Checking the fire systems on the vessel. What should an ETO know?

Greetings! In this article I propose to understand the issues of fire systems on a vessel, namely fire alarms and fire extinguishing methods used on a vessel. As usual, we will consider these issues from the perspective of an ETO.

What is the relationship of an electrician to ship fire systems, as well as how to check all kinds of fire extinguishing systems, we will analyze in this article. In such articles, I mainly focus on practice, so we will consider the conditions when you need to demonstrate your knowledge to the maximum when checking certain ship systems to successfully pass any inspection by any inspectors.

Duties of an electrician during a fire on a ship

The first thing I wanted to start with is a fire alarm and the duties of an electrician. It is very important to know your duties on a ship during an alarm. During a fire alarm, an electrician de-energizes the area of the fire. Provides emergency lighting (if necessary) and acts on the instructions of the Chief Engineer. On different ships, these duties may differ slightly, but everywhere an electrician must de-energize the area of the fire during a fire.

Duties of an ETO for Alarms on a Ship

On a ship, the fire alarm is used to inform the crew and passengers of a fire or smoke condition so that they can take the necessary action. The standard fire alarm usually sounds as a long continuous blast (at least ten seconds).

Fire Alarm Procedures

1. Crew and Passenger Alert: The alarm should be audible in all parts of the ship.
2. Evacuation: Passengers and crew should act in accordance with evacuation instructions, move to designated areas or to lifeboats.
3. Fire Fighting: The crew is trained to use fire-fighting equipment (fire extinguishers, fire hoses, etc.) and to localize the source of the fire.
4. Crew Formation: The team assembles for fire-fighting actions, assigns responsibilities.

This means that, for example, if there is a fire in the galley, the electrician must completely de-energize the galley. That is, it is necessary to de-energize all lighting (main and emergency), all sockets (main and emergency), and all equipment (main and emergency). At a minimum, it is necessary to turn off 3-4 circuit breakers on the main switchboard and emergency switchboard. This is 220V lighting and sockets (circuit breaker on the main switchboard), this is emergency lighting and 220V sockets (circuit breaker on the emergency switchboard), this is 440V equipment (circuit breaker on the main switchboard) and emergency 440V equipment (circuit breaker on the emergency switchboard). With lighting it is clear, there is always main and emergency, but with the equipment of the galley it happens that the 440V cooking range can be powered from the emergency switch board (ESB). By the way, it would not be superfluous to also disconnect the adjacent rooms from the power supply. 

Thus, the electrician must turn off all these breakers, report by radio to the commander of the emergency party (on the deck and superstructure - this is the Chief Officer, in the engine room - this is the Second Engineer), that the fire site is de-energized, prepare emergency lighting and act on the instructions of the Chief Engineer.

I described this in as much detail as possible so that you understand your actions even not in a real situation, but in front of the inspector who plays out this alarm to make sure that the crew is ready for a fire.

Fire alarm system on a ship (deck, superstructure, engine room)

Every ship has an automatic fire detection system, mainly under the control of an ETO. He services it, and also does periodic tests of sensors and warning systems. I have already written about some breakdowns associated with Salwico Consilium and Autoprime Autronica fire alarms. These are the most common ship fire detection systems, which the electrician most often has to work with.

Salwico Consilium Fire Alarm System

A ship's electrical engineer must be able to quickly demonstrate to the inspector any alarm associated with the ship's fire alarm. Typically, on a ship, fire systems use three types of sensors to detect fire (smoke, heat and flame sensors), there may also be gas sensors and combinations of the above.

Several types of sensors are used in ship fire systems to detect fires and other signs of fire. The main types are:

1. Heat sensors

These sensors react to an increase in temperature. There are fixed sensors that are triggered when a certain temperature is reached, and differential sensors that react to a rapid increase in temperature.

2. Smoke sensors

React to the presence of smoke in the air. They can be ionization, optical (photoelectric), or combined. Optical sensors are the most common, as they are sensitive to visible smoke.

