draught stops
5. Smoke extraction systems in atriums of passenger
ships

Containment of Fire
1. Purpose
2. Thermal and structural boundaries
3. Penetration in fire resisting divisions and
prevention of heat transmission
4. Protection of openings in fire-resisting divisions
5. Protection of openings in machinery spaces
boundaries
6. Protection of cargo space boundaries
7. Ventilation systems
Fire Fighting
1. Purpose
2. Water supply systems
3. Portable fire extinguishers
4. Fixed fire extinguishing systems
5. Fire-extinguishing arrangements in machinery spaces
6. Fire extinguishing arrangements in control stations,
accommodation and service spaces
7. Fire extinguishing arrangements in cargo spaces
8. Cargo tank protection
9. Protection of cargo pump-rooms in tankers
10. Fire-fighter’s outfits

Water Supply Systems
Fixed Fire Fighting System
• Ships shall be provided with fire pumps, fire mains,
hydrants and hoses
Capacity of the Fire Pumps:
• Passenger Ships
– Not less than 2/3 of the flow rate of the bilge pumps.
• Cargo Ships
– Not less than 4/3 of the flow rate of the bilge pumps of a
passenger ship with the same dimensions.
– Total does not need to be greater than 180 m3/h.

Fire Pumps
Capacity of the Fire Pumps (cont.)
• Each of the required fire pumps (other than any
emergency pump required for cargo ships) shall
have a capacity >= 80% of the total required
capacity divided by the minimum number of
required fire pumps
• None of the pumps may have a capacity <
m3/h.
• Each pump must capable in every circumstance, of
delivering the two water jets required.
FIRE MAINS
Diameter of the Fire Mains
• Shall be sufficient for the effective
distribution of the maximum required Passenger Ships
discharge from 2 fire pumps operating
simultaneously,
• In cargo ships the diameter need only be GRT < 4000 0.30 N/mm2
sufficient for the discharge of 140 m3/h.
Pressure in the Fire Mains GRT ≥ 4000
Cargo Ships GRT < 60000.25 N/mm2 0.40 N/mm2
GRT > 60000.27 N/mm2
• With two pumps in simultaneously
delivering water, it must capable of Cargo Ships
guaranteeing the following pressures in
any adjacent hydrants GRT < 6000
0.25 N/mm2
GRT > 6000 0.27 N/mm2

FIRE PUMPS
Arrangement of Fire Pumps and Fire Mains
• Minimum number of pumps, independently driven:
 Only 1 needs to be independently driven
GT >= 4000 3
Passenger Ships
GT < 4000 2
GT >= 1000 2
Cargo Ships
GT < 1000 2

Fire Hoses and Nozzles
• Fire hoses shall be of non-perishable material approved
by the Administration and shall be sufficient in length to
project a jet of water to any of the spaces in which they
may be required to be used
• Each hose shall be provided with a nozzle and the
necessary couplings
• Fire hoses shall have a length of at least 10 m, but not
more than:
– 15 m in machinery spaces
– 20 m in other spaces and open decks
– 25 m for open decks on ships with B > 30 m
Portable Fire Extinguishers
• Ships with GRT > 1,000 shall have at least 5 portable fire
extinguishers distributed in the accommodation area, service
areas and control stations
• One of the portable fire extinguishers intended for use in any
space shall be stowed near the entrance to that space.
• CO2 extinguishers shall not be used in accommodation spaces
• The distribution in the accommodation space shall be as
follows:
– In passenger ships, inside each vertical zone, no point shall be
at more than 15 m from an extinguisher
– In cargo ships, 1 in each deck
• Fire extinguishers shall be situated ready for use at easily visible
places, which can be reached quickly and easily at any time
• Portable fire extinguishers shall be provided with devices which
indicate whether they have been used
Fixed Systems for Fire Fighting
• Fixed Gas Systems
– Carbon Dioxide
– Steam
– Other
• High Expansion Foam Systems
• Fixed Pressure Water-Spraying Systems
Systems based on Halon were banished by SOLAS

