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CO2 Fire Extinguishing System

 SOLAS Regulations
CO2 usage on ships has to abide by few safety regulations, as on ship there are lives at stake and measure to fight
accidents are few .The main regulations are:
o If the CO2 system is installed in the cargo spaces, the quantity of CO2 available should be sufficient
enough to give at least a minimum of 30% of the total volume of the largest space that is protected by the
CO2 system.
o If the CO2 system is installed in machinery spaces, the quantity of CO2 available should be sufficient to
give at least a volume equal to either of the following :
a)40% of the total volume of the largest machinery spaces that is protected by the CO2 system. (The volume should
exclude that part of the casing where the horizontal area of the casing is 40% or less then the horizontal area of the
space taken into consideration and measured midway, between tank top and lowest part of casing)
b)35% of the total volume of the largest machinery spaces that are protected by the CO2 system including the area
covered by the casing.
It is also a requirement that 85% of the required quantity of gas should be released into the spaces within two
minutes of evacuating the fire affected space.
Construction of CO2 bottles for fixed fire fighting system.
It is imperative that the CO2 bottles are strong and sturdy due to the high internal pressure they are going to
withstand. For this reason, the bottles are made from solid drawn steel and are also hydraulically tested up to 228
bars prior to installation.
CO2 is retained inside the cylinder in the liquid form under pressure. A siphon tube is provided inside the bottle to
ensure that the liquid CO2 is discharged from the bottle or else it would evaporate from the surface, giving a very
slow discharge rate and taking away the latent heat would probably cause the remaining CO2 in the bottle to freeze.
Safety Features
Some special features are provided to the system in order to increase the safety level and also to make operation
smooth.
The control cabinet doors are installed with a special signaling system. Whenever a person opens the door of the
control cabinet in order to operate the CO2 system, an alarm is sounded automatically. This is done to signal crew
members of CO2 flooding on ship. This is also an indication to leave the fire affected place and assemble at the
muster station.
A master valve is also provided on the main pipe going to the machinery or cargo spaces, in order to stop the CO2
supply in case of accidental release.
A ship is a place where probability of accidents and mishaps taking place due to fire is too high. Various types of
precautions are taken to prevent spreading of fire on ship. Out of these, Co2 extinguishing system is the most widely
used system which is now found on all the ships. In case of a small intensity fire on ship, portable fire extinguishers
or other handy means of extinguishing fire can be used. But in case, the intensity of fire is high or it is humanly
impossible to control the fire, Co2 fire extinguishing system is used.
CO2 Fire Extinguishing System
Due to its physical and chemical properties, Co2 is the most commonly used gas on-board ships in order to
extinguish fire during accidents. Co2 is used in a number of ways, mainly depending on the intensity of fire.
Arrangement Of CO2 system
A fixed type of Co2 fire fighting system includes a large no of CO2 bottles arranged together. This system is mainly
used for large areas on ships, such as cargo holds or machinery spaces of engine room, where fighting fire gets
difficult due to extended spaces and fire intensity. This system is also known as Total flooding system, for the
spaces affected with fire are totally flooded with Co2 in order to quench the flames.
In this system, the cylinders are grouped together in banks, in totally separate rooms away from the machinery or
cargo spaces. All the cylinders are joined together with the help of a common manifold. The outlet of each cylinder
discharges through a connecting pipe into this common manifold. A non-return valve is provided to each of this
connecting pipes so that incase any of the CO2 cylinder has to be replaced or recharged, it can be done so without
the loss of pressure.
Why Only CO2?
CO2 gas mainly used for extinguishing fires because of the following properties:-
1. At normal temperature, CO2 remains in the gaseous state.Co2 is also 1.5 times denser than air. This heaviness
helps in displacing the air by making Co2 act as a blanket to cuts off the supply of oxygen to the fire.
2. CO2 is easily available and can be liquefied and bottled smoothly. It is normally contained under a pressure of
approx. 50 bars in cylinders made out of steel.
3. When the liquid CO2 is released on fire, it boils off rapidly as a gas into the atmosphere, taking away the heat
from the surrounding atmosphere and cooling down the environment.
4. CO2 is a non-flammable gas.
Advantages of using CO2 Gas
1. It is a non corrosive gas.
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2. It is available everywhere
3. It does not conduct electricity.
4. It does not leaves any kind of residue.
5. It is non-flammable.
Disadvantages Of Using CO2 Gas
1. CO2 is the most toxic gas when it comes to human health. It is a highly suffocating gas, whose concentration of
even 9% in the breathing air would make a person unconscious within minutes.
2. Though it provides a perfect smothering effect, the condition does not last for a long time. In case of non-
continuous supply of CO2, chances of re-ignition increases if air is re-admitted to the compartment too soon after
the fire.

