MAINTENANCE OF FIRE HYDRANT AND FIRE HOSE REELS AT THE
SCHOOL OF ENGINEERING BLOCK, MARITIME ACADEMY OF
NIGERIA, AKWA-IBOM STATE NIGERIA
(REPLICA OF MAINTENANCE OF FIRE-FIGHTING
SYSTEMS ON – BOARD SHIPS)
BY
FAVOUR, OSADE
MAN/19/HND/ME/014
ELIJAH, EFE MILLION
MAN/19/HND/ME/002
AGHA, ONYA CHUKWU
MAN/19/HND/ME/045
NGOZI, ONYEBARAURU
MAN/19/HND/ME/033
VINCENT, BENJAMINE REX
MAN/19/HND/ME/052
ENAIBE, JOSEPH OMOKINIOVO
MAN/19/HND/ME/043
ANAGBOGU, CLAUDIO UCHENNA
MAN/19/HND/ME/004
SUPERVISED AND CORDINATED
BY
ENGR. DANIEL A. IKUEYEMI
NOVEMBER, 2021
MAINTENANCE OF FIRE HYDRANT AND FIRE HOSE REELS AT THE
SCHOOL OF ENGINEERING BLOCK, MARITIME ACADEMY OF
NIGERIA, AKWA-IBOM STATE NIGERIA
(REPLICA OF MAINTENANCE OF FIRE-FIGHTING
SYSTEMS ON – BOARD SHIPS)
BY
FAVOUR, OSADE
MAN/19/HND/ME/014
ELIJAH, EFE MILLION
MAN/19/HND/ME/002
AGHA, ONYA CHUKWU
MAN/19/HND/ME/045
NGOZI, ONYEBARAURU
MAN/19/HND/ME/033
VINCENT, BENJAMINE REX
MAN/19/HND/ME/052
ENAIBE, JOSEPH OMOKINIOVO
MAN/19/HND/ME/043
ANAGBOGU, CLAUDIO UCHENNA
MAN/19/HND/ME/004
HIGHER NATIONAL DIPLOMA (HND) PROJECT CARRIED
OUT IN THE DEPARTMENT OF MARINE ENGINEERING,
SCHOOL OF ENGINEERING, MARITIME ACADEMY OF
NIGERIA, AKWA IBOM STATE, NIGERIA
SUBMITTED TO
SCHOOL OF ENGINEERING, MARITIME ACDEMY OF
NIGERIA, AKWA IBOM STATE, NIGERIA
IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE
AWARD OF HIGHER NATIONAL DIPLOMA (HND) IN MARINE
ENGINEERING.
NOVEMBER, 2021
i
DECLARATION
I hereby declare that this Project titled “Maintenance of Fire Hydrant and Fire
Hose Reels at the School of Engineering Block, Maritime Academy of Nigeria,
Akwa-ibom state Nigeria - (Replica of Maintenance of Fire-Fighting Systems On
– board ships)” has been written by us and it is the record of our own research
work. It has not been presented in any previous application for a higher degree.
All sources of information are specifically acknowledged using references.
CADET FAVOUR, OSADE
……………..
……………
(MAN/19/HND/ME/014)
Signature
Date
……………
..…………..
Signature
Date
CADET ELIJAH, EFE MILLION
(MAN/19/HND/ME/002)
……………
CADET AGHA, ONYA CHUKWU
(MAN/19/HND/ME/045)
Signature
……………
CADET NGOZI, ONYEBARAURU
(MAN/19/HND/ME/033)
Signature
……………
CADET VINCENT, BENJAMINE REX
(MAN/19/HND/ME/052)
Signature
CADET ENAIBE, JOSEPH OMOKINIOVO ……………
(MAN/19/HND/ME/043)
Signature
CADET ANAGBOGU, CLAUDIO UCHENNA ……………
(MAN/19/HND/ME/004)
Signature
ii
…………..
Date
…………..
Date
…………..
Date
…………..
Date
…………...
Date
CERTIFICATION
This Project entitled “Maintenance of Fire Hydrant and Fire Hose Reels at the
School of Engineering Block, Maritime Academy of Nigeria, Akwa-ibom state
Nigeria - (Replica of Maintenance of Fire-Fighting Systems On – board ships)”
carried out by; Favour Osade (MAN/19/HND/ME/014), Elijah Efe Million
(MAN/19/HND/ME/002), Agha Onya Chukwu (MAN/19/HND/ME/045), Ngozi
Onyebarauru
(MAN/19/HND/ME/033),
Otene
Benjamine
Rex
(MAN/19/HND/ME/052), Enaibe Joseph Omokiniovo (MAN/19/HND/ME/043),
Anagbogu Claudio Uchenna (MAN/19/HND/ME/004) meets the regulations
governing the award of the Higher National Diploma in Maritime Academy of
Nigeria, Akwa Ibom State and is approved for its contribution to knowledge and
literary presentation.
……………………
Date: …………….
Mr. Oluwamakinde, Ademola Kolawole
Department of Marine Engineering
Maritime Academy of Nigeria
(Supervisor)
…………………….
Engr. Taiwo, Ogunsola
Department of Marine Engineering
Maritime Academy of Nigeria
(Supervisor)
Date: …………….
………………………..
Date: …………….
Engr. Williams Ekwere
Department of Marine Engineering
Maritime Academy of Nigeria
(Director)
……………………
Name ……………………………………
Department/Faculty …………………….
(External examiner)
iii
Date ……………
DEDICATION
This work is dedicated to God Almighty for giving us the grace to complete this
task. It is also dedicated to our parent/guardians whom has shown us the way
out of technical illiteracy by financing and supporting our project work.
iv
ACKNOWLEDGMENT
This study is made possible by direct or indirect contribution by a number of good
people.
My first appreciation goes to my Project Supervisors, Mr.
Oluwamakinde, Ademola Kolawole and Engr. Taiwo, Ogunsola for painstakingly
reading our manuscript several times and offering constructive criticisms,
insightful advice and direction for the completion of the work.
We are also grateful to the Head of Department (HOD) and all our Lecturers.
v
ABSTRACT
The main intentions for providing in-built firefighting arrangements are to
extinguish fire at its inception or to control its spread, to assist the fire services in
dealing with the fire and in reducing the losses suffered as a result of fire. Such
arrangements are, therefore, supplementary to structural fire safety and
maintenance scheme. This project discusses on firefighting systems on-board ship
which are subdivided in two categories; the active systems (Fire alarm system,
Fire extinguishing systems, Fire Hydrant and hose reel system, Automatic
sprinkler system, Gas Flooding System (CO2), Fire Ball) and the passive systems
(Fire Rated Enclosure / Partition, Means of Escape, Fire Door); with emphasis
laid on the installation and maintenance of internal fire hydrants and hose reel
systems for ships or buildings. Fire hydrants are intended for use by fire brigade
or other trained personnel and provide means of delivering considerable quantities
of water to extinguish or to prevent the spread of fire. Fire hose reels are designed
to deliver smaller quantities of water at a considerable pressure and can be
operated by untrained persons. Hose reels are more rapidly brought into action in
the early stages of fire. The fire hose reels are more effective when the premises
is provided with an early warning device of any outbreak of fire. Although, the
American Bureau of Shipping (ABS) Rules incorporate many requirements which
intends to prevent the onset of a fire, but even with all the preventive measures
taken, shipboard fires still occur. Therefore, this project analyses a proper
maintenance scheme for fire hydrant and fire hose reels onboard ship, thus
enhancing the safety of a vessel and the personnel onboard.
vi
TABLE OF CONTENTS
TITLE
PAGES
COVER PAGE
TITLE PAGE
i
DECLARATION
ii
CERTIFICATION
iii
DEDICATION
iv
ACKNOWLEDGEMENT
v
ABSTRACT
vi
TABLE OF CONTENT
vii
LIST OF FIGURES
x
LIST OF TABLES
xi
LIST OF PLATES
xii
CHAPTER ONE:
1.0
Introduction
1
1.1
Background of the Study
1
1.2
Statement of the Problem
6
1.3
Aim of the Study
7
1.4
Objectives
7
1.5
Significance of the Study
8
1.6
Scope of the Project
9
1.7
Limitation of the Study
10
1.8
Definition of Terms
11
CHAPTER TWO:
2.0 Literature Review
14
vii
2.1
2.2
Classification of fire
16
2.1.1
Class A fire
17
2.1.2
Class B fire
18
2.1.3
Combination of Class A and B fire
18
2.1.4
Class C fire
18
2.1.5
Combination of Class A and B fire
18
2.1.6
Combination of Class B and C fire
18
2.1.7
Class D fire
19
Fire Response
19
2.2.1
Life Safety and Personal Protection
19
2.2.2
Incident Stabilization
20
2.2.3
Property Conservation
20
2.3
Safety Triangle Concept
20
2.4
Firefighting Systems On-board
22
2.5
Categories of fire-fighting Systems On-board
23
2.6
2.5.1
Fire Extinguishing System
23
2.5.2
Fire Hydrant and Hose Reel System
25
2.5.3
Passive Firefighting System
26
Maintenance Practices for Various Firefighting Systems
29
2.6.1
Fire Alarm Systems
31
2.6.2
Fire Extinguishing System
32
CHAPTER THREE:
3.0
Methodology
3.1
The Maintenance of Firefighting System; Fire Hydrant and
3.2
36
Hose Reels in School of Engineering Block
36
The Component of Fire Hydrant and Hose Reel System
37
viii
3.3
Tool and Equipment used for the Maintenance of the Hydrant
And Fire Hose Reels
45
CHAPTER FOUR:
4.0
Experimental Results, Analysis and Discussion
4.1
Maintenance Actions Carried out on the Fire Hydrant and
Fire Hose Reels at the School of Engineering Block
4.1.1
45
45
Maintenance Step 1 - Collection of Data
and Information
49
Maintenance step 2 – Inspecting and identifying the
4.1.2
causes/problem of the Fire Hydrant and the Fire Hose
Reel System
50
4.1.2.1
The Fire Hydrant
52
4.1.2.2
The Fire Hose Reel
53
4.2
Experimental Solution
54
4.3
Implementation of Solution
58
4.4
Cost of Materials
60
4.5
Result Analysis
61
Chapter Five:
5.0
Summary, Conclusion and Recommendation
67
5.1
Summary
67
5.2
Conclusion
69
5.3
Recommendation
70
References
72
ix
LIST OF FIGURES
Figure 1:
Types of Marine Accidents
2
Figure 2:
Combustion Triangle
2
Figure 3:
Fire Accident Distribution by Ship Types
4
Figure 4:
Consequences of Fire at Sea
4
Figure 5:
Safety Triangle Concept
21
Figure 6:
Plan View of BS5041
47
Figure 7:
Labelled Section of Fire Hydrant System (BS 5041)
47
Figure 8:
Front and Right-Side View of Fire Hose Reel
49
x
LIST OF TABLES
Table 2.1:
Type and Schedule for Maintenance of Firefighting
System Onboard
Table 4.1:
34
Specification and Bill of Engineering Measurement and
Evaluation (BEME) for BS 5041
Table 4.2:
48
Table of Data and Information for the Fire Hydrant and
Fire Hose Reels
50
Table 4.3:
Corrective Action taken on Fire Hose Reel
52
Table 4.4:
Table Showing the Faults Discovered from Four (4) Fire
Hose Reels
Table 4.5:
53
Bill of Engineering Measurement and Evaluation
(BEME) – 1
Table 4.6:
58
Bill of Engineering Measurement and Evaluation
(BEME) – 2
61
xi
LIST OF PLATES
Plate I:
Typical Angle Hose Valve
40
Plate II:
Pressure Reducing Angle Valve
40
Plate III:
Typical 2 – Way Breeding/Booster Inlet (BS 5041)
41
Plate IV:
Typical Fire Hydrant Booster Pump
41
Plate V:
Typical Fire Hose Reel
42
Plate VI:
Typical Fire Hydrant Block Plan
43
Plate VII:
Some General Hand Tools Utilized During the Maintenance
Process
44
Plate VIII: Fire Hose Reel Line View for Series – 01
46
Plate IX:
Fire Hose Reel Line View for Series – 02
46
Plate X:
Fire Hose Reel FHR/GF/01 View
55
Plate XI:
Fire Hose Reel FHR/GF/02 View
56
Plate XII:
Fire Hose Reel FHR/FF/01 View
57
Plate XIII: Fire Hose Reel FHR/FF/02 View
58
Plate XIV: Maintenance Outcome on Fire Hydrant
62
Plate XV:
Maintenance Outcome of FHR/GF/01
63
Plate XVI: Maintenance Outcome of FHR/GF/02
64
Plate XVII: Maintenance Outcome of FHR/FF/01
65
Plate XVIII: Maintenance Outcome of FHR/FF/02
66
xii
xiii
CHAPTER ONE
1.0
1.1
INTRODUCTION
Background of Study
The best way to deal with fires on board ships is to prevent them rather than letting
them occur. Fires on board ships can be prevented by finding and rectifying
leakages of fuel oil, lubricating oil, and exhaust gases. One of the patent methods
of fire prevention is effective and regular fire patrol. There is no method that can
beat physical monitoring. Fire caused by cigarettes is still one of the most
common causes of fire. All care should be taken to dispose cigarettes (using selfclosing ashtrays) and never should one smoke in bed. Fires are also caused during
loading and unloading of cargoes such as coal. For this reason, ship personnel
must always discuss the characteristics of the cargo and preventive methods to be
taken during safety meetings and weekly drills (Mahendra, 2021).
This includes regular maintenance, training of crew members, and appropriate
procedures regarding hot work permits. The knowledge of the causes and effects
of marine fire accidents will allow their future prevention, protection and possible
solution, consequently raising the level of safety (Geneva and New York 2018).
The study of relevant literature and the author’s research of available data has
revealed that collisions are the main cause of marine accidents in 2009–2014,
accounted for 23% of all accidents. Fires, which represented 20% of cases, were
the second major cause of accidents. Because damage caused by ship collisions
1
has been the subject of many considerations and analyses, this project will focus
on fires on board ships (Barbara, 2015).
Fig. 1: Types of marine accidents
Source: Findings based on 2009-2014 data (IMO-GISIS, 2015)
By definition, a fire is an uncontrolled, spontaneous process of combustion of
inorganic and/or organic materials. For a fire to occur there must be three basic
components, forming the so-called combustion, or fire triangle: oxidizer,
flammable material and a source of thermal energy (Figure 2) (Kwiecińska,
2015).
Fig. 2: Combustion Triangle
Source: (Kordylewski, 2008)
2
These factors combined together result in the spread of fire and often lead to tragic
consequences, especially at sea. An example of the percentage fire distribution by
ship type is presented in Figure 3, while consequences of fires on all the
mentioned ship types (in the examined period of time) are presented in Figure 4.
Fatalities or missing persons as a result of fire represent the highest percentage
(18%) on all types of ships. The second major effect is damage to a ship (14.8%
of ship required repair, while 10.2% of damaged ships could continue their
voyage). The next 8.5% fraction corresponds to injured persons, while 5.2% of
accidents resulted in the total destruction of the ship. The determination of the
causes of marine events leading to accidents, including fires, proposed in the IMO
document (MSC-MEPC.3/Circ.3. Rev. 1, 2014) is not sufficient, as the cause of
an accident is complex. That is why it is important to determine the causes of fires
on sea-going ships, label them unequivocally, group them and find their
interrelationships (Kwiecińska, 2015).
3
Fig. 3: Fire accidents distribution by ship types
Source: Findings based on data from the years 2009–2014
(IMO-GISIS, 2015)
Fig. 4: Consequences of fires at sea (A – total damage of a ship, B – a
ship rendered unfit to proceed, C – a ship remains fit to proceed, D –
fatal accidents or missing persons, E – wounded persons
Source: Findings based on data for years 2009–2014 (IMO-GISIS, 2015)
4
This paper describes first, the fire - fighting equipment’s for extinguishing fire on
board merchant ships. Afterwards, the analyses of fire hydrant system and the fire
hose reels will be discussed taking into consideration their maintenance processes,
then simulate the stated processes to the refurbishment of the existing fire hydrant
and hose reel system in the engineering academic block with the actual
experimental result and its effectiveness briefly described. Both on land and onboard ships, Fire hydrants spend most of their time unused and ignored, yet they
are called upon in a moment’s notice to provide fire flow for the protection of a
ship (Kwiecińska, 2015).
They are an indispensable facet of the overall fire protection features of a ship.
The hydrants are required for the fire protection of a ship, but they are useless
unless regularly maintained. Furthermore, they should be painted and labelled as
described in this document so that trained firefighting crews or assisting
firefighters can quickly identify the system capability of the hydrant. The ship
crews are responsible for testing, maintenance and marking of the fire hydrants
with the chief crews as supervisors and assumes all liability for the proper
operation, maintenance, and marking of hydrants and fire hose reels (Kwiecińska,
2015).
5
1.2
STATEMENT OF THE PROBLEM
Most of the world’s maritime shipping companies, oil rigs, ships, sea ports etc. lose
their structures and get into damages due to uncontrolled fire accidents. Many large
vessels have been denied access to international waters because of problems
associated with lack of modernized and inappropriate fire-fighting equipment and
installations. Lives of seafarers and cargoes being transported have been
jeopardized, lost due to sudden fire outbreaks preceding at sea.
Hence, this project makes use of existing knowledge and ideas as an approach to
assist seafarers and the maritime industry globally to fight and prevent fire
incidents by introducing maintenance actions on existing firefighting systems
onboard ships, taking fire hydrant and fire hose reels into consideration.
6
1.3
AIM OF THE STUDY
The aim of this study is to reduce the risk of damages caused by fire to a vessel, its
cargo and the environment; contain, control and suppress fire and explosion in the
compartment of origin and provide adequate and readily accessible means of
escape for crew by regularizing maintenance actions on both active and passive
firefighting systems onboard.
1.4
OBJECTIVES OF THE STUDY
i.
To further research on the concept of fire.
ii.
To carry out maintenance practice on the fire hydrant and fire hose reels at
engineering block, Maritime Academy of Nigeria.
iii.
To recommend the maintenance of fire-fighting systems to the occupants of
Maritime Academy of Nigeria.
iv.
To recommend the importance of having up-to-date modernized firefighting equipment to ship owners and seafarers onboard their merchant
ships so as to improve safety of the ship, its crew and cargo.
7
1.5
SIGNIFICANCE OF THE STUDY
The result will be significant to the following:
To the Beneficiary: The result will help the institution’s facilities management
in maintaining the fire-fighting systems and installations in Maritime
Academy of Nigeria. This will help to provide fire-fighting systems in every
Buildings and other facilities for the institution.
To the Society: The result of this study will benefit the society by means giving
guidelines on the maintenance & categories of hydrant and fire hose reel
firefighting systems.
To the Department: This study will benefit the School of Engineering by
means of acquiring authority on the publication of the document for the future
developments of the department.
To the Students: The result of this study will benefit the Marine Engineering,
Nautical and Electrical Engineering cadets by means of having a reference on
the fire-fighting systems.
