Mitigation of austerity has recently closed upon the level of importance of mitigation of fire among naval forces. Budget cuts combined with demands to keep the naval fleet’s operational levels intact have created new opportunities of cooperation and thinking outside the box in extending present vessels’ life span. Investing in new technology could not only add lifetime, but enhance the safety of the crew and the ability to stay focused on the mission with less effort.
Fires onboard naval vessels will not only impact the vessel, but threaten to compromise the mission as a whole. Traditionally, shipboard firefighting on steel hull vessels engage a lot of crew members, consumes a lot of water and takes focus off of the mission.
Modern composite light weight material structures require immediate intervention in the fire compartment, less the supporting structure will be damaged. In addition, societal changes impose alignment to civilian work safety regulations.
High pressure water mist has been scientifically proven a very efficient extinguishing agent; cooling and inerting combustible smoke gases with less water than otherwise. It rapidly cools the fire room, mitigates backdrafts and makes the re-entry procedure safer for the BA-crew.
Fixed installed high pressure water mist systems are often limited to designated high risk fire areas due to cost and limitation of auxiliary emergency power. Breach of such systems, or fires caused by external attacks at a non-designated area, would require traditional boundary cooling and/or BA-attack; both crew and water consuming, high risk tasks, thus mission compromising.
A mobile, versatile high pressure water mist system with cutting/penetrating abilities would add the redundancy necessary to handle a breach in the fixed installed systems. It would also add efficient and safe fire protection to compartments not protected by other systems.
The Swedish Navy has invested in cutting extinguishing systems to effectively enhance safety and comply with RMS 2010/NSC; for redundancy on their new Visby Class Composite Stealth Corvettes, as well as retrofitting on steel hull vessels for cost effective and enhanced bulkhead fire protection. Of course, the overall argument is securing the ability to succeed with the mission.
This document discusses maritime education and training courses related to passenger ship safety. It outlines training on crowd management, passenger safety, and crisis management as required by the STCW Convention and Code. Specific courses are described, including crowd management training, familiarization training, safety training, passenger/cargo/hull integrity training, and crisis management training. Historical passenger ship disasters like the Herald of Free Enterprise, Scandinavian Star, and Estonia are also summarized, highlighting lessons learned.
ISPS: Security Awareness Training / Designated Security DutyCapt Moin Uddin
ISPS training slideshow is for the seafarers to refresh training of SAT / DSD and SSO. These slides are incorporate with lecture and cross question with the trainee. Can be used onboard ship during ISPS scheduled training.
This document discusses mooring operations and safety. It addresses hazards like snap back zones, improper work processes, and crew competence. It describes the purpose of mooring lines in controlling forces from wind, current, tides and passing ships. Guidelines are provided for effective use of lines and mooring equipment like bollards, rope stoppers, and winches. The importance of communication, preparation, and following procedures is emphasized to promote safety culture during mooring operations.
SOLAS is the most important international treaty concerning maritime safety. It establishes minimum standards for the construction, equipment and operation of ships. SOLAS has undergone revisions and amendments over time to keep up with technological and operational advances. Key provisions address subdivision and stability, fire safety, life-saving appliances, safe navigation, dangerous cargo carriage, and ship security. SOLAS requires certifications and has different technical requirements depending on ship type and cargo. Its goal is to specify uniform safety standards to ensure ships remain safe and secure at sea.
The document summarizes the development of different ship types and their characteristics over time. It discusses the transition from wooden boats powered by sails to modern steel ships powered by engines using coal, oil, and diesel. It describes the emergence of specialized ship types in the 19th-20th centuries like tankers, bulk carriers, container ships, roll-on/roll-off ships, and passenger vessels. It provides details on size classifications and outlines trends in ship design, technology, and regulations around safety, pollution prevention, and efficiency.
El documento compara los términos relacionados con la protección marítima utilizados en la Recomendación MSC/Circ.443 de 1986 y en el Código Internacional para la Protección de Buques e Instalaciones Portuarias de 2002. Explica que el Código de 2002 revisó y consideró las medidas de protección recomendadas en 1986 y las hizo obligatorias a partir de 2004, e introduce nuevos términos como el Plan de Protección de la Instalación Portuaria, el Oficial de Protección de la Instalación Portuaria y el
This document provides an overview of the different parts of an oil tanker ship through diagrams and descriptions. It discusses areas like the forecastle deck where anchoring and mooring occur, the main deck where manifolds and cranes are located, the accommodation block where the crew lives and works, the engine room that powers the ship, and safety equipment like lifeboats. It also explains how the rudder and propeller enable the ship to move and be steered, and how mooring lines secure the ship safely at berths or buoys. The conclusion warns that if a ship is not properly moored or tied up, surging can damage equipment or cause spills.
This document discusses the bay-row-tier system for numbering container positions on cargo ships. It explains that bays refer to container blocks transverse to the ship, rows run lengthwise, and tiers are vertical layers. Both 20-foot and 40-foot containers are assigned numbers, with odd numbers for 20-foot bays and even for 40-foot bays. Rows are numbered even on one side and odd on the other. Tiers start at the bottom and increase by twos. These coordinates provide an unambiguous system to identify each container's location.
This document discusses maritime education and training courses related to passenger ship safety. It outlines training on crowd management, passenger safety, and crisis management as required by the STCW Convention and Code. Specific courses are described, including crowd management training, familiarization training, safety training, passenger/cargo/hull integrity training, and crisis management training. Historical passenger ship disasters like the Herald of Free Enterprise, Scandinavian Star, and Estonia are also summarized, highlighting lessons learned.
ISPS: Security Awareness Training / Designated Security DutyCapt Moin Uddin
ISPS training slideshow is for the seafarers to refresh training of SAT / DSD and SSO. These slides are incorporate with lecture and cross question with the trainee. Can be used onboard ship during ISPS scheduled training.
This document discusses mooring operations and safety. It addresses hazards like snap back zones, improper work processes, and crew competence. It describes the purpose of mooring lines in controlling forces from wind, current, tides and passing ships. Guidelines are provided for effective use of lines and mooring equipment like bollards, rope stoppers, and winches. The importance of communication, preparation, and following procedures is emphasized to promote safety culture during mooring operations.
SOLAS is the most important international treaty concerning maritime safety. It establishes minimum standards for the construction, equipment and operation of ships. SOLAS has undergone revisions and amendments over time to keep up with technological and operational advances. Key provisions address subdivision and stability, fire safety, life-saving appliances, safe navigation, dangerous cargo carriage, and ship security. SOLAS requires certifications and has different technical requirements depending on ship type and cargo. Its goal is to specify uniform safety standards to ensure ships remain safe and secure at sea.
The document summarizes the development of different ship types and their characteristics over time. It discusses the transition from wooden boats powered by sails to modern steel ships powered by engines using coal, oil, and diesel. It describes the emergence of specialized ship types in the 19th-20th centuries like tankers, bulk carriers, container ships, roll-on/roll-off ships, and passenger vessels. It provides details on size classifications and outlines trends in ship design, technology, and regulations around safety, pollution prevention, and efficiency.
El documento compara los términos relacionados con la protección marítima utilizados en la Recomendación MSC/Circ.443 de 1986 y en el Código Internacional para la Protección de Buques e Instalaciones Portuarias de 2002. Explica que el Código de 2002 revisó y consideró las medidas de protección recomendadas en 1986 y las hizo obligatorias a partir de 2004, e introduce nuevos términos como el Plan de Protección de la Instalación Portuaria, el Oficial de Protección de la Instalación Portuaria y el
This document provides an overview of the different parts of an oil tanker ship through diagrams and descriptions. It discusses areas like the forecastle deck where anchoring and mooring occur, the main deck where manifolds and cranes are located, the accommodation block where the crew lives and works, the engine room that powers the ship, and safety equipment like lifeboats. It also explains how the rudder and propeller enable the ship to move and be steered, and how mooring lines secure the ship safely at berths or buoys. The conclusion warns that if a ship is not properly moored or tied up, surging can damage equipment or cause spills.
This document discusses the bay-row-tier system for numbering container positions on cargo ships. It explains that bays refer to container blocks transverse to the ship, rows run lengthwise, and tiers are vertical layers. Both 20-foot and 40-foot containers are assigned numbers, with odd numbers for 20-foot bays and even for 40-foot bays. Rows are numbered even on one side and odd on the other. Tiers start at the bottom and increase by twos. These coordinates provide an unambiguous system to identify each container's location.
Presentation on maneuvering and collision avoidance with special focus on large tonnage vessels.
Maneuverability limits and last moment maneuver are thoroughly shown in this material.
