fire prevention & control
for machinery spaces. The revised code was adopted by Resolution MSC.327(90) in May last year and will apply to ships constructed on or after 1 January 2014. WTS offers a variety of fire-fighting product options. Its Unitor HiFoam System is a high-expansion foam that consists of synthetic foam concentrate, water and air, which it describes as highly effective for machinery space and cargo applications. It uses less air ducting and fans than traditional systems to create the air/foam mix, which is non-toxic. The Unitor 1230 System is a clean agent system that uses
Novec 1230 fluid and is designed as a total flooding system for machinery spaces, pump rooms and compressor rooms where space is a premium. It can also be used on car decks. It is said to have the largest nozzle coverage designed specifically for the marine industry, with a unique nozzle discharge pattern. Unitor 1230 clean agent can be specified when a ship is upgrading from Halon (prohibited due to its ozone-depleting
capabilities) to CO2 in machinery spaces or when local fire- fighting systems require rebuilding or when upgrading accommodation and galley areas. In November 2012, WTS acquired Novenco Fire Fighting in a move that strengthened its portfolio of marine and offshore fire-fighting products and services with a water mist-based technology for machinery spaces, galley ducts, accommodation and balcony areas. Its performance is witness-tested an independent test facility to a set of rules laid out by the IMO. “The strongest argument for use of a water mist system is it can be offered as a solution for total flooding in machinery spaces, local application fire-fighting and for protecting accommodation areas and galleys, including ducts,” said Mr Dicker. “This means that one system can be supplied for protection of a number of areas.”
Markku Miinala, business manager for marine and offshore at Finland’s Marioff Corp, concurred that cruise and ferry vessel owners are becoming more interested in the benefits of
using high-pressure water mist systems, particularly in engine
rooms where CO2 is typically used. Marioff’s Hi-Fog high-pressure water mist fire protection system delivers very small droplets of water through patented sprinkler or spray heads. The mist vaporises quickly to absorb heat and displace oxygen. It also helps prevent the spread
or re-ignition of fires, the company says. “If you have a CO2 gas system, you need to evacuate the engineroom and shut down the ventilation before you can release the system,” said Mr Miinala. “But when you have a high-pressure water mist system, you can release it immediately into the space just seconds after the threat is identified. The damage is usually very minimal and there is no harm to people. The economical benefit of high-pressure water mist in the case of fire is clear.” High-pressure water mist systems use less water and have smaller, lightweight piping than other water-based fire suppression systems. They are also said to be safer, as any extra water on a cruise ship or ferry deck can hamper the stability of the vessel. One recent high-profile ferry reference for Marioff came
in January when Viking Line’s 2,800-passenger, 57,700gt Viking Grace was delivered. It took a Hi-Fog system to sea, which complies with the IMO’s Safe Return to Port rule that defines safety parameters for ships to ensure they can return to port without evacuating passengers. “It’s a perfect example of using only a high-pressure water mist system to protect the spaces on board and [showing] how it can be used as a centralised integrated system for the whole vessel,” said Mr Miinala. Marioff continues to advance its technology. “We utilise
our experiences from over 1,200 sailing Hi-Fog systems in our product development, keeping the main goal clearly in our minds; to supply high-quality systems that the shipowner can rely on,” Mr Miinala said. “It’s not just about passing the fire tests, you also need to ensure that your system is up and running at all times, even if it’s not needed for 15 years, so that in the event of a fire, it’s ready to go.” New IMO requirements for water-based fire protection systems on roro car decks have come as a result of important fire testing carried out by SP Technical Research Institute of Sweden.
Revised installation guidelines and fire test procedures
were adopted by the IMO and published as MSC.1/Circ.1430, released in May 2012, setting a new standard for the design and installation of fixed fire-fighting systems for roro cargo spaces. The guidelines are based on SP’s IMPRO Project (Improved Water-Based Fire Suppression and Drainage Systems for Roro Vehicle Decks), finalised in 2010. Previous projects looked at the issue as early as the mid-
A SAM Electronics Nacos integrated navigation system aboard Celebrity Cruises’ Celebrity Solstice
1990s when the Swedish Maritime Administration voiced concerns about fire suppression requirements not being sufficient for modern-day vessels. The previous requirements were approved by the IMO in 1967, although the IMO revised sprinkler requirements for accommodation areas after the 1990 fire aboard the Scandinavian Star that killed 158 passengers. The IMPRO project set out to perform small and large-
Marioff’s HI-FOG system uses sprinklers to deliver water droplets that absorb heat and displace oxygen
50 I Passenger Ship Technology I 2nd Quarter 2013
scale fire testing to determine how best to improve sprinkler and water spray systems. The project’s research and fire testing focused on cargo on a freight truck trailer but it applies to all manner of roro vessels. Researchers also studied sprinkler installation standard recommendations for onshore applications similar to roro decks, such as parking garages. “The fire hazards and combustible loadings on roro decks have changed a lot since 1967,” said SP’s fire protection
www.passengership.info
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