3. Flame sensors

Used to detect ultraviolet or infrared radiation emitted by an open flame. Such sensors allow you to quickly identify sources of open fire.

4. Gas sensors

Detect the presence of certain gases, such as carbon monoxide (CO), carbon dioxide (CO₂), or flammable gases (methane, propane, etc.). Gas sensors are often used in engine rooms.

5. Multifunctional or combination sensors

These devices combine several detection technologies (e.g. smoke, temperature and flame) to increase accuracy and reduce the likelihood of false alarms.

Depending on the type and size of the vessel, as well as the requirements of the classification society, a certain combination of these sensors may be installed to ensure maximum safety on board.

To test all of these sensors, the electrician must have the appropriate certified testing equipment.

Smoke detectors are tested using special gas cylinders with smoke simulation. Usually, holders (rods) are used to attach and activate the Smoke Detector Testers cylinders. It is best to use not open activators, but with cups. That is, the cylinder is inserted into the cup, the cylinder is activated and the cup is applied to the sensor.

Smoke detector Salwico Consilium

Smoke detector Salwico Consilium

Fire Smoke Detector Testers (Solo)

Fire Smoke Detector Testers (Solo)

Smoke detector testers

Deficiency! In China, the PSC made a remark because the smoke tester cylinder was a flammable SOLO A5, the tanker should only have NO FLAME testers, such as SOLO A10 (information from a subscriber).

Activation occurs differently on different fire detectors of different systems. I noticed that in this regard, the easiest to activate are fire detectors of the Japanese NIPPON HAKUYO system. Just press the cylinder and the sensor is activated, you don’t even need a cup for this. The situation is different with the Salwico Consilium and Autoprime Autronica systems. Due to the fact that they are well protected from false alarms, they have low sensitivity to such cylinders.

By the way, cylinders for testing also vary, it is best to use the Solo company, they also have testers with cups. In the case of Salwico and Autronica, it is essential to use Solo testers (with cups), otherwise you can spend a very long time and without result filling the smoke detectors with gas (liquid) from cylinders.

Smoke Detector Testers Test Cans

By the way, the size of the cans also matters. For example, the yellow can as in the photo above does not fit into the Solo testing device.

Smoke Detector Tester Spray Test Cylinders (Cans)

You can reduce the sensitivity of the fire system, switch it to TEST MODE, and then the test will be easier. The sensors will activate almost instantly, but usually the test mode does not give a signal for the Fire Alarm and subsequently the ship's General Alarm, which is not suitable for the inspector. After all, he needs the alarm to sound throughout the superstructure, the entire engine room, the entire ship. Therefore, TEST MODE is only suitable for routine testing of sensors.

Deficiency! The crew received a remark from the African PSC during the fire system test. The engineers were unable to activate the smoke fire detector using a test cylinder (there was no electrician on board). It turned out that the test cylinder had expired and was not in the current condition for activating the smoke detector. Order new test cylinders and monitor their condition!

Video of Salwico Consilium switching to test mode (youtube)

Video of Autoprime Autronica smoke sensor test (youtube)

Heat detectors are tested with special testers that generate heat in cups and blow on the sensor. They can be battery-powered or connected to a power supply. Of course, you can use industrial dryers, but there is a chance of melting the sensor, and on some types of ships (tankers, gas carriers, chemical tankers) they are prohibited for such a test.

Using a Heat Gun as a Heat Sensor Tester

Special Solo tester for Heat sensors

Melted Autronica Heat Sensor

It is also good practice to use special lamps (100W and above) with reflectors for testing heat and flame sensors.

Heat and Flame Sensor Tester

A tester with a light bulb (100W and above) is suitable for flame sensors of simple Japanese fire alarm systems, such as NIPPON HAKUYO. However, you need to work hard to activate the sensor, you need to wave in front of the sensor and simulate a flame. Such testers are not suitable for UV / IR flame sensors.

