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RINA in association with HM FIRE SERVICE INSPECTORATE FIRE AT SEA at the Church House Conference Centre Westminster, London 20 & 21 November 1997 1. FIRE - THE NEXT SAFETY ISSUE 2. A SYSTEMIC APPROACH TO FIRE SAFETY
OFFSHORE 3. FIRE RISK ANALYSIS ON CRUISE SHIPS
APPLICATION TO AN ACCOMMODATION ZONE by A Tonelli and G Guassardo, Research and
Development Department, INVESTIGATION & ANALYSIS 4. SCIENTIFIC
INVESTIGATION OF MARINE SHIPPING FIRES AND EXPLOSIONS 5. FIRE RESISTANT ENGINE ROOM FIREFIGHTING TECHNOLOGY 6. ADVANCES IN EARLY
WARNING FIRE DETECTION AND FIRE MANAGEMENT SYSTEMS 7. MARINE FIRE FIGHTING SYSTEMS
FOR THE NEXT CENTURY 8. FIRE IN WARSHIPS -
KEEPING WARSHIPS FIGHTING FIT 9. UTILISATION OF SHAPE
MEMORY ALLOYS IN FIRE-SAFE VALVE ACTUATORS AND FIRE DOOR CLOSURE SYSTEMS 10. ESCAPE ROUTE PROTECTION
NOZZLES FOR SEAGOING VESSELS FIREFIGHTING 11. HMP THE WEARE "THE PRISON SHIP" 12. THE CHANNEL TUNNEL, FIRE SAFETY 13. "FIRE! AYE-READY" 14. PROBLEMS ASSOCIATED WITH
OFF-SHORE FIREFIGHTING ON A FOREIGN REGISTERED VESSEL MATERIALS & REGULATORY REQUIREMENTS 15. REGULATORY REQUIREMENTS -
DO THESE ADEQUATELY REFLECT ACTUAL FIRE EXPERIENCE? 16. MEETING THE FIRE
REQUIREMENTS OF THE IMO HIGH SPEED CRAFT CODE WITH COMPOSITE MATERIALS 17. FIRE PROTECTION OF COMPOSITE
VESSELS: FIRE PROTECTION AND STRUCTURAL INTEGRITY - AN INTEGRATED APPROACH EVACUATION 18. SMOKE AND HUMAN BEHAVIOUR - A
LETHAL COMBINATION! 19. HUMAN MOBILITY DATA FOR MOVEMENT ON
SHIPS by L L Koss, A Moore and B Porteous, Australian Maritime Engineering CRC,
Melbourne Research Centre, Department of Mechanical Engineering, G.H. Fuller CEng. FRINA F1MarE FRSA RCNC SUMMARY For most of recorded maritime history, fire has been a major cause of loss of warships and commercial ships of all sizes in peace time as well as in war. Fire is perhaps second only to shipwreck in Its many forms. The last two decades have seen the losses of commercial ships being dominated by the loss of watertight integrity with the not always successful escape, evacuation and rescue of passengers and crew as the vessel sank. Only two cases of fire in ships have caught the attention of the media, the liner ACHILLE LAURO and the Ro-Ro ferry SCANDINAVIAN STAR. Even these two incidents only held the headlines for a few days. However, there must be very many minor fires which are extinguished with no permanent damage. Offshore structures have had an equally good record apart from the PIPER ALPHA, which was both very large and resulted in a very deep inquiry which totally explored the whole question of fire in offshore structures. However, only some of the findings are relevant to ships other than mobile floating production platforms. Warships, on the other hand, especially in the Falklands campaign and the collision of the USS KENNEDY and BELKNAP, have been involved in very major fires with many significant lessons learnt in addition to the regular peacetime incidents in the Royal Navy of about one hundred a year, all but about 2% being very minor. These last two decades have seen not only huge changes in the choice of materials and fire fighting methods ashore but equally vast changes in ' the range of materials for ship structures and outfit as well as design concepts. To these changes must be added the new cruise liners and both high speed and conventional ferries all with massive passenger capacity on very short voyages. Although the International Maritime Organisation (IMO) is consolidating rules and
regulations and the many and various methods of evaluating materials and Defence
Departments have been engaged in similar exercises, ft must be asked "has the
maritime sector from concept design to disposal been able to keep up-to-date with fire
risks - what are the questions and where are the answers?'. A SYSTEMIC APPROACH TO FIRE SAFETY OFFSHORE J Santos Reyes, Alan N Beard and PJ Clark SUMMARY Fire is probably one of the greatest hazards that can be encountered on an offshore
platform. This is clearly seen in disasters such as the Piper Alpha disaster in July
1988. Fire Safety management on offshore platforms has been the subject of
increasing interest since the publication of the Cullen report into the Piper Alpha fire.
