Our dear Nina, of course, the PKF itself understands everything and displays what is needed and how it is needed and will transmit it to the security post (the signal is displayed as a “malfunction” or “Accident”, it doesn’t matter what you call it, and
Signaled by simply opening dry contacts No. 5 and No. 6). From the passport for the PKF, I concluded that it can only control two power supply inputs (i.e. main and backup), and if something goes wrong,
Switch the power supply to the pump from one input to another (AVR, so to speak). IN general point SP.513130.2009
12.3.5 "... It is recommended to give a short-term sound signal: ... , 0 .... when the voltage disappears at the main and backup power supply inputs of the installation..." Done.
But I (and you too) needed a signal that the control of the power cabinet is in automatic mode, in order to avoid the situation that everything is ready, only the “manual” mode of operation is on the switchboard or
Generally "0" (disabled). Or is there no such switch on their shields? :)
You give a signal, but you and I (you) just make a fuss, the power shield won’t work. We are screaming, swearing, what is it, how can it be, everything is already on fire, the APS gave a signal, I have already started it 100 times myself! Where is the WATER? I scream in convulsions
:). Of course, competent installers will not allow this to happen and will control it, but this is already a classic in projects, removing this signal from the panel.
I called Plazma-T. I was told that PKF controls this (which I don’t believe; from the diagrams I don’t see how it does this). Let's say he controls. Let's imagine we are sitting at a post and then a general signal comes
"MALFUNCTION". And it is not clear what is there, i.e. without decryption. In general, you sit and see “Fault” on the central information center. And Uncle Fedr was doing something there and switched the installation to manual mode and forgot to switch it back.
You call the service that serves you, they will come to you now, for the urgency you will be charged two rubles. All you had to do was go and turn the switch. Resigned himself to this, that there is a weak point in
My system. And until they convince me (where I can find an explanation, they will write it in my passport, you will enlighten me) that he actually controls, I will refrain from using their equipment in the future.
Perhaps they answered me wrong, but I can assume that the author. the mode is controlled by the start circuit itself (terminals PU X4.1 and so on), and not by the PCF. That if the circuit is not broken, then everything is normal and therefore “auth.
Mode." But then a signal will come or "NOT AUTO. MODE" or "LOCK OF LINE", again twenty-five. I don’t know, there’s no time to figure it out now, while the project is frozen for a while (a more urgent one has been superseded). Then I’ll probably call
And I torment Plasma-T. And this is normal equipment.
Has anyone seen the SHAC fire safety shields, they meet the condition
Quote SP5.13130.2009 12.3.6
12.3.6 Indoors pumping station Light signaling should be provided:
...
b) on disabling the automatic start of fire pumps, metering pumps, drainage
pump;
...Did the plasma help?
There is no project to do. If they do, answer for them later :).
After reading the documentation, I called them and interrogated them with torture :) (I’m joking about torture) about the capabilities of their equipment, in general I asked, can they do it? do they do this? and so on. only by their equipment.
I don’t like their passports, as it is written there, everything seems to be, but somehow clumsily. It needs to be polished so that it can be read and understood immediately. Because of her, there were questions for them.
Quote Nina 12/13/2011 18:56:31
--End quote------But let the hairdresser do the APS, I’ll scratch my turnips :).
Andorra1 Not everything is so simple.
The sensor has setting limits of 0.7-3.0 MPa. If you do not penetrate into the return zones (Max and min values), the sensor can be configured (i.e. set) to operate in the range of 0.7-3.0 MPa, i.e. your 0.3 and 0.6 MPa, something is wrong here. Either the skis don't work or I'm stupid. These return zones Min and Max somehow set the range of response accuracy. It seems like if they set a setting of 2.3 MPa, then when the pressure increases, the device will work in some range from 2.24 to 2.5, guaranteed, and not exactly at 2.3 MPa. In general, who the hell knows.
Rating: 3.4
Rated by: 5 people
METHODOLOGICAL PLAN
conducting classes with the group of the duty guard of the 52nd fire department on Firefighting equipment.
Topic: “Fire pumps.” Type of lesson: class-group. Allotted time: 90 minutes.
Purpose of the lesson: consolidation and improvement of personal knowledge on the topic: “Fire pumps.”
1. Literature used during the lesson:
Textbook: “Fire fighting equipment” V.V. Terebnev. Book No. 1.
Order No. 630.
Definition and classification of pumps.
Pumps are machines that convert supplied energy into mechanical energy of the pumped liquid or gas. Pumps are used in fire fighting equipment various types(Fig. 4.6.) Mechanical pumps are most widely used, in which the mechanical energy of a solid, liquid or gas is converted into mechanical energy of a liquid.
According to the principle of operation, pumps are classified depending on the nature of the prevailing forces, under the influence of which the pumped medium moves in the pump.
There are three such forces:
mass force (inertia), fluid friction (viscosity) and surface pressure force.
Pumps in which the action of mass forces and fluid friction (or both) predominate are combined into a group of dynamic pumps in which surface pressure forces predominate, making up a group of positive displacement pumps. Requirements for pumping installations of fire trucks.
Fire truck pumps are powered by engines internal combustion- this is one of the main technical features, which must be taken into account when designing and operating pumps. The following basic requirements apply to pumping units.
Fire truck pumps must operate from open water sources, so no cavitation phenomena should be observed at the control suction height. In our country, the control suction height is 3...3.5 m, in countries Western Europe – 1,5.
The pressure characteristic Q - H for fire pumps should be flat, otherwise when the valves on the trunks are closed (reducing the flow), the pressure on the pump and in the hose lines will increase sharply, which can lead to rupture of the hoses. With a flat pressure characteristic, it is easier to control the pump using the “gas” handle and change the pump parameters if necessary.
In terms of energy parameters, fire truck pumps must correspond to the parameters of the engine from which they operate, otherwise the technical capabilities of the pumps will not be fully realized or the engine will operate in a mode of low efficiency and high specific fuel consumption.
The pumping installations of some fire trucks (for example, airfield ones) must operate while moving when water is supplied from monitors. Vacuum systems Fire truck pumps must ensure water intake within a control time (40...50 s) from the maximum possible suction depth (7...7.5 m).
Stationary foam mixers on fire truck pumps must, within established limits, produce a dosage of foