CO2 Fire Fighting System on Ships
Uploaded by
Евгений БалцатуCO2 Fire Fighting System on Ships
Uploaded by
Евгений БалцатуCommon questions
Powered by AICO2 is the preferred gas for fire extinguishing on ships due to its heavy density and gaseous state at normal temperature, which enables it to displace air and cut off the oxygen supply to fires effectively. It's non-flammable, easily available, and can be smoothly liquefied and bottled under pressure . Furthermore, CO2 does not leave residue, is non-corrosive, and does not conduct electricity, making it suitable for engine rooms without damaging equipment .
Upon fire notification, the fire alarm sounds, and the fire's location is confirmed with the bridge officer . The decision to use CO2 is made by the chief engineer and the master. The emergency generator starts, ship speed is reduced, and the main engine is stopped. All relevant systems are tripped, and the engine room is confirmed to be evacuated and airtight . The CO2 cabinet is then opened, and the system's control and master valve are operated, triggering CO2 release after a 60-second delay .
CO2's effectiveness stems from its high density, allowing it to blanket flames, displacing oxygen, and its rapid vaporization upon release, which cools surrounding areas . Despite these properties, its toxicity to humans is a significant limitation, necessitating evacuated spaces before use. Additionally, without continuous supply, CO2's smothering effect is temporary, risking re-ignition if air reenters the space too soon .
Before deploying the CO2 system, the chief engineer must ensure that all crew members are accounted for at the muster station and confirm the fire's status with the bridge officer . The emergency generator should be started, and the ship's speed reduced, with the main engine stopped at a safe location. Coastal authorities should be informed if the ship is nearby . It's critical to ensure that no one remains in the engine room, all machinery and systems are turned off, and the room is made airtight before activating the CO2 system .
For CO2 release, the chief engineer must first ensure an evacuated, airtight engine room and reduce ship speed, stopping the main engine. After confirming all personnel are safe and systems like fans and blowers are tripped, the CO2 system is unlocked, activating an alarm. Control and master valves are then operated in sequence, with CO2 being released 60 seconds later .
Ensuring a compartment is airtight before discharging CO2 is crucial because it prevents air from entering the space, which could allow re-ignition of the fire after CO2 levels drop. Failure to achieve airtightness can lead to insufficient CO2 concentration needed to suffocate the fire, increasing risk of damage and re-ignition once air infiltrates .
CO2 is highly toxic and poses a significant suffocation risk to humans, causing unconsciousness when inhaled in high concentrations, such as 9% in breathing air . There's also a risk of fire re-ignition if air is re-admitted too soon after the CO2 supply ceases . These factors underscore the need for careful handling and clear procedures during its deployment.
Entering a CO2-saturated engine room exposes individuals to suffocation risks due to high CO2 concentration and oxygen displacement. Precautions include using SCBA sets and life lines for breathing and navigation, prioritizing personnel safety, and avoiding unnecessary entry unless under controlled conditions for rescue missions .
The CO2 system includes a large number of cylinders grouped in banks located in separate rooms from the machinery or cargo spaces. These cylinders are linked with a common manifold through non-return valves that ensure no pressure loss when individual cylinders are replaced or recharged . This arrangement enables the system, known as a Total Flooding System, to effectively cover large areas such as cargo holds or engine rooms, crucial for quenching fires in extended spaces .
CO2 is favored over other suppression gases for its non-flammability, non-corrosiveness, and availability, which prevent damage to ship infrastructure and electronic equipment. However, its suffocation risk and potential for fire re-ignition demand extreme caution, as opposed to gases that might pose less of a direct threat to human health but may not be as effective in oxygen displacement and non-corrosive interaction with ship components .