Japanese fire alarm NIPPON HAKUYO 

Flame Detectors (ultraviolet or infrared radiation) are tested with a special test gun (flashlight), which simulates UV or IR radiation of a fire flame.

Flashlight for simulating UV / IR radiation

Deficiency! On one vessel, the African PSC asked to test the flame sensor of the fire system, it turned out that the vessel did not have a flashlight for simulating UV / IR. Instead, there was a special lighter (from the maker) for testing fire sensors. Despite the fact that such a lighter was even prescribed in the official instructions for the Salwico Consilium fire system, the PSC made a remark (deficiency). It is prohibited to use open fire to activate such flame sensors. It is also prohibited to use cigarettes to activate smoke sensors.

Lighter ECONOIRON EI-20 for testing fire detectors Heat Detector Tester Salwico VDT-1

Manual call points (MCP - Manual Call Point) are tested using special keys, which usually need to be inserted into the corresponding slots on these buttons. In the case of Autronica buttons, which are installed on the open deck, the key needs to be turned.

Salwico Consilium manual alarm and test keys

As a result, the same thing happens as when glass breaks, a microswitch is activated, which sends a signal to the fire alarm.

Autronica Manual Call Point Test Video (youtube)

It is very important for an electrician to be able to quickly demonstrate a fire alarm to an inspector on any sensor. Therefore, all equipment for testing the fire system must be on hand and in good working order. By the way, this is one of the items on my to-do list when handing over, I must make sure that the vessel has all the necessary equipment for testing the fire system.

Deficiency! The crew avoided a remark from the Argentine PSC during the fire system test. As a result of the fire system test, the crew could not activate the smoke sensor with a tester for a long time (it turned out that the sensor was not working), the electrician (unnoticed) activated the Manual Call Point in another zone, thereby starting the fire alarm. The problem was attributed to a non-working LED on the sensor. But they did not receive a remark. In the end, the smoke sensor was replaced, of course.

Manual call point NIPPON HAKUYO

Deficiency! The manual call point of the Japanese fire alarm NIPPON HAKUYO does not have a special socket (key) for testing. Therefore, to check the operation of this button, it must be disassembled (unscrew two bolts on the cover) and activate the button mechanism. One inspector concluded that these buttons on the ship are not tested, since he noticed that there was factory paint on the bolts. Of course, it was not possible to prove this in this way, so there was no deficiency.

Cargo Holds Smoke Fire Alarm System

Some ships also have a fire alarm system in the holds. I have worked with different systems, but their operating principle is no different. Usually this system is installed in the CO₂ room and the repeater is on the bridge, the central unit can also be on the bridge, and the repeater is in the fire station on the main deck.

Smoke Detection System SDS-48 Safetec

Smoke Detection System SDS-48 Safetec

Its operating principle is simple. With the help of a fan, air from all holds is sucked into the main unit and passes through the corresponding smoke sensor and air flow sensor. That is, the line of a certain hold corresponds to the sensor number. For example, the first hold is the first smoke sensor and the first air flow sensor. If there are five holds, then accordingly 5 smoke sensors and 5 flow sensors. 7 holds - 7 sensors, etc.

Video of checking the fire alarm in the SDS-48 holds

Here it is important for the electrician to demonstrate the operability of the entire system. To check the smoke sensors, you need to disconnect the tube from the sensor, an alarm about low air flow pressure should come out, take a special test cylinder and let the gas go to the sensor. The smoke sensor should work. It is important that during the start-up of the system there are no unnecessary alarms about sensor malfunction.

Smoke detection system SES-36

By the way, when purging CO₂ tubes that go into the holds, it is very important to disconnect the tubes from the sensors, since you can damage the membranes inside the air flow sensors.