since 1994 and by the EU regulation EC 2037/2000
since 2003, due to the damages caused to the ozone
layer.
Fixed Gas Systems
Carbon Dioxide Systems
• Cargo Spaces - the volume available shall be greater than 30% of
the volume of the larger cargo space protected
• Machinery Spaces - the volume available shall be greater than the
maximum of the following values:
– 40% of the volume of the larger machinery space protected,
excluding the part of the roof above the level at which the horizontal
area of the roof is
40% or less of the horizontal area of the space measured at mid height
between the double-bottom and the base of the roof
– 35% of the gross volume of the larger machinery space protected,
including the roof
• The specific volume of the free CO2 shall be computed at 0.56
m3/kg
• The piping system shall guarantee that 85% of the gas is delivered in
less than 2 minutes
Fixed Gas Systems
• In general vapor is not allowed as fire extinguishing

in fixed systems
• It shall be only eventually allowed in very restrict
zones, as an additional mean, and with the
guarantee that the boilers available to feed the
system have a minimum flow rate of 1.0 kg/h for
each
0.75 m3 of the gross volume of the larger space
protected

Fixed Gas Systems
Other Gas Systems
• If other gases besides the above mentioned are used as
a mean of
fire extinguishing, they shall be the result of the combustion
of fuels,
in which the contents of oxygen, carbon monoxide and
corrosive
elements have been reduced to a minimum admissible.
• When these systems are used, the flow rate shall be ≥
25% of the gross volume of the larger compartment
protected, within a period of
72 hours.
Fixed Pressure Water-Spraying Systems (Water Mist)
System introduced as an alternative to the Halon systems (prohibited in
1994) for fire fighting in machinery spaces of category A and cargo
pump rooms
This fire extinguishing process is based in 3 mechanisms:
• Cooling of the flames
• Reduction of the oxygen content by the displacement of the air by the
expansion of the water vapor
• Diminution of the radiating heat
• Mandatory in passenger ships with GT > 500 and cargo ships with
GT >
2000, for fire extinguishing in machinery spaces of category A with
volume > 500 m3 (IMO MSC/Circ.913).
• It shall be activated automatically by 2 different types of detectors:
flame and smoke.

Fixed Pressure Water-Spraying Systems
(Water Mist)
The requirements for test and approval of these systems are
specified in the MSC/Circ.1165:
– It shall be capable of being activated manually
– It shall be always ready to function and be capable of
supplying water during 30 minutes, to avoid the re-ignition of
the fire
– The systems that operate with a reduced output after and
initial discharge, shall be ready again in less than 5 minutes
– It shall have redundant pumping means and shall have a
permanent sea chest
– The means of control shall be outside the protected spaces
– It shall be supplied with electric power from the main and
emergency generators
– The capacity of the system shall be based in the largest of the
protected areasMohd. Hanif Dewan, Senior Engg. Lecturer,
Fixed Water Mist Systems
• The pressurized water in contact with the fire vaporizes and it is

converted into steam
• This process absorbs much energy lowering the temperature of the fire
and the pressurized water expands about 1700 times taking the air away
from the fire
• These systems require a water consumption 6 to 10 times lower than a
traditional sprinkler system

Fire Fighting Syst. in Machinery Spaces
 The machinery spaces are classified in the following types :

 1. Spaces with boilers or with fuel oil burning units
 2. Spaces with internal combustion engines
 3. Closed spaces with steam turbines or steam engines
 4. Other machinery spaces

Fire Fighting Syst. in Machinery Spaces
1. Spaces with Boilers or Oil Burning Units

Shall have any one of the following fixed systems:
– Fixed gas system
– High expansion foam system
– Pressurized spraying water system
Shall have at least 2 portable foam fire extinguishers
 2. Spaces with internal combustion engines
 Shall have any one of the following fixed systems:
– Fixed gas system
– High expansion foam system
– Pressurized spraying water system
3. Spaces with Steam Turbines or Enclosed Steam Engines
When the total power is > 375 kW shall have:
– Foam extinguishers, with at least 45 liters capacity each
– A sufficient number of portable extinguishers, with at least 2,
located in such a way that in no point of the space one is more
than 10 m from an extinguisher
– Shall have any one of the following fixed systems:
• Fixed gas system
• High expansion foam system
• Pressurized spraying water system
4. Other Machinery Spaces

Whenever it is considered to exist the danger of fire in any
machinery space other than the previously mentioned, a sufficient
number of portable fire extinguisher shall exist.
Fixed Low Expansion Foam Fire Fighting System for Machinery
Spaces :
• “hall e a le to dis ha ge th ough fi ed ozzles the a ou t of
foam necessary to cover in less than 5 minutes, a height of 150
mm of the largest area were fuel oil may have been spread.
High Expansion Foam Systems in Machinery Spaces:
• “hall dis ha ge th ough fi ed ozzles the ua tit of foa
necessary to fill the largest space protected with a speed not
inferior to 1 meter of height/ minute
• The ua tit of li uid a aila le to ge e ate foa shall e
sufficient to produce a volume of foam equal to 5 times the
volume of the largest space protected
• The foa e pa sio atio shall ot e eed :
Fixed Pressurized Water Spraying System in Machinery Spaces:
• The u e of sp i kle s shall e so that the ate dist i utio
in the protected spaces is 5 liters/m2 minimum
• The s ste a e di ided i se tio s a d the espe ti e
distribution valves shall be operated from outside the protected
spaces
•The s ste shall e al a s kept ha ged a d the feedi g pu p
will be triggered automatically in case of pressure drop
• The pu p shall e apa le of suppl i g ate to all the se tio s
simultaneously
• The pu p shall e lo ated outside of the p ote ted spa es
• The pu p shall e d i e na independent internal
combustion engine

Fire-Extinguishing Arrangements in Control Stations,
Accommodations and Service Spaces:
• Passe ge ships / N > shall e e uipped ith
automatic sprinkler, fire detection and fire alarm system.
Fire-extinguishing Arrangements in Cargo Spaces:

• Ca go spa es of passe ge ships of GT , shall e
protected by a fixed CO2 or inert gas fire-extinguishing
system
• E ept fo Ro-Ro and vehicle spaces, cargo spaces on
a go ships of GT , shall e p ote ted a fi ed
CO2 or inert gas fire- extinguishing system
Drainage of Fire-Fighting Water from Closed Vehicle
and Ro-Ro Spaces:
• Guideli es fo the d ai age of fi e-fighting water from closed vehicle
and Ro-Ro spaces and special category spaces of passenger and cargo
ships (MSC.1/Circ.1320) for the requirements of amended SOLAS Reg.II-
2/20.6.1.5 effective from 1 January 2010 by Res.MSC.256(84).
• O all ships, fo losed ehi les a d Ro-Ro spaces and special category
spaces, where fixed pressure water-spraying systems are fitted, means
shall be provided to prevent the blockage of drainage arrangements,
taking into account the guidelines MSC.1/Circ.1320
• “hips o st u ted efo e Ja ua shall o pl ith the

requirements by the first survey after 1 January 2010. Ships constructed
on or after 1 January 2010 shall comply with the requirements by the
initial survey.
Guidelines for the Drainage Closed Vehicle and
Ro-Ro Spaces:
Protection of drain opening
1. An easily removable grating, screen or other means should be installed over
each drain opening in the protected spaces to prevent debris from blocking the
drain.
The total open area ratio of the grating to the attached drain pipe should be at
least 6 to 1. The grating should be raised above the deck or installed at an angle
to prevent large objects from blocking the drain.
No dimension of the individual openings in the grating should be more than 25
mm.