To the Future Researchers: The study that was conducted can assist future
researchers on firefighting systems related to the existing case study.
8
1.6
SCOPE OF THE PROJECT
This project is provided with information regarding the installation, inspection,
operation, testing and maintenance of fire hydrant and fire hose reels as one of the
firefighting systems at School of Engineering Block. The fire hydrant and firehose
reel system are intended to be capable of locating fire at origin and tackle any fire
(Class A) incident at the Engineering Block. The project also provides
information for proper marking of public hydrants and privately-owned fire
hydrants and fire hose reels.
9
1.7
LIMITATION OF THE PROJECT
Due to financial constraint and our inability to access a ship where this project
can be experimented, decisions have been made to practicalize the project by
carrying out maintenance action on the existing fire hydrants and fire hose reels
installed at the School of Engineering block, because its structure is similar to a
ship’s structural composition.
Record drawings showing the piping system of the source of water to the wetrisers cannot be accessed and this restricted a complete accessibility of the piping
arrangement of the fire hydrant and fire hose reel.
10
1.8
DEFINITION OF TERMS
The following words and terms shall, for the purpose of this project and as used
elsewhere in this work, have the meanings shown herein;
ALARM SIGNAL: A signal indicating an emergency requiring immediate
action, such as a signal indicative of fire.
AUTOMATIC FIRE-EXTINGUISHER SYSTEM: An approved system of
devices and equipment which automatically detects a fire and discharges an
approved fire-extinguishing agent onto or in the area of fire.
AUTOMATIC SMOKE DETECTION SYSTEM: a fire alarm system that has
initiation devices that utilizes smoke detectors for protection of an area such as a
room or space with detectors to provide early warning of fire.
CLEAN AGENT: Electrically nonconducting, volatile or gaseous fire
extinguishant that does not leave a residue upon evaporation.
DOWN-COMER: Down comers are a form of internal hydrant with water tank
located at the top of a building but without any pumps. Down comer system
comprises of discharging down comer pipe from a static water tank with landing
valves at each floor and to which canvas hose with nozzles can be connected to
direct the water jet at the fire.
DRY-RISER: An arrangement of fire-fighting within the building by means of
vertical rising mains not less than 100 mm internal diameter with landing valves
11
on each floor/landing which is normally dry but is capable of being charged with
water usually by pumping from fire service appliances.
FIRE AREA: The aggregate floor area enclosed and bounded by firewalls, fire
barriers, exterior walls or horizontal assemblies of a ship. Areas of the ship not
provided with surrounding walls shall be included in the fire area if such areas are
included within the horizontal projection of the roof or floor next above.
FIRE FIGHTING SYSTEM: Approved devices, equipment and systems or
combinations of systems used to detect a fire, activate an alarm, extinguish or
control a fire, control or manage smoke and products of a fire or any combination
thereof.
FIRE PUMP: An electric/diesel pump installed at static water tank to charge the
wet-riser systems.
FIRE SAFETY FUNCTIONS: Fire control functions that are intended to
increase the level of life safety for occupants or to control the spread of the
harmful effects of fire.
FIRE SERVICE CONNECTIONS: This is a 4-way collecting breeching with
blank caps (without non-return valve) fixed to a 150-mm diameter pipe which is
connected to the fire tank for filling from external source.
FIRE SERVICE INLET: This is a 2 or 3-way collecting head with non-return
valves fitted to the down-comer/wet-riser main, so that in case of need, fire service
can directly pressurize the system with their pump.
12
HOSE REEL: Fire-fighting equipment, consisting of a length of tubing fitted
with a shut-off nozzle and connected to a reel, with a permanent connection to a
pressurized water supply.
LANDING VALVE: An assembly comprising of valve(s) and outlet(s)
connection from a riser system.
RECORD DRAWINGS: Drawings (“as built”) that document the location of all
devices, appliances, wiring, sequences, wiring methods and connections of the
components of a fire alarm system as installed.
STATIC WATER TANK: Underground or surface water tank, constructed to
store water for fire-fighting purpose.
WET-CHEMICAL EXTINGUISHING AGENT: A solution of water and
potassium-carbonate-based chemical, potassium-acetate-based chemical or a
combination thereof, forming an extinguishing agent.
WET-RISER: Wet risers are a form of internal hydrant system in a building
where it is pumped from ground level sump through a pressure pump to different
areas of the building according to the design of the system. Wet riser system
comprises of duty fire pump with standby pump discharging into riser pipe with
landing valves at each floor and to which canvas hose with nozzles can be
connected to direct the water jet at the fire.
13
CHAPTER TWO
2.0
LITERATURE REVIEW
Safety4sea (2019) stated the quick response to fire emergencies on-board is of
outmost important, taking into consideration that almost half of fire incidents
takes place when vessels are at sea (43.7% at port, 56.3% at sea). When a fire
breaks out on-board, the reality is that ship’s crew is all alone to respond to a fire.
Even if the ship is at port, the initial stages of response on board, which are vital
to control the fire, should be taken by the crew. Therefore, properly trained crew
members with the idea of firefighting on-board should be the focal point of
shipping companies and crew providers in order to prevent fire incidents and
enhance safety).
Ocean Time Marine (2017) cited that fire was not so well addressed within this
first version of SOLAS is mainly due to the fact that in 1914 there were no
automatic fire detection or fire-fighting systems because the technology did not
exist. In December 1992 as a consequence of a tragic fire on the passenger ferry
Scandinavian Star two years earlier in which more than 150 people perished, IMO
adopted a comprehensive set of fire safety amendments, applicable to both new
and existing passenger ships. The amendments required the installation of the
latest fire safety features applicable to any modern hotel such as automatic
sprinkler and smoke detection systems, and the upgrading of fire safety bulkheads
14
to non-combustible materials and improved methods for assisting escaping
persons, such as use of low location lighting.
Eriksson (1998) in his publication cited that, for an effective fire-fighting
response, there are three important factors:
a. Fire-Fighting Equipment: The safety certificate of each vessel includes all
portable and fixed fire-fighting equipment of the ship. Crew members must
support, check, inspect and maintain the good operational condition of this
equipment. Additionally, Classification Societies during surveys and annual
inspections have to verify the condition of such equipment. An additional
safety barrier and check is the Managing Companies’ inspection procedures
through audits, superintendent inspections etc.
b. Crew Training: Crew members have to achieve a minimum level of
competence through basic training. This is considered to be a beginner’s stage
of fire training as it is included in IMO Model course 1.20, a 15 hours course
which incorporates basic definitions and demonstration of equipment. The
advanced fire-fighting course (IMO model course 2.03) is the next stage of
training and refers mainly to officers or those in charge of fire-fighting teams.
On board familiarization is the next step of crew training as there are
additional specific items that crew members should be trained on board for
each specific ship.
15
c. On Scene Training: This is the most challenging factor to be successfully
developed and achieved as it requires step by step training through frequent
focused drills. The most important to be achieved though such training is the
team spirit and team response during fire emergencies. However, taking into
consideration the frequent rotation of crew on board, same ship it is difficult
to maintain a satisfactory overall response.
The aforementioned factors are considered to be important and vital for firefighting. The initial fire-fighting training is conducted at crew certification
centres; thus, shipping organizations need to focus on the operational status of
fire-fighting equipment and on-board training. In order to ensure the functionality
of such equipment, frequent inspections and campaigns are recommended. The
introduction of an efficient training program for fire teams on board by
experienced and well-trained personnel is also important in order to maintain a
sufficient training circle (initial – familiarization – advanced on board) for all
crew members. (Eriksson, 1998)
It is brought to the attention of the reader that the author has exclusively covered
a response that only pertains to shipboard fire at sea though taking the engineering
block of Maritime Academy of Nigeria as a case study. This response is
exclusively carried out by the ship’s crew to deal with fire.
2.1 Classification of Fire:
16
In order to successfully put out a fire, suitable type of extinguishing agent is
needed. It will do the job in the least amount of time, cause the least amount of
damage and result in the least danger to the crew. The job of picking the proper
agent has been made easier by the classification of fire types, or classes, lettered
A through D. Within each class are all fires involving materials with similar
burning properties and requiring similar extinguishing agents. However, most
fuels are found in combinations, and electrical fires always involve some solid
fuel. Thus, for firefighting purposes, there are actually seven possible fire classes.
Knowledge of these classes is essential to firefighting, as well as knowing the
burning characteristics of materials found aboard vessels. (Koorsen, 2017).
The fire triangle is composed of heat, fuel and air. These three things are needed
to make a fire, remove any one of them and the fire is extinguished. To move into
a slightly more advanced theory of fires, there is a fourth ingredient necessary for
fire, and the "fire tetrahedron" more accurately demonstrates the combustion
process. It contains the four things required for combustion: fuel (to vaporize and
burn), oxygen (to combine with the fuel vapor), heat (to raise the vapor to its
ignition point) and the chain reaction (the chemical reaction among the fuel,
oxygen and heat). Remove any of these four and there is no fire. (Koorsen, 2017)
2.1.1 Class A Fires — Fires of common combustible solids such as wood, paper and
plastic is best put out by water, a cooling agent. Foam and certain dry chemicals,
which act mainly as smothering or chain-breaking agents, may also be used.