Video of checking the fire alarm in the holds SES-36

Video of checking the fire alarm in the holds SES-36

This system has two fans that suck in air from the holds, one is always in Standby mode.

Sprinkler fire extinguishing system (Engine Room, Paint Store, Garbage Room)

HYPER-LP Local Fire Fighting System. Sprinkler fire extinguishing system with automatic monitoring and automatic activation is usually used in the engine room. Systems in other places (Paint Store, Garbage Room) are usually activated manually.

KASHIWA Engine Room Fire Sprinkler System

Pump and Valve Station (usually located in the steering gear room)

Sprinkler System Manual

Sprinkler System Emergency Activation Stick

KASHIWA Sprinkler System Repeater (on the bridge)

Fire detectors are used for automatic monitoring. At least two detectors (smoke detector and flame detector) must be triggered in one zone to automatically activate the sprinkler system in that area.

Deficiency! On one vessel, the American PSC made a remark that the Water Mist system was in manual mode instead of automatic. Apparently, after maintenance work, they forgot to switch it to AUTO. The sprinkler system should always be in automatic mode.

In Japanese fire alarm systems such as NIPPON HAKUYO or Swedish Salwico Consilium, sensors usually work to monitor sprinkler system zones. But there are systems that work separately, for example, the Autoprime Autronica fire alarm and the Tyco Minerva sprinkler system. That is, Autronica works simply for fire alarms, having its own sensors, and the Minerva sprinkler system has its own sensors to monitor its zones.

Minerva Fire Detection System and Tyco Sprinkler System

A sprinkler system typically monitors 5 zones:

1. Main Engine;
2. Generators (three zones if the vessel has three auxiliary generators);
3. Auxiliary Boiler;
4. Separator Room;
5. Incinerator.

This is a typical setup for most vessels. Each zone has two sensors (smoke and flame). When two sensors are triggered in one zone, the sprinkler system in that zone is activated. Manual sprinkler activation is also provided in each zone.

Manual activation buttons of the KASHIWA sprinkler system

You need to be able to demonstrate the operation of this system to the inspector. To do this, usually choose the simplest place (very often this is an incinerator), activate the flame sensor and smoke sensor at the same time, after which the pump should start and the corresponding valve for water supply in this zone should open. Usually, a bucket is placed under the sprayer (nozzle) to see what kind of spray the sprayer gives.

Video of checking the Tyco Minerva sprinkler system in the separator room

In the video above, you can see that a hose was connected to the sprayer (nozzle), this check is incorrect from the point of view of checking the operation of the nozzle.

Deficiency! The crew avoided a remark from the Singapore PSC during the inspection of the sprinkler system. Before the inspector went down to the engine room, the engineers decided to quickly check the operation of the sprinkler system, it turned out that the actuator motor on the incinerator line valve burned out. The working actuator was swapped from the separator line to the incinerator line. As a result, the inspector checked the incinerator line and accepted the sprinkler system. After which, of course, the actuator was ordered and replaced on the separator line. By the way, it would be nice to have spare actuators (solenoids) on the vessel in addition to spare sprayers.

Sprinkler system nozzle

Sprinkler Fresh Water Tank Float

Another important part of the sprinkler system is the float in the water tank, which monitors the dead water reserve needed in an emergency to extinguish a fire. It may happen that the inspector asks to check this float for operability.

SEAPLUS sprinkler system repeater

The sprinkler system main panel (usually located in the fire station) has a test button for the engine room (ER) alarm.

Sprinkler activation alarm in ER

Such a Bell (pictured above) with sound and light alarm is also a point of increased attention for the inspector. All emergency alarm systems in the engine room, especially those related to fire systems, must work without any problems.

CO₂ Fire Extinguishing System (Engine Room, Purifier Room, Galley, Cargo Holds)

CO₂ Fire Extinguishing System. The CO₂ fire extinguishing system on ships is usually activated manually, i.e. there is no automatic activation and monitoring as with a sprinkler system. For an electrician, the main thing here is the alarm system and de-energization of air, oil and fuel systems in the engine room.