The keel forms the backbone of the ship and contributes to longitudinal strength. Common keel types include the flat plate keel and bar keel. The hull uses frames, plate floors, and a keel plate to strengthen the structure. A double bottom creates extra strength and space for piping and tanks. Machinery is mounted on reinforced seats with the engine connected to brackets and lugs. The stern frame supports the rudder and propeller shaft. Additional structures like panting beams further reinforce the hull.
The ship at sea or lying in still water is constantly being subjected to a wide variety of stresses and strains, which result from the action of forces from outside and within the ship.
Código internacional para la protección de los buques completoMarii J
El Código ISPS establece un marco internacional para la cooperación en la detección de amenazas y medidas preventivas para proteger buques y puertos. Fue adoptado por la OMI en respuesta a los ataques del 11 de septiembre de 2001. El código tiene como objetivos establecer cooperación internacional para evaluar y mejorar la protección, ofrecer una metodología de evaluación de riesgos, y garantizar medidas de protección adecuadas. Exige la elaboración de planes de protección para buques y puertos, y responsabiliza a los g
Este documento describe los principales elementos estructurales de un buque, incluyendo el casco, máquinas, servicios, quilla, cuadernas, mamparos, cubiertas, roda, codaste, hélice y bodegas. Explica la función de cada elemento y cómo trabajan juntos para proporcionar flotabilidad, resistencia y propulsión al buque.
This cargo securing manual provides guidelines for securing cargo on board the MV Tropical Estoril. [1] It describes the vessel as having no fixed cargo securing devices and being designed solely for carriage of refrigerated cargo in insulated holds. [2] Portable securing devices are not required for the banana boxes typically carried as individual unit loads with block stowage. [3] Any future modifications requiring additional securing points would need to ensure the ship's structure can withstand the added loads.
Common nautical terms used aboard ships include:
- Knot - a unit of speed equal to one nautical mile per hour. A knot is also a method of fastening line or rope.
- Draft - the depth of a ship below the waterline. Draft marks show the draft on the stern and stem.
- Berth - a mooring space for a vessel. Lines like head lines and spring lines are used to secure a ship in its berth.
- Bearing - a compass direction from one point to another, in degrees or compass points. Navigation relies on taking and plotting bearings.
El documento habla sobre aeródromos. Define aeródromo y aeropuerto, y describe las partes principales que constituyen un aeródromo como pistas, calles de rodaje, plataformas, área terminal, entre otras. También menciona las organizaciones que norman la actividad aeroportuaria a nivel internacional y nacional, como OACI, DGAC del Perú. Finalmente, presenta de forma resumida algunas de las regulaciones aeronáuticas del Perú emitidas por la DGAC.
The document discusses the International Ship and Port Facility Security (ISPS) Code. It was created by the International Maritime Organization to detect security threats and enhance maritime security. The code establishes requirements for ships and port facilities to implement security plans, appoint security officers, and follow protocols to manage risks like piracy, terrorism, and smuggling. It requires facilities and ships to control access, monitor activities, and ensure secure communications through measures specified in their plans. The ISPS Code aims to set an international framework for maritime security.
ACO-10 Aircraft Cargo Hazards, Including Haz-Mat and Dangerous Goods Brock Jester
- The chapter discusses strategies and tactics for responding to various aircraft emergencies and accidents. It covers components of the National Incident Management System-Incident Command System (NIMS-ICS) and how it provides an organizational structure for emergency responses.
- The document outlines procedures for responding to different types of in-flight emergencies, ground emergencies, and crashes including low-impact and high-impact scenarios. It stresses the importance of understanding response protocols, following appropriate safety warnings, and working within the chain of command during aircraft incident responses.
- ARFF personnel are instructed on factors to consider when sizing up an aircraft emergency scene and properly initiating rescue operations while prioritizing life safety above all else
This document provides an overview of a training course on ship and port facility security based on the International Ship and Port Facility Security Code (ISPS Code).
The training course covers: 1) the background and origins of the ISPS Code following terrorist attacks, 2) the key requirements and principles of the ISPS Code for ships and port facilities, and 3) the roles and responsibilities of different parties including contracting governments, administrations, companies, port facilities, ships, and recognized security organizations in implementing and overseeing compliance with the ISPS Code.
The document discusses different types of tanker pipeline systems used to load and discharge cargo tanks, including direct line, ring main, and free flow systems. A direct line system is relatively fast and cheaper but less versatile, while a ring main system is more versatile but more expensive and difficult to maintain. A free flow system provides the fastest loading and discharge but poorer segregation between cargo grades. Safety valves are used to prevent undue pressure rises in vessels.
This document defines key terms and dimensions used to describe ships and their specifications. It includes definitions for length overall, length between perpendiculars, beam, draught, trim, coefficients, tonnages and more. Diagrams are provided to illustrate terms like block coefficient that describe the shape of a ship's underwater body. The document is intended as an introduction to the main particulars and dimensions used in marine technology to specify ships and analyze their properties.
1. The document outlines the roles and responsibilities of the bridge watchkeeping team, including conducting regular checks of navigational equipment, compliance with collision regulations, and navigation procedures in different conditions.
2. It describes the roles of the Master, Officer of the Watch, helmsman, lookout, and pilot in ensuring safe navigation and navigation in compliance with international regulations.
3. Effective communication and coordination between all bridge team members is essential for safe navigation.
The document provides an overview of a CBT course on understanding the ISM Code. It discusses the course format, introduction to management systems, definitions of safety and quality, and the functional requirements of a safety management system. It also provides an introduction to the ISM Code, including its objectives to ensure safety at sea and prevent human injury and environmental damage.
Curso impartido por el autor para la Dirección Provincial de Gijón del Instituto Social de la Marina, para la obtención del certificado de especialidad de Buques de Ro-Ro pasaje & buques de pasaje distintos a RoRo. Año 2011.
The document provides details about the grounding of the passenger ship Royal Majesty in 1995 off Nantucket Island, Massachusetts. It describes how the ship was sailing 17 nautical miles off course after the GPS system had reverted to dead reckoning mode unnoticed by the officers. Upon arrival near Nantucket, the ship passed navigation buoys incorrectly and was sailing in incorrect depths. The ship ultimately grounded on Rose and Crown Shoal with 1,509 people on board. An investigation found the grounding was caused by over-reliance on automated systems, lack of training, deficiencies in the integrated bridge system, and failure of the second officer to take corrective action when cues indicated the ship was off course. Contributing
This is an introduction to the marine AIS (Automatic Identification System), its technology and user devices that take advantage of the system. You may find this useful if you are a skipper of an ocean going vessel, are working in highly congested waterways or journalist/researcher needing to understand AIS in more depth.
Este documento resume las características de peso y capacidad de los buques. Explica que el peso de un buque se mide en toneladas métricas y se conoce como desplazamiento, que es igual al peso del agua que desplaza cuando está flotando. También define las diferentes medidas de capacidad de un buque, incluyendo el porte bruto, porte neto y arqueo bruto y neto. Por último, indica que la capacidad de los portacontenedores se mide en TEUs.
Fire Protection, Fire Detection & Fire Extinguishing and SOLAS Requirements by Mohd. Hanif Dewan, Senior Engg. Lecturer, International Maritime Academy, Bangladesh.
The document summarizes the key characteristics, stealth features, crew comforts, advanced air defense systems, and ships in the fleet of the Type 45 Destroyers used by the Royal Navy. Specifically, it outlines the dimensions, speed, and complement of the Daring class Type 45 Destroyers. It describes the stealth features that give the ships a low radar cross section. It also notes the comforts for crews including email and entertainment systems. Finally, it lists the advanced air defense capabilities provided by the SAMPSON radar and PAAMS missile system and names the six ships currently in the Type 45 fleet.
Presentation on maneuvering and collision avoidance with special focus on large tonnage vessels.
Maneuverability limits and last moment maneuver are thoroughly shown in this material.
The keel forms the backbone of the ship and contributes to longitudinal strength. Common keel types include the flat plate keel and bar keel. The hull uses frames, plate floors, and a keel plate to strengthen the structure. A double bottom creates extra strength and space for piping and tanks. Machinery is mounted on reinforced seats with the engine connected to brackets and lugs. The stern frame supports the rudder and propeller shaft. Additional structures like panting beams further reinforce the hull.
The ship at sea or lying in still water is constantly being subjected to a wide variety of stresses and strains, which result from the action of forces from outside and within the ship.
Código internacional para la protección de los buques completoMarii J
El Código ISPS establece un marco internacional para la cooperación en la detección de amenazas y medidas preventivas para proteger buques y puertos. Fue adoptado por la OMI en respuesta a los ataques del 11 de septiembre de 2001. El código tiene como objetivos establecer cooperación internacional para evaluar y mejorar la protección, ofrecer una metodología de evaluación de riesgos, y garantizar medidas de protección adecuadas. Exige la elaboración de planes de protección para buques y puertos, y responsabiliza a los g
Este documento describe los principales elementos estructurales de un buque, incluyendo el casco, máquinas, servicios, quilla, cuadernas, mamparos, cubiertas, roda, codaste, hélice y bodegas. Explica la función de cada elemento y cómo trabajan juntos para proporcionar flotabilidad, resistencia y propulsión al buque.