(Koorsen, 2017)
17
2.1.2 Class B Fires — Fires caused by flammable liquids such as oil, grease, gas and
other substances give off large amounts of flammable vapours and require
smothering agents to do the job. Dry chemical, foam and carbon dioxide (CO 2)
may be used. However, if the fire is being supplied with fuel by an open valve or
broken fuel line, the source of the fuel must be shut down first. This action alone
may stop the fire or at least make it easier to put out. In a gas fire, it is important
to shut down the source of the fuel. Attempting to put out the fire without shutting
down the sources creates an explosive hazard that is more dangerous than the fire
itself. (Koorsen, 2017)
2.1.3 Combination of Class A and B Fires — Water fog and foam may be used to
smother fires involving both solid fuels and flammable liquids or gases. These
agents also have some cooling effect on the fire. In enclosed spaces, CO2 may also
be used. (Koorsen, 2017)
2.1.4 Class C Fires — For fires involving energized electrical equipment, conductors
or appliances, non-conducting extinguishing agents must be used such as CO2,
Halon and dry chemical. Note that dry chemical may ruin electronic equipment.
(Koorsen, 2017)
2.1.5 Combination of Class A and C Fires — Since energized electrical equipment
is involved in these fires, non-conducting agents must be used. CO2, Halon, and
dry chemicals are best. CO2 reduces the oxygen supply, while the others break the
chain reaction. (Koorsen, 2017)
2.1.6 Combination of Class B and C Fires — Again, a non-conducting agent is
18
required. Fires involving flammable liquids or gases and electrical equipment may
be extinguished with Halon or dry chemical acting as a chain reaction breaker. In
enclosed spaces, they may be extinguished with CO2. (Koorsen, 2017)
2.1.7 Class D Fires — These fires may involve combustible metals such as potassium,
sodium, and their alloys, and magnesium, zinc, zirconium, titanium and
aluminium. They burn on the metal surface at very high temperature, often with a
brilliant flame. Water should not be used on Class D fires. It may add to the
intensity and cause the molten metal to splatter. This, in turn, can extend the fire
and inflict serious burns on those nearby. Combustible metal fires can be
smothered and controlled with special agents known as dry powders. Although
many people use the term interchangeably with dry chemicals, the agents are used
on entirely different types of fires: dry powders are used only to put out
combustible metal fires; dry chemicals may be used on other fires, but not on
Class D fires. (Koorsen, 2017)
2.2 FIRE RESPONSE
Response to any fire scenario, regardless of the form of the response, should have
these three basic priorities listed by importance. (Craig, 2015)
2.2.1 Life Safety and Personal Protection: The most important thing to accomplish
in any fire incident is to protect life and avoid injury. Property, product, processes
and material can be replaced and rebuilt. Human life and health are most precious
and cannot be replaced. If nothing else is accomplished in a fire incident other
19
than the complete safety of all persons involved, then the first and the most
important goal in a response to fire has been accomplished. (Craig, 2015)
2.2.2 Incident Stabilization: Once the first priority has been accomplished, the
second goal is to stabilize the incident – keep it from growing or getting worse.
By stabilizing the incident and not allowing it to change, grow in intensity or grow
in size, the incident cannot threaten more lives and property, even if the area or
property involved becomes a total loss. (Craig, 2015)
2.2.3 Property conservation: Only after item 1 and item 2 have been established,
the focus may turn to extinguishing the fire quickly with the least amount of
damage to the property involved. The role of portable extinguishers and preengineered systems in response to a fire incident has the same priorities listed
above. Together with a fire plan, alarm notification, evacuation, quick and safe
response, portable extinguishers and pre-engineered systems may be key factors
in the outcome of any fire incident. (Craig, 2015)
2.3 SAFETY TRIANGLE CONCEPT
The successful use of any type of fire equipment - fire extinguishers, fire
suppression systems, hose lines, nozzles or even apparatus - depends upon three
elements being in place at the same time: Equipment – Maintenance – Training.
If these three elements are considered sides of a triangle, then if any one element
is missing or incomplete, the triangle – and the chances of successful use – either
fails to exist or is incomplete. (Craig, 2015)
20
Triangle of
Safety
Effective Training
Fig 5. Safety Triangle Concept
Source: World Maritime University Dissertation;
(Fire Protection Onboard -2000)
Having the correct equipment and proper maintenance without effective
training on proper use of the equipment is inadequate. Effective equipment in
the hands of trained personnel will not be effective if the equipment has not
been maintained and either fails or performs poorly in an incident. Trained
personnel using well maintained equipment will not be successful if the
equipment was not the proper type for the hazard or the anticipated type of
incident. It should be the goal of the salesperson, the installer, the maintenance
technician and the end-user – working together – to put a complete triangle
together and maintain the triangle concept for as long as the hazard exists.
(Craig, 2015).
Every proposal, every installation and all maintenance performed on every
firefighting equipment/system should strive to complete and maintain this
triangle concept. It cannot be known which system will be depended upon to
operate in a fire incident. A fire incident is the ultimate test of the triangle
concept. (Craig, 2015).
21
2.4 Fire-Fighting Systems On-board
The traditional ways of fire protection fall into three areas: structural fire
protection, fire detection and fire extinguishing. The design of fire detection and
alarm systems should be in such a way that the fire can be discovered and located
quickly and efficiently. Fire-fighting systems should be capable to extinguish the
minor fires and control the spread of large fires. The agents used in the systems
should be suitable for the types of fire. It has become more apparent over the years
how important it is to have adequate fire-fighting systems on-board ships. For
most seafarers, what comes to their mind when they think of fire-fighting
equipment are fire extinguisher and sprinklers, but these two tends to only cover
small portion of the spaces where fire can occur. Fire-fighting systems can be
active or passive (clm fire proofing, 2011).
Active fire-fighting systems are a group of fire-fighting system that require some
action or motion to initiate the system in the event of a fire. The action will help
to contain, suppress, or extinguish a fire that has already started. Passive firefighting systems are a set of stationary physical barriers used to compartmentalize
a ship or building to contain fire and smoke, keeping the fire at its original area,
thus stopping it from spreading. Passive fire-fighting systems gives crew members
and passengers time to escape from the area of the fire by using structural fireresistant bulkheads, and doors. Its intent is to protect human lives and limit the
impact of damages or casualties that would have been caused (clm fire proofing,
2011).
22
Active fire-fighting systems and passive fire-fighting systems perform
fundamental differed tasks when fighting fire on-board ships. Active firefighting
systems acts in order to put out a fire. Passive fire protection will help prevent a
fire from spreading. Both works together by alerting crew members and
passengers of fire accidents and safely containing the fire so that people may
evacuate or try suppress the fire (clm fire proofing, 2011).
2.5 Categories of Fire Fighting Systems Onboard Ship:
There are two categories of fire-fighting systems;
1. Active Fire Fighting Systems
a. Fire extinguishing systems
b. Fire Hydrant and hose reel system
c. Fire alarm and Automatic sprinkler system
d. Gas Flooding System (CO2)
e. Fire Ball
2. Passive Fire Fighting Systems;
a. Fire Rated Enclosure / Partition
b. Means of Escape
c. Fire Door
2.5.1 Fire Extinguishing System:
The two extinguishing system we will describe are portable fire extinguishers and
fixed fire extinguishers. Portable fire extinguishers are used for extinguishing
23
incipient fires and small fires. The agents used in fire extinguishers mainly are
foam, carbon dioxide, or dry powder. The type and number of fire extinguishers
to be carried on board are determined depending on the purpose and area of the
spaces or output of machinery contained therein. When selecting the type of a fire
extinguisher, the designers or persons in charge should also consider the
combustible materials used in the space to be protected, their arrangement in the
space, fire risk of the space, ventilation provided, etc. (Koorsen, 2017)
In spaces containing radio navigational or electrical equipment CO2 extinguishers
are generally installed, and on open decks foam extinguishers are common
provided. On board ships carrying liquefied gases or chemical products powder
extinguishers are usually the first choice. Portable fire extinguishers should be
kept at potential fire outbreak points, such as engines, boilers, fuel pumps, oil
separators, switchboards, etc. The maximum distance from an extinguisher to a
“fire point” is 10 to 20 meters. The size and weight of portable extinguishers are
suitable for one man to carry and operate at any moment. They are effective to
small fires. For larger fires semi-portable extinguishers, which are 5 to 15 times
of a normal portable extinguisher and fixed on wheels, may be used to protect
machinery and working spaces (Koorsen, 2017).
In addition to the above fire extinguishers, sand or sawdust impregnated with
soda stored in metal receptacles are used for extinguishing small fires of oil
leakage or other flammable liquids. Fixed fire-extinguishing systems use variable
agents such as water, foam and gas (Koorsen, 2017)
24
2.5.2 Fire Hydrant and Hose Reel System:
Fire hydrant systems are installed in buildings to help firefighters quickly attack
the fire. Essentially, a hydrant system is a water reticulation system used to
transport water in order to limit the amount of hose that firefighters have to lay,
thus speeding up the firefighting process. Fire hydrants are for the sole use of
trained firefighters (which includes crew firefighting teams). Because of the high
pressures available serious injury can occur if untrained persons attempt to operate
the equipment connected to such installations. Fire hydrant systems sometimes
include ancillary parts essential to their effective operation such as pumps, tanks
and fire service booster connections. These systems must be maintained and
regularly tested if they are to be effective when needed. (Fire hose, 2021)
Brismek (2015) said fire hose reels are provided for use by occupants as a 'first
attack' firefighting measure but may, in some instances, also be used by
firefighters. When stowing a fire hose reel, it is important to first attach the nozzle
end to the hose reel valve, then close the hose reel valve, then open the nozzle to
relieve any pressure in the wound hose, then close the nozzle. This achieves two
principal objectives:
a. A depressurised hose
b. hose reel seal will last longer than if permanently pressurised.
When the hose reel is next used, the operator will be forced to turn on the isolating
valve, thus charging the hose reel with pressurised water supply, before being
able to drag the hose to the fire. A potential danger exists if the operator reaches
25
the fire and finds no water is available because the hose reel valve is still closed.
Because hose reels are generally located next to an exit, in an emergency it is
possible to reach a safe place simply by following the hose. (Brismek, 2015)
In South Australia, a unique floor mounted swivel hose guide is often employed
which lays the hose at floor level, prior to being dragged by the operator. The fire
hose reel systems consist of pumps, pipes, water supply and hose reels located
strategically in the building, ensuring proper coverage of water to combat a fire.
The system is manually operated and activated by opening a valve enabling the
water to flow into the hose that is typically 30 meters away. These appliances are
designed to deliver, as a minimum, 0.33L of water per second. A control nozzle
attached to the end of the hose enables the operator to control the direction and
flow of water to the fire. (Brismek, 2015)
2.5.3 Passive Fire Fighting Systems:
When the fire is beyond control, it is the successfulness of passive firefighting
systems contain the spread of fire, prolongs the time needed for evacuation and
protects the means of escape. Generally, there are three basic principles of
structural fire protection
a. Prevention of the possibility of fire outbreak on board the ship;
b. Containment of fire spread throughout the ship;
c. Protection of means of escape and access for firefighting.
26
Comparing to the basic principles mentioned in SOLAS II-2/2.2, there are four
principles relate to structural fire protection. SOLAS separates the 2nd principle
above into two: division of ship into main vertical zones by thermal and structural
boundaries, and separation of accommodation spaces from the remainder of the
ship by thermal and structural boundaries. (Stavitskiy et al 2012)
The prevention of the possibility of fire outbreak on board ships; this principle
includes many areas. First, the ship’s hull, superstructures structural bulkheads,
decks and deckhouses shall be constructed of steel of other equivalent material
(SOLAS II-2/23.1 and 42.1). Crowns and casings of machinery spaces of
category A shall be of steel construction adequately insulated and openings
therein shall be suitably arranged and protected to prevent the spread of fire.
Another important way of preventing the possibility of fire outbreak is to limit
the application of combustible materials for insulation, grounds, linings, furniture
and interior facings (Zhang, 2000).
The containment of fire spread throughout the ship; to contain a fire means
whenever there is a fire on board, it should be contained in the initial space for
some certain time and the speed of fire spread is limited to the lowest level, in
order to obtain the necessary time for the passengers and crew to escape from the
dangerous area, and wait for the rescue. Based on this principle, the ship is to be
divided into main vertical fire zones and horizontal fire zones. Machinery and
accommodation spaces are to be separated from the remainder of the ship (Zhang,
2000).
27
The means of escape and access for firefighting; in case of a ship fire, both
passengers and crew should always be evacuated from the dangerous place first,
then fire-fighting might be considered. Evacuation is successful only if the
stairways or other means of escape are safe and able to use. These escape routes
are also the access for fire fighters. Protection of these routes is essential for both
evacuation and fire-fighting. SOLAS provides different regulations of means of
escape on passenger ships (Reg. 28), which includes ro-ro passenger ships (Reg.
28-1), and cargo ships (Reg. 45), but the philosophy is the same. Every ship
should have at least two means of escape ready for both crew and passengers.
Corridors and Stairways should be mainly protected by A Class division (Zhang,
2000).
Fire integrity of bulkheads and decks; spaces throughout a ship are classified into
categories according to their fire risk. For ships carrying more than 36 passengers,
for instance, all the spaces are divided into following 14 categories (SOLAS II2/26):
1) Control stations
2) Stairways
3) Corridors
4) Evacuation stations and external escape routes
5) Open deck spaces
6) Accommodation spaces of minor fire risk
7) Accommodation spaces of moderate fire risk
28
8) Accommodation spaces of greater fire risk
9) Sanitary and similar spaces
10) Tanks, voids and auxiliary machinery spaces having little or no fire risk
11) Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and
other similar spaces of moderate fire risk
12) Machinery spaces and main galleys
13) Store-room, workshops, pantries, etc.
14) Other spaces in which flammable liquids are stowed
The fire integrity of a bulkhead or deck separating adjacent spaces may be
obtained by cross-referencing the appropriate categories of the spaces in tables
26.1 and 26.2 in Regulation 26 of SOLAS II-2 (see Appendix A). It is suggested
to the designers, where there is doubt as to the classification of a space, it should
be treated as a space within the category having the most stringent boundary
requirements. However, fire doors are to be installed where necessary as they help
limit the spread of fire and limit property damage and the severity of fire loss.
(Zhang, 2000).
2.6
MAINTENANCE PRACTICES FOR VARIOUS FIREFIGHTING
SYSTEMS:
SOLAS Regulation II-2/14 requires that maintenance, testing and inspections of
fire protection systems and appliances on board shall be carried out based on IMO
guidelines, which address the minimum recommended level of maintenance and
inspections for the maintenance plan required by SOLAS. (SOLAS Convention
29
2010). IMO MSC.1/Circ.142 guidelines recommend that certain maintenance
procedures and inspections can be performed by competent crew members who
have completed an advanced fire-fighting training course, while other procedures
should be performed by persons specifically trained in the maintenance of such
systems i.e., authorised representatives of the manufacturers. (Britannia, 2014)
The on-board maintenance plan should also indicate which parts of the
maintenance and inspection programme is to be carried out by competent crew
members and which are to be completed only by persons specially trained in the
maintenance of such systems. The effectiveness of the actual maintenance on
board will vary depending on the company’s ethos, work practices and the
available budget. Unfortunately, feedback and reporting from our routine
surveys has made it increasingly apparent that maintenance is one of the areas
that is given a lower priority when allocating available funds and manpower,
particularly on a ship where the operating cost is higher, due to age, condition
and availability of spares. As such ships have a correspondingly lower earning
potential, this serves to exacerbate the situation, particularly if the ship is idle for
longer periods. (Britannia 2014).
Maintenance is important for the reassurance that the equipment will work as
designed and when required most of the time but particularly when required in an
emergency. It also provides the requisite proof, when being inspected or in the
case of equipment failure, that the required duty of care was undertaken in
ensuring that the equipment was in good working order. Effective and timely
30
maintenance also reduces downtime and losses due to equipment malfunctions
and having all firefighting equipment readily available for use when needed may
save lives. (Britannia, 2014).
Efficient
maintenance
practices
must
be
relevant
to
manufacturers’
recommendations and planned for appropriate intervals that are also based on
usage and age of equipment. The planned maintenance routine needs to be
dynamic enough to encompass any interim equipment failures or deficiencies.
Having all compartments kitted out with the requisite firefighting system helps to
protect both the ship as well as the crews or passengers in it. But while having
these individual pieces of equipment fitted is a great start, looking after the safety
of the vessel is an ongoing task which shouldn’t just be ignored. (Britannia, 2014)
Put off by the cost of servicing and maintaining firefighting systems, it often boils
down to one simple point: if they are not maintained, why place them as a safety
measure on-board? While the odds may feel slim that a fire extinguisher will
malfunction, it could end up costing tens of thousands of dollars – or worse, a life
– if a fault does happen to occur just as you need it to tackle a fire. With this in
mind, the common faults of firefighting systems and their consequences has been
considered below to highlight the importance of maintaining and servicing
firefighting systems. (Britannia, 2014).
2.6.1
Fire Alarm System:
Fire alarms are great warning systems to alert whole crew members of the ship
the possibility of a fire. By alerting people early, it allows everyone to file out
31
safely to a designated point and await the assistance of the fire services. Fire
alarms are a legal requirement for commercial premises but there is little
emphasis placed on the upkeep of the system.
Common Faults: Many faults for alarm systems involve power failures, requiring
a system to be reset, but ground faults can also put the system out of action by
knocking out the power to certain circuits. Also, a rare occurrence, is when water
manages to encroach on the circuits.
Reasons for Maintenance: While many systems will have a control panel to tell
you when there has been a fault, you may be unaware of a circuit which has been
lost or the system may not spot the fault itself. A professional will be able to test
the system fully to illuminate any hidden faults which may have developed.
(Amherst, 2021).
2.6.2 Fire Extinguishing System:
Common Faults: Fire extinguishers are usually sitting around for years on end
before use, leaving them prone to rusting and weakening. In addition to this, most
times it won’t be ascertained when someone has tampered with an extinguisher,
releasing the contents and turning it into a dud when someone actually needs it.
(Quick response fire supply, 2019).
Reasons for Maintenance: Fire extinguishers should be serviced by an approved
company to guarantee they have been inspected by a certified engineer. By
servicing and maintaining all the different extinguishers on-board a height of
32
safety can be ensured for the crews and passengers on board. (Quick response fire
supply, 2019).
Additionally, for fire extinguishers, it’s important to request professional
assistance if the anti-tamper seal is broken, the lock pin is missing, the pressure
needle has left the green zone or the nozzle is cracked, blocked or ripped.
(Britannia, 2014).
33
Table 2.1: Type and schedule for maintenance of firefighting systems onboard.