SEAPLUS CO₂ pilot cylinder activation panel

When the panel door where the CO₂ cylinders are located is opened, a limit switch is triggered that activates the alarm in the engine room to evacuate personnel. It happens that when this door is opened, in addition to the alarm, all ventilation in the engine room is also de-energized. On older ships, I have encountered protections that also de-energized the fuel and oil systems in the engine room (when the door with the cylinders is opened).

When this door is opened, an alarm sounds in the engine room and all ventilation is de-energized.

Engine room CO₂ activation cylinders (door limit switch visible in photo)

These panels are usually located in two places (fire station and CO₂ room). If the vessel has a separator room, such a panel may be at the entrance. Galley CO₂ fire extinguishing systems are also usually provided and a cargo hold CO₂ fire extinguishing system may be provided. But these systems are usually installed without alarms and blackout protection.

Main CO₂ system valve with limit switch

The main CO₂ system activation valve has a limit switch that de-energizes the ventilation and oil (fuel) systems in the engine room.

The CO₂ Alarm is triggered when the door with cylinders is opened

It is interesting that when handing over, electricians often tell each other where to turn off (limit switches) the CO₂ alarm system when opening doors. This is necessary in case of scheduled maintenance of the system.

Foam fire extinguishing system (Engine Room)

High Expansion Foam Fire Extinguishing System. The foam fire extinguishing system, like the CO₂ system, is activated only manually. The control post is located in the fire station room, partly can be located in the steering room (foam supply tank, pump and valves).

KASHIWA Engine Room Foam Fire Extinguishing System Control Panel

Seawater valve and foam valve test switches. Foam tank

Seawater valve

Foam sprayers in the engine room

It is important for the electrician to be able to demonstrate the operation of the sea valve and the foam supply valve. For this purpose, special toggle switches for activating these valves manually can be found in the control panel. In a combat situation, these valves should open automatically when the foam extinguishing system is started.

Air typhons of the foam fire extinguishing system

Deficiency! The vessel received a remark from the American PSC during the inspection of the foam fire extinguishing alarm system in the engine room. When the alarm test was activated on the panel, the air typhons did not work, it turned out that significant condensation had accumulated in them, which prevented the membranes from working. Condensation in air alarm systems must be constantly checked and removed.

Emergency fire pump

The emergency fire pump on the vessel must provide the required pressure (according to the instructions). What does an electrician have to do with this? In fact, an electrician on a vessel has to do with everything and the emergency fire pump is no exception. Firstly, the electrician is responsible for the operation of the pump electric drive. Secondly, the pump electric drive system may also have a solenoid valve Suction Valve, which should automatically open when the pump is started. This entire electrical circuit must work without any remarks.

Emergency fire pump

Fire pump control panel

In my practice, there have been various breakdowns of the emergency fire pump. For example, the time relay (timer) for switching "star-delta" failed, there was also a problem with the pump itself, when the electric motor tripped on thermal protection after ten minutes of operation, due to deformation of the pump shaft. And there was a case when the autotransformer, which is responsible for starting the electric motor, was flooded with seawater.

An emergency fire pump on a ship is equipment designed to supply water for extinguishing fires in the event of failure of the main fire pumping system. Such a pump is used as a backup source of fire extinguishing and must be autonomous to ensure safety on board in emergency situations.

The main requirements and characteristics of an emergency fire pump:

1. Autonomy: the pump must be independent of the main power supply system of the ship. It can run on diesel fuel or have its own battery for power. It is usually powered by the emergency switchboard (ESB).
2. Location: the emergency fire pump is usually installed in an easily accessible place, away from the main engine room, so that it remains accessible in the event of a fire in the area of ​​the main pump.
3. Capacity: the pump must be able to supply water to various areas of the ship at the required pressure to ensure effective extinguishing of the fire.
4. Fuel supply: the diesel pump requires a fuel supply sufficient to ensure operation for at least 18 hours, to ensure enough time to extinguish the fire and evacuate if necessary.
5. Checking and testing: The emergency pump should be checked and tested regularly to maintain readiness.