This cargo securing manual provides guidelines for securing cargo on board the MV Tropical Estoril. [1] It describes the vessel as having no fixed cargo securing devices and being designed solely for carriage of refrigerated cargo in insulated holds. [2] Portable securing devices are not required for the banana boxes typically carried as individual unit loads with block stowage. [3] Any future modifications requiring additional securing points would need to ensure the ship's structure can withstand the added loads.
Common nautical terms used aboard ships include:
- Knot - a unit of speed equal to one nautical mile per hour. A knot is also a method of fastening line or rope.
- Draft - the depth of a ship below the waterline. Draft marks show the draft on the stern and stem.
- Berth - a mooring space for a vessel. Lines like head lines and spring lines are used to secure a ship in its berth.
- Bearing - a compass direction from one point to another, in degrees or compass points. Navigation relies on taking and plotting bearings.
El documento habla sobre aeródromos. Define aeródromo y aeropuerto, y describe las partes principales que constituyen un aeródromo como pistas, calles de rodaje, plataformas, área terminal, entre otras. También menciona las organizaciones que norman la actividad aeroportuaria a nivel internacional y nacional, como OACI, DGAC del Perú. Finalmente, presenta de forma resumida algunas de las regulaciones aeronáuticas del Perú emitidas por la DGAC.
The document discusses the International Ship and Port Facility Security (ISPS) Code. It was created by the International Maritime Organization to detect security threats and enhance maritime security. The code establishes requirements for ships and port facilities to implement security plans, appoint security officers, and follow protocols to manage risks like piracy, terrorism, and smuggling. It requires facilities and ships to control access, monitor activities, and ensure secure communications through measures specified in their plans. The ISPS Code aims to set an international framework for maritime security.
ACO-10 Aircraft Cargo Hazards, Including Haz-Mat and Dangerous Goods Brock Jester
- The chapter discusses strategies and tactics for responding to various aircraft emergencies and accidents. It covers components of the National Incident Management System-Incident Command System (NIMS-ICS) and how it provides an organizational structure for emergency responses.
- The document outlines procedures for responding to different types of in-flight emergencies, ground emergencies, and crashes including low-impact and high-impact scenarios. It stresses the importance of understanding response protocols, following appropriate safety warnings, and working within the chain of command during aircraft incident responses.
- ARFF personnel are instructed on factors to consider when sizing up an aircraft emergency scene and properly initiating rescue operations while prioritizing life safety above all else
This document provides an overview of a training course on ship and port facility security based on the International Ship and Port Facility Security Code (ISPS Code).
The training course covers: 1) the background and origins of the ISPS Code following terrorist attacks, 2) the key requirements and principles of the ISPS Code for ships and port facilities, and 3) the roles and responsibilities of different parties including contracting governments, administrations, companies, port facilities, ships, and recognized security organizations in implementing and overseeing compliance with the ISPS Code.
The document discusses different types of tanker pipeline systems used to load and discharge cargo tanks, including direct line, ring main, and free flow systems. A direct line system is relatively fast and cheaper but less versatile, while a ring main system is more versatile but more expensive and difficult to maintain. A free flow system provides the fastest loading and discharge but poorer segregation between cargo grades. Safety valves are used to prevent undue pressure rises in vessels.
This document defines key terms and dimensions used to describe ships and their specifications. It includes definitions for length overall, length between perpendiculars, beam, draught, trim, coefficients, tonnages and more. Diagrams are provided to illustrate terms like block coefficient that describe the shape of a ship's underwater body. The document is intended as an introduction to the main particulars and dimensions used in marine technology to specify ships and analyze their properties.
1. The document outlines the roles and responsibilities of the bridge watchkeeping team, including conducting regular checks of navigational equipment, compliance with collision regulations, and navigation procedures in different conditions.
2. It describes the roles of the Master, Officer of the Watch, helmsman, lookout, and pilot in ensuring safe navigation and navigation in compliance with international regulations.
3. Effective communication and coordination between all bridge team members is essential for safe navigation.
The document provides an overview of a CBT course on understanding the ISM Code. It discusses the course format, introduction to management systems, definitions of safety and quality, and the functional requirements of a safety management system. It also provides an introduction to the ISM Code, including its objectives to ensure safety at sea and prevent human injury and environmental damage.
Curso impartido por el autor para la Dirección Provincial de Gijón del Instituto Social de la Marina, para la obtención del certificado de especialidad de Buques de Ro-Ro pasaje & buques de pasaje distintos a RoRo. Año 2011.
The document provides details about the grounding of the passenger ship Royal Majesty in 1995 off Nantucket Island, Massachusetts. It describes how the ship was sailing 17 nautical miles off course after the GPS system had reverted to dead reckoning mode unnoticed by the officers. Upon arrival near Nantucket, the ship passed navigation buoys incorrectly and was sailing in incorrect depths. The ship ultimately grounded on Rose and Crown Shoal with 1,509 people on board. An investigation found the grounding was caused by over-reliance on automated systems, lack of training, deficiencies in the integrated bridge system, and failure of the second officer to take corrective action when cues indicated the ship was off course. Contributing
This is an introduction to the marine AIS (Automatic Identification System), its technology and user devices that take advantage of the system. You may find this useful if you are a skipper of an ocean going vessel, are working in highly congested waterways or journalist/researcher needing to understand AIS in more depth.
Este documento resume las características de peso y capacidad de los buques. Explica que el peso de un buque se mide en toneladas métricas y se conoce como desplazamiento, que es igual al peso del agua que desplaza cuando está flotando. También define las diferentes medidas de capacidad de un buque, incluyendo el porte bruto, porte neto y arqueo bruto y neto. Por último, indica que la capacidad de los portacontenedores se mide en TEUs.
Fire Protection, Fire Detection & Fire Extinguishing and SOLAS Requirements by Mohd. Hanif Dewan, Senior Engg. Lecturer, International Maritime Academy, Bangladesh.
The document summarizes the key characteristics, stealth features, crew comforts, advanced air defense systems, and ships in the fleet of the Type 45 Destroyers used by the Royal Navy. Specifically, it outlines the dimensions, speed, and complement of the Daring class Type 45 Destroyers. It describes the stealth features that give the ships a low radar cross section. It also notes the comforts for crews including email and entertainment systems. Finally, it lists the advanced air defense capabilities provided by the SAMPSON radar and PAAMS missile system and names the six ships currently in the Type 45 fleet.
The document discusses the operational issues in designing the platform management system for the Royal Navy's Type 45 destroyers. It describes how the integrated project team used a user-centered approach to design flexible consoles and software that allow operators to work as a team. The system was designed based on input from Royal Navy operators to match technical capabilities with operational needs and enhance teamwork in controlling the ship.
The document is a certificate from the National Maritime College of Ireland (NMCI) certifying that Tadhg Clarke successfully completed training in personal survival techniques. The NMCI is a college of Cork Institute of Technology that partners with the Irish Naval Service and Focus Education. The certificate confirms that Clarke's training met standards set by the STCW 95 Regulation and Code.
Cobra Cutting Extinguisher at MAST Confex 2012Anders Trewe
The document describes a new firefighting technology called the Cold Cut Cobra concept. It uses ultra high pressure water to cut through materials and suppress fires from a safe distance. Some key points:
- It can penetrate materials like steel and composite structures within seconds to minutes to access fires.
- It allows firefighters to suppress and cool fires without entering the fire area, improving safety. It also uses minimal water.
- It has been adopted by the Swedish Navy and tested successfully on shipboard fires, including in composite-hulled vessels.
- Cold Cut Systems is working with the Swedish Navy to develop tactics and training around its use, and it has potential applications in salvage, rescue and other industries dealing
Cutting extinguishers and SOP's onboard naval vesselsAnders Trewe
The document discusses a presentation given at the MAST Asia 2015 conference in Yokohama, Japan about integrating cutting extinguishers with naval firefighting standard operating procedures. The presentation focused on the Swedish Navy's experience using cutting extinguishers on both traditional steel vessels and new lightweight composite stealth vessels. It described how cutting extinguishers were implemented as a new firefighting tool and the opportunities and challenges this presented for naval methods, doctrines, and standard operating procedures. The Swedish Navy found additional value from integrating cutting extinguishers beyond more effective firefighting, including enhanced shipboard firefighting and safer procedures for crews.
