What fixed fire extinguishing systems are used on ships?

Fire extinguishing systems on ships include:

●water fire extinguishing systems;

●foam extinguishing systems of low and medium expansion;

● volumetric extinguishing systems;

●powder extinguishing systems;

●systems of steam extinguishing;

●aerosol extinguishing systems;

Ship spaces, depending on their purpose and the degree of fire hazard, must be equipped with various fire extinguishing systems. The table shows the requirements of the Rules of the Register of the Russian Federation for the equipment of premises with fire extinguishing systems.

Stationary water fire extinguishing systems include systems using water as the main fire extinguishing agent:

• fire water system;
• water spray and irrigation systems;
• flooding system of individual premises;
• sprinkler system;
• deluge system;
• water mist or water mist system.

The stationary volumetric extinguishing systems include the following systems:

• carbon dioxide extinguishing system;
• nitrogen extinguishing system;
• liquid extinguishing system (on freons);
• volumetric foam extinguishing system;

In addition to fire extinguishing systems, fire warning systems are used on ships, such systems include an inert gas system.

What are the design features of a water fire fighting system?

The system is installed on all types of ships and is the main one for both fire extinguishing and the water supply system for ensuring the operation of other fire extinguishing systems, general ship systems, washing tanks, cisterns, decks, washing anchor chains and fairleads.

The main advantages of the system:

Unlimited sea water supplies;

Cheapness of fire extinguishing agent;

High fire extinguishing ability of water;

High survivability of modern air defense forces.

The system includes the following main elements:

1. Receiving kingstones in the underwater part of the vessel for receiving water in any operating conditions, incl. roll, trim, side and pitching.

2. Filters (mud boxes) to protect the pipelines and pumps of the system from clogging them with debris and other waste.

3. A non-return valve that does not allow the system to be emptied when the fire pumps stop.

4. The main fire pumps with electric or diesel drives for supplying sea water to the fire main to fire hydrants, fire monitors and other consumers.

5. An emergency fire pump with an independent drive for supplying sea water in case of failure of the main fire pumps with its own kingston, clink valve, safety valve and control device.

6. Manometers and manometers.

7. Fire cocks (terminal valves) located throughout the vessel.

8. Fire main valves (shut-off, non-return-shut-off, secant, shut-off).

9. Pipelines of the fire main.

10. Technical documentation and spare parts.

Fire pumps are divided into 3 types:

1. main fire pumps installed in machinery spaces;

2. emergency fire pump located outside the machinery spaces;

3. pumps allowed as fire pumps (sanitary, ballast, drainage, general use, if they are not used for pumping oil) on cargo ships.

The emergency fire pump (APZHN), its kingston, the receiving branch of the pipeline, the discharge pipeline and shut-off valves are located outside the machine visit. The emergency fire pump must be a stationary pump driven independently by an energy source, i.e. its electric motor must also be powered by an emergency diesel generator.

Fire pumps can be started and stopped both from local posts at the pumps, and remotely from the navigation bridge and the central control room.

What are the requirements for fire pumps?

Vessels are provided with independently driven fire pumps as follows:

●Passenger ships of 4,000 gross tonnage and above must have - at least three, less than 4,000 - at least two.

●cargo ships of 1,000 gross tonnage and above - at least two, less than 1,000 - at least two power-driven pumps, one of which is independently driven.

The minimum water pressure in all fire hydrants during the operation of two fire pumps should be:

● for passenger ships with gross tonnage of 4000 and over 0.40 N/mm, less than 4000 – 0.30 N/mm;

● for cargo ships with gross tonnage of 6000 and more - 0.27 N/mm, less than 6000 - 0.25 N/mm.

The flow of each fire pump must be at least 25 m/h, and the total water supply on a cargo ship must not exceed 180 m/h.

Pumps are located in different compartments, if this is not possible, then an emergency fire pump with its own power source and a kingston located outside the room where the main fire pumps are located should be provided.

The output of the emergency fire pump must be at least 40% of the total output of the fire pumps, and in any case not less than the following:

● on passenger ships with a capacity of less than 1,000 and on cargo ships of 2,000 and more – 25 m/h; and

● on cargo ships of less than 2000 gross tonnage – 15 m/h.

Schematic diagram of a water fire system on a tanker

1 - kingston highway; 2 - fire pump; 3 - filter; 4 - kingston;

5 - pipeline for supplying water to fire hydrants located in the aft superstructure; 6 - pipeline for supplying water to the foam fire extinguishing system;

7 - double fire hydrants on the poop deck; 8 - deck fire main; 9 - shut-off valve for shutting off the damaged section of the fire main; 10 - double fire hydrants on the forecastle deck; 11 - non-return shut-off valve; 12 - manometer; 13 - emergency fire pump; 14 - gate valve.

The scheme of building the system is linear, it is powered by two main fire pumps (2) located in the MO and an emergency fire pump (13) APZhN on the tank. At the inlet, the fire pumps are equipped with a kingston (4), a travel filter (mud box) (3) and a clink valve (14). A non-return shut-off valve is installed behind the pump to prevent water from draining from the line when the pump stops. A fire valve is installed behind each pump.

There are branches (5 and 6) from the main line through the clink valves to the superstructure, from which fire hydrants and other outboard water consumers are powered.

The fire main is laid on the cargo deck, has branches every 20 meters to twin fire hydrants (7). On the main pipeline, secant fire lines are installed every 30-40 m.

According to the Rules of the Maritime Register, portable fire nozzles with a spray diameter of 13 mm are mainly installed in interior spaces, and 16 or 19 mm on open decks. Therefore, fire hydrants (hydrates) are installed with D y 50 and 71 mm, respectively.

On the deck of the forecastle and poop before the wheelhouse, twin fire hydrants (10 and 7) are installed onboard.

When the ship is in port, the fire water system can be powered from the international shore connection using fire hoses.

How are water spray and irrigation systems arranged?

The water spray system in special category spaces, as well as in machinery spaces of category A of other ships and pump rooms, must be powered by an independent pump, which automatically switches on when the pressure in the system drops, from the fire main.

In other protected premises, the system can be powered only from the fire main.

In special category spaces, as well as in machinery spaces of category A of other ships and pumping spaces, the water spray system must be constantly filled with water and pressurized up to the distribution valves on the pipelines.

Filters must be installed on the suction pipe of the pump that feeds the system and on the connecting pipeline to the fire main, which excludes clogging of the system and sprayers.

Distribution valves should be located in easily accessible places outside the protected area.

In protected premises with permanent residence of people, remote control of distributing valves from these premises shall be provided.

Water spray system in the engine room

1 - roller drive bushing; 2 - drive shaft; 3 - drain valve of the impulse pipeline; 4 - pipeline of the upper water spray; 5 - impulse pipeline; 6 - quick-acting valve; 7 - fire main; 8 - lower water spray pipeline; 9 - spray nozzle; 10 - drain valve.

Sprayers in the protected premises should be placed in the following places:

1. under the ceiling of the room;

2. in the mines of category A machinery spaces;

3. over equipment and mechanisms, the operation of which is associated with the use of liquid fuel or other flammable liquids;

4. over surfaces where liquid fuels or flammable liquids can spread;

5. over stacks of bags of fishmeal.

Sprayers in the protected space should be located in such a way that the coverage area of ​​any sprayer overlaps the coverage areas of adjacent sprayers.

The pump may be driven by an independent internal combustion engine located so that a fire in the protected space does not affect the air supply to it.

This system allows you to extinguish a fire in the MO under the slats with lower water sprays or at the same time upper water sprays.

How does a sprinkler system work?

Passenger ships and cargo ships are equipped with such systems according to the IIC protection method for signaling a fire and automatic fire extinguishing in protected spaces in the temperature range from 68 0 to 79 0 С, in dryers at a temperature exceeding the maximum temperature in the Ceiling Area of ​​no more than 30 0 C and in saunas up to 140 0 C inclusive.

The system is automatic: when the temperature limit is reached in the protected premises, depending on the area of ​​the fire, one or more sprinklers (water spray) are automatically opened, fresh water is supplied through it to extinguish, when its supply runs out, the fire will be extinguished by outboard water without the intervention of the ship's crew.

General layout of the sprinkler system

1 - sprinklers; 2 - water line; 3 - distribution station;

4 - sprinkler pump; 5 - pneumatic tank.

Schematic diagram of the sprinkler system

The system consists of the following elements:

Sprinklers grouped in separate sections not more than 200 in each;

Main and section control and signal devices (KSU);

Fresh water block;

Outboard water block;

Panels of visual and sound signals about the operation of sprinklers;

sprinklers - these are closed-type sprayers, inside of which are located:

1) sensitive element - a glass flask with a volatile liquid (ether, alcohol, gallon) or a fusible lock made of Wood's alloy (insert);

2) a valve and a diaphragm that close the hole in the atomizer for water supply;

3) socket (distributor) for creating a water torch.

Sprinklers must:

Work when the temperature rises to the specified values;

Resistant to corrosion when exposed to sea air;

Installed in the upper part of the room and placed so as to supply water to the nominal area with an intensity of at least 5 l / m 2 per minute.

Sprinklers in residential and service premises should operate in the temperature range of 68 - 79 ° C, with the exception of sprinklers in drying rooms and galleys, where the response temperature can be increased to a level exceeding the temperature at the ceiling by no more than 30 ° C.

Control and signal devices (KSU ) are installed on the supply pipeline of each section of sprinklers outside the protected premises and perform the following functions:

1) give an alarm when the sprinklers open;

2) open water supply routes from water supplies to operating sprinklers;

3) provide the ability to check the pressure in the system and its performance using a trial (bleed) valve and control pressure gauges.