In order to be able to achieve and maintain an acceptable level of fire risk ft is
desirable to consider the system as a 'dynamic whole'. Very often, risk due to fire
is analysed by isolating 'parts' that may produce fire. However, fire risk in a
given situation cannot exist in complete isolation, but would be a result of an
interaction of a number of 'parts'. Given this, a systemic approach to fire safety
for an offshore platform is being pursued. This article gives an account of the
work. FIRE RISK ANALYSIS ON CRUISE SHIPS A Tonelli and G Guassardo SUMMARY This paper provides an outlook on Fire Risk Analysis, on both its applicability to passenger ships and work needed to reach practical application. The example performed summarises the basic assumptions, the models and the calculation procedures employed to analyse a possible fire scenario in an accommodation zone. The aim of the calculation was basically to outline a methodology for studying the fire scenarios in a typical ship cabin, by using the currently available data: in particular, the specific fire load (i.e., the fire load per unit area), the bulkhead class (obtained through the standard fire test) and the sprinkler performance (according to SOLAS). Actually, an accurate simulation has to deal with many variables (mostly characterised by significant uncertainties) and events in competition; therefore, even the simulation of the fire of a single upholstered chair requires a procedure of correction of the Heat Release Rate to obtain meaningful results. Initially, since h was not possible to find out enough literature data to obtain an overall realistic HRR curve for a fire in a cruise ship cabin, the fire of a single object was simulated and, on the basis of the results, considerations were made in terms of potential Full Room Involvement and of smoke propagation in the zone. Successively, the most relevant scenario was selected to quantify more realistically
the consequences in terms of probability to evacuate the zone without harm for the people.
SCIENTIFIC INVESTIGATION OF MARINE SHIPPING FIRES AND EXPLOSIONS C. D. Foster BSc, PhD, C.Chem, M.R.S.C., M.Inst Pet, F.I. FireE. SUMMARY The formal scientific investigation into the cause and circumstances of marine shipping fires and explosions provides essential information upon which legislation, design criteria and safety management principles can be developed to avoid a recurrence. In this paper, a suggested method of in-depth investigation to be adopted in respect of engine room, accommodation and cargo fire/explosion incidents is described. Factors affecting the ease of ignition of solid, liquid and gaseous fuels, and of fire spread/development in various situations are discussed. Examples of fire and explosion incidents will be given which illustrate the importance
of good design, good shipboard practice/maintenance and safety awareness training in
minimising the risk of fire and fire spread. FIRE RESISTANT ENGINE ROOM Fire safety must not be based entirely on faultless action and high alertness of ship's crew. Engine rooms must be designed and constructed so that ordinary human behaviour is sufficient. Research project Fire resistant engine room brought some new aspects to the traditional
approach on fire safety. Analysis of fires showed many possibilities for improvement
which can be obtained without significant cost increase. Engine room fires have
ignited and escaped all control in exceptional conditions that have not originally been
foreseen. This fact leads to a proposed program with additional recommendations. ADVANCES IN EARLY WARNING FIRE DETECTION AND F.1RE MANAGEMENT SYSTEMS B S Roddcks SUMMARY Over the last few years there has been a focus on graphical user interfaces as being the way forward for Early Warning Fire Detection. The advances in detector technology which can dramatically improve early detection are examined. This includes flame detection, Carbon Monoxide and very early warning smoke detection. ft proposes more widespread use of optical and carbon monoxide detection and stresses
the advantages of flame detection in Machinery Spaces and on open Decks. MARINE FIRE F1GHTING SYSTEMS FOR THE NEXT CENTURY Gdran Fredriksson and Knut Fraekeland SUMMARY The research and development of new shipboard fire extinguishing agents and systems has been dramatically intensified after the Montreal Protocol put a stop to the production of Halons and after the IMO ban on the installation of new Halon systems onboard. Several incidents in the last few years have highlighted the need for new research programs on marine fire fighting systems and a re-thinking of the safety philosophy approach. These programs will also have to be followed up and supported by adoptions of regulations and guidelines from the responsible authorities. This paper discusses the marine use of new fire extinguishing agents in gaseous or
dispersed particles form as well as the new application techniques developed for water fog
and other water based systems and the influence this will have on the installation on
board. FIRE IN WARSHIPS - KEEPING WARSHIPS FIGHTING FIT John L. Evans and David M. Boughen SUMMARY 'A little fire quickly trodden out, which being suffered, rivers cannot quench' from Shakespeare Henry VI Act 3 is a statement particularly relevant to the task of keeping warships fighting fit. By it's very nature the role of a warship is hazardous and therefore in addition to dealing with outbreaks of fire resulting from normal seagoing operations the fire fighting equipment provided must be capable of dealing with fire resulting from missile, shell or torpedo hits sustained in action. This paper looks at the fire hazards encountered on a warship and the ways in which
they are currently dealt with. It also looks at new technology which includes new
extinguishing gases developed to replace both Halon 1211 and 1301 since the production ban
imposed under the 1987 Montreal Protocol on substances which damage the ozone layer.