This document summarizes SOLAS Chapter II-2 requirements regarding fire safety systems for seagoing vessels. Key points include:
- Requirements for fire pumps, water supplies, hydrants and international shore connections for passenger and cargo ships.
- Standards for fire main diameters, hoses, nozzles and portable extinguishers.
- Fixed firefighting systems required in machinery spaces, accommodation areas, cargo spaces and for ships carrying dangerous goods.
- Personnel protection equipment such as firefighter outfits, breathing apparatuses and protective clothing.
- Maintenance standards for portable extinguishers and instructions for operating fixed systems.
There are three elements required for a fire: fuel, oxygen, and heat. There are four classes of fire based on the type of fuel: Class A involves ordinary combustibles like wood and paper; Class B involves flammable liquids; Class C involves energized electrical equipment; and Class D involves combustible metals. Class K involves cooking oils, trans-fats, or fats. Proper precautions and safety measures must be taken for each class to prevent fires from starting.
Ship Safety 2009 brings together all the major global experts under one roof to share their insights on uncovering all safety challenges in ships by incorporating safety measures across the entire shipping organisation. This cant-miss conference is an ideal and significant opportunity to bring together the major players in the industry to:
Review the latest technology that will move fire protection and safety forward within the shipping industry
Assess all aspects of passive fire protection and fire behaviour to gain a better understanding of safety management
Evaluate individual ship security risk assessments and plans to determine ISPS code compliance and where the gaps may lie
Examine the long term perspectives of sustainable safety practices
Instil the right training skills within crew members to meet safety objectives on day-to-day occurrences to better prepare them for future hazardous incidents
And much more!
We have also incorporated a masterclass covering the key issues within ship safety today. This will be led by a first-hand expert, who is himself a survivor of the great tragedy that befell the MS Estonia. He will share not only his strategies for survival on that fatal day but how this experience has given him both the strength and insight for leadership management and instilling this quality in others. Through practical examples, a real-life case study and group sessions, this masterclass will arm you with the tools that you will need to optimise ship security whilst meeting both business and safety requirements.
The document discusses various aspects of maritime services including flag of convenience registration, classification societies, conventions, and radio accounting authorities. It also introduces offshore business company formation and the benefits it provides such as tax minimization, simplicity, flexible reporting, and asset protection. The International Maritime Organization's role in developing international treaties for maritime safety and pollution prevention is also outlined.
From July 1 2016 the International Maritime Organization (IMO) will enforce the amendments to the Safety of Life at Sea (SOLAS) Convention that require a packed container’s gross mass to be verified prior to stowage aboard a ship.
From July 1st 2016 this regulation, effective as global law, prohibits loading of a packed container in absence of the verified gross mass (VGM) declaration.
This applies to all packed containers which are to be loaded onto a vessel under the SOLAS convention in international maritime traffic.
It is the primary responsibility of shippers to ensure that the gross mass of containers is verified, but other suppliers and importers have a role to play to ensure they are not severely impacted by non-compliance.
A packed container, for which the verified gross mass has not been obtained will not be loaded on the vessel. Loading of a packed container without VGM on to a vessel is an offence against an existing SOLAS regulation.
Este documento describe las cinco clases de incendios (A, B, C, D y K), los tres métodos de extinción (enfriamiento, sofocamiento y remoción), y las tres clases principales de extintores (agua, polvo y CO2).
This document provides information about maritime signs, SOLAS conventions, and international distress signals. It discusses the purpose of maritime signs on vessels to identify hazards and equipment. It then outlines several visual distress signals agreed upon internationally, including signals to request assistance, medical assistance, or to answer yes/no questions from rescuers. Finally, it mentions the use of panels or cloth to make visual signals from liferafts and provides sources for further information.
The document provides definitions and guidelines for the International Safety Management Code. It outlines the objectives of the code which are to ensure safety at sea, prevent injury and loss of life, and avoid damage to the environment. It also defines key terms and establishes requirements for companies and ships to develop safety management systems addressing policies, roles and responsibilities, training, emergency preparedness, documentation, audits and more.
This document summarizes different types of life-saving appliances, including personal appliances like lifejackets, immersion suits, and personal flotation devices as well as collective appliances like life buoys, lifeboats, and life rafts. It provides procedures for launching each type of appliance, such as throwing a life buoy overboard, lowering a lifeboat using its davit, and properly securing a lifejacket.
Este documento describe los diferentes tipos de incendios clasificados por material combustible (Clases A-K), agentes extinguidores comunes y factores que determinan el riesgo de incendio como la ocupación, construcción y contenido del edificio.
Strategies for the Success of Nuclear Powered Commercial Shippingwww.thiiink.com
ABSTRACT
The development of nuclear powered commercial ships has taken on greater
importance beyond transporting cargo cheaper. Increasing limitations on Sulfur Oxide
emissions from ships has put the global maritime industry on a search for economical
ways to meet current and future environmental regulations. With the inevitable
development of trans-Arctic shipping, nuclear power is the only means of preventing the
phenomenon of “graying of the ice”, which is the deposition of black carbon soot
particles on snow and ice from oil and natural gas burning engines, leading to increased
heat retention and melting. However, unless these next generation nuclear powered
ships are cost-effective and can achieve an acceptable level of safety, they will not be
deployed and their environmental advantages not realized. This paper discusses in
qualitative terms methods for the cost-effective and safe development of nuclear
powered commercial ships for world trade, specifically by a United States initiated
program. Discussed are changes to the nuclear regulatory model that can alleviate
certain economic burdens that ship-sized nuclear reactors may face, and
recommendations are made for how industry can actively lower nuclear power’s high
upfront costs. Emphasis is placed on the development of an inherently safe, widemarket
application reactor that can achieve these cost and safety goals.
Tactical ventilation and cutting extinguishing method in shipboard firefightingAnders Trewe
Methods and Procedures including Positive Pressure Ventilation and Positive Pressure Attack on board Naval Vessels
A discussion on studies and practical results of the Royal Swedish Navy; onboard traditional mild steel naval vessels as well as light weight composite stealth vessels
Abstract
Tactical ventilation, both positive and negative pressure, has been used for at least two decades in civilian firefighting as an optional tool or method to clear out smoke and gain visibility, as well as mitigating hot fire gases to spread through the construction while fighting the fire.
Adding great volumes of air, under pressure, to a fire incident at sea might seem to be a dangerous and volatile venture. Is positive pressure ventilation a feasible method on board a ship, particularly on board a naval vessel? What precautions and preventive measures could or should be taken if applying positive pressure ventilation while shipboard firefighting? What other methods should be considered in combination with positive pressure ventilation in order to leverage the outcome?
Royal Swedish Navy has initiated tests and trials of combining various methods with the ambition to determine a short list of the most efficient and effective methods and method combinations. The Visby Stealth Corvette Class vessels are in addition engineered to provide dynamic ventilation solutions to various fire incident scenarios.
The Cutty Sark ship underwent a major restoration project after being damaged by a fire in 2007. The project faced challenges due to the ship's historic status but implemented an innovative, fully fire-engineered approach. This included raising the ship above the dry berth, developing a fire strategy that considered life safety and heritage protection, and using computational modeling to evaluate fire risks and evacuation. The fire-engineered solutions allowed increased visitor capacity while protecting the Grade I listed ship.
This document discusses testing of distributed sacrificial anode (DSA) coatings applied by thermal spray for cathodic protection in elevated temperature seawater and mud. DSA coatings were tested at 50°C and 80°C in seawater, and at 10°C in mud, and compared to conventional thermally sprayed aluminum (TSA) coatings. Testing involved freely exposed samples as well as samples galvanically coupled to carbon steel. The results showed that DSA coatings provided cathodic protection at elevated temperatures in seawater and in mud, unlike conventional TSA coatings.
Corrosion poses serious issues for steel ships, adding weight, decreasing performance, and potentially creating holes. There are three primary sources of corrosion: galvanic, direct chemical attack, and anaerobic. Ships are protected through various methods like painting, cathodic protection using sacrificial anodes, inhibition chemicals, using corrosion-resistant alloys, and impressed current cathodic protection as used successfully by the US Navy. Corrosion represents a major cost issue for ship owners and is the number one cost associated with operating steel ships.
Disaster Management for Cooling Tower- Case Study.IJERA Editor
Cooling towers are prone to numerous disasters that can arise naturally or through human intervention. The
safety of cooling towers becomes utmost importance for the plants to function properly. The study focused on
identification of various disasters and the risks associated with them. The disasters can be earthquake,
volcanoes, storm, extreme temperature, fire incident, terror attack, hazardous material leakage etc. The impact
and vulnerability analysis of these disasters is conducted to find the associated risks properly. Mitigating risks
is as important as identifying them. The two most important risks identified are Design Risk and Bacterial Risk.
The preparedness to these risks helps in mitigating them. A probabilistic catastrophic risk model has been
identified which performs a cost benefit analysis for mitigating the risks
Larry Lanzema Dangana and Halil Zafer Alibaba,“Effects of Thermal Insulation Deficits in Famagusta Buildings” United International Journal for Research & Technology (UIJRT), Volume 01, Issue 07, pp. 05-13, 2020. https://uijrt.com/articles/v1i7/UIJRTV1I70001.pdf
Using the cutting extinguisher to fight fires at seaAnders Trewe
The Cutting Extinguisher is a Swedish invention that is used to fight fires both on land and at sea. The main application is to fight the fire from a safe area. The extinguisher can cut through building materials using an abrasive additive. Experimental measurements show that the spray is characterized by small droplets. The following characteristic diameters were measured at 10 m distance from the nozzle using 260 bar injection pressure: arithmetic mean diameter d1060 μm and the Sauter mean diameter d32 170 μm. The velocity at this distance from the nozzle was approximately 7 ms-1 in the spray core. Droplet diameters decreased significantly when A-foam or X-Fog were mixed into the water, d10 decreased to 30-40 μm and d32 to 110-150 μm. These measurements support previous explanations of the efficiency of the Cutting Extinguisher and also lead to a more detailed understanding of the extinguishing process.
In this issue of surfaces magazine, we travel far and wide as we take a look at a range of projects from Australia to Sweden.
- See how our Chartek® passive fire protection has been used on a chemical plant for 10 years
- Discover how Korean shipyards are experiencing a newbuilding boom for offshore drill ships
- Find out how we are helping a Chinese local water authority to cut the cost of its concrete protection
SCOUR AROUND MARINE STRUCTURES
Dealing with scour related problems in water environments
This two-day, thematic course introduces you to the procedures of analysis related to assessing scour risk at marine structures. The focus is on offshore wind turbine foundations and how to protect against or mitigate the scour formation by applying scour protection systems of, for instance, rock dump or mattresses. After the course the participant will be able to identify and define scour issues, asses the risk of scour and possible mitigation solutions for various types of marine structures and obtain the recent knowledge gained over the last decade from significant development and research within the field of marine scour.
Scour is a well-known issue for hydraulic and marine engineering. Scour occurs when structures are placed on erodible beds and exposed to current and waves. The foundations of e.g. offshore wind turbines are often erected in harsh hydrodynamic environments, exposed to tidal currents and large waves individually or in combination. Therefore, it is essential to have a detailed understanding of how these hydrodynamic environments affects the structure as a whole, including the foundation and the interaction between flow, structure and sea bed to ensure short– and long term stability. Evidently, the formation of scour around marine structures can pose a threat to the structural stability and the cables transporting electricity.
The document summarizes a CFD study of tunnel fires involving coatings of glass/vinyl-ester and epoxy resin composites on concrete tunnel walls. The study used the Fire Dynamics Simulator software to model temperature fields, gas concentrations, and coating surface temperatures over time. Results showed ceiling temperatures approaching 930°C after 9 seconds and lower surface temperatures for epoxy resin (679°C) compared to uncoated concrete (1180°C), indicating epoxy provided better heat insulation. Soot concentrations demonstrated the backlayering phenomenon of smoke moving against airflow. Overall, the study used CFD to analyze fire protection properties of composite coatings on tunnel walls.
EA / ATSE joint seminar Engineering for Extreme Natural EventsEngineers Australia
This document provides an abstract for a seminar titled "Earth, Wind, Fire, Water: Engineering for Extreme Natural Events" that was held on September 15th, 2011. The seminar focused on engineering challenges related to earthquakes, high-speed winds, bushfires, and large water waves. There were four main presentations on each topic area followed by a panel discussion that highlighted common themes and challenges across the different extreme events. The seminar concluded that engineering education and practice needs to accommodate a greater frequency and severity of natural disasters and emphasized the importance of communication and collaboration between engineers, decision-makers, planners, and other stakeholders.
We can predict how long a fuel tank is expected to last out in the sun, but the deterioration process is accelerated considerably when water is involved.
https://bulkfuel.com.au/news/preventing-fuel-tank-corrosion
IRJET- Lightweight Aggregate Concrete using Expanded Polystyrene Beads - A Re...IRJET Journal
This document reviews research on using expanded polystyrene (EPS) beads to partially replace coarse aggregates in lightweight concrete. EPS is a common packing material that is lightweight and has thermal insulating properties. Several studies have found that concrete made with EPS beads as an aggregate replacement has benefits like reduced weight, increased thermal resistance, and acceptable compressive strength depending on the EPS content. The review examines the mechanical properties, stress-strain behavior, and failure modes of EPS aggregate concrete found in various studies. Lightweight concrete using EPS beads could be suitable for marine floating structures due to its strength, elasticity, and resistance to sulfate solutions.
Silprocoat is a Silicone anti-corrosion coating formulated to restore metal structures and electrical equipment.
This is a a top-notch resistance to weathering, water and chemical substances – making it ideal to use in coastal, industrial and desert areas.
Silprocoat is produced in the USA by Midsun Group and distributed worldwide by Midsun IKM: https://www.midsunikm.com/anti-corrosion-coating
Whertec provides specialized thermal coatings called Tube Armor to protect metal substrates in power plants and industrial boilers from erosion and corrosion. Tube Armor forms a barrier between boiler tubes and slag deposits, increasing equipment lifespan and reducing unplanned maintenance outages. It can be applied quickly in a single shift during scheduled outages to cover large surface areas up to 20,000 square feet. Tube Armor has been proven effective at preventing slag buildup and improving efficiency, saving customers millions in maintenance costs and lost generation.
This document discusses blast resistant structures and provides information on:
- The need for blast resistant structures due to increasing terrorist attacks to minimize damage, loss of life, and social panic.
- Types of blasts include moving vehicle attacks, stationary vehicle bombs, exterior attacks, arsons, and ballistic attacks.
- Principles of blast resistant design include maintaining stand-off zones, sustaining bomb damage without progressive collapse, and minimizing broken glass and debris.
- Effects of blasts on structures include conversion of energy to thermal radiation and shock waves that expand radially.
This document provides a review of corrosion under insulation (CUI), discussing key factors and mechanisms. It summarizes that CUI occurs via a three step process: 1) water ingress, 2) water accumulation under insulation, and 3) dissolution of corrosive species. Five important factors for CUI are discussed: insulation material, coating material, substrate material, atmosphere, and design. Carbon steel is susceptible to general and localized corrosion from CUI, while stainless steel risks pitting and stress corrosion cracking. Proper coating and design can prevent the water accumulation and corrosion processes that cause CUI.
Safeguarding Infrastructure with Cathodic Protection ServicesTec
Explore the crucial role of cathodic protection services in safeguarding critical infrastructure
against corrosion. Learn how this technology works and its applications in various industries.
This document provides an overview of various approaches for protecting steel from corrosion. It discusses design techniques, cathodic protection, chemical inhibition, conversion coatings, coating systems, improving steel material properties, and corrosion monitoring. The best approach involves a practicable painting or organic coating system that provides protection tailored to the environment. While methods have improved corrosion resistance, more effective and economical solutions are still needed for all environments.
Similar to Efficient and Safe Shipboard Firefighting – More Cooling with Less Water (20)
Efficient and Safe Shipboard Firefighting – More Cooling with Less Water
1. MAST Europe 2012 Malmö, Sweden 11‐13 September
Efficient and Safe Shipboard Firefighting – More Cooling with Less
Anders Trewe, Cold Cut Systems Svenska AB
Abstract
Mitigation of austerity has recently closed upon the level of importance of mitigation of fire among
naval forces. Budget cuts combined with demands to keep the naval fleet’s operational levels intact
have created new opportunities of cooperation and thinking outside the box in extending present
vessels’ life span. Investing in new technology could not only add lifetime, but enhance the safety of
the crew and the ability to stay focused on the mission with less effort.
Fires onboard naval vessels will not only impact the vessel, but threaten to compromise the mission
as a whole. Traditionally, shipboard firefighting on steel hull vessels engage a lot of crew members,
consumes a lot of water and takes focus off of the mission.
Modern composite light weight material structures require immediate intervention in the fire
compartment, less the supporting structure will be damaged. In addition, societal changes impose
alignment to civilian work safety regulations.
High pressure water mist has been scientifically proven a very efficient extinguishing agent; cooling
and inerting combustible smoke gases with less water than otherwise. It rapidly cools the fire room,
mitigates backdrafts and makes the re‐entry procedure safer for the BA‐crew.