Fire Fighting Arrangements in Cargo & Machinery Spaces

CO2 fire extinguishing system is installed in both cargo and machinery spaces of a ship, for the chances of accidents
due to fire are more. This article deals with the design and working of CO2 system in cargo a machinery spaces.

 CO2 System In Machinery Spaces

A Co2 system of machinery spaces consists of a bank of Co2 bottles that can be operated from a remote place
located away from the machinery spaces. The system also consists of pilot Co2 cylinders which control the
activation of the bank of Co2 bottles. The Pilot cylinders are contained in a control box and are normally kept
disconnected. The system is connected to the pilot cylinders and the control box with the help of steel wires or
flexible pipes. All these pipes are fitted with a quick action coupling. When the system is to be activated, the
coupling in plugged into the corresponding socket. The valves of the pilot cylinders will be opened with the help of
the levers in the main CO2 control system.
The Co2 from the pilot cylinders will open the system's main stop valve. The main stop valve has a piston which
gets depressed due to the Co2 gas pressure and allows the pilot gas to flow to the bank of CO2 cylinders. This pilot
gas operates the cylinders' valves. These valves are known as Klem valves. All these valves have an actuator which
gets operated by the pilot pressure.
The detection of fire is done by various sensors installed in the machinery spaces. Though the opening of control
box operates an alarm, the main decision for Co2 flooding is taken by the Chief engineer, after due consultation with
the master of the ship. Before releasing Co2 into the fire affected space, it should be made sure that everybody is out
of the place and the place is fully enclosed i.e all skylights and ventilators are closed air-tight. Pumps supplying fuel
oil should also be stopped in order to prevent re-ignition.
Separate levers for each and every space are present inside the main controlling cabinet. The operating of a
particular lever activates the pilot bottles, which helps in releasing the complete bank of bottles designated for that
place. With the opening of the master valve, Co2 is flooded inside the fire affected space, which then smothers the
fire with the help of blanket effect.
Co2 System for Cargo Space
The release mechanism of CO2 system in cargo spaces is same as that of the machinery spaces. The only difference
is that the cargo spaces have a different type of fire detection system.
For detection of fire in cargo hold, a sample of air is drawn from all the cargo holds by an extractor fan. This sample
of air is passed through a cabinet wherein a set of smoke sensitive sensors analyze the sample. The sensors will
detect any presence of smoke in the sample. As soon as the sensor detects smoke in the sample, it activates the CO2
alarm system of the ship. A part of the sample is also discharged to the wheelhouse in order to cross-check the
presence of smoke in the sample. This can be done by smelling the smoke. The sample is later vented to the air.
In order to check whether the extractor is extracting samples from the holds, a small indicator propeller is fitted,
which ensures that the samples are taken.
Precaution to be taken after the fire is extinguished.
After the fire is extinguished by the flooding system, all the doors, hatches, vents and other openings should be
opened in order to ventilate the space properly, before any entry is made into the space.
The space should not be approached with any type of open flames as it might contain flammable vapors, which can
lead to fire or explosion.

Checks on the system

o Pipes leading to the spaces should regularly be blown with air to ensure that they are not blocked.
o The level in the Co2 bottles should be checked on regular basis. If in a particular check, the difference is
10% of the total volume, the bottle should be replaced as soon as possible.
o Sensors should be checked periodically.
o Cabinet door alarms should also be checked on regular interval of time.
o All the pipings and connections at the CO2 bottles should be checked regularly.
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Maintenance and inspection plan
 Fixed carbon dioxide fire-extinguishing systems should be kept in good working order and readily
available for immediate use.
 Maintenance and inspections should be carried out in accordance with the ship’s maintenance plan having
due regard to ensuring the reliability of the system. The onboard maintenance plan should be included in
the ship’s safety management system and should be based on the system manufacturer’s recommendations
including:
 .1 maintenance and inspection procedures and instructions;
 .2 required schedules for periodic maintenance and inspections;
 .3 listing of recommended spare parts; and
 .4 records of inspections and maintenance, including corrective actions taken to maintain the system in
operable condition.