Advances in foam spray technology resulting in the development of risk specific
systems are also dealt with. UTILISATION OF SHAPE
MEMORY ALLOYS IN FIRE-SAFE VALVE Dracos Vassalos* & Monica Preciado'* SUMMARY Shape Memory Alloys (SMA) belong to the class of "smart' materials, deriving this
name from the fact that they regain their original 'memorised' shape when subjected to
heating above a certain temperature. During this process, SMAs will undergo a change
in their mechanical properties (e.g., change in Young's modulus and shear modulus) as well
as a change in their electric resistivity. Such properties make them ideal
candidates for a number of potential applications, notably in enhancing fire safety.
This paper considers two such applications in-depth. Following a review of
smart materials technology and application to marine and related industries, the results
of a technical feasibility study are presented considering the utilisation of SMAs on
fire-safe valve actuators and fire door closure systems, covering from conceptual to
detailed design. Based the research undertaken, recommendations are put forward
aimed at realising the high potential of SMAs in marine technology applications. ESCAPE ROUTE PROTECTION NOZZLES FOR SEAGOING VESSELS John Haisley SUMMARY This paper describes the development of a dualflow water spray nozzle system to create a safer escape route aboard seagoing vessels and structures. Smoke, heat and toxic vapours are but a few of the many hazards created by a fire incident which, d they invade the escape route, can create an impassable situation. The paper explains the development of the nozzle, from the initial design criteria
requiring the resolution of the problems created in delivering the water discharges needed
to combat the differing hazards, through to a successful conclusion in the shape of a
fixed maintenance free system which can be installed to maximise safety. HMP THE WEARE "THE PRISON SHIP" R.M. Greet, Assistant Chief Fire Officer, Thursday, 13 March 1997 saw the arrival of the cargo barge "GIANT 4" when she
delivered to the Port of Portland the barge "RESOLUTION" from the United States.
The barge, which was renamed Her Majesty's Prison The WEARE, was to become the
first prison ship in the UK for nearly 1 00 years. This move by the Prison Service
had attracted a great deal of local, national and international media interest being
almost universally reported as a retrograde step of the penal system. This article
focuses on the involvement Dorset Fire and Rescue Service have had with this unusual
vessel. THE CHANNEL TUNNEL, FIRE SAFETY Jeremy Beech CBE OFSM SBSTJ FIFireE SUMMARY This paper is about the Channel Tunnel, Its design, construction and operation.
It outlines briefly the regulatory framework which surrounds the project and
through which the design was developed. It describes some of the problems of
construction, from a fire point of view, describes the layout of the tunnel complex and
terminals, the nature of the ventilation system and the design of the rolling stock.
The paper discusses safety arrangements, the management of emergencies and the
recent fire. It also discusses the matter of society and state in relation to our
perception of safety on board ship, and beneath the Channel. Malcolm Eastwood 0StJ QFSM FIFireE SUMMARY This paper focuses on the arrangements that have to be made by local Authority Fire Services, within the United Kingdom, in order that they can fulfil their statutory duties with regard to operations involving marine incidents. It is recognised that the Fire Service requires the help and assistance of others in order to function effectively at such incidents. Conversely, other participating agencies are aware of the vast experience and expertise that the Fire Service can offer, whether at the planning stage or ultimately at the scene of an incident. From the initial stages, (planning), to the end of a successful operation many steps have to be taken; this paper attempts to describe these in a logical fashion, although some critics may prefer their own order. The Fire Service is, on occasions, presented with varied and often difficult problems. Marine incidents can provide us with all our worst nightmares in one incident with fires, explosions, leakages, spillages and people unaccounted for; thankfully, for all concerned, this kind of scenario rarely happens. However, when ft does the Firefighter has to take into account many factors from the type of the vessel, where ft is, what it is carrying, whether the cargo is dangerous, how do they get on board, etc. The list is not endless - the examples quoted are only a few of the aspects to consider at each incident. To manage and cope with such incidents Fire Services and their personnel need a good knowledge of shipping. In order to get this they must train, familiarise themselves with their risks, pre-plan and liaise with other agencies. Each situation that a Firefighter attends is unique as the same phenomenon rarely
repeats Itself. Therefore, firefighting personnel gain new experiences and learning
points from each incident attended. Wherever possible, this information is
documented and any relevant, new aspects that have been determined from the experience are
communicated through training both locally and, where relevant, nationally. PROBLEMS ASSOCIATED WITH
OFF-SHORE FIREFIGHTING Kenneth Martin SUMMARY A fire aboard a vessel associated with the Kiondyker fleet around Shetland in 1993 tested the newly formed off-shore response teams of the Highland and Islands Fire Brigade. The paper recounts the brief history of the Kiondyker fleet and describes the problems encountered during subsequent firefighting operation which lasted for seven days. For the purposes of this paper the considerable problems that are associated with any protracted Incident on an Island group such as staff transport, feeding and sleeping arrangements have not been included. The incident highlighted a number of operational problems and led to a modification of
the Brigades strategy and tactics regarding off-shore firefighting. REGULATORY REQUIREMENTS -
DO THESE ADEQUATELY REFLECT ACTUAL FIRE EXPERIENCE? Using information of reported fires and explosions on ships, from 1982 until the end of
1996, entered into Lloyd's Register's (LR) Casualty Database, the relationship between
actual fires and the measures prescribed in the standards for fire protection, detection,
and extinction have been examined. The data is limited to LR's classed fleet.