Fixed installed high pressure water mist systems are often limited to designated high risk fire areas
due to cost and limitation of auxiliary emergency power. Breach of such systems, or fires caused by
external attacks at a non‐designated area, would require traditional boundary cooling and/or BA‐
attack; both crew and water consuming, high risk tasks, thus mission compromising.
A mobile, versatile high pressure water mist system with cutting/penetrating abilities would add the
redundancy necessary to handle a breach in the fixed installed systems. It would also add efficient
and safe fire protection to compartments not protected by other systems.
The Swedish Navy has invested in cutting extinguishing systems to effectively enhance safety and
comply with RMS 2010/NSC; for redundancy on their new Visby Class Composite Stealth Corvettes,
as well as retrofitting on steel hull vessels for cost effective and enhanced bulkhead fire protection.
Of course, the overall argument is securing the ability to succeed with the mission.
Key words
Shipboard Firefighting, Cutting Extinguisher, Safer Firefighting, Efficient Firefighting, Water Mist
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 1 of 16
2. MAST Europe 2012 Malmö, Sweden 11‐13 September
Introduction
Pooling and sharing and Smart Defence has become the buzz words of the day among authorities
such as the European Defence Agency and NATO. The recent cuts in budgets all over the lines require
new ways to entangle old problems: Not only are the budgets decreasing in an increasing pace,
ability to retain capability are an undisputed demand from the funders. In addition, demands on
military operations with respect to safety and security are closing in to the demands of the civilian
society.
For most operations, this could imply prolonging the life span of present equipment, finding
disruptive and groundbreaking technologies and methods for doing more with less and work more
safely and efficiently with the means at hand. Naval operations are not exempt.
Fire onboard can ruin a good day, someone said. Traditionally, shipboard firefighting on steel hull
vessels engage a lot of crew members, consumes a lot of water and takes focus off of the mission.
Fires onboard naval vessels will not only impact the vessel, but threaten to compromise the mission
as a whole.
In addition, modern composite light weight material structures require immediate intervention in the
fire compartment, less the supporting structure risks to be damaged or collapse.
New disruptive technology for applying water mist to shipboard fires has recently been developed:
the cutting extinguisher. The cutting extinguisher method is proven by on shore firefighting and a
number of scientific reports. In the naval setting, the efficiency of water mist introduced to a
compartment with a fully developed fire has also been documented in scientific reports, such as The
development and mitigation of backdraft: a real‐scale shipboard study (Gottuk, Peatross, Farley, &
Williams, 1999).
This paper discusses the features of water mist and ways to apply it safely and to swiftly combat
shipboard fires. It also presents the experiences of the Royal Swedish Navy concerning the cutting
extinguisher, the rationale behind the investments, and how it has introduced the cutting
extinguishing concept to their standard shipboard firefighting procedures.
Vessel constructions and shipboard firefighting
Steel Hulls and Light Weight Construction Materials
Traditionally, a naval ship is constructed with a steel structure. In terms of combustion, this it is a
good choice. However, steel’s ability to conduct heat brings on a number of challenges when it
comes to firefighting. When a steel bulk head or deck is exposed to fire or heat, an intact
construction will conduct heat to the adjacent side reasonably fast. Thus, an un‐insulated steel panel
will not work as a fire shield. To protect the vessel from spreading of fire from the incident area, the
vessel‘s construction is separated into insulated fire zones. A fully developed fire in a fire zone is
nevertheless likely to ruin the content of the complete fire zone (McGeorge & Høyning, 2002).
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 2 of 16
3. MAST Europe 2012 Malmö, Sweden 11‐13 September
Normally, developed shipboard fires in a limited fire zone on steel hull vessels may be contained and
controlled by cooling the boundaries, making it possible to wait out the fire before initiating the re‐
entry procedure.
In contrast, light weight structures are often made out of combustible materials, such as carbon fiber
and PVC‐foam combined into carbon reinforced plastic laminate. I case of fire, there is an imminent
risk that the light weight construction will contribute to the fire development. To protect the
construction from fire and heat, intumescent paint or insulation is amended to the construction
panels. The construction itself may also contain redundant supporting beams, allowing either one to
be weakened or destroyed by fire without distortion or collapse of the structure itself.
The construction of a light weight composite insulates heat well, and does not conduct heat away
from the fire room. Even though the composite material insulates well, at a certain point of the fire
development, the supporting structure will degenerate and cause collapse (Johansson, 2012).
Shipboard fires onboard ships, or ships with superstructures, constructed with composite systems;
traditional boundary cooling has no effect due to the construction material’s insulating properties –
the “thermos effect”. Instead, one needs to rely on passive protection, early warning systems,
automatic fixed installed water mist systems, etc.
For both traditional steel hull and light weight constructions vessels, fixed installed high pressure
water mist systems are often limited to designated high risk fire areas due to cost and limitation of
auxiliary emergency power. Breach of such systems, or fires caused by external attacks at a non‐
designated area, would require traditional boundary cooling and/or BA‐attack; both crew and water
consuming, high risk tasks, thus mission compromising.
The features of Water in Fire Fighting
Conventional firefighting has used water as extinguishing media since the beginning of time. By
intuition, the method applied has been pouring water on the flames.
Other extinguishing media has been developed over time, such as gaseous fire suppression,
inerting/isolating the oxygen in the gas volume surrounding the fire. Examples of these gases are
Halons, Argons or CO2. Unfortunately, these gasses have other features, adding suffocation risks and
environmental hazards.
Thereto, water has a heat capacity and evaporation enthalpy that far exceeds named gases
(Schürmann, 2002).
Water Mist
Water mist is generally interpreted as sprays with water drops of a size up to 1000 microns, or 1 mm
(NFPA, 2010). Recently, research has shown that water broken up into small droplets adds a number
of features to it as a firefighting media. By atomizing the water into micron size droplets, the surface
area of a given volume of water expands dramatically. At a droplet size of 1 mm, one liter of water
covers the area of a third of a soccer goal (6m2). At 1 micron, one liter of water covers an area of
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 3 of 16
4. MAST Europe 2012 Malmö, Sweden 11‐13 September
approximately 6000 m2, or the area of a football pitch. The surface area exposed by the atomization
of the water reduces the time tremendously for the water to transform to steam (Gsell, 2010).
However, Försth and Möller conclude that, with respect to heat absorption, there is a threshold at a
water droplet size at about 1 to 10 microns, or 0.001 to 0.01 mm (Försth & Möller, 2011).
Given we have a method to transform water to micron size droplets and applying this to firefighting,
we have a theoretical possibility to increase the efficiency of water used by up to approximately
1000%. Suppliers of fixed installed firefighting systems such as Hi‐Fog® (Marioff, 2011) and Ultra fog®
(Hanje, 2012) are getting close to these levels. Adopting this feature to a hand held lance with the
possibility to penetrate virtually any construction material, and you will have a tool that adds safety,
swiftness, redundancy and accessibility with a minimal use of water to shipboard firefighting.
Methods and Procedures
Standard Naval Shipboard Firefighting
Pre‐action preparations and training is of essence to combat fires successfully. Preparations also
cover structural protection, fixed fire suppressing systems, equipment control, awareness and
readiness.
On live incidents, standard procedures for firefighting tactics onboard conventional vessels include
four main actions:
1. Early Detection ‐ Alarm,
2. First Attack,
3. Containment, Control,
4. BA‐Attack ‐ Safe Re‐entry Procedure.
Primarily, early detection is of essence to extinguish the fire in its growth stage, before the fire has
fully developed.
Secondly, immediately after detection and alarm, the first attack is made by personnel detecting the
fire. By using fire extinguishers or other means to suffocate the fire and/or removing the fuel, the
crew and the ship might avoid a larger incident.
Third step, if the initial procedures fail, is to contain the fire in the fire compartment. Sealing off the
area to prevent the fire to spread, removing fuel, and to minimize oxygen supply, is made to buy
time for the fourth step to muster. To contain the fire, automatic, semi‐automatic or manual fixed
installed fire suppression systems, if present and deemed proper action, should be engaged.
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 4 of 16
5. MAST Europe 2012 Malmö, Sweden 11‐13 September
Fig. 1 Boundary Cooling1
If the fixed installed fire suppression systems fail, boundary cooling of the ship structure is of
essence. Since conventional ships normally is constructed with mild steel, a highly heat conductive
construction material, the heat from the original fire is likely to travel through the construction and
ignite other cells/compartments. Boundary cooling requires vast amounts of water applied to the
decks and bulkheads surrounding the initial fire compartment. Depending on the size of the initial
fire compartment, a sufficient number of personnel are required to operate the nozzles applying
water for boundary cooling.
Forth step is the re‐entry procedure, BA‐attack on the fire compartment. This cannot be done in a
safe way until the fire has been suppressed or reached its decay stage. The latter adds time to the
total lapsed time to get in control of the fire. During this time, boundary cooling must be applied
continuously (Royal Swedish Navy, 2003).