EQUIPMENT
Alarms Systems
Carbon dioxide (CO2) Systems
Check valves
Clean agent systems (Halon,
Inergen, FM 200)
Control valves (PIV, WPIV,
OS&Y, IBV, etc)
Dry Chemical Systems
Main Drains (2 inch. [50mm])
Pressure Reducing Valves
(PRVs)
Pumper and Standpipe
connections
TYPE OF
MAINTENANCE
Test electric and hydraulic
Lubricate
Inspect and check system
Weigh cylinders
Inspect and clean
Inspect and check system
Weigh cylinders
Fully closed and reopen
(counting turns)
Lubricate and inspect
Inspect and check system
Weigh cylinders
Inspect agent for caking
Flow
Inspect
Test
Flow test
Inspect
FREQUENCY
Monthly
Monthly
Semi-annually
Semi-annually
Every five years
Annually
Semiannually
Annually
Weekly/Monthly
Annually
Semi Annually
Semi annually
Annually and after system impairments (weekly in temperatures
below 0o F [-16oC])
Weekly
Monthly
Annually
Annually
34
Sprinklers and Piping
Wet chemical systems
Dry Piper Sprinkler system
Dry-pipe Valves, Preauction
valves, Deluge Valves
Fire Doors
Fire extinguishers
Fire pumps
Hydrants
Inspect
Inspect and check system
Weigh cylinders
Perform flushing
investigation
Trip-test
Inspect
Clean
Inspect and Lubricate
Trip-test
Check gauge, seal, hose
Weigh cylinder
Perform hydrostatic
testing
Test start automatically
Test and lubricate driver
Flow test
Inspect and Clean
Flush
Lubricate
Weekly
Annually
Annually
At 10 years
At 20 years
Every five years thereafter
Annually
Annually
Annually
Weekly
Annually (Semiannually if MFL door)
Annually
Annually
Varies
Weekly
Weekly
Annually
Annually
Annually
Annually
Source: NFPA Standard Test Procedure for Fire Fighting Systems
35
CHAPTER 3
3.0
METHODOLOGY
3.1 The maintenance of firefighting system; fire hydrant and hose reels in school
of engineering block.
Maintaining of fire-fighting systems is crucial and not only a compliance
requirement, but a safety imperative to keep life, properties and the fire-fighting
equipment safe.
An effective inspection, testing and maintenance program for fire-fighting
systems ensures property loss prevention measures are put in place to reduce the
frequency of loss and control measures are in place to control the severity of loss.
This two-pronged approach minimizes the incidence and severity of property
loss.
In a lay man’s language, maintenance involves checking and looking after the
fire-fighting systems, so that it continues to work for as long as possible and
without needing repairs. Depending on the type of fire-fighting equipment, it
might be cleaned, adjusted and lubricated, or wear parts might be replaced, for
example. Servicing is where an expert gets to fix any faults in the fire-fighting
equipment to get it working properly again.
Two methods of maintenance were applied due to the nature of failure of the
system. This is because the system did not break down completely, otherwise a
36
breakdown maintenance would have been employed. Considering the nature of
failure, the two methods of maintenance carried out were;
a) Corrective maintenance
b) Preventive maintenance
a) Corrective Maintenance: this is a maintaining action for correcting or restoring
failed unit. It is a very vast scope that covers small actions like adjustment, minor
repairs to redesign of fire-fighting equipment’s.
Corrective maintenance is usually carried out in four steps:
i.
Step 1: collection of data, information and analysis
ii.
Step 2: identifying the causes
iii.
Step 3: find out the best possible solution to illuminate likely causes
iv.
Step 4: Implement those solutions
b) Preventive Maintenance: This is the maintenance carried at predetermined
intervals or corresponding to prescribed criteria and intended to reduce the
probability of failure or the performance degradation of the firefighting system.
3.2 THE COMPONENTS OF FIRE HYDRANT AND HOSE REEL SYSTEM
A Fire Hydrant System is a water supply with sufficient pressure and flow
delivered through pipes throughout a ship or a building to strategically located
network of valves for the purpose of fire-fighting. The system consists of the
following components:
37
1. Water Supply & Storage Facility
2. Pipework & Valves
3. Fire Booster Inlets
4. Fire Pump sets
5. Hose Reels
6. Block Plan
A Fire Hydrant System is designed to meet specific performance objectives.
These performance objectives require a hydraulic analysis to demonstrate that
there is sufficient water pressure and flow at the most hydraulically disadvantaged
hydrant points as the pressure and flow requirements vary according to the
building or ships classification and deck area. Under normal circumstances, a fire
hydrant system is pressurised with water which is ready for emergency use.
When a hydrant valve is opened, the system experiences a drop-in water pressure.
The drop-in water pressure is detected by an electro mechanical device which in
turn starts the booster pump(s) and then draws water from the water supply to
increase the water pressure of the system. Water from the hydrant is then directed
through the fire hose to a nozzle which is then directed to the seat of fire.
1. Water Supply and Storage Facilities: This is a supply main through which
the fire hydrant and hose reels gets fed of water. The water supply can be
tapped traditionally from an ocean, a river or dam; and can also be channelled
from a storage facility. The storage facility is classified in two forms, the
38
underground storage facility and the above ground storage facility.
Underground storage facilities are made up of fiberglass, which is resistant to
corrosion and are incorporated with a pump that enable high pressured water
to pumped into the hydrant hoses when tackling fire. The above ground
storage facility can be made of carbon steel, concrete or fibreglass. Above
ground storage facility can be situated on top of a building thus giving room
to gravity discharge of water to the hydrant hoses. This then led to above
ground storage to be referred as “gravity tanks”. Gravity tanks are sometimes
preferred over other technologies for their basic operation and costeffectiveness. Gravity tanks use the force of gravity to distribute water
through pipes throughout the building and don't need to depend on pumping
systems. The fire water storage tank should be sized based on 2275 litres for
the first hose reel and 1137.5 litres for every additional hose reel up to a
maximum 9100 litres for each system.
2. Pipework and Valves: Fire hydrant system consists of pipework that runs
from the outskirt of the structure or building to the inside delegated
compartments of the building. Alongside the pipework are valves that control
the movement and pressure of water flowing in the pipes. These valves are
mostly known as landing valves and are built with different metal materials
ranging from cast iron to copper alloy. They are of different types and
includes; angle hose valve, pressure reducing angle valve, oblique type
landing valve, horizontal type landing valve, right angled type landing valve,
39
bib-nosed type landing valve, pressure regulating landing valve. Pipework
and valves are coated with red paints.
Plate I: Typical Angle Hose Valve
Source: Tpmcsteel fire hydrant valve guide (Google)
Plate II: Pressure Reducing Angle Valve
Source: Tpmcsteel fire hydrant valve guide (Google)
3. Fire Booster Inlets: The booster assembly provides a point of attachment for
the fire brigade to provide additional water to a fire hydrant system in the
event of an emergency. The location of the fire brigade booster should be
chosen to ensure that it is readily accessible and provide protection to firefighters. A booster is typically mounted in a cabinet that includes details of
the pressure limitations and requirements for the fire hydrant system. The 2way dry riser inlet breeching has 2 x 2½” Instantaneous male non-return valve
40
inlets and a 4″ PN16 or Table D outlet flange. The 2-way and 4-way also
comes complete with 1″ drain valve.
Plate III: Typical 2-Way Breeching/Booster Inlet (BS5041)
Source: Hongye Fire Hydrant Brochure (Google)
4.
Booster Pump set: Booster pump sets may be required in instances where
the hydraulic analysis of the hydrant has determined that the water supply is
insufficient for the building requirements. A pump set may comprise a
combination of electric or compression ignition (diesel) motors.
Plate IV: Typical Fire Hydrant Booster Pump
Source: Malkajgiri Fire and Safety Solution (Google – indiamart)
41
5. Hose Reels: Hose reel system is intended for the occupant to use during the
early stages of a fire and comprises Hose reels are usually placed such that all
areas are will have a 30-meter hose coverage of each hose reel. One hose reel
should be provided for every 800sq. metres. Of usable floor space. Hose reels
are usually located in prominent positions at each level along escape routes
or besides exit doors or staircases, preferable within recessed closets.
Each hose reel outlet is to discharge a minimum of 30L/min of water within
6 meters of all parts of the space protected. The rubber hoses are typically
30meters in length and 25mm in diameter. The jet and spray adjustable type
Nozzles are of different diameters but 8mm diameter is a recommended size.
Plate V: Typical Fire Hose Reel
Source: Malkajgiri Fre and Safety Solution (Google – indiamart)
7. Block Plan: A fire hydrant system block plan is an indelible diagram
mounted within the booster cabinet, pump room and fire control room that
illustrates the primary features of the fire hydrant system including the water
supply location & dimensions, location & capacity of each water storage or
42
tank, location & quantity of each valve, location of each pump, pressure &
flow rating of the pumps, location of the main electrical control room,
location of all flammable storage areas, year of installation, installing
contractors name, the height of the highest fire hydrant and the lowest booster
connection.
Plate VI: Typical Fire Hydrant Block Plan
Source: Fire Block Plans Company Brochure (Google)
3.3
TOOLS AND EQUIPMENTS USED FOR THE MAINTENANCE
OF FIRE HYDRANT AND FIRE HOSE REELS:
Hand-tools were employed in this project to enable accurate measurement to be
taken on the spacing of the fire hydrant and also to enable easy access to the failed
areas of the fire hose reel system by dismantling failed parts, changing or
43
servicing of the parts, etc. these hand tools include; open ended spanner (sz. 12),
50-meter measuring tape, hacksaw, Vernier calliper, pipe range (sz. 18), paint,
brush, sponge and detergent.
Plate VII: Some General Handtools utilized during the Maintenance
Process
Source: Sri Handtool Catalogue
44
CHAPTER FOUR
4.0
EXPERIMENTAL RESULTS ANALYSIS AND DISCUSSION
4.1 Maintenance Action Carried out on the Fire Hydrant and Fire Hose Reels
at Engineering Block
A corrective maintenance was done at the existing fire hydrant and fire hose reels
at the school of engineering block, Maritime Academy of Nigeria; and the
objective of this maintenance exercise is to bring back the fire hydrant and hose
reels system to a standard functionality. The engineering block has one (1) fire
booster/breeching inlet with item No. BS5041 located outside of the building and
eight (8) sets of fire hose reel arrangement; 2 sets per floor with pipework and
valves connecting through all the floor blocks. The fire hydrant and hose system
are designed to tap its water mains from a gravity tank located on top of the
building and this thus does not require a fire pumping system as the distribution
of water occurs through gravity flow using a downward distribution system. The
capacity of the gravity tank is 4000 litres capacity and it’s been refilled manually
by a pumping arrangement.