Fresh water block maintains pressure in the system from the pressure tank to the sprinklers in the standby mode when the sprinklers are closed, as well as supplying the sprinklers with fresh water during the start of the sprinkler pump of the sea water unit.

The block includes:

1) Pressurized pneumohydraulic tank (NPHC) with a water gauge glass, with a capacity for two water supplies, equal to two outputs of the sprinkler pump of the outboard water unit in 1 minute for simultaneous irrigation of an area of ​​at least 280 m 2 at an intensity of at least 5 l / m 2 per minute.

2) Means to prevent sea water from entering the tank.

3) Means for supplying compressed air to the NPHC and maintaining such an air pressure in it that, after exhausting the constant supply of fresh water in the tank, would provide a pressure not lower than the operating pressure of the sprinkler (0.15 MPa) plus the pressure of the water column measured from the bottom tank to the highest sprinkler in the system (compressor, pressure reducing valve, compressed air cylinder, safety valve, etc.).

4) Sprinkler pump for fresh water replenishment, activated automatically when the pressure in the system drops, before the constant supply of fresh water in the pressure tank is completely used up.

5) Pipelines made of galvanized steel pipes located under the ceiling of the protected premises.

sea ​​water block supplies outboard water to the sprinklers that have opened after the operation of the sensitive elements to irrigate the premises with a spray jet and extinguish the fire.

The block includes:

1) Independent sprinkler pump with pressure gauge and piping system for continuous automatic supply of sea water to the sprinklers.

2) Trial valve on the discharge side of the pump with a short outlet pipe having an open end to allow water to pass through the pump capacity plus water column pressure measured from the bottom of the NGCC to the highest sprinkler.

3) Kingston for independent pump.

4) Filter for cleaning outboard water from debris and other objects in front of the pump.

5) Pressure switch.

6) Pump start relay, which automatically turns on the pump when the pressure in the sprinkler supply system drops before the continuous supply of fresh water in the NPHC is completely used up.

Panels of visual and sound signals Sprinkler alarms are installed on the navigation bridge or in the central control room with constant watch, and in addition, visual and audible signals from the panel are output to another location to ensure that the fire alarm is immediately accepted by the crew.

The system must be filled with water, but small outdoor areas may not be filled with water if this is a necessary precaution in freezing temperatures.

Any such system must always be ready for immediate operation and be activated without any intervention from the crew.

How is the drencher system arranged?

It is used to protect large areas of decks from fire.

Scheme of the deluge system on a RO-RO vessel

1 - spray head (drenchers); 2 - highway; 3 - distribution station; 4 - fire or deluge pump.

The system is not automatic, it irrigates large areas at the same time from drenchers at the choice of the team, uses outboard water to extinguish, so it is in an empty state. Drenchers (water sprayers) have a design similar to sprinklers but without a sensitive element. It is fed with water from a fire pump or a separate deluge pump.

How is the foam extinguishing system arranged?

The first fire extinguishing system with air-mechanical foam was installed on the Soviet tanker "Absheron" with a deadweight of 13200 tons, built in 1952 in Copenhagen. On the open deck, for each protected compartment, the following was installed: a stationary air-foam barrel (foam monitor or fire monitor) of low expansion, a deck main (pipeline) for supplying a foam concentrate solution. A branch equipped with a remotely controlled valve was connected to each trunk of the deck highway. The foaming agent solution was prepared in 2 foam extinguishing stations fore and aft and was fed into the deck main. Fire hydrants were installed on the open deck to supply the software solution through foam hoses to portable air-foam barrels or foam generators.

foam extinguishing stations

Foam system

1 - kingston; 2 - fire pump; 3 - fire monitor; 4 - foam generators, foam barrels; 5 - highway; 6 - emergency fire pump.

3.9.7.1. Basic requirements for foam extinguishing systems. The performance of each fire monitor must be at least 50% of the design capacity of the system. The length of the foam jet should be at least 40 m. The distance between adjacent fire monitors installed along the tanker should not exceed 75% of the flight range of the foam jet from the muzzle in the absence of wind. Dual fire hydrants are evenly installed along the vessel at a distance of no more than 20 m from each other. A check valve must be installed in front of each fire monitor.

To increase the survivability of the system, secant valves are installed on the main pipeline every 30-40 meters, with which you can turn off the damaged section. To increase the survivability of the tanker in case of fire in the cargo area on the deck of the first tier of the aft deckhouse or superstructure, two fire monitors are installed on the side and dual fire cocks for supplying solution to portable foam generators or barrels.

The foam extinguishing system, in addition to the main pipeline laid along the cargo deck, has branches to the superstructure and to the MO, which end with fire foam valves (foam hydrants), from which portable air-foam barrels or more efficient portable foam generators of medium expansion can be used.

Almost all cargo ships combine two water fire extinguishing systems and a foam fire extinguishing pipeline in the cargo area by laying these two pipelines in parallel and branching from them to the fire monitor combined foam and water trunks. This significantly increases the survivability of the ship as a whole and the ability to use the most effective fire extinguishing agents, depending on the class of fire.

Stationary foam extinguishing system with main consumers

1 - fire monitor (on the VP); 2 - foaming heads (indoors); 3 - medium-expansion foam generator (at airspace and indoors);

4 - manual foam barrel; 5 - mixer

The foam extinguishing station is an integral part of the foam extinguishing system. Purpose of the station: storage and maintenance of the foaming agent (PO); replenishment of stocks and unloading of software, preparation of a foam concentrate solution; flushing the system with water.

The foam extinguishing station includes: a tank with a supply of software, an outboard (very rarely fresh water) supply pipeline, a software recirculation pipeline (software mixing in the tank), a software solution pipeline, fittings, instrumentation, and a dosing device. It is very important to maintain a constant percentage

the ratio of PO - water, because the quality and quantity of foam depends on it.

What are the steps to use the foam station?

STARTING THE FOAM STATION 1. OPEN VALVE “B” 2. START THE FIRE PUMP 3. OPEN VALVES “D” and “E” 4. START THE FOAM PUMP (BEFORE CHECKING THAT VALVE “C” IS CLOSED) 5. OPEN THE VALVE ON THE FOAM MONITOR (OR FIRE HYDRANT), AND START TO EXTINGUISHING FIRE.

EXTINGUISHING BURNING OIL 1. Never aim the foam jet directly at burning oil, because this can cause the burning oil to splatter and spread the fire 2. It is necessary to direct the foam jet in such a way that the foam mixture “flows” onto the burning oil layer by layer and covers the burning surface. This can be done using the prevailing wind direction or deck slope where possible. 3. Use one monitor and/or two foam barrels

Foaming station fire monitor

Stationary volumetric foam extinguishing systems are designed to extinguish fires in the Moscow Region and other specially equipped premises by supplying high and medium expansion foam into them.

What are the design features of the medium expansion foam extinguishing system?

Medium-expansion volumetric foam extinguishing uses several medium-expansion foam generators permanently installed in the upper part of the room. Foam generators are installed above the main sources of fire, often at different levels of the MO, in order to cover as much of the extinguishing area as possible. All foam generators or their groups are connected to the foam extinguishing station, which is placed outside the protected premises by pipelines of the foam concentrate solution. The principle of operation and the device of the foam extinguishing station are similar to the conventional foam extinguishing station considered earlier.

Disadvantages of the day system:

Relatively low expansion of air-mechanical foam, i.e. lower fire-extinguishing effect compared to high-expansion foam;

Greater consumption of foaming agent; compared to high expansion foam;

Failure of electrical equipment and automation elements after using the system, because the foaming agent solution is prepared in sea water (the foam becomes electrically conductive);

A sharp decrease in the foam expansion rate when hot combustion products are ejected by the foam generator (at a gas temperature of ≈130 0 С, the foam expansion ratio decreases by 2 times, at 200 0 С - by 6 times).

Positive indicators:

Simplicity of design; low metal consumption;

Use of a foam extinguishing station designed to extinguish fires on the cargo deck.

This system reliably extinguishes fires on mechanisms, engines, spilled fuel and oil on and under the floorboards, but practically does not extinguish fires and smoldering in the upper parts of bulkheads and on the ceiling, thermal insulation of pipelines and burning insulation of electrical consumers due to the relatively small layer of foam.

Scheme of the system of medium volumetric foam extinguishing

What are the design features of a volumetric fire extinguishing system with high-expansion foam?

This fire extinguishing system is much more powerful and efficient than the previous medium fire extinguishing system, because. uses more effective high-expansion foam, which has a significant fire extinguishing effect, fills the entire room with foam, displacing gases, smoke, air and vapors of combustible materials through a specially opened skylight or ventilation closures.

The foaming solution preparation station uses fresh or desalinated water, which greatly improves foaming and makes it non-conductive. To obtain high-expansion foam, a more concentrated PO solution is used than in other systems, approximately 2 times. Stationary high expansion foam generators are used to produce high expansion foam. Foam is supplied to the room either directly from the generator outlet or through special channels. The channels and the outlet from the supply cover are made of steel and must be hermetically sealed so as not to let the fire into the fire extinguishing station. The lids open automatically or manually at the same time as the foam is dispensed. Foam is supplied to MO at the platform levels in those places where there are no obstacles for the spread of foam. If there are enclosed workshops, storerooms inside the MO, then their bulkheads must be designed in such a way that foam gets into them, or separate valves must be brought to them.

Schematic diagram of obtaining a thousandfold foam

Schematic diagram of volumetric fire extinguishing with high-expansion foam

1 - Fresh water tank; 2 - Pump; 3 - Tank with foaming agent;

4 - electric fan; 5 - Switching device; 6 - Skylight; 7 - Foam supply shutters; 8 - Upper closure of the channel for the release of foam on the deck; 9 - Throttle washers;

10 - Foaming grids of the high expansion foam generator

If the area of ​​the room exceeds 400m 2 , it is recommended to introduce foam at least in 2 places located in opposite parts of the room.