Operating principle:

In case of a fire or failure of the main pump, the emergency pump can be started manually (or automatically, depending on the type of equipment). It takes water from seawater or special tanks, supplies it to the fire extinguishing system and distributes it to various supply points (e.g. fire hydrants) throughout the vessel.

The emergency fire pump is an important part of the vessel's safety system, which ensures the ability to extinguish a fire even if the main fire system fails.

Another test associated with the emergency fire pump can be starting the pump from the emergency switchboard. That is, the emergency diesel generator is started, taken to the busbars and, accordingly, the emergency pump is started from the emergency generator. Here, two tests are performed simultaneously: the emergency generator is checked under load, as well as the operation of the pump from the emergency generator.

Fire Alarm & General Alarm

The Fire Alarm and General Alarm buttons must be checked periodically, at least once a week. When inspected, these buttons should work without any problems.

General Emergency Alarm button on the bridge

Fire Alarm and General Alarm Systems

When these buttons are activated, the alarm system should sound throughout the vessel. The operability of all alarm systems should be checked periodically. Non-working siren should be repaired or replaced in a timely manner.

Fire Door Magnets

When the fire alarm is activated (any sensor is activated), special magnets should also work, which in the normal position hold the doors open on the superstructure decks.

Fire Door Magnets

When any fire alarm is activated, these doors should close tightly. Not all ships have such systems. Where they are not available, the fire doors in the superstructure should generally be kept closed at all times. It is important for the inspector to ensure that the magnets release the doors when the fire alarm is activated, and that they close tightly.

Ventilation and Fuel (Oil) System Emergency Stop Buttons

Emergency fire equipment should also include special emergency stop buttons for ventilation and fuel (oil) systems on the ship. These buttons are usually located in several places on the ship (fire station, engine room central control station, bridge, engine room entrances). Depending on the type of ship, the locations of these buttons may vary.

Emergency stop buttons for ventilation and fuel (oil) systems

If a fire is detected in the engine room, on the deck or in the superstructure, it is necessary to activate the button of the corresponding group to stop the mechanisms and systems in the area of ​​the fire source. This must be done to successfully extinguish the fire in accordance with the fire triangle.

Emergency Stop Buttons for Ventilation and Fuel (Oil) Systems

The Fire Triangle is a conceptual model that explains the three main components needed to sustain a fire:

1. Fuel - the combustible material (e.g. wood, paper, oil, gas).
2. Oxygen - the gas that supports the combustion process (usually air).
3. Heat Source - sufficient temperature to initiate and sustain the combustion reaction.

If any one of these components is removed, the combustion process will stop. For example:

• Removing the fuel - burning the material until it is completely destroyed.
• Restricting oxygen - extinguishing the fire with an air-insulating coating (fire extinguishers, sand).
• Reducing the temperature - cooling with water or other cooling agents.

This model helps to understand the basic principles of extinguishing and preventing fires.

Inspectors may also ask to demonstrate the operation of these buttons. Typically, when activated, the button should trip the circuit breakers for the consumer group. The same thing will happen if you activate the limit switch on the main CO₂ valve.

Let's sum it up

In this article, I wanted to tell you in as much detail as possible about what an ETO on board is responsible for in terms of ship fire systems, as well as what actions he should take during a particular check. As you can see, the department is very large and all this needs to be kept under control.

What would you add to this article from your experience? What interesting cases have you had with fire systems on board? Write in the comments to the article!

Manuals! By the way, if you are interested in the instructions for the fire systems described in this article, I recommend our closed telegram channel Marine Engineering Manuals.

Thank you for your attention! I hope this article was useful to you.