45
Plate VIII: Fire Hose Reel Line View for Series 01
Source: Corel Draw Sketch
Plate IX: Fire Hose Reel Line View for Series 02
Source: Corel Draw Sketch
Sectional and Line Views of Fire Hydrant:
46
Fig. 6: Plan view of BS5041
Fig. 7: Labelled section of Fire Hydrant System (BS5041)
47
Table 4.1: Specification and Bill of Engineering Measurement (BEME) for
BS5041
S/No. SPECIFICATION
1
Model Name
2-way breeching/booster inlet
2
Model Number
BS 5041
3
Inlet connection
2 Nos. Male Instantaneous Connector
that complies with BS 336
4
Pressure Rating
Normal Working Pressure of 10 Bar
5
Nominal Size
100mm Flanged Outlet
6
Test Pressure
20 bars
7
Flange Drilling
BS 4504 Part 2:1974
BILL OF MATERIAL
1
DESCRIPTION
MATERIAL
Body
Spheroidal Graphite Cast Iron to BS
EN 1563:2011
2
Inlet
Connection
&
Non- Copper Alloy to BS EN 12163:2011
Return Valves
3
Drain Valve
Copper Alloy to BS EN 12163:2011
4
Blank Cap for Drain Valve
Copper Alloy to BS EN 12163:2011
5
Blank Cap for inlet Connector Plastic
48
Fig. 8: Front View and Right-Side View of Fire Hose Reel
The category of the maintenance carried out was a corrective maintenance due to
the rate of failed components in the fire hose reel system and as such had
increased more risk of damages if a fire emergency should occur at the building.
4.1.1 Maintenance Step 1 - Collection of Data and Information:
The information below are the data for the existing fire hydrant and hose reel
system at engineering block;
49
Table 4.2: Table of data and information for fire hydrant and fire hose reels.
Fire Hydrant
S/No.
Description
Details
1
No. of Installed Hydrant
1 piece
2
Hydrant Model
BS5041
3
Hydrant Inlets
2-way Inlet
4
Hydrant colour
Orange
5
Hydrant capacity
500 – 999 GPM
Fire Hose Reel System
S/No. Description
Detail/Dimension
1
No. of Hose Reel System
8 pieces
1
Fire hose tube length
30.31m
2
Fire hose diameter
25mm
4
Fire hose supply line diameter
25mm
5
Fire hose distribution line diameter
25mm
6
Hose valve
1’’ gate valve
4.1.2Maintenance Step 2 -Inspecting and Identifying the Causes/Problem of the
Fire Hydrant and Fire Hose Reel System:
Procedure/Action Carried Out:
1. Inspected the fire hydrant for accessibility.
50
Observation:
i.
No obstruction is preventing easy coupling of hoses or turning of
spanners.
ii.
Hydrant is visible from all approaches.
iii.
No brush or tree limbs can interfere with anyone approaching the
hydrant and attempting to connect to it or operate it.
iv.
Colour of Hydrant (Orange) has faded
2. Inspected the fire hose reels.
Observation:
i.
Minor faults observed such as minor leakages and dilapidated hose
tubes. should be referred for correction by submitting it to a repair
work order.
ii.
Hose tubes dirty and slacked from reel
iii.
Gate valves head missing
iv.
Faulty jubilee clips
Action Carried Out:
1. Remove dirt from hydrant’s base.
2. Repaint hydrants base
3. Replace gate valves with wrench slightly tighter than hand tight.
51
4. Open hose reel gate valves completely with caps in place. Determine
water has filled hose tube and turn gate valve off completely. Note any
difficulty opening of hose reel valve.
5. Make document for inspection by indicating location, and any
deficiencies noted, and date inspected.
6. Wash hose reel tubes
7. Repaint hose reel wheel
8. Assign Name to each hose reel for easy identification and detailing
Table 4.3: Corrective action taken on fire hose reel
CONDITION
CORRECTIVE MEASURES TO
BE TAKEN
Leaks in outlets or at top of hose reel
Replaced jubilee clip
Fading of hydrant color
Repainted
Tightness of hose reel roller
Lubricated
Worn nozzle threads
Replaced
Torn hose reel tube
Replaced
4.1.2.1 The Fire Hydrant:
The detailed surveys and inspection carried out on fire hydrant didn’t show
any problem/fault on the fire hydrant, but a good aspect of the hydrant to be
considered is the settlement of dirt’s and black moisty dust on the body of
52
hydrant, which has hindered a clear visibility of the hydrants Number code, year
been manufactured and the colour of the hydrant.
4.1.2.2 The Fire Hose Reel:
Eight pieces of fire hose reels are located in the engineering block and are
distributed 2 - per floor. The ground floor and the first (1st) floor is considered
on the course of the project. The first two hose reels at ground floor named ‘hose
reel GF/01’ and ‘hose reel GF/02’ and the second two hose reels at the first floor
named ‘hose reel FF/01’ and ‘hose reel FF/02’ have the following problems;
Table 4.4: Table showing the faults discovered from some fire hose reels
S/No.
1
Hose reel name
Hose reel GF/01
Fault/Significant Problems
Water leakage at the waterway linkage.
25mm by 30m PVC hose tube very dirty.
Fading paints of the reel frame structure.
2
Hose reel GF/02
Leakage from the waterway connection.
25mm by 30m PVC hose tube squeezed at
an 18m distant from nozzle.
Fading paints of the reel frame structure.
25mm by 30m PVC hose tube very dirty
3
Hose reel FF/01
Missing 25mm jet spray nozzle
Missing gate valve control head
4
Hose reel FF/02
Punctured 25mm by 30m PVC hose tube
Missing 25mm jet spray nozzle
Fading paint of the reel frame structure
53
4.2
Experimental Solution:
The solutions to these highlighted problems will generally require a set of new
fire hose reel systems to be procured, then use them to replace the old non-active
hose reels. But rather than that, an engineering and systematic observation have
been analysed and proved to solve the problems and bring the system back to
perfection, with regards to this, the possible solution to the problems will be taken
one after the other;
a) Fire Hose Reel GF/01: this hose-reel has a leakage of water at the waterway.
This is tackled by dismantling the hose reel rack, then change the water way
completely. During the running out of the PVC hose tube, a slight curve was
noticed 18m from the nozzle. This slight curve or squeeze of the PVC hose
was due to the improper rolling back of the hose reel after its last use; and this
has led to a reduced pressure of water from the pipe. As a solution, the 30m
PVC hose tube was stretched to a full length then adequate care is considered
while rolling the hose back to the reel. Where necessary, impacts were made
to straighten the 30m PVC hose tube squeezed area.
54
FHR/GF/01 FRONT VIEW
FHR/GF/01 SIDE VIEW
Plate X: Fire Hose Reel FHR/GF/01 View
This hose reel GF/01 shall be washed thoroughly to get rid of the accumulated
debris and moist on the 30m PVC hose tube. Finally, a red coating agent is
employed to avoid the system from looking awkward and faint.
b) Fire Hose Reel GF/02: this hose reel was dismantled and the cause of the
undesirable leakage from the waterway connection to the 30m PVC hose is
the clearance between the plug connection of the duo. This however is to be
corrected by reducing the clearance. Reduction of the clearance will require
a sizeable hose jubilee clip to be used on the point of the connection between
the water way and the 30m PVC hose tube.
55
FHR/GF/02 FRONT VIEW
FHR/GF/02 SIDE VIEW
Plate XI: Fire Hose Reel FHR/GF/02 View
This hose reel GF/02 is to be washed thoroughly to get rid of the accumulated
debris and moist especially on the 30m PVC hose tube. Finally, a red coating
agent is employed to avoid the system from looking awkward and faint.
c) Fire Hose Reel FF/01: During the survey, the control head for the 25mm
landing valve was found missing; and due to this, an arrangement have been
made to replace the missing 25mm landing valve. Finally, a red coating agent
is employed to avoid the system from looking awkward and faint.
56
FHR/FF/01 FRONT VIEW
FHR/FF/01 SIDE VIEW
Plate XII: Fire Hose Reel FHR/FF/01 View
d) Fire Hose Reel FF/02; this hose reel has a failed 30m PVC hose tube which
have leakages all over its body, and this development led to the arrangements
on how to bring hose-reel FF/02 back to its working condition. Employing
elastic glue tape with a padded polymer arrangement will bring the hose reel
to a manageability state. But this is not an assurance that the hose-reel will be
effectively efficient when engaged in fire duties. To ensure that the 30m PVC
hose tube will be durable and be in service for up to 5 to 8 years, a new 30m
PVC hose tube is considered.
57
FHR/FF/02 FRONT VIEW
FHR/FF/02 SIDE VIEW
Plate XIII: Fire Hose Reel FHR/FF/02 view
4.3
Implementation of Solution:
A solution would have been easily implemented by replacing the 4 sets of hose
reels considered in this project; that is, hose reel GF/01, hose reel GF/02, hose
reel FF/01 and hose reel FF/02. But giving heed to such implementation of
solution would be cost related.
Table. 4.5: Bill of Engineering Measurement and Evaluation (BEME) - 1
S/No.