To check the operation of the system, a switching device (8) is installed in the upper part of the channel, which diverts the foam outside the room onto the deck. The stock of foaming agent for replacement systems should be five times to extinguish a fire in the largest room. The performance of foam generators should be such that it fills the room with foam in 15 minutes.

High-expansion foam is obtained in generators with forced air supply to a foam-forming mesh wetted with a foam-forming solution. An axial fan is used to supply air. Centrifugal atomizers with a swirling chamber are installed to apply the foaming agent solution to the mesh. Such atomizers are simple in design and reliable in operation, they do not have moving parts. Generators GVPV-100 and GVGV-160 are equipped with one atomizer, other generators have 4 atomizers installed in front of the tops of the pyramidal foam-forming grids.

Purpose, device and types of carbon dioxide extinguishing systems?

Carbon dioxide fire extinguishing as a volumetric method began to be used in the 50s of the last century. Until that time, steam extinguishing was very widely used, tk. most of the ships were with steam turbine power plants. Carbon dioxide fire extinguishing does not require any type of ship's energy to drive the installation, i.e. she is completely autonomous.

This fire extinguishing system is designed to extinguish fires in specially equipped, i.e. protected premises (MO, pump rooms, paint pantries, pantries with flammable materials, cargo spaces mainly on dry cargo ships, cargo decks on RO-RO ships). These rooms must be airtight and equipped with pipelines with sprayers or nozzles for supplying liquid carbon dioxide. In these rooms, sound (howlers, bells) and light (“Go away! Gas!”) Warning alarms about the activation of the volumetric fire extinguishing system are installed.

System composition:

Carbon dioxide fire extinguishing station, where carbon dioxide reserves are stored;

At least two launch stations for remote actuation of the fire extinguishing station, i.e. for the release of liquid carbon dioxide into a certain room;

An annular pipeline with nozzles under the ceiling (sometimes at different levels) of the protected premises;

Sound and light signaling, warning the crew about the actuation of the system;

Elements of the automation system that turn off the ventilation in this room and block the quick-closing valves for supplying fuel to the operating main and auxiliary mechanisms for their remote shutdown (only for MO).

There are two main types of carbon dioxide fire suppression systems:

High pressure system - storage of liquefied CO 2 is carried out in cylinders at a design (filling) pressure of 125 kg / cm 2 (filling with carbon dioxide 0.675 kg / l of the cylinder volume) and 150 kg / cm 2 (filling 0.75 kg / l);

Low pressure system - the estimated amount of liquefied CO 2 is stored in the tank at an operating pressure of about 20 kg / cm 2, which is ensured by maintaining the CO 2 temperature at about minus 15 0 C. The tank is serviced by two autonomous refrigeration units to maintain a negative CO 2 temperature in the tank.

What are the design features of the high pressure carbon dioxide extinguishing system?

CO2 extinguishing station - a separate heat-insulated room with powerful forced ventilation, located outside the protected room. Double rows of cylinders with a volume of 67.5 liters are installed on special stands. The cylinders are filled with liquid carbon dioxide in the amount of 45 ± 0.5 kg.

Cylinder heads have quick-opening valves (full supply valves) and are connected by flexible hoses to the manifold. Cylinders are grouped into batteries of cylinders by a single manifold. This number of cylinders should be enough (according to calculations) to extinguish in a certain volume. In the CO 2 extinguishing station, several groups of cylinders can be grouped to extinguish fires in several rooms. When the cylinder valve is opened, the gaseous phase of CO 2 displaces liquid carbon dioxide through the siphon tube into the collector. A safety valve is installed on the collector, which bleeds carbon dioxide when the limiting pressure of CO 2 is exceeded outside the station. At the end of the collector, a shut-off valve for supplying carbon dioxide to the protected room is installed. This valve is opened both manually and with compressed air (or CO 2 or nitrogen) remotely from the starting cylinder (the main control method). Opening the valves of cylinders with CO 2 into the system is carried out:

Manually, with the help of a mechanical drive, the valves of the heads of a number of cylinders are opened (obsolete design);

With the help of a servomotor, which is able to open a large number of cylinders;

Manually by releasing CO 2 from one cylinder into the launch system of a group of cylinders;

Remotely using carbon dioxide or compressed air from the starting cylinder.

The CO 2 extinguishing station must have a device for weighing cylinders or devices for determining the level of liquid in a cylinder. Based on the level of the liquid phase of CO 2 and the ambient temperature, the weight of CO 2 can be determined from tables or graphs.

What is the purpose of the launch station?

Launch stations are installed outdoors and outside the CO 2 station. It consists of two starting cylinders, instrumentation, pipelines, fittings, limit switches. The launching stations are mounted in special lockable cabinets, the key is located next to the cabinet in a special case. When the cabinet doors are opened, the limit switches are activated, which turn off the ventilation in the protected room and supply power to the pneumatic actuator (the mechanism that opens the valve for supplying CO 2 to the room) and to the sound and light alarm. The board lights up in the room "Leave! Gas!" or flashing blue lights are lit and an audible signal is given by a howler or loud bells. When the valve of the right starting cylinder is opened, compressed air or carbon dioxide is supplied to the pneumatic valve and CO 2 is supplied to the corresponding room.

How to turn on the carbon dioxide fire suppression system for your pumpvogo and engine rooms.

2. MAKE SURE ALL PEOPLE LEAVED THE PUMP COMPARTMENT PROTECTED BY THE CO2 SYSTEM. 3. SEAL THE PUMP COMPARTMENT. 6. SYSTEM IN WORK.

1. OPEN THE START CONTROL CABINET DOOR. 2. MAKE SURE ALL PEOPLE LEAVED THE ENGINE COMPARTMENT PROTECTED BY THE CO2 SYSTEM. 3. SEAL THE ENGINE COMPARTMENT. 4. OPEN THE VALVE ON ONE OF THE LAUNCH CYLINDERS. 5. OPEN VALVE No. 1 and no. 2 6. SYSTEM IN WORK.

3.9.10.3. COMPOSITION OF THE SHIP SYSTEM.

Carbon dioxide extinguishing system

1 - valve for supplying CO 2 to the collection manifold; 2 - hose; 3 - blocking device;

4 - non-return valve; 5 - valve for supplying CO 2 to the protected room

Scheme of the CO 2 system of a separate small room

What are the design features of the low pressure carbon dioxide extinguishing system?

Low pressure system - the estimated amount of liquefied CO 2 is stored in the tank at an operating pressure of about 20 kg / cm 2, which is ensured by maintaining the CO 2 temperature at about minus 15 0 C. The tank is serviced by two autonomous refrigeration units (cooling system) to maintain a negative CO 2 temperature in the tank.

The tank and the sections of pipelines connected to it, filled with liquid carbon dioxide, have thermal insulation that prevents the pressure from rising below the setting of the safety valves for 24 hours after the refrigeration unit is de-energized at an ambient temperature of 45 0 С.

The storage tank for liquid carbon dioxide is equipped with a remote-action liquid level sensor, two liquid level control valves of 100% and 95% calculated filling. The alarm system sends light and sound signals to the control room and mechanics' cabins in the following cases:

Upon reaching the maximum and minimum (not less than 18 kg / cm 2) pressures in the tank;

When the level of CO 2 in the tank drops to the minimum allowable 95%;

In case of malfunction in refrigeration units;

When starting CO 2 .

The system is started from remote posts from carbon dioxide cylinders, similarly to the previous high-pressure system. Pneumatic valves open and carbon dioxide is supplied to the protected premises.

How is the volumetric chemical extinguishing system arranged?

In some sources, these systems are called liquid extinguishing systems (SJT), because. the principle of operation of these systems is to supply fire extinguishing liquid halon (freon or freon) to the protected premises. These liquids evaporate at low temperatures and turn into a gas that inhibits the combustion reaction, i.e. are combustion inhibitors.

The stock of freon is in the steel tanks of the fire extinguishing station, which is located outside the protected premises. In the protected (guarded) premises under the ceiling there is an annular pipeline with tangential type sprayers. Atomizers spray liquid freon and it, under the influence of relatively low temperatures in the room from 20 to 54 ° C, turns into a gas that easily mixes with the gaseous environment in the room, penetrates into the most remote parts of the room, i.e. capable of fighting the smoldering of combustible materials.

Freon is displaced from the tanks using compressed air stored in separate cylinders outside the extinguishing station and the protected area. When the valves for supplying freon to the room are opened, an audible and light warning alarm is triggered. You must leave the premises!

What is the general arrangement and principle of operation of a stationary powder fire extinguishing system?

Ships intended to carry liquefied gases in bulk must be equipped with dry chemical powder extinguishing systems to protect the cargo deck and all loading areas forward and aft of the ship. It should be possible to supply powder to any part of the cargo deck with at least two monitors and/or hand guns and sleeves.

The system is powered by an inert gas, usually nitrogen, from cylinders located near the powder storage area.

At least two independent, self-contained powder extinguishing installations should be provided. Each such installation must have its own controls, high pressure gas, piping, monitors, and hand guns/sleeves. On ships with a capacity of less than 1000 r.t., one such installation is sufficient.

The areas around the loading and unloading manifolds must be protected by a monitor, either locally or remotely controlled. If from its fixed position the monitor covers the entire area protected by it, then remote targeting is not required for it. At the rear end of the cargo area, at least one hand sleeve, gun or monitor should be provided. All arms and monitors should be capable of being actuated on the arm reel or on the monitor.

The minimum admissible supply of the monitor is 10 kg/s, and that of the hand sleeve is 3.5 kg/s.

Each container must hold enough powder to ensure delivery within 45 seconds by all monitors and hand sleeves that are connected to it.

What is the principle of working withaerosol fire extinguishing systems?

The aerosol fire extinguishing system belongs to the volumetric fire extinguishing systems. Extinguishing is based on chemical inhibition of the combustion reaction and dilution of the combustible medium with a dusty aerosol. Aerosol (dust, smoke fog) consists of the smallest particles suspended in the air, obtained by burning a special discharge of a fire-extinguishing aerosol generator. The aerosol hovers in the air for about 20 minutes and during this time affects the combustion process. It is not dangerous for a person, does not increase the pressure in the room (a person does not receive a pneumatic shock), does not damage ship equipment and electrical mechanisms that are energized.

The ignition of the fire-extinguishing aerosol generator (for igniting the charge with a squib) can be brought manually or when an electric signal is applied. When the charge burns, the aerosol escapes through the slots or windows of the generator.

These fire extinguishing systems were developed by OAO NPO Kaskad (Russia), are novelties, are fully automated, do not require large installation and maintenance costs, and are 3 times lighter than carbon dioxide systems.

System composition:

Fire extinguishing aerosol generators;

System and alarm control panel (SCHUS);

A set of sound and light alarms in a protected area;

Control unit for ventilation and fuel supply to MO engines;

Cable routes (connections).

When signs of fire are detected in the room, automatic detectors send a signal to the control panel, which gives an audible and light signal to the central control room, central control room (bridge) and to the protected room, and then supplies power to: stop ventilation, block the fuel supply to the mechanisms to stop them and to ultimately to actuate the fire-extinguishing aerosol generators. Different types of generators are used: SOT-1M, SOT-2M,

SOT-2M-KV, AGS-5M. The type of generator is selected depending on the size of the room and the burning materials. The most powerful SOT-1M protects 60 m 3 of the room. Generators are installed in places that do not prevent the spread of aerosol.

AGS-5M is operated manually and thrown indoors.

Shchus to increase survivability is powered by different power sources and batteries. ShchUS can be connected to a single computer fire extinguishing system. When the control panel fails, the generators self-start when the temperature rises to 250 0 C.

How does a water mist extinguishing system work?

The fire extinguishing properties of water can be improved by reducing the size of the water droplets. .

Water mist extinguishing systems, referred to as "water mist extinguishing systems", use smaller droplets and require less water. Compared to standard sprinkler systems, water mist extinguishing systems offer the following advantages:

● Small pipe diameter for easy installation, minimum weight, lower cost.

●Smaller pumps required.

●Minimum secondary damage associated with the use of water.

● Less impact on vessel stability.

The higher efficiency of a water system operating with small droplets is provided by the ratio of the surface area of ​​the water drop to its mass.

An increase in this ratio means (for a given volume of water) an increase in the area through which heat transfer can occur. Simply put, small water droplets absorb heat faster than large water droplets and therefore have a higher cooling effect on the fire area. However, excessively small droplets may not reach their destination, because they do not have enough mass to overcome the warm air currents generated by the fire. Water mist extinguishing systems reduce the oxygen content of the air and therefore have a suffocating effect. But even in enclosed spaces such action is limited, both because of its limited duration and because of the limited area of ​​its area. With a very small droplet size and a high heat content of the fire, which leads to the rapid formation of significant volumes of steam, the suffocating effect is more pronounced. In practice, water mist extinguishing systems provide extinguishing mainly by cooling.

Water mist extinguishing systems should be carefully designed, should provide uniform coverage of the protected area, and, when used to protect specific areas, should be located as close as possible to the relevant potential hazard area. In general, the design of such systems is the same as the design of sprinkler systems (with "wet" pipes) described earlier, except that water mist systems operate at a higher operating pressure, in the order of 40 bar, and they use specially designed heads that create drops of the required size.

Another advantage of water mist extinguishing systems is that they provide excellent protection to people, as fine water droplets reflect heat radiation and bind flue gases. As a result, firefighting and evacuation personnel can get closer to the source of the fire.

Vacuum system of centrifugal fire pump designed for pre-filling the suction line and pump with water when taking water from an open water source (reservoir). In addition, with the help of a vacuum system, it is possible to create a vacuum (vacuum) in the casing of a centrifugal fire pump to check the tightness of the fire pump.

Currently, domestic fire trucks use two types of vacuum systems. The vacuum system of the first type is based on gas-jet vacuum apparatus(GVA) with a jet type pump, and at the heart of the second type - vane vacuum pump(volumetric type).

Conclusion on the issue: On modern brands of fire trucks, various vacuum systems are used.

Gas jet vacuum systems

This vacuum system consists of the following main elements: a vacuum valve (shutter) installed on the fire pump manifold, a gas-jet vacuum apparatus installed in the exhaust tract of the fire truck engine, in front of the muffler, a GVA control mechanism, the control lever of which is located in the pump compartment, and a pipeline connecting the gas-jet vacuum apparatus and the vacuum valve (shutter). The schematic diagram of the vacuum system is shown in fig. one.

Rice. 1 Scheme of the vacuum system of a centrifugal fire pump

1 - housing of a gas-jet vacuum apparatus; 2 - damper; 3 - jet pump; 4 - pipeline; 5 - opening to the cavity of the fire pump; 6 - spring; 7 - valve; 8 - eccentric; 9 - the axis of the eccentric; 10 - eccentric handle; 11 – vacuum valve body; 12 - hole; 13 - exhaust pipe, 14 - valve seat.

The body of the gas-jet vacuum apparatus 1 has a damper 2, which changes the direction of movement of the exhaust gases of the fire engine engine either to the jet pump 3 or to the exhaust pipe 13. The jet pump 3 is connected by a pipeline 4 to the vacuum valve 11. The vacuum valve is installed on the pump and communicates with it through hole 5. Inside the body of the vacuum valve, two valves 7 are pressed against the saddles 14 by springs 6. When the handle 10 moves with the axis 9, the eccentric 8 presses the valves 7 from the saddles. The system works as follows.

In transport position (see Fig. 1 "A") flap 2 is in a horizontal position. Valves 7 are pressed against the saddles by springs 6. The exhaust gases of the engine pass through the housing 1, the exhaust pipe 13 and are released into the atmosphere through the muffler.

When water is taken from an open water source (see Fig. 1 "B"), after connecting the suction line to the pump, the lower valve is pressed down with the vacuum valve handle. In this case, the cavity of the pump through the cavity of the vacuum valve and pipeline 4 is connected to the cavity of the jet pump. The shutter 2 is moved to the vertical position. The exhaust gases will be sent to the jet pump. A vacuum will be created in the suction cavity of the pump, and the pump will be filled with water at atmospheric pressure.

The vacuum system is switched off after filling the pump with water (see Fig. 1 "B"). By moving the handle, the upper valve is pressed from the seat. In this case, the lower valve will be pressed against the seat. The suction cavity of the pump is disconnected from the atmosphere. But now pipeline 4 will be connected to the atmosphere through hole 12, and the jet pump will remove water from the vacuum valve and connecting pipelines. This is especially necessary in winter to prevent freezing of water in pipelines. Then the handle 10 and the damper 2 are placed in their original position.

Rice. 2 Vacuum valve

(see Fig. 2) is designed to connect the suction cavity of the pump with a gas-jet vacuum apparatus when taking water from open reservoirs and removing water from pipelines after filling the pump. In the valve body 6, cast iron or aluminum alloy, there are two valves 8 and 13. They are pressed by springs 14 to the saddles. When the handle 9 is “away from you”, the eccentric on the roller 11 presses the upper valve from the seat. In this position, the pump is disconnected from the jet pump. By moving the handle “towards you”, we squeeze the lower valve 13 from the seat, and the suction cavity of the pump is connected to the jet pump. With the handle upright, both valves will be pressed against their seats.

In the middle part of the housing there is a plate 2 with a hole for attaching the flange of the connecting pipeline. In the lower part there are two holes closed with eyes 1 made of organic glass. A housing of 4 light bulbs is attached to one of them. Through the peephole control the filling of the pump with water.

On modern fire trucks, in vacuum systems of fire pumps, instead of a vacuum valve (shutter), plug water taps in an ordinary design are often installed to connect (disconnect) the suction cavity of a fire pump with a jet pump.

Vacuum shutter

Gas jet vacuum apparatus designed to create a vacuum in the cavity of the fire pump and the suction line when they are pre-filled with water from an open water source. On fire trucks with gasoline engines, single-stage gas-jet vacuum apparatuses are installed, the design of one of which is shown in Fig. 3

Housing 5 (distribution chamber) is designed to distribute the flow of exhaust gases and is made of gray cast iron. Inside the distribution chamber, lugs are provided, machined to fit the saddles of the rotary damper 14. The housing has flanges for fastening to the engine exhaust tract and for fastening a vacuum jet pump. The damper 14 is made of heat-resistant alloy steel or ductile iron and is fixed to the axle 12 with the help of a lever 13. The axle of the damper 12 is assembled on graphite grease.

By means of the lever 7, the axis 12 is rotated, closing either the opening of the housing 5 or the cavity of the jet pump with a damper 14. The jet vacuum pump consists of a cast-iron or steel diffuser 1 and a steel nozzle 3. The jet vacuum pump has a flange for connecting the pipeline 9, which connects the vacuum chamber jet pump with a fire pump cavity through a vacuum valve. When the damper 14 is in the vertical position, the exhaust gases pass into the jet pump, as shown by the arrow in Fig. 3.25. Due to the rarefaction in the vacuum chamber 2, air is sucked out from the fire pump through the pipeline 9 when the vacuum valve is open. Moreover, the greater the speed of passage of the exhaust gases through the nozzle 3, the greater the vacuum created in the vacuum chamber 2, the pipeline 9, the fire pump and the suction line, if it is connected to the pump.