4/7/2014 Example of drain opening
International protected
Maritime by a removable grating
Academy, Bangladesh 252
Protection of drain opening (cont.)
2. No grating or screen is required when a fixed
mechanical system is provided to unblock the drainage
system, or when other than a gravity drain system is
provided with its own filter.
3. A clearly visible sign or marking should be provided
not less than 1,500 mm above each drain opening
stating, "Drain opening - do not cover or obstruct".
The marking should be in letters at least 50 mm in height.

Fire Safety Measures in Oil Tankers:
•Applies to all the new tankers carrying oil or derived oil
products in bulk whose flashpoint does not exceed 60°C.
Protection of the Cargo Tanks (Oil Tankers):

• I ta ke s ith DW > . t the p ote tio of the
cargo zone will be assured by:
– Fixed Foam System (decks over the cargo tanks)
– Inert Gas System (cargo tanks)
•The Ad i ist atio a a ept othe o i atio s of
fixed installations if they offer equivalent protection

Fixed Foam System on Deck (Oil Tankers):
• The foa suppl ate shall ot e less tha the la ge of the
following values:
• . l/ i pe of the a ea of a go ta ks, al ulated as the

product of the maximum breadth by the length of the cargo area
• l/ i pe of the a i u ho izo tal se tio of a
individual tank
• l/ i pe of the a ea p ote ted the la gest o ito ,
entirely forward of it, but not less than 1250 l/min.

Fixed Foam System on Deck (cont.):
• The dista e f o the foa o ito to the fa thest poi t of the
area protected shall not be superior to 75% of the monitor range
• Fo a d of the ste astle o of the supe st u tu e, foa
monitors shall be installed, one at each side, facing the cargo area.
Location and Separation of Spaces (Oil Tankers):
• The a hi e spa es of atego A shall e lo ated aft of the
cargo tanks and slop tanks and be isolated from them by a
cofferdam, a cargo pump room or a fuel oil tank
•The a o odatio spa es, a go o t ol oo s, o t ol statio s
and service spaces shall be located aft of all the cargo tank, slop
tanks, cargo pump rooms and cofferdams that divide the cargo or
slop tanks from the machinery spaces of category A.
Restrictions for Openings in Boundary Bulkheads
• A ess doo s, ai i takes a d ope i gs fo a o odatio spa es, se i e
spaces, control stations and machinery spaces will not be facing the cargo zone.
• “hall e lo ated o the t a s e se ulkhead ot fa i g the a go a ea o o

the sides of the superstructure or deckhouse at a distance <d> from the
extremity of the superstructure or deckhouse, so that:
MIN (0.04 ⋅ L, 3 m d<5m
Windows and Scuttles

• Wi do s a d s uttles facing the cargo area and at the sides of the
superstructure and deckhouses inside the specified limits shall be of the fixed
type (do not open).
• Those i do s a d s uttles, ith the e eptio of the idge i do s, shall
be built in accordance to the "A- standard.
Exceptions accepted by the Administration

• The Ad i ist atio a allo a ess doo s i ulkheads fa i g
the cargo area, if they do not provide direct or indirect access to
any other space containing or leading to accommodation, control
stations or service areas such as galleys, pantries or workshops, or
similar spaces containing sources of ignition of gases.
• The ou da of su h spa e shall e i sulated A ulkheads,
with the exception of the bulkhead facing the cargo area.
• The doo s a d i do s of the idge a e lo ated i side the
defined limits if they are designed to guarantee that the bridge
may be sealed in a fast and efficient way against gases and vapors.

• All the bulkheads and decks shell have as minimum fire
resistance the class indicated in the following tables
Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
Control Stations( 1) A0 A0 A60 A0 A15 A60 A15 A60 A60 *
Corridors (2) C B0 B0 B0 A60 A0 A60 A0 *

Accommodation Areas
C B0 B0 A60 A0 A60 A0 *
(3)
Stairs (4) B0 B0 A60 A0 A60 A0 *
Low Risk Service
C A60 A0 A60 A0 *
Spaces(5)
Machinery Spaces
* A0 A0 A60 *
Category A (6)
Other Machinery
A0 A0 A0 *
Spaces (7)
Cargo Pump Room (8) * A60 *
High Risk Service
A0 *
Spaces (9)
Open decks (10) ---

Inert Gas System (Oil Tankers)
• The system shall be capable of:
– Inertize empty cargo tanks, reducing the oxygen content to values at which the
combustion can not occur
– Maintain the atmosphere in any parte of any cargo tank with oxygen content less
than 8% in volume and always with positive pressure, in port or sailing
– Eliminate the necessity to introduce air inside the tanks during normal operation
– Purge empty cargo tanks from hydrocarbon.
General Diagram of the System
• The s ste shall ha e a flo ate g eate tha % of the a i u dis ha ge
capacity of the ship, expressed in volume
• The i e t gas supplied shall ot ha e a o ge o te t supe io to %, i olu e
• The i e t gas a e o tai ed f o e haust gases of ai a d au ilia oile ,
duly treated
• At least e tilato s shall e i stalled, that all togethe a e que capable of
supplying the flow required to the cargo tanks

Inert Gas System

• A scrubber shall be installed to cool a specified volume of
inert gas and to remove solid and sulphur products from the
combustion
• On the deck, between the scrubber and the manifold at

least 2 non-return devices shall be installed, one of which
can be a water seal and the other can be a non- return valve

Cargo Pump Rooms (Oil Tankers):
• Ea h pu p oo shall e e uipped ith o e the follo i g fi e
extinguishing systems, operated from the outside:
– Carbon Dioxide
– High expansion foam
– Fixed pressure water-spraying
• “hall e p o ided ith a e ha i al e tilatio s ste ,
dimensioned to guarantee 20 renov/h.
• The s ste shall e of i sufflatio s a d the e tilato s of the
anti-sparking type

Fireman Outfit:
• In general, the ship shall have at least 2 fireman
outfits
• Passenger ships shall have 2 more outfits for each
80 m of length of the passenger spaces and service
spaces
• Passenger ships with N > 36 shall have 2 more
outfits for each vertical zone
• Tankers shall have 2 additional outfits

Structural Integrity:

BULKHEADS/DECKS IN ALUMINUM:
Bulkheads/Decks Class A and Class B

When the bulkheads are built in aluminum, the ratio between the
minimum requirements for plate and stiffener dimensioning can
be obtained from the requirements for the steel, through the
factors of the table:
Steel Aluminum
Plate thickness (t) 1.4 x t
Inertia of the stiffeners (I) 2.8 x I
Section Modulus of the stiffeners (W) 2.35 x W

Part D –Escape

Means of Escape:
• The o je ti e is to p o ide ea s of es ape so that pe so s
onboard can safely and swiftly escape to the lifeboat and liferaft
embarkation deck
• At least idel sepa ated a d ead ea s of es ape shall e
provided from all spaces or group of spaces
• Lifts shall ot e o side ed as fo i g o e of the ea s of
escape required

MEANS OF ESCAPE - GENERAL REQUIREMENTS:
• Stairways and ladders shall arranged to provide ready means of

escape to the lifeboat and liferaft embarkation deck from
passenger and crew accommodation spaces and from spaces in
which the crew is normally employed, other than machinery
spaces.
• A corridor, lobby, or part of a corridor from which there is only
one route of escape shall be prohibited. • Dead-end corridors
used in service areas which are necessary for the practical utility
of the ship, shall be permitted, provided they are separated from
crew accommodation areas and are inaccessible from passenger
accommodation areas.
• A part of a corridor that has a depth not exceeding its width is
considered a recess or local extension and is permitted.
MEANS OF ESCAPE - GENERAL REQUIREMENTS:
• All stairways in accommodation and service spaces and control

stations shall be of steel frame construction
• Doors in escape routes shall, in general, open in way of the
direction of escape, except that:
– Individual cabin doors may open into the cabins in order to

avoid injury to persons in the corridor when the door is opened.
– Doors in vertical emergency escape trunks may open out of the
trunk in order to permit the trunk to be used both for escape and
for access.

MEANS OF ESCAPE (PASSENGER SHIPS):

Machinery Spaces
• Shall have 2 separate means of escape composed by steel
stairs, as far apart from each other as possible
• One of the stairs shall provide continuous protection against fire,
from the lower part of the space up to a safe place, located
outside the space.
Corridors
• Dead end corridors shall not have a length greater than
Ships with more than 36 passengers: 36 m
Ships with less than 36 passengers: 7 m

Protection of Stairs and Lifts in Floodable/Service
Spaces (Passenger Ships)
• Shall be contained in limited spaces by Class A boundaries, with
effective means of closure in all the openings, except in the following
cases:
– Stairways connecting only 2 decks does not need to have a trunk if
the integrity of the deck is maintained by bulkheads or appropriated
doors on one of the decks.
– Stairways may not have casings if they are entirely contained in a
given space.
• The stairways shall have direct communication with the corridors.
Whenever possible, the stairways shall NOT provide direct access to
cabins, lockers or other closed space containing fuels and where a fire
can be originated
• All stairways and lift trunks shall be built in way to prevent the flow of
smoke and flames from one deck to the other
MEANS OF ESCAPE (CARGO SHIPS)
• The layout of the stairways shall provide the access from all the
accommodation areas and from areas where the crew is normally,
means of escape to the exposed deck and from there to the life
boats.
– At all levels of accommodation there shall be at least 2 widely
separated means of escape, for each restricted space or group of
spaces.
– Below the lowest open deck, the main escape way will be a
stairway and the second escape may be a trunk or a stairway.
– Above the lowest open deck the escape ways shall be
stairways or doors to an open deck.
– No dead-end corridors with length > 7 m will be acceptable.

MEANS OF ESCAPE (CARGO SHIPS)
• In general, the machinery spaces of category A will always

have 2 escape ways:
– 2 sets of steel stairs as widely apart as possible, leading to
doors on the upper zone of the space, from where there is direct
access to the exposed deck. In general these stairs shall provide
continuous protection against fire
– 1 steel stair leading to a door on the upper area of the space
and, additionally, a steel door on the lower zone of the space,
capable of being operated from both sides, and Giving access to a
direct exit to the deck

Protection of Stair Cases and Lift Trunks Accommodation,
Service or Control Station Areas (Cargo Ships)
• Stairways which cross a single deck, shall be protected at

least by class B0 boundaries with self-closing doors
• Lifts that cross a single deck, shall be protected at least by
class A0 boundaries with steel doors on both levels
• Stairways and lifts that cross more than one deck shall
have class A0 boundaries with self-closing doors on every
levels
EMERGENCY ESCAPE BREATHING DEVICES (EEBD)
• All ships shall ha e at least i the a o odatio spa e

• Passe ge ships shall ha e at least 2 in each main vertical zone
• Passe ge ships ith N > shall ha e at least 4 in each main
vertical zone.

EMERGENCY ESCAPE BREATHING DEVICES (EEBD)
• A EEBD is a device that supplies air or
oxygen, used only to escape from a
compartment with a dangerous
atmosphere
• The EEBDs shall not be used to fight
the fires, going into tanks or in void
space with reduced oxygen, or used by
fire fighters. In these situations proper
autonomous breathing devices shall be
used
• A EEBD shall
– Have the minimum service duration of
10 minutes
– Have a cover or mask to protect the
eyes, nose and mouth during the
escape
MACHINERY SPACES IN PASSENGER SHIPS
Escape from spaces below the bulkhead deck

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

MACHINERY SPACES IN PASSENGER SHIPS
Escape from spaces above the bulkhead deck

• 2 means of escape shall be as widely separated as
possible and the doors leading from such means of escape
shall be in a position from which access is provided to the
appropriate lifeboat and liferaft embarkation decks.
• Where such means of escape require the use of ladders,

these shall be of steel.