ITEM
UNIT PRICE
QUANTITY
(N)
1
A set of Fire hose reel
3
25mm Hose Reel Jubilee
COST
(N)
120,000
4
480,00
1,000
4
4,000
4
100,000
Clip
4
Logistics
and 25,000 per unit
Installation
TOTAL
58
584,000
However, to bypass this ridiculous cost, a systematic approach has been considered
in implementing the solutions to the failed system; which is now proven to be more
rewarding, less expensive and durability wise.
For fire hose reel GF/01; a solution was implemented in this unit by undergoing
a detailed check on the existing jubilee clip at the waterway. The jubilee clip was
loosed, thus creating a clearance through which small particles of water escapes
from the hose reel system. The problem was then solved by using a device tool to
fasten the clip, thereby tightening and closing the suspected clearance. This action
costed little or no cost in implementing a solution to the problem.
For fire hose reel GF/02; due to the design of this hose reel unit, a 9-inch angle
grinder machine is used to cut out a fastened frame structure that hindered access
to fire hose jubilee clip and the waterway. When achieved, the jubilee clip is
replaced with a new similar type. After which a welding machine unit was used to
fasten back the hose reel system to normal. The fire hose pipe is then skilfully
stretched and straightened correctly. This action, though cumbersome, saved a lot
and brought the revivability of the hose reel firefighting equipment again.
For fire hose reel FF/01; a new set of 25mm by 30m fire hose reel tubing with a
25mm gate landing valve and 25mm jet spray nozzle is procured and installed in
the unit. The installation required a complete dismantling of the unit and this was
done under the supervision of a specialist and the project supervisor.
59
For Fire hose reel FF/02; a 25mm gate landing valve and 25mm jet spray nozzle
is procured and installed in the unit. The installation required a part dismantling of
the unit and this was done under the supervision of a specialist and the project
supervisor. Generally, a red coating paint and a black paint (both oil paints), were
applied using recommended brushes and following the guides of the supervisor, to
increase the brightness and institute more value to the fire hose reel system.
In summary, the processes followed in implementing the solutions were deemed
effective as it reduced the significance of the high financial estimate applauded to
solve the problem. After the recommended solutions, the four (4) fire hose reels
were thoroughly washed and dried, thus removing suspended debris and dirt’s on
the external surface of the hose reel tube. This implementation process taken will
not fail in a short period interval, but rather will have longevity and serve its
purpose with a little maintenance concern. However, as revivability has been
achieved on the firefighting hose reel systems, it’s necessary that a preventive
maintenance is been carried out on the revived hose reels whether used or unused
to keep it in an economic and sustainable remark, and also enlengthen its service
time/duration.
4.4 COST OF MATERIALS:
Variable materials were necessarily required to implement and fulfil the aim of
this
project. The table below shows the allowable cost required for the
60
maintenance of the fire hydrant and fire hose reels at the engineering block,
Maritime Academy of Nigeria.
Table 4.6: Bill of Engineering Measurement and Evaluation (BEME) - 2
S/NO.
1.
ITEM/MATERIAL
30-meter fire hose reel
UNIT
PRICE
73,000
QUANTITY
AMOUNT
1
73,000
6,000
2
12,000
500
4
2,000
and tube
2.
25mm fire spray nozzle
3.
25mm Jubilee Clip
4.
1 litre Oil Paint (Red)
3,000
1
3,000
5.
½ litre Oil Paint (Black)
1,500
1
1,500
6.
Brush and Sponge
500
2
1,000
7.
50 Meter/ 165ft Measure
3,500
1
3,500
Tape
8.
18 Inch Pipe wrench
5,500
1
5,500
9.
Logistics &
20,000
-
20,000
TOTAL
N121,500
Miscellaneous
4.5 RESULT ANALYSIS:
On completion of the maintenance actions and inclusion of modification, the
objective of the project was achieved. This is because the fire hydrant and the
four (4) fire hose reels considered on this project as the case study are all in a
61
good working condition, and can be in service without carrying out any
preventive maintenance for like a maximum of one (1) year.
The pressure of the flow from the nozzle of the hydrant (100psi) is maintained,
and the rolling mechanisms are now able to roll automatically after 2 minutes of
rolling.
The pictures below are highlights of what impact and modification obtained on
the course of this project.
The Fire Hydrant:
BEFORE
AFTER
Plate XIV: Maintenance Outcome on Fire Hydrant
62
The Fire Hose Reel:
FHR/GF/01 FRONT VIEW
FHR/GF/01 SIDE VIEW
(BEFORE)
(BEFORE)
FHR/GF/01 FRONT VIEW
FHR/GF/01 SIDE VIEW
(AFTER)
(AFTER)
Plate XV: Maintenance Outcome on FHR/GF/01
63
FHR/GF/02 FRONT VIEW
FHR/GF/02 SIDE VIEW
(BEFORE)
(BEFORE)
FHR/GF/02 FRONT VIEW
FHR/GF/02 SIDE VIEW
(AFTER)
(AFTER)
Plate XVI: Maintenance Outcome on FHR/GF/02
64
FHR/FF/01 FRONT VIEW
FHR/FF/01 SIDE VIEW
(BEFORE)
(BEFORE)
FHR/FF/01 FRONT VIEW
FHR/FF/01 SIDE VIEW
(AFTER)
(AFTER)
Plate XVII: Maintenance Outcome on FHR/FF/01
65
FHR/FF/02 FRONT VIEW
FHR/FF/02 SIDE VIEW
(BEFORE)
(BEFORE)
FHR/FF/02 FRONT VIEW
FHR/FF/02 SIDE VIEW
(AFTER)
(AFTER)
Plate XVIII: Maintenance Outcome on FHR/FF/02
66
CHAPTER FIVE
5.0
SUMMARY, CONCLUSION AND RECOMMENDATION
5.1 SUMMARY
Maintenance involves checking and looking after your fire safety equipment, so
that it continues to work for as long as possible and without needing repairs.
Depending on the type of fire safety equipment, it might be cleaned, adjusted and
lubricated, or wear parts might be replaced, For example. Servicing is the process
of an expert fixing any faults in the fire safety equipment to get it working
properly again. Fire hydrants spend most of their time unused and ignored, yet
they are called upon in a moment’s notice to provide fire flow for the protection
of a business or home. They are an indispensable facet of the overall fire
protection features of a building. Because of the way land is platted and easements
are granted, there are a large number of private fire hydrants within the County.
These hydrants are required for the fire protection of a building, but they are
useless unless regularly maintained. Furthermore, they should be painted and
labelled as described in this document so that firefighters can quickly identify the
system capability of the hydrant.
Gravity tanks also serve as reservoirs for fire protection systems. We can integrate
your gravity tank with your sprinklers to prepare your building against fires. The
water from the tanks can also be used to arm other fire protection systems. Gravity
tanks are ideal for places where the source of water is at a higher elevation than
67
the withdrawal points. You can also use them without any electricity unless your
building is over six-story high. Gravity tanks save costs and are really simple to
design and construct. They can last for years offering a hassle-free and
unsupervised water supply for the occupants of a building.
It is important that all the hydrants in the block be named or numbered for easy
means of accessing and locating each one of them in the case of an emergency,
and this have been actualized on the course of this project.
68
5.2 CONCLUSION
As we elaborated above, hydrant flow test is important to ensure that firefighting
missions are not jeopardized due to a failed hydrant. Oftentimes, hydrants are left
unattended and used when there is a need to extinguish fires. A lot can happen
that can tamper with their performance. For example, the valves can rust and there
could be grime building up on the walls. The pressure may be compromised as
result and thus not be sufficient when it’s time to use the water.
Hydrants must be tested on a regular basis as per the standards enacted by the
National Fire Protection Association (NFPA).
Fire on ships is extremely dangerous to human lives. We must increase fire safety
by improving the design of the ship and using new technologies. The crew in the
first place should be provided with a safe ship by design. This would then lead to
as low as a reasonably possible risk levels being able to be maintained throughout
the operational life of that ship.
Conclusion Over time, an increased understanding of the many factors that
contribute to the risk of fire has led to positive developments in the fire protection
of merchant ship structures. Improvements in firefighting systems and services,
as well as increased use of private active or passive systems through fire-fighting
and loss-control engineering, has meant an overall decrease in the cost of fire. A
fire-fighting system is probably the most important of the building services, as its
aim is to protect human life and property, strictly in that order.
69
5.3 RECOMMENDATION
It’s recommended that fire hydrants located in the marine engineering block
should be changed and replaced with a British Standard hydrant called two-way
in-let fire hydrant.
Preventive maintenance should be carried out on the fire hydrant and fire hose
reels at least every six months and at most every nine months.
It is also recommended that future graduating cadets who will choose to work on
the fire hydrant should carry out repairs on the remaining fire hose reels located
at the upper decks of the engineering block.
On the course of our research, we observed that all hostels in Maritime Academy
of Nigeria doesn’t have fire hydrants and fire hose reels installed to enable fight
fire in the case of any outrageous fire at any given point or time, as such it is
recommended that fire hydrants and hose reels of British Standard are been
installed to reduce damages that might occur during fire emergency.
Each tank compartment must be provided with redundant automatic refills with
each refill capable of filling at the maximum fire protection system flow rate. This
permit taking a tank compartment out of service while maintaining capacity for
the full fire protection demand.
An appropriately sized fire pump taking suction from a compartmentalized waterstorage tank.
70
A compartmentalized water-storage (with cleaning agent) tank (or multiple
2tanks) with sufficient elevation above the system to provide the required
pressure. This will enable a quick fire extinguishing action and can be used to fit
the extinguishing of other classes of fire.
71
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