Monthly inspections
 4.1 At least every 30 days a general visual inspection should be made of the overall system condition for
obvious signs of damage, and should include verification that:
 .1 all stop valves are in the closed position;
 .2 all releasing controls are in the proper position and readily accessible for immediate use;
 .3 all discharge piping and pneumatic tubing is intact and has not been damaged;
 .4 all high pressure cylinders are in place and properly secured; and
 .5 the alarm devices are in place and do not appear damaged.
4.2 In addition, on low pressure systems the inspections should verify that:
 .1 the pressure gauge is reading in the normal range;
 .2 the liquid level indicator is reading within the proper level;
 .3 the manually operated storage tank main service valve is secured in the open position; and
 .4 the vapour supply line valve is secured in the open position.

Annual inspections
 The following minimum level of maintenance and inspections should be carried out in accordance with the
system manufacturer’s instructions and safety precautions:
 .1 the boundaries of the protected space should be visually inspected to confirm that no modifications have
been made to the enclosure that have created uncloseable openings that would render the system
ineffective;
 .2 all storage containers should be visually inspected for any signs of damage, rust or loose mounting
hardware. Cylinders that are leaking, corroded, dented or bulging should be hydrostatically retested or
replaced;
 .3 system piping should be visually inspected to check for damage, loose supports and corrosion. Nozzles
should be inspected to ensure they have not been obstructed by the storage of spare parts or a new
installation of structure or machinery;
 .4 the manifold should be inspected to verify that all flexible discharge hoses and fittings are properly
tightened; and
 .5 all entrance doors to the protected space should close properly and should have warning signs, which
indicate that the space is protected by a fixed carbon dioxide system and that personnel should evacuate
immediately if the alarms sound. All remote releasing controls should be checked for clear operating
instructions and indication as to the space served.

Minimum recommended maintenance

 6.1 At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each intermediate,
periodical or renewal survey* in cargo ships, the following maintenance should be carried out (to assist in
carrying out the recommended maintenance, examples of service charts are set out in the appendix):
 .1 all high pressure cylinders and pilot cylinders should be weighed or have their contents verified by other
reliable means to confirm that the available charge in each is above 90% of the nominal charge. Cylinders
containing less than 90% of the nominal charge should be refilled. The liquid level of low pressure storage
tanks should be checked to verify that the required amount of carbon dioxide to protect the largest hazard is
available;
 .2 the hydrostatic test date of all storage containers should be checked. High pressure cylinders should be
subjected to periodical tests at intervals not exceeding 10 years. At the 10-year inspection, at least 10% of
the total number provided should be subjected to an internal inspection and hydrostatic test**. If one or
more cylinders fail, a total of 50% of the onboard cylinders should be tested. If further cylinders fail, all
cylinders should be tested. Flexible hoses should be replaced at the intervals recommended by the
manufacturer and not exceeding every 10 years; and
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 .3 the discharge piping and nozzles should be tested to verify that they are not blocked. The test should be
performed by isolating the discharge piping from the system and flowing dry air or nitrogen from test
cylinders or suitable means through the piping.
6.2 At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each renewal survey* in
cargo ships, the following maintenance should be carried out by service technicians/specialists trained to
standards accepted by the Administration:
 .1 where possible, all activating heads should be removed from the cylinder valves and tested for correct
functioning by applying full working pressure through the pilot lines. In cases where this is not possible,
pilot lines should be disconnected from the cylinder valves and blanked off or connected together and
tested with full working pressure from the release station and checked for leakage. In both cases this should
be carried out from one or more release stations when installed. If manual pull cables operate the remote
release controls, they should be checked to verify the cables and corner pulleys are in good condition and
freely move and do not require an excessive amount of travel to activate the system;
 .2 all cable components should be cleaned and adjusted as necessary, and the cable connectors should be
properly tightened. If the remote release controls are operated by pneumatic pressure, the tubing should be
checked for leakage, and the proper charge of the remote releasing station pilot gas cylinders should be
verified. All controls and warning devices should function normally, and the time delay, if fitted should
prevent the discharge of gas for the required time period; and after completion of the work, the system
should be returned to service. All releasing controls should be verified in the proper position and connected
to the correct control valves. All pressure switch interlocks should be reset and returned to service. All stop
valves should be in the closed position.