Parte G. Special Requirements

Basic Principles for Passenger Ships
• The main vertical zoning required may not be
practicable in vehicle spaces of passenger ships
• Equivalent protection must be obtained in such spaces on
the basis of
– an horizontal zone concept
– the provision of an efficient fixed fire-extinguishing
system.
• An horizontal zone for the purpose of this regulation may
include special category spaces on more than one deck
provided that the total overall clear height for vehicles does
not exceed 10 m.

FIRE EXTINGUISHING
• Vehicle spaces and Ro-Ro spaces which are not special category
spaces and are capable of being sealed from a location outside of the
cargo spaces shall be fitted with a fixed gas fire-extinguishing system,
except that:
– If a CO2 system is fitted,
• the quantity of gas available shall be at least sufficient to give a
minimum volume of free gas equal to 45% of the gross volume of the
largest cargo space which is capable of being sealed, and • the
arrangements shall be such as to ensure that at least 2/3 of the gas
required for the relevant space shall be introduced within 10 min
– Any other fixed inert gas system or fixed high expansion foam system
may be fitted provided the Administration is satisfied that an equivalent
protection is achieved
– As an alternative, an approved fixed pressure water spraying system
may be fitted.
FREE SURFACE CONCERNS
• When fixed pressure water-spraying systems are

provided, large quantities of water can accumulate
on the deck(s) during the operation of the water-
spraying system
• Serious loss of stability could arise
• Specific arrangements are specified for passenger

and cargo ships

RO/RO SPACES - PASSENGER SHIPS
• Above the bulkhead deck, scuppers shall be fitted so as to

ensure that such water is rapidly discharged directly
overboard
• Discharge valves for scuppers, fitted with positive means of

closing operable from a position above the bulkhead deck,
shall be kept open while the ships are at sea

RO/RO SPACES - PASSENGER SHIPS
• Below the bulkhead deck, the Administration may require
additional pumping and drainage facilities to be provided
• In such case, the drainage system shall be sized to remove no
less than 125% of the combined capacity of both the water
spraying system pumps and the required number of fire hose
nozzles.
• The drainage system valves shall be operable from outside the
protected space at a position in the vicinity of the extinguishing
system controls.
• Bilge wells shall be of sufficient holding capacity and shall be
arranged at the side shell of the ship at a distance from each other
of not more than 40 m in each watertight compartment

RO/RO SPACES - CARGO SHIPS
• The drainage system shall be sized to remove no less than
125% of the combined capacity of both the water spraying system
pumps and the required number of fire hose nozzles
• The drainage system valves shall be operable from outside the
protected space at a position in the vicinity of the extinguishing
system controls.
• Bilge wells shall be of sufficient holding capacity and shall be
arranged at the side shell of the ship at a distance from each other
of not more than 40 m in each watertight compartment.
•If this is not possible the adverse effect upon stability of the
added weight and free surface of water shall be taken into account
to the extent deemed necessary by the Administration

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

FIRE CONTROL PLANS
• On ships with more then 36 passengers, the following

information must be available in the Fire Control Plan [A.756
(18)]:
– Ship’s keel-laying date and application of the SOLAS
Conventions and amendments. Original method (I, II, III or
with or without sprinklers, etc.) of fire safety construction, as
applicable.
– Which additional fire safety measures were applied, if any
– Dates and descriptions of any modifications to the ship,
which in any way alter its fire safety
SYMBOLS IN FIRE PLANS
•The symbols on the Fire Control Plan must be in accordance to the

A.952 (23)
– “Graphical Symbols for Shipboard Fire Control Plans”, adopted on
5 December 2003.

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