Mission critical situation
In a mission critical or combat situation, time for letting the fire consume all fuel or personnel for
boundary cooling might not be available. A premature re‐entry procedure could be one of the few
options at hand, not to compromise the mission as a whole. However, entering a fire compartment
at a stage where the fire is starved of oxygen, could feed the hot fuel‐rich gases with a gravity current
of cold air, and induce a backdraft. This is one of the most hazardous situations a firefighter could
face. In relation to this situation, BA‐attacks are considered as one of most dangerous and high‐risk
occupations in the civil society (Carlsson & Lundmark, 2011).
1
(Royal Swedish Navy, 2003)
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 5 of 16
6. MAST Europe 2012 Malmö, Sweden 11‐13 September
Composite vessel shipboard firefighting
The tactics for shipboard firefighting on composite ships are initially similar to standard procedures.
However, containment is not relevant since boundary cooling is obsolete – the modern sandwich
construction itself isolates the desired cooling of the externally applied water. Given the fire zone in
question is classified, i.e. is isolated with fire resisting material and having fixed installed fire
suppressing systems or other means, there are some time available to suppress the fire prior to
constructional damage occur. If the fixed fire suppression systems are breached, or if the actual fire
is induced by weapon or accident at an area deemed a low or a non‐fire hazard zone, time to
suppress and get in control of the fire is even less.
A shipboard fire on a composite ship is always critical to mission. The fire must be intervened
immediately and from the inside, where the fire develops. Using BA‐attack in this situation would
induce risks and hazards not acceptable, neither by naval standards, nor by the supporting civil
society.
The Cutting Extinguisher and its Method
The Cutting Extinguisher
The Cutting Extinguisher is a mobile high pressure water jet system with penetrating and cutting
capabilities. The system ejects approximately 30 to 60 liters water through a nozzle mounted in a
hand held lance at approximately 250 bar and 200 meters per second.
Abrasive
Hand lance
Abrasive Water mist
Nozzle
valve
High pressure
water pump Bulk head
Water supply
Fig. 2 Cutting Extinguisher Schematics
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 6 of 16
7. MAST Europe 2012 Malmö, Sweden 11‐13 September
The hand lance is connected through a high pressure hose to the main system and is controlled by
the lance operator. The system has the capability to mix an abrasive, cutting agent, into the water,
thus enabling the operator to penetrate or cut through virtually any construction material. When the
water jet combined with abrasive slurry has cut through the bulkhead or hatch, the water breaks out
into an ultra‐fine mist due to the high velocity the jet receives as it passes through the special nozzle.
The cutting extinguisher combines some of the main features of fixed installed ultra‐high pressure
water mist fire suppression systems with penetrating and cutting abilities and adds mobility. In
addition, to minimize the risk of re‐ignition of fibrous solid fuels, a Class A detergent may be added
by the control of the operator.
When the water jet enters the fire room, the water atomizes due to its high velocity and cavitation
when passing through the nozzle. The water mist starts to break up at about 5 meters from the
nozzle and reaches about 15 meters (Holmstedt, 1999).
Fig. 3 Advantages of the Cutting Extinguisher
As the water mist enters the fire room, depending on the fire situation, it is exposed to the hot fire
gases, the radiation of the fire and the actual flames. The energy transforms the atomized water to
steam, and in the process consumes the energy and heat. In the process, the steam inerts the fire gas
by decreasing the oxygen fraction. It also cools the fuel surface, and by time, shields the fuel from the
surroundings (Gsell, 2010). If the cutting extinguisher is utilized with a Class A detergent, the
shielding is even more apparent (Dahlberg, 2001).
If the fire is not situated immediately opposite to the penetrated wall, the continuous use of the
cutting extinguisher water jet will soon saturate the immediate volume and travel towards the fire.
The speed of the injected water mist will aid in the process. If controlled ventilation is applied
(positive pressure ventilation), the effect will appear even sooner: the fire will consume the air
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 7 of 16
8. MAST Europe 2012 Malmö, Sweden 11‐13 September
between the water mist and the fire, eventually sucking in the water mist into the flames and
choking itself.
Using ultra high pressure on
4 MW fire in 20 foot container, penetration at t=12 min
800
700
600
Temperature C
500
400
Temperature
300
200
100
0
1 3 5 7 9 11 13 15 17 19 21 Time (min)
Fig. 4 Rapid Temperature Reduction
A typical scenario is a fire room of 75 cubic meters (2.4m x 6.5m x 5.0m) with a 3.6 MW fire (diesel
pool of 3.6 square meters). With a fully developed fire, the temperature of the room is
approximately 600 C. By applying a 28 liter per minute cutting extinguisher, the temperature will
decrease to 100 C in 30 seconds, using just short of 15 liters of water (SERF in collaboration with SP
Technical Research Institute of, 2010).
Examples of penetration abilities are tested and described in various reports. FMV conducted tests at
early stages (Dahlberg, 2001):
4mm mild steel, 10 seconds
8mm carbon‐fiber laminates, within 10 seconds
50mm concrete slab, passed without noticing resilience
The cutting extinguisher is primarily a tool for rapidly and efficiently cooling fire gases produced by
solid or liquid fires (Class A and B) from a safe position. By adding a Class A detergent, additional
positive effects on solid fibrous fuels will occur.
The cutting extinguisher has been tested in accordance with EN‐3‐7:2004+AI 2007(E), Annex C.
According to this standard, the current between operator accessed parts (like handle) and earth must
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 8 of 16
9. MAST Europe 2012 Malmö, Sweden 11‐13 September
not be greater than 0.5 mA when an alternating voltage of 35 kV is applied to a metallic plate. The
cutting extinguisher fulfills the requirements with the use of water and water and abrasives (SP ‐
Measurement Technology Department, 2009).
The cutting extinguishing method for Fire & Rescue Services has been developed by the Swedish
Rescue Service Agency together with SERF, a regional Swedish Fire and Rescue Service, and is being
enhanced and refined continuously. The concept includes the use of thermal imaging cameras and
positive pressure ventilation (PPV), as well as multiple‐use of cutting extinguishers in large volume
fire rooms (SERF in collaboration with SP Technical Research Institute of, 2010).
The system is developed by Cold Cut Systems and is presently standard issue on many Fire and
Rescue Services in Sweden, Norway, UK, as well as on other markets. The Royal Swedish Navy has
adopted the system and method for naval use, as have several other maritime organizations and
businesses, such as the German Central Command for Maritime Emergencies (Havariekommando)
and Smit Salvage.
The Royal Swedish Navy and the Cutting Extinguisher
Societal change, decreasing funding and new challenges
Funding for solving the military assignments and duties has been steadily decreasing over the past
decades. At the same time new international missions have emerged into the arena. For the Royal
Swedish Navy and FMV, the Swedish Defence Material Administration, in order to maintain fast
responses to new missions, this has implied doing more for less: including more efficient strategies
and tactics, bilateral procurement initiatives, life cycle extension, etc.
Societal changes have introduced a more uniform legal situation, comparing civilian and military
sectors of the community. Among other things, change in the recruitment process, going from a draft
organization to professional sailors and soldiers, more civilian regulations were brought in to the
military organizations. Civilian work environment regulations and other jurisdictions were to be
enforced throughout all military levels. Exempts of these regulations and/or military rules were not
accepted in the same extent as earlier. Areas where equipment and crew were exposed to high risks,
such as vessels’ fire resistance/protection and shipboard firefighting were rising on the priority list.
The change in global politics and Sweden’s membership in the European Community introduced new
joint missions to be completed at virtually any place around the globe. These brought forth yet new
challenges for crew and equipment.
As more sophisticated equipment had been introduced onboard Swedish naval vessels, the Royal
Swedish Navy has found itself spending a larger fraction of resources on training. Sticking to
traditional solutions, crew would soon find themselves to be occupied with constant training of
handling the equipment, leaving little or none of the time and resources to sail the ship, less carrying
out missions and assignments. Adding more crew was of course not an option, requirements from
HQ and funders rather opted for reducing crew.
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 9 of 16
10. MAST Europe 2012 Malmö, Sweden 11‐13 September
Requirements like more for less and thinking outside the box permeated the whole organization,
including the Naval Procurement Command and the Sea Safety School (Averin, Säkrare arbetsmiljö i
Somalia ‐ Safer work environment in Somalia, 2011).
Cutting extinguisher traced
In 2001, fairly parallel by ordering a number of composite Visby Class Stealth Corvettes from
Kockums Naval Shipyards, the Royal Swedish Navy and the Swedish Defence Materiel Administration,
FMV, sought methods for offensive and efficient firefighting from a safe defensive position, to meet
the demands of firefighting onboard composite vessels. In addition, the main target was to find
systems supplementing and adding redundancy to traditional onboard systems; with high efficiency
in suppressing fires, water usage and crew staffing. The system should also be easy to use,
understand and train.
Shortly, a contingent from the Navy Sea Safety School paid SERF a visit. SERF is a regional Fire and
Rescue Service with headquarters in Borås, Sweden. At the time, SERF was involved in developing
tactics for a new firefighting tool – the cutting extinguisher – together with the Swedish Rescue
Service Agency. The Navy became interested and decided to obtain a unit for further tests and
evaluations.
Numbers of tests and evaluations were conducted and the results pointed out the Cutting
Extinguisher as a reasonable candidate for firefighting onboard composite vessels as well as adding
enhancing features to shipboard firefighting on traditional steel hull vessels (Dahlberg, 2001).
The cutting extinguisher was found to fill the gap of time between the initial attack and the BA‐
attack, providing the shipboard firefighting crew to (Averin, Report on trials with the cutting
extinguisher, FMV VO SJÖ 38 150: 48280/04 (English translation), 2004):
Reach the fire without adding oxygen
Rapidly lowering the temperature in the fire room
Minimizing the water use, hence minimizing collateral damages and stability issues
Reducing the number of crew occupied with firefighting
Enabling the crew to fight the fire efficiently from a relatively safe position
Providing the a method to get an overall faster incident control
In addition, the cutting extinguisher may be used as a clearing tool by itself or by adding a guided
cutting frame.
Atalanta Operation
In December 2008, the Swedish government appointed three Swedish naval vessels under the
disposal of the EU Atalanta Operation in Aden Bay. Since the appointed vessels were costal
corvettes, they had to undergo fire zone classification according to Regler för Militär Sjöfart2/Naval
Ship Code prior to introduction to the operation fleet at open sea. Compared to insulating zones,
2
(Royal Swedish Navy, 2010)
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 10 of 16
11. MAST Europe 2012 Malmö, Sweden 11‐13 September
bulkheads and decks, and retrofit fixed installed automatic fire suppression systems, the most cost
effective way to obtain classification was to install cutting extinguishers as equivalents.
Fig. 5 Operation Atalanta ‐ Escort by HMS Stockholm3
In May 2009, a set of fully working prototypes was delivered prior to the ships’ commissioning in
Djibouti. The experience from the mission in Aden Bay was later integrated into the final product; the
self‐contained diesel propelled C330D Marine Unit. The units were also equipped with CBRN wash
nozzles and auxiliary submersible pumps, supplied with power from the unit.
Visby Class Stealth Corvettes
By 2009, FMV and the Royal Swedish Navy had specified the requirements for the cutting
extinguisher to be installed onboard the Visby Stealth Corvette Class. The 73 meter corvettes were
equipped with dual cutting extinguishers for redundancy; one installed at the bow and one aft. The
systems are driven by hydraulic motors, supplied with power from the onboard hydraulic system.
3
(Averin, Säkrare arbetsmiljö i Somalia ‐ Safer work environment in Somalia, 2011)
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 11 of 16
12. MAST Europe 2012 Malmö, Sweden 11‐13 September
Fig. 6 Visby Class Stealth Corvette
Each of the system reaches to all areas of the ship, thus the redundancy. To complete the systems, a
cutting frame unit, with the ability to cut man holes in the composite construction material within 2
minutes, was installed onboard (Averin, Säkrare arbetsmiljö i Somalia ‐ Safer work environment in
Somalia, 2011).
Royal Swedish Navy Shipboard Firefighting
Adding the cutting extinguishing method to the standard shipboard firefighting procedure, some
extra preparations had to be made. Since all crew are to be able to handle the cutting extinguisher,
the personnel are trained accordingly. To eliminate risks of aiming the hand lance at places on the
deck or bulkheads which have obstacles on the opposite side, Cutting extinguisher Attack Points
(CAPs) were marked at pre‐defined places: a bright red S on a white field. Hatches and doors are also
considered pre‐defined attack points, but are not marked – since they open, they usually don’t have
obstacles on opposite side (Osbäck, 2012).
When it comes to procedures, the third action encompasses the cutting extinguisher attack, thus
called Second Attack:
1. Early Detection ‐ Alarm,
2. First Attack,
3. Second Attack,
4. BA‐Attack ‐ Safe Re‐entry Procedure.
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 12 of 16
13. MAST Europe 2012 Malmö, Sweden 11‐13 September
The initial two actions are the same as in standard shipboard firefighting procedures, they are also
the same independently whether it is an incident onboard a composite vessel or a steel hull vessel.
Fig. 7 Cobra Attack – Second Attack onboard Visby Corvette
The third step has the cutting extinguishing method included as a first choice or as a complement to
fixed installed fire suppressive systems – depending on the assessment of the situation.
Onboard at steel hull vessel, using the cutting extinguisher at pre‐designated attack points might well
make external boundary cooling and fixed fire suppression systems redundant – making the incident
handling less crew demanding, both in numbers and with respect to exposure to danger. It will also
reduce the quantity of water needed to control the fire. Since the time from detection to applying
the cutting extinguisher method normally is less than mustering crew for boundary cooling, the time
for the fire to develop in the exposed compartment is held at a minimum, thus reducing the risk of
spreading and impact on the mission as such. The actions taken are generally monitored by thermal
imaging cameras.
When fighting fires onboard a composite vessel, the third step includes the cutting extinguisher as
well as fixed installed fire suppression systems where available. Boundary cooling from the outside is
not an option since the bulkheads and decks insulates both heat and cooling. For composite vessel
firefighting, time is even more crucial, since the structure itself has less resistance against heat.
Prolonged exposure could result in adding fuel to the fire from the structure, as well as adding
structural damage to the vessel at an earlier time frame than on a steel construction.
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 13 of 16
14. MAST Europe 2012 Malmö, Sweden 11‐13 September
The forth step is again similar to standard naval shipboard firefighting, with a major difference in
ambient temperature at the fire compartment. The high pressure water mist has efficiently
decreased the temperature to a comfortable 100C‐150C. The forth step could also be initiated earlier
than otherwise, due to less time elapsed. If the structure has been damaged or skewed, the cutting
extinguisher and/or the cutting frame could be used as clearing tool to make way for final BA‐attack
and damage assessment.
Conclusions
Naval ship applications
Fire hazards and incidents are of great concern to all types of vessels. The impact on crew, ship and
mission could be disastrous. New constructions, new assignments and societal change have triggered
the Royal Swedish Navy in searching of safer and more efficient firefighting.
Requirements in cost efficiency while maintaining the readiness and capability levels with decreasing
number of crew available, has been an issue of great importance on the agenda for the supplying
agency. Safety and mission focus have also played a role of great magnitude while evaluating tools
and methods.
Research made by the Royal Swedish Navy and others has found that the cutting extinguisher and it
methods supplies or contributes extensively with the following features:
Safe and rapid re‐entry procedure at shipboard firefighting through mitigation of backdraft
and flash overs, as well as rapid cooling of fire gases
The concept require much less crew than standard firefighting procedures alone, which
leaves more crew available for the mission
Boundary cooling from inside the “thermos”
It is a complement to standard firefighting equipment, and is easily introduced to present
procedures
In comparison with boundary cooling, the cutting extinguisher concept uses minimal amount
of water – which decreases stability issues and collateral damages
The concept is easy to understand, and is easy to train
The method is easily practiced onboard
Excellent system for redundancy on breach of fixed installed fire suppression systems
The cutting extinguisher can be used where fixed installed fire suppressive systems and other
measures don’t reach; void areas, cofferdams and containers for transportation
Self‐contained diesel engine system works independently of main power systems
Can be used as a clearing tool, especially on composite vessels
Retrofitting to comply as an equivalent to new classifications/standards are possible and very
cost effective
In addition, the cutting extinguisher could be used for third party fires, as a fire and rescue tool.
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 14 of 16
15. MAST Europe 2012 Malmö, Sweden 11‐13 September
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Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 15 of 16
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This paper was presented by Anders Trewe of Cold Cut Systems Svenska AB (CCS) at MAST (Maritime
Systems and Technology) Europe Conference 2012. Further information about the coldcut™ cobra
may be obtained by contacting CCS. The coldcut™ cobra cutting extinguisher is patented – please
contact CCS for further information.
All trademarks mentioned in this paper are owned by the respective trademark owners.
Anders Trewe Phone: +46 300 40 41 00 anders.trewe@coldcutsystems.com
Cold Cut Systems Svenska AB Fax: +46 300 40 41 19 www.coldcutsystems.com
P.O. Box 10181
SE‐434 22 Kungsbacka, SWEDEN
Page 16 of 16