Therefore, in practice, when a vacuum jet pump is operating (when taking water into a fire pump or checking it for leaks), the maximum engine speed of a fire truck is set. If the shutter 14 closes the hole in the vacuum jet pump, the exhaust gases pass through the body 5 of the gas jet vacuum apparatus into the muffler and then into the atmosphere.

On fire trucks with a diesel engine in vacuum systems, two-stage gas-jet vacuum apparatuses are installed, which, in terms of design and principle of operation, resemble single-stage ones. The design of these devices is capable of providing short-term operation of the diesel engine in the event of back pressure in its exhaust tract. A two-stage gas-jet vacuum apparatus is shown in fig. 4. The vacuum jet pump of the device is flanged to the housing 1 of the distribution chamber and consists of a nozzle 8, an intermediate nozzle 3, a receiving nozzle 4, a diffuser 2, an intermediate chamber 5, a vacuum chamber 7, connected to the atmosphere through a nozzle 8, and through an intermediate nozzle - with intake nozzle and diffuser. A hole 9 is provided in the vacuum chamber 7 for connecting it with the cavity of the centrifugal fire pump.

Scheme of operation of the electro-pneumatic drive for switching on the GVA

1 - gas-jet vacuum apparatus; 2 – pneumatic cylinder of GVA drive; 3 - drive lever; 4 - EPC of inclusion of GVA; 5 – EPK of GVA shutdown; 6 - receiver; 7 - pressure limiting valve; 8 - toggle switch; 9 - atmospheric outlet.

To turn on the vacuum jet pump, it is necessary to turn the damper in the distribution chamber 1 by 90 0 . In this case, the damper will block the exit of the exhaust gases of the diesel engine through the muffler into the atmosphere. The exhaust gases enter the intermediate chamber 5 and, passing through the receiving nozzle 4, create a vacuum in the intermediate nozzle 3. Under the action of the vacuum in the intermediate nozzle 3, atmospheric air passes through the nozzle 8 and increases the vacuum in the vacuum chamber 7. This design of the gas-jet vacuum apparatus makes it possible to effectively operate the jet pump even at low pressure (velocity) of the exhaust gas flow.

Many modern fire trucks use an electro-pneumatic GVA drive system, the composition, design, principle of operation and operation features of which are described in the chapter.

Rice. 4 Two-stage gas-jet vacuum apparatus

The procedure for working with a vacuum system based on GVA is given on the example of tank trucks model 63B (137A). To fill the fire pump with water from an open water source or check the fire pump for leaks, you must:

• make sure that the fire pump is tight (check the tightness of closing all taps, valves and valves of the fire pump);
• open the lower valve of the vacuum shutter (turn the handle of the vacuum valve “toward yourself”);
• turn on the gas-jet vacuum apparatus (with the appropriate control lever, use the damper in the distribution chamber to shut off the exhaust gases through the muffler into the atmosphere);
• increase the engine idle speed to maximum;
• observe the appearance of water in the inspection eye of the vacuum valve or the reading of the pressure and vacuum gauge on the fire pump;
• when water appears in the inspection eye of the vacuum valve or when the vacuum pressure gauge in the pump reads at least 73 kPa (0.73 kgf / cm 2), close the lower valve of the vacuum shutter (set the vacuum valve handle to a vertical position or turn it “away from you”), reduce the engine speed to the minimum idle speed and turn off the gas-jet vacuum apparatus (shut off the flow of exhaust gases to the jet pump using the appropriate control lever using the damper in the distribution chamber).

The time for filling the fire pump with water at a geometric suction height of 7 m should be no more than 35 s. Vacuum (when checking the fire pump for leaks) in the range of 73 ... 76 kPa must be achieved in no more than 20 s.

The control system of a gas-jet vacuum apparatus can also have a manual or electro-pneumatic drive.

The manual drive for turning on (rotating the damper) is carried out by lever 8 (see Fig. 5) from the pump compartment, connected through a system of rods 10 and 12 to the lever of the damper axis of the gas-jet vacuum apparatus. To ensure a tight fit of the damper to the saddles of the distribution chamber of the gas-jet vacuum apparatus during the operation of a fire truck, periodic adjustment of the length of the rods is required using the appropriate adjusting units. The tightness of the damper in its vertical position (when the gas-jet vacuum apparatus is turned on) is estimated by the absence of exhaust gases passing through the silencer into the atmosphere (with the integrity of the damper itself and the serviceability of its drive).

Conclusion on the issue:

Electric vane vacuum pump

Currently, in the vacuum systems of centrifugal fire pumps, in order to improve the technical and operational characteristics, slide-type vacuum pumps are installed, incl. ABC-01E and ABC-02E.

In terms of its composition and functional characteristics, the AVS-01E vacuum pump is an autonomous vacuum water filling system for a centrifugal fire pump. AVS-01E includes the following elements: vacuum unit 9, control unit (remote) 1 with electrical cables, vacuum valve 4, vacuum valve control cable 2, filling sensor 6, two flexible air ducts 3 and 10.

Rice. 4 ABC-01E vacuum system kit

The vacuum unit (see Fig. 4) is designed to create the necessary vacuum during water filling in the fire pump cavity and suction hoses. It is a vane-type vacuum pump 3 with an electric drive 10. The vacuum pump itself consists of a housing part formed by a housing 16 with a sleeve 24 and covers 1 and 15, a rotor 23 with four blades 22 mounted on two ball bearings 18, a lubrication system (including an oil tank 26, tube 25 and jet 2) and two nozzles 20 and 21 for connecting air lines.

The principle of operation of the vacuum pump

The vacuum pump works as follows. When the rotor 23 rotates, the blades 22 are pressed against the sleeve 24 under the action of centrifugal forces and thus form closed working cavities. The working cavities, due to the counterclockwise rotation of the rotor, move from the suction window, which communicates with the inlet pipe 20, to the outlet window, which communicates with the outlet pipe 21. When passing through the area of ​​the suction window, each working cavity captures a portion of air and moves it to the exhaust a window through which air is discharged into the atmosphere through an air duct. The movement of air from the suction window to the working cavities and from the working cavities to the exhaust window occurs due to pressure drops that are formed due to the presence of eccentricity between the rotor and the sleeve, which leads to compression (expansion) of the volume of the working cavities.

The friction surfaces of the vacuum pump are lubricated with engine oil, which is supplied to its suction cavity from the oil tank 26 due to the vacuum created by the vacuum pump itself in the inlet pipe 20. The specified oil flow rate is provided by a calibrated hole in the jet 2. The electric drive of the vacuum pump consists of an electric motor 10 and traction relay 7. Electric motor 10, designed for a voltage of 12 V DC. The rotor 11 of the electric motor with one end rests on the sleeve 9, and the other end through the centering sleeve 12 rests on the protruding shaft of the vacuum pump rotor. Therefore, the inclusion of the electric motor after it is undocked from the vacuum pump is not allowed.

Torque from the engine to the vacuum pump rotor is transmitted through pin 13 and a groove at the end of the rotor. The traction relay 7 provides switching of the contacts of the power circuit "+12 V" when the electric motor is turned on, and also moves the core of the cable 2, leading to the opening of the vacuum valve 4, in systems where it is provided. The casing 5 protects the open contacts of the electric motor from accidental short circuits and from the ingress of water on them during operation.

The vacuum valve is designed to automatically close the cavity of the fire pump from the vacuum unit at the end of the water filling process and is installed in addition to the vacuum valve 5. 2, fixed on the rod 7, is connected to the core of the cable from the traction relay of the vacuum unit. In this case, the cable braid is fixed with a sleeve 4, which has a longitudinal groove for installing the cable. When the traction relay is turned on, the cable core pulls the rod 6 by the earring 2, and the flow cavity of the vacuum valve opens. When the traction relay is turned off (ie, when the vacuum unit is turned off), the rod 6 returns to its original (closed) position under the action of the spring 9. With this position of the stem, the flow cavity of the vacuum valve remains closed, and the cavities of the centrifugal fire pump and the vane pump remain disconnected. To lubricate the rubbing surfaces of the valve, a lubrication ring 8 is provided, into which, when operating the vacuum system, oil must be added through the hole "A".

The filling sensor is designed to send signals to the control unit about the completion of the water filling process. The sensor is an electrode installed in an insulator at the top point of the internal cavity of a centrifugal fire pump. When the sensor is filled with water, the electrical resistance between the electrode and the body ("mass") changes. The change in the resistance of the sensor is fixed by the control unit, in which a signal is generated to turn off the electric motor of the vacuum unit. At the same time, the "Pump full" indicator on the control panel (unit) turns on.

The control unit (remote) is designed to ensure the operation of the vacuum system in manual and automatic modes.

Toggle switch 1 "Power" is used to supply power to the control circuits of the vacuum unit and to activate the light indicators on the state of the vacuum system. Toggle switch 2 "Mode" is designed to change the operating mode of the system - automatic ("Auto") or manual ("Manual"). Button 8 "Start" is used to turn on the engine of the vacuum unit. Button 6 "Stop" is used to turn off the engine of the vacuum unit and to unlock after the indicator "Not normal" lights up. Cables 4 and 5 are designed to connect the control unit, respectively, with the motor of the vacuum unit and the filling sensor. The remote control has the following light indicators 7, which serve for visual control of the state of the vacuum system:

1. The "Power" indicator lights up when the toggle switch 1 "Power" is turned on;

2. Vacuuming - signals the inclusion of the vacuum pump when you press the button 8 "Start";

1. The pump is full - lights up when the fill sensor is triggered, when the fire pump is completely filled with water;
2. Not the norm - fixes the following malfunctions of the vacuum system:
   • the maximum time of continuous operation of the vacuum pump (45 ... 55 seconds) has been exceeded due to insufficient tightness of the suction line or fire pump;
   • poor or missing contact in the traction relay circuit of the vacuum unit due to burning of the relay contacts or broken wires;
   • the vacuum pump motor is overloaded due to clogged vane vacuum pump or other reasons.

On the ABC-02E model and the latest ABC-01E models, the vacuum valve (pos. 4 in Fig. 3.28) is not installed.

Vacuum pump ABC-02E ensures the operation of the vacuum system only in manual mode.

Depending on the combination of the position of the “Power” and “Mode” toggle switches, the vacuum system can be in four possible states:

1. Out of Service the "Power" toggle switch should be in the "Off" position, and the "Mode" toggle switch should be in the "Auto" position. This position of the toggle switches is the only one in which pressing the "Start" button does not turn on the electric motor of the vacuum unit. The indication is off.
2. In automatic mode(main mode), the Power toggle switch must be in the On position, and the Mode toggle switch must be in the Auto position. In this case, the electric motor is turned on by briefly pressing the "Start" button. Shutdown is performed either automatically (when the filling sensor or one of the types of protection of the electric drive is triggered), or forcibly - by pressing the "Stop" button. The indication is on and reflects the state of the vacuum system.
3. In manual mode the "Power" toggle switch must be in the "On" position, and the "Mode" toggle switch - in the "Manual" position. The engine is turned on by pressing the "Start" button and runs as long as the "Start" button is held down. In this mode, the electronic protection of the drive is disabled, and the readings of the light indicators only visually reflect only the water filling process. The manual mode is designed to be able to work in case of failures in the automation system, in case of false locks. The control of the moment of completion of the water filling process and the shutdown of the vacuum pump motor in manual mode is carried out visually according to the “Pump full” indicator.
4. There is a emergency mode, at which the "Power" toggle switch must be turned off, and the "Mode" toggle switch must be switched to the "Manual" position. In this mode, the electric motor is controlled in the same way as in manual mode, but the indication is disabled, and the control of the end of the water filling process and the shutdown of the vacuum pump motor is carried out upon the appearance of water from the exhaust pipe. Systematic work in this mode is unacceptable, because. can lead to serious damage to the elements of the vacuum system. Therefore, immediately upon returning to the fire department, the cause of the malfunction of the control unit should be identified and eliminated.

Air ducts 3 and 10 (see Fig. 3.28) are designed respectively to connect the cavity of the centrifugal fire pump with a vacuum unit and to direct the exhaust from the vacuum unit.

Operation of a vacuum system with a vane pump

How the vacuum system works:

1. Checking the fire pump for leaks (“dry vacuum”):

a) prepare the fire pump for testing: install a plug on the suction pipe, close all taps and valves;

b) open the vacuum lock;

c) turn on the “Power” toggle switch on the control unit (remote);

d) start the vacuum pump: in automatic mode, start by briefly pressing the "Start" button, in manual mode - the "Start" button must be pressed and held down;

e) evacuate the fire pump to a vacuum level of 0.8 kgf / cm 2 (in the normal state of the vacuum pump, fire pump and its communications, this operation takes no more than 10 seconds);

f) stop the vacuum pump: in automatic mode, stop is forced by pressing the "Stop" button, in manual mode - you need to release the "Start" button;

g) close the vacuum lock and use a stopwatch to check the rate of vacuum drop in the cavity of the fire pump;

h) turn off the “Power” toggle switch on the control unit (remote control), and set the “Mode” toggle switch to the “Auto” position.

1. Water intake in automatic mode:

b) open the vacuum lock;

c) set the "Mode" toggle switch to the "Auto" position and turn on the "Power" toggle switch;

d) start the vacuum pump - press and release the “Start” button: at the same time, the “Vacuumization” indicator lights up simultaneously with the activation of the vacuum unit drive;

e) after the end of water filling, the drive of the vacuum unit is switched off automatically: at the same time, the “Pump full” indicator lights up and the “Vacuumization” indicator goes out. In the event of a leak in the fire pump, after 45 ... 55 seconds, the vacuum pump drive should automatically turn off and the “Not Normal” indicator should light up, after which it is necessary to press the “Stop” button;

g) turn off the “Power” toggle switch on the control unit (remote).

As a result of the failure of the filling sensor (this can happen, for example, when a wire breaks), the automatic shutdown of the vacuum pump does not work, and the "Pump full" indicator does not light up. This situation is critical, because after filling the fire pump, the vacuum pump does not turn off and begins to "choke" with water. This mode is immediately detected by the characteristic sound caused by the release of water from the exhaust pipe. In this case, it is recommended, without waiting for the protection to operate, to close the vacuum shutter and turn off the vacuum pump forcibly (using the “Stop” button), and upon completion of work, detect and eliminate the malfunction.

1. Water intake in manual mode:

a) prepare the fire pump for water intake: close all valves and taps of the fire pump and its communications, attach suction hoses with a mesh and immerse the end of the suction line into the reservoir;

b) open the vacuum lock;

c) set the "Mode" toggle switch to the "Manual" position and turn on the "Power" toggle switch;

d) start the vacuum pump - press the "Start" button and hold it down until the "Pump full" indicator lights up;

e) after the completion of water filling (as soon as the “Pump full” indicator lights up), stop the vacuum pump - release the “Start” button;

f) close the vacuum lock and start working with the fire pump in accordance with the instructions for its operation;

g) turn off the “Power” toggle switch on the control unit (remote control), and set the “Mode” toggle switch to the “Auto” position.

In the event of a loss of pressure, it is necessary to stop the fire pump and repeat operations "c" - "e".

1. Features of work in winter:

a) After each use of the pumping unit, it is necessary to blow out the air lines of the vacuum pump, even in cases where the fire pump was supplied with water from a tank or hydrant (water can enter the vacuum pump, for example, through a loose or faulty vacuum valve). Purging should be carried out by short-term (for 3÷5 sec.) activation of the vacuum pump. At the same time, it is necessary to remove the plug from the suction pipe of the fire pump and open the vacuum lock.

b) Before starting work, check the vacuum valve for the absence of freezing of its moving part. To check, you need to make sure that its rod is mobile by pulling the earring 2 (see Fig. 3.30), to which the cable core is attached. In the absence of freezing, the earring, together with the stem of the vacuum valve and the core cable, must move from a force of approximately 3 ÷ 5 kgf.

c) To fill the oil tank of the vacuum pump, use winter brands of motor oils (with reduced viscosity).

Conclusion on the issue: in vacuum systems of centrifugal fire pumps, in order to improve the technical and operational characteristics, slide-type vacuum pumps are installed.

Maintenance

At simultaneously with checking the fire pump for leaks, the operability of the gas-jet vacuum apparatus, the vacuum valve is checked and (if necessary) the drive rods of the gas-jet vacuum apparatus are adjusted.

TO-1 includes daily maintenance operations. In addition, if necessary, dismantling, complete disassembly, lubrication, replacement of worn parts and installation of a gas-jet vacuum apparatus and a vacuum valve are carried out. Graphite grease is used to lubricate the damper axis in the distribution chamber of the gas-jet vacuum apparatus.

At TO-2, in addition to the operations of TO-1, the performance of the vacuum system is checked on special stands of the station (post) of technical diagnostics.

To ensure the constant technical readiness of the vacuum system, the following types are provided: Maintenance: daily maintenance (DTO) and first maintenance (TO-1). The list of works and technical requirements for carrying out these types of maintenance are given in Table.

List of works during maintenance vacuum system ABC-01E.

View Maintenance	Content of works	Technical requirements (method of conducting)
Daily Maintenance (DTO)	1. Checking the presence of oil in the oil tank.	1. Maintain the oil level in the tank at least 1/3 of its volume.
	2. Checking the performance of the vacuum pump and the functioning of the lubrication system of the vane pump.	2. Perform the test in the fire pump leak test mode (“dry vacuum”). When the vacuum pump is turned on, the oil supply tube must be completely filled with oil up to the jet.
First maintenance	1. Checking the tightness of fasteners.	1. Check the tightness of the fasteners of the components of the vacuum system.
	2. Lubricate the stem and control cable of the vacuum valve.	2. Put a few drops of engine oil into hole A of the vacuum valve body. Disconnect the cable from the vacuum valve and drip a few drops of engine oil into the cable.
	3. Checking the axial play of the braid of the vacuum valve control cable at the point of its connection with the traction relay of the vacuum pump electric drive.	3. Axial play is allowed no more than 0.5 mm. The play is determined by moving the cable sheath back and forth. In case of discrepancy, exclude play.
	4. Checking the correct position of the earring 2 of the vacuum valve.	4. Check clearances: - Gap "B" - when the electric drive is not working; - Gap "B" - when the electric drive is running. The gaps "B" and "C" must be at least 1 mm. If necessary, the gaps should be adjusted. To adjust, disconnect the cable from the vacuum valve, loosen the lock nut and set the desired position of the earring; tighten the locknut.
	5. Checking oil consumption.	5. Average oil consumption per 30 sec cycle. must be at least 2 ml.
	6. Cleaning the working surfaces of the filling sensor.	6. Unscrew the sensor from the housing, clean the electrode and the visible part of the body surface to the base metal.

Conclusion on the issue: maintenance is necessary to maintain vacuum systems in working order.

Vacuum system malfunctions

When operating a vacuum system as part of a pumping unit, the following malfunction of the vacuum system is most typical: the pump is not filled with water (or the required vacuum is not created) when the vacuum system is turned on. This malfunction, with a serviceable engine of a fire truck, can be caused by the following reasons:

1. The outlet of exhaust gases through the muffler to the atmosphere is not completely blocked by the damper. The reasons may be the presence of carbon deposits on the damper and in the GVA housing, a violation of the adjustment of the drive of its control rod, wear of the damper axis.
2. Clogged diffuser or vacuum jet pump nozzle.
3. There are leaks in the connections of the vacuum valve and the fire pump, the pipeline of the vacuum system or cracks in it.
4. There are deformations or cracks in the GVA body.
5. There are leaks in the exhaust tract of the engine of a fire truck (usually occur due to burnout of the exhaust pipes).
6. Clogging of the vacuum system pipeline or freezing of water in it.

Possible malfunctions of the ABC-01E vacuum systemand methods for their elimination

The name of the failure, its external signs	Probable Cause	Elimination Method
When you turn on the "Power" toggle switch, the "Power" indicator does not light up.	The control box fuse has blown.	Replace fuse.
	An open in the power supply circuit of the control unit.	Eliminate break.
When operating in automatic mode, after water intake, the vacuum pump does not automatically turn off.	Open circuit from the electrode or from the fill sensor housing.	Repair open circuit.
	Decreased electrical conductivity of the surface of the body and the electrode of the filling sensor	Remove the filling sensor and clean the electrode and the surface of its body from contamination.
	Insufficient supply voltage on the control unit.	Check the reliability of contacts in electrical connections; ensure the supply voltage of the control unit is at least 10 V.
In automatic mode, the vacuum pump starts, but after 1-2 seconds. stops; the "Vacuum" indicator goes out and the "Not normal" indicator lights up. In manual mode, the pump works normally.	Unreliable contact in the connecting cables between the control unit and the electric drive of the vacuum pump.	Check the reliability of the contacts in the electrical connections.
	The lugs of the wires on the contact bolts of the traction relay are oxidized or the nuts of their fastening are loosened.	Clean the tips and tighten the nuts.
	A large (more than 0.5 V) voltage drop between the contact bolts of the traction relay during operation of the electric motor.	Remove the traction relay, check the ease of movement of the armature. If the armature moves freely, clean the relay contacts or replace it.
The vacuum pump does not start in either automatic or manual mode. After 1-2 sec. after pressing the "Start" button, the "Vacuum" indicator goes out and the "Not normal" indicator lights up	It is difficult to move the core of the vacuum valve control cable.	Check the ease of movement of the cable core, if necessary, eliminate a strong bend in the cable or lubricate its core with engine oil.
	Difficulty moving the vacuum valve stem.	Lubricate the valve through hole A. In winter, take measures to prevent the parts of the vacuum valve from freezing.
	Open circuit power supply	Repair open circuit.
	The position of the earring of the vacuum valve is violated.	Adjust the position of the earring.
	Breakage of electrical circuits in the cable connecting the control unit with the electric drive of the vacuum unit.	Repair open circuit.
	The contacts of the traction relay burned out.	Clean the contacts or replace the traction relay.
	The electric motor is overloaded (vane pump blocked by frozen water or foreign objects).	Check the condition of the vane pump. In winter, take measures to prevent mutual freezing of the parts of the vane pump.
When the vacuum pump is running, it is noted that the oil flow is too low (on average less than 1 ml per cycle)	Lubricating oil of the wrong grade or too viscous.	Replace with all-weather motor oil in accordance with GOST 10541.
	The metering hole of jet 2 in the oil line is clogged.	Clean the oil metering hole.
	There is air leakage through the joints of the oil pipeline.	Tighten the oil line clamps.
When the vacuum pump is operating, the required vacuum is not provided	Air leakage in suction hoses, through open valves, drain cocks, through damaged air ducts.	Ensure the tightness of the vacuum volume.
	Air leakage through the oil tank (in the absence of oil).	Fill up the oil tank.
	Insufficient supply voltage of the electric drive of the vacuum unit.	Clean the contacts of power cables, battery terminals; Lubricate them with petroleum jelly and tighten securely. Charge battery
	Insufficient lubrication of the vane pump.	Check oil consumption.

Conclusion on the issue: Knowing the device and possible malfunctions of vacuum systems, the driver can quickly find and fix the problem.

Lesson conclusion: The vacuum system of the centrifugal fire pump is designed to pre-fill the suction line and the pump with water when taking water from an open water source (reservoir), in addition, using a vacuum system, you can create a vacuum (vacuum) in the centrifugal fire pump housing to check the tightness of the fire pump.

Stationary installations and fire extinguishing systems. The main goal of fighting a fire is to quickly bring it under control and extinguish it, which is possible only if the extinguishing agent is delivered to the fire quickly and in sufficient quantities.

This can be achieved with the help of fixed fire extinguishing systems. Some of the fixed systems can supply extinguishing agent directly to the fire without the participation of crew members.

Fixed fire extinguishing systems are by no means a substitute for the necessary structural fire protection of a ship. Structural fire protection provides sufficiently long-term protection of passengers, crew and critical equipment from fire, which allows people to evacuate to a safe place.
Firefighting equipment is designed to protect the ship. Shipboard fire extinguishing systems are designed taking into account the potential fire hazard existing in the premises and the purpose of the premises.

Usually:

water is used in stationary systems protecting areas where solid combustible substances are located - public premises and corridors;

foam or fire extinguishing powder is used in fixed systems protecting areas where class B fires can occur; stationary systems are not used to extinguish flammable gas fires;

carbon dioxide, a gallon (halon) and an appropriate extinguishing powder are included in systems that provide protection against class C fires;

there are no fixed systems to extinguish Class D fires.

On ships flying the flag of the Russian Federation, nine main fire extinguishing systems are installed:

1) water fire;

2) automatic and manual sprinkler;

3) water spraying;

4) water curtains;

5) water irrigation;

6) foam extinguishing;

7) carbon dioxide;

8) inert gas system;

9) powder.

The first five systems use liquid extinguishing agents, the next three use gaseous agents, and the last uses solid ones. Each of these systems will be discussed below.

Water fire system

Water fire system It is the first line of fire protection on board. Its installation is required regardless of what other systems are installed on the vessel. Any member of the crew, according to the alarm schedule, can be assigned to the fire station, so each member of the team must know the principle of operation and start-up of the ship's water fire system.

The water fire system provides water supply to all areas of the ship. It is clear that the supply of water in the sea is unlimited. The amount of water supplied to the place of fire is limited only by the technical data of the system itself (for example, the performance of pumps) and the effect of the amount of water supplied on the ship's stability.

The water fire system includes fire pumps, pipelines (main and branches), control valves, hoses and barrels.

Fire hydrants and pipelines

Water moves through pipelines from pumps to fire hydrants installed at fire stations. The diameter of the pipelines must be large enough to distribute the maximum required amount of water from two pumps operating at the same time.
The water pressure in the system should be approximately 350 kPa at the two most distant or high fire hydrants (whichever gives the greatest pressure difference) for cargo ships and other ships, and 520 kPa for tankers.
This requirement ensures that the pipeline diameter is large enough so that the pressure developed by the pump is not reduced by friction losses in the pipelines.

The piping system consists of a main line and branches of pipes of smaller diameter extending from it to fire hydrants. It is not allowed to connect any pipelines to the water fire system, except those intended for fire fighting and washing decks.

All areas of the water fire system on open decks must be protected from freezing. To do this, they can be equipped with shut-off and drain valves that allow you to drain water in the cold season.

There are two main schemes of the water fire system: linear and circular.

Linear scheme. In a water fire system made according to a linear scheme, one main line is laid along the vessel, usually at the level of the main deck. Due to the horizontal and vertical pipes extending from this line, the system branches throughout the ship (Fig. 3.1). On tankers, the fire main is usually laid in the diametrical plane.

The disadvantage of this scheme is that it does not make it possible to supply water beyond the point where serious damage to the system has occurred.

Rice. 3.1. Typical linear diagram of a water fire system:

1 - highway; 2 - branches; 3 - shut-off valve; 4 - fire post; 5 - shore connection; b - kingston; 7 - fire pumps

Ring diagram. The system, made according to this scheme, consists of two parallel highways connected at the extreme bow and stern points, thereby forming a closed ring (Fig. 3.2). Branches connect the system to fire stations.
In a ring scheme, the section where the break occurred can be disconnected from the main, and the main can continue to be used to supply water to all other parts of the system. Sometimes disconnect valves are installed on the main line behind fire hydrants. They are designed to control the flow of water when a break occurs in the system.
In some systems with one annular main, isolation valves are provided only in the aft and bow parts of the decks.

Coastal connections. On each side of the vessel, at least one connection of the water fire main with the shore must be established. Each shore connection should be located in an easily accessible place and provided with shut-off and control valves.

A ship on international voyages must have at least one portable shore connection on each side. This makes it possible for ship crews to use shore-mounted pumps or to use the services of shore-based fire brigades in any port. On some ships, the required international shore connections are permanently installed.

Fire pumps. This is the only means of ensuring the movement of water through the water fire system when the vessel is at sea. The required number of pumps, their performance, location and power sources are regulated by the Register Rules. The requirements for them are summarized below.

Quantity and location. On international voyages, cargo and passenger ships with a capacity of 3,000 tons or more must be equipped with two fire pumps with autonomous drives. All passenger ships with a gross tonnage of up to 4,000 tons must be equipped with at least two fire pumps, and on ships with a gross tonnage of more than 4,000 tons, three fire pumps, regardless of the length of the ship.

If two pumps are to be installed on the ship, they must be located in different rooms. Fire pumps, kingstones and power sources should be located so that a fire in one room does not disable all pumps, thus leaving the ship unprotected.

The crew is not responsible for the installation of the required number of pumps on the ship, for the correct placement of them and the availability of appropriate power sources. The ship is designed, built and, if necessary, re-equipped in accordance with the Register Rules, but the crew is directly responsible for maintaining the pumps in good condition. In particular, it is the responsibility of mechanics to maintain and test the ship's fire pumps to ensure their reliable operation in the event of an emergency.

Water consumption. Each fire pump must supply at least two jets of water from fire hydrants having a maximum pressure drop of 0.25 to 0.4 N/mm2 for passenger and cargo ships, depending on their gross tonnage.

In passenger ships of less than 1,000 gross tonnage and all other cargo ships of 1,000 gross tonnage and above, a fixed emergency fire pump must be fitted in addition. The total supply of stationary fire pumps, except for emergency ones, may not exceed 180 m ^ / h (with the exception of passenger ships).

Safety. A safety valve and pressure gauge may be provided on the discharge side of the fire pump.

Other fire extinguishing systems (such as a sprinkler system) may be connected to the fire pumps. But in this case, their performance should be sufficient so that they can simultaneously serve the water fire and the second fire extinguishing system, providing water supply under the appropriate pressure.

Use of fire pumps for other purposes. Fire pumps can be used for more than just supplying water to a fire main. However, one of the fire pumps should always be kept ready for use for its intended purpose. The reliability of fire pumps is increased if they are used for other purposes from time to time, providing appropriate maintenance.
If control valves that allow the use of fire pumps for other purposes are installed on the manifold next to the pump, then by opening the valve to the fire main, the operation of the pump for another purpose can be immediately interrupted.

Unless it is specifically agreed that fire pumps may be used for other purposes, such as washing decks and tanks, such connections shall only be provided on the discharge manifold at the pump.

Fire hydrants. The purpose of the water fire system is to supply water to fire hydrants located throughout the ship.

Placement of fire hydrants. Fire hydrants must be located so that the water jets supplied by at least two fire hydrants overlap each other. Fire hydrants on all ships must be painted red.

If deck cargo is carried on board, it should be stowed in such a way as not to obstruct access to fire hydrants.

Each fire hydrant must be equipped with a shut-off valve and a standard quick-closing type coupling head in accordance with the requirements of the Register Rules. According to the requirements of the SOLAS-74 Convention, the use of threaded union nuts is allowed.

Fire hydrants should be placed at a distance of no more than 20 m indoors and no more than 40 m - on open decks.

Sleeves and trunks (refer to fire-fighting equipment).

The hose should have a length of 15+20 m for open deck cranes and 104-15 m for indoor cranes. The exception is hoses installed on the open decks of tankers, where the length of the hose must be sufficient to allow it to be lowered over the side, directing the water jet along the side perpendicular to the water surface.

A fire hose with a suitable nozzle must always be connected to the fire hydrant. But in heavy seas, the sleeves installed on the open deck can be temporarily disconnected from the fire hydrants and stored nearby in an easily accessible place.

The fire hose is the most vulnerable part of the water fire system. If mishandled, it is easily damaged.

Dragging a sleeve over a metal deck, it is easy to damage it - tear the outer lining, bend or split the nuts. If all the water is not drained from the hose before laying, the remaining moisture can lead to mold and rot, which in turn will cause the hose to rupture under water pressure.

Sleeve styling and storage. In most cases, the storage hose at the fire station should be coiled.

In doing so, you must do the following:

1.Check that the hose is completely drained of water. Raw sleeve can not be laid.

2. Lay the sleeve in the bay so that the end of the barrel can be easily fed to the fire.

3. Attach the barrel to the end of the sleeve.

4. Install the barrel in the holder or put it in the sleeve so that it does not fall.

5. The rolled sleeve should be tied up so that it does not lose its shape.

Trunks. Merchant ships use combined shafts with a locking device. They must be permanently attached to the sleeves.

Combined shafts must be equipped with a control that allows you to turn off the water supply and regulate its jet.

River fire nozzles must have nozzles with holes of 12, 16 and 19 mm. In residential and service premises, there is no need to use nozzles with a diameter of more than 12 mm.

Damn the internet is evil.
Our dear Nina, of course, the PCF itself, understands everything and displays on itself what is needed and how it should be, and will transmit it to the security post (the signal is displayed as a "malfunction" or "Accident" no matter how you call it, and

It is signaled by simple opening of dry contacts #5 and #6). From the passport to the PCF, I concluded that it can only control two power inputs (i.e. main and backup), well, if something goes wrong,

Switch the pump power from one input to another (ATS so to speak). In general, clause SP.513130.2009
12.3.5 "... It is recommended to give a short sound signal: ... , 0 .... power failure at the main and backup power supply inputs of the installation..." Done.
But I (and you, too, should be) needed a signal that the control of the power cabinet was in automatic mode in order to avoid the situation that everything was ready, only here was the "manual" mode of operation on the switchboard or

Generally "0" (disabled). Or is there no such switch on their shields? :)

You give a signal, and you (you) cuckoo with butter, the force shield will not work. We shout, we swear, what is it, but how is it, everything is already on fire, the APS has given a signal, I have already launched it 100 times! Where is WATER? I scream in convulsions

:). Of course, competent installers will not allow this and will control it, but this is already a classic in projects, to remove this signal from the shield.

I called Plasma-T. I was told that the PCF controls this (which I do not believe in, I do not see from the diagrams how it does this). Let's say he's in control. Let's imagine we are sitting at the post and then a general signal comes

"FAULT". And it is not clear what is there, i.e. without decryption. In general, sit down, you see "Fault" on the CPI. And it was Uncle Fedor who did something there and switched the installation to manual mode and forgot to switch it back.

You call the service that serves you, they will come to you now, for urgency, do not cut you, but two. And all you had to do was go and turn the switch. Resigned to this, that there is a weak point in

my system. And until they convince me (where I can find an explanation myself, they will write in the passport, you will enlighten me) that he actually controls, I will refrain from using their equipment in the future.

Perhaps they answered me wrong, but I can assume that the author. the mode is controlled by the trigger circuit itself (terminals PU X4.1 and so on), and not by the PCF. That if the circuit is not broken, then everything is normal and therefore "auth.

Mode". But then a signal will come or "NOT AUTO. MODE" or "BREAK LINE", twenty-five again. I don't know, now there's no time to figure it out, while the project is frozen for a while (the more urgent one forced it out). Then I'll probably call

And I'll crush the Plasma-T. And so the normal equipment.

And has anyone seen the SHAK firefighting shields, they fulfill the condition

Quote SP5.13130.2009 12.3.6
12.3.6 In the premises of the pumping station, light signaling should be provided:
...
b) on disabling the automatic start of fire pumps, metering pumps, drainage
pump;
... Did the plasma help?

--End quote------
Project do no. They will do it, then answer for them :).
After reading the documentation, I called them and arranged an interrogation with torture :) (I'm joking about torture) about the capabilities of their equipment, in general, I asked, is it possible? do it? etc. only for their equipment.

I do not like their passports, as it is written there, everything seems to be, but somehow clumsily. it is necessary to grind so that it would be read and understandable immediately. Because of her, there were questions to them.

Quote Nina 13.12.2011 18:56:31

--End quote------
But let the barbershop do the APS, I'll scratch my turnips :).

Andorra1 Not everything is so simple.
The sensor has setpoint limits of 0.7-3.0MPa. If you do not penetrate into the return zones (Max and min values), the sensor can be configured (i.e. set) to operate in the range of 0.7-3.0 MPa, i.e. your 0.3 and 0.6 MPa is something wrong here. roofing felts skis do not go, or I'm stupid. These are the return zones Min and max somehow set the range of operation accuracy. It seems like, if they set the setting to 2.3 MPa, then the device, when the pressure rises, will work in some range from 2.24 to 2.5 guaranteed, and not exactly 2.3 MPa. In general, hell knows.

Chapter 12 - Stationary Emergency Fire Pumps

1 Application

This chapter sets out the specifications for the emergency fire pumps required by chapter II-2 of the Convention. This chapter does not apply to passenger ships of 1,000 gross tonnage and above. For requirements for such vessels, see regulation II-2/10.2.2.3.1.1 of the Convention.

2 Technical specifications

2.1 General

The emergency fire pump must be a stationary pump with an independent drive.

2.2 Component requirements

2.2.1 Emergency fire pumps

2.2.1.1 Pump delivery

The pump output shall be not less than 40% of the total fire pump output required by regulation II-2/10.2.2.4.1 of the Convention and in any case not less than the following:

2.2.1.2 Valve pressure

If the pump delivers the quantity of water required by paragraph 2.2.1.1, the pressure at any tap must not be less than the minimum pressure required by chapter II-2 of the Convention.

2.2.1.3 Suction heights

Under all conditions of list, trim, roll and pitch that may occur in service, the total suction head and the net positive suction head of the pump shall be determined taking into account the requirements of the Convention and this chapter regarding pump delivery and valve pressure. A ship in ballast when entering or leaving a dry dock may not be considered to be in service.

2.2.2 Diesel engines and fuel tank

2.2.2.1 Diesel engine start

Any diesel engine driven power source feeding the pump must be capable of being easily started manually from cold at temperatures down to 0°C. If this is not practicable, or if lower temperatures are expected, consideration should be given to the installation and operation of heating means acceptable to the Administration to ensure quick starting. If manual starting is not practicable, the Administration may authorize the use of other means of starting. These means must be such that the diesel engine driven power source can be started at least six times within 30 minutes and at least twice within the first 10 minutes.

2.2.2.2 Fuel tank capacity

Any service fuel tank must contain sufficient fuel to run the pump at full load for at least 3 hours; outside the machinery space of category A, sufficient fuel supplies shall be available to enable the pump to operate at full load for an additional 15 hours.