Nevertheless, because of its size it is considered to provide a reasonable
representation of the world fleet and, therefore, may be extended to other vessels.
Any extrapolation of the data should take into account the vessels' unique
features, such as, layout, service, materials and construction. By comparing Rule
requirements with the incidence of reported fires, with respect to whether the ship was at
sea or in port, the location of the fire, source and contributory factors, the
extinguishing medium used, and finally the severity of the fire, it has been possible to
concluded that the various Rule and Regulation requirements do address the most frequently
reported occurrences of marine fires. However, this should not be a signal for
complacency. It is not intended to be an unqualified endorsement of marine fire
regulations. Reference to Rules or Regulations or both may be read as meaning either
LR classification, administration, of international requirements, unless it is
specifically stated which requirements are being discussed. The limits of the
investigation are acknowledged, in so far as the majority of the ships in the database
are, Safety of Life at Sea (SOLAS) 1974 Convention type ships (Ref. 1), although not
exclusively. Also, the data was extracted from reports compiled by non-fire
specialists. Therefore, a degree of caution was exercised when arriving at the
conclusions expressed in the paper. Additionally, the validity of the conclusions
may be challenged when extending those conclusions to other vessel types. However,
the data and the statistical analysis show clearly those areas most exposed to one of the
most feared hazards at sea, namely fire. MEETING THE FIRE
REQUIREMENTS OF THE IMO HIGH Euring Anthony Marchant SUMMARY The introduction of the IMO High Speed Craft Code in 1996, has imposed requirements on
combustible materials which are stringent and difficult to meet for many of the normal
fibre reinforced polymers (FRP or composites). A programme of work, partly funded by
the UK DTI, has investigated the fire performance characteristics of many composite
materials which led to establishing particular constructions which conform to the criteria
required for fire restrictive materials as defined in the Code. FIRE PROTECTION OF COMPOSITE
VESSELS: Biom Hoyning and Jon Taby SUMMARY The International Maritime Organisation (IMO) Code of Safety for High Speed Craft (HSCode) has introduced very strict requirements for the passive fire safety for vessels made of composite materials. It is shown that requirements in many cases are much stricter than for a vessel in conventional materials. It is a common understanding that extra weight and cost introduced to achieve the required level of fire protection for composite vessels will minimise the advantage to aluminium construction. This paper summarises the IMO-requirements related to fire reaction and fire resistance for a composite vessel, and compares this with requirements for traditional ships. This paper also discusses the relation between different structural materials and
structural integrity during a fire. A number of different solutions have been
verified trough testing, and some of these principles and designs are outlined. ft is
shown that composite structures can meet the new requirements with little or no extra
weight or cost, and that the total weight benefit over steel and aluminium can be
maintained. SMOKE AND HUMAN BEHAVIOUR - A LETHAL COMBINATIONION John Abell, Senior Lecturer SUMMARY Disasters of varying dimensions have occurred since the beginning of time. It is perhaps mainly over the last 20 years that any research has been put into people's reactions when confronted by a major emergency. The word "panic' screams at us from the front of newspapers inferring that the blame fails onto people attempting to escape often in very difficult circumstances. Disasters take on various forms but in enclosed areas the main problem is invariably smoke which leads to disorientation, collapse, unconsciousness and death. Smoke extraction systems and pressurisation of escape routes have been fundamental in large buildings for many years but only recently has it been incorporated into the design of some passenger vessels. The message must be, as long as people are trapped, smoke must be extracted from that
space until rescue or escape is effected. HUMAN MOBILITY DATA FOR MOVEMENT ON SHIPS Leonard L Koss - Associate Professor, SUMMARY This paper details experimental data on ambulatory speeds of people for different
scenarios which may exist aboard a ship in distress. Average speeds are given for
corridors in pitch and heel, for climbing of ladders and for walking of crowds. |