Precautions before releasing CO2

Suffocation of the crew combined with re-ignition of fire due to lack of air tight engine room has resulted
in gruesome condition as after using CO2 no more firefighting method is available (CO2 system can be
used only once).
The CO2 operator in-charge i.e. Chief engineer (or 2nd engineer in C/E’s absence) has to be extremely careful
when it comes to following procedure to avoid fire or any casualty.

Following steps are to be followed without fail for extinguishing major find in engine room.
1. On outbreak of fire, the fire alarm will sound and bridge officer will know the location of fire. If the fire is
big enough to fight with portable extinguishers, all crew should be gathered in muster station for head count.
2. Inform wheel house about the situation of the fire and the chief engineer should take decision in consent
with the master to flood the engine room with CO2 to extinguish fire.
3. Emergency generator should be started as CO2 flooding requires all machineries including auxiliary power
generator to be stopped.
4. Reduce ship speed and stop the main engine at safe location. Captain should inform the nearest coastal
authority if the ship is inside a coastal zone.
5. Open the Cabinet of CO2 operating system in the fire station with the Key provided nearby in glass case.
This will give an audible CO2 Alarm in the engine room.
6. Some systems and machinery like engine room blowers and fans etc. will trip with opening of CO2 cabinet.
Counter check all the tripped system for surety.
7. Make sure there no one is left inside the engine room by repeating the head count.
8. Operate all remote closing switches for quick closing valve, funnel flaps, fire flaps, engine room pumps and
machinery, water tight doors etc.
9. Air condition unit of ECR should be stopped.
10. Close all the entrance doors of the engine room and make sure the room is air tight.
11. Operate the control and master valve in the CO2 cabinet. This will sound another alarm and after 60
seconds time delay CO2 will be released for fire extinguishing.
12. If there is need to enter the engine room for rescuing a person (which must be avoided), SCBA sets and life
lines should be used. Safety of personnel should be of the highest priority during such incidences.

Amendment to SOLAS Regulation II-2/10 – carbon dioxide systems

It has been recognised that the existence of many CO2 single release control systems presents an
unacceptable level of risk to crew personnel.
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In view of this, the IMO has developed amendments to SOLAS regulation II-2/10 (resolution MSC.256
(84)) which require all carbon dioxide systems to have two separate release controls. The amended
text reads as follows:

By the first scheduled dry-docking after 1 January 2010, fixed carbon dioxide
fire-extinguishing systems for the protection of machinery spaces and cargo pump-rooms on
ships constructed before 1 July 2002 shall comply with the provisions of paragraph 2.2.2 of
chapter 5 of the Fire Safety Systems Code.
Requirements:

By the first scheduled dry-docking after 1 January 2010, fixed carbon dioxide fire-extinguishing systems
for the protection of machinery spaces and cargo pump-rooms on ships constructed before 1 July 2002
shall comply with the provisions of paragraph 2.2.2 of chapter 5 of the Fire Safety Systems Code.

Two separate controls shall be provided for releasing carbon dioxide into a protected space and
to ensure the activation of the alarm. One control shall be used for opening the valve of the piping
which conveys the gas into the protected space and a second control shall be used to discharge
the gas from its storage containers. Positive means shall be provided so they can only be operated in
that order; and the two controls shall be located inside a release box clearly identified for the particular
space.
If the box containing the controls is to be locked, a key to the box shall be in a break-glass-type enclosure
conspicuously located adjacent to the box. Effective safeguards should be provided against the gas being
accidentally released when a CO2 system is being serviced on board and to guard against the
inadvertent and, as far as practicable, the malicious use of the controls after the system has been
installed or serviced. To achieve this, the discharge of CO2 from the storage cylinders should be isolated
from the machinery space by means of a sector valve and preferably arranged that the control cabinet
door cannot be closed unless the sector valve is in the fully closed position. In installations where the
sector valves are gas operated equivalent means of safeguarding the system against inadvertent
discharge should preferably be provided on the actuation position.
The release arrangements should give an indication if the system is being operated. Where automatic
time delays are incorporated in any of the release arrangements for the system these should preferably
have a means of bypassing the delay and be set to zero delay. Where any delay device is fitted this
should be clearly marked on the operating instructions and include the time delay setting so that the
operator can distinguish between intentional delay and malfunction of the system. Systems compromising
automatic stopping of fans, closure of fire dampers or remote closing valves, which are activated by the
release of the CO2 in the event of a fire should be supplemented with a manual override.
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Fig:CO2 total flooding system

LINE DIAGRAM OF TYPICAL CO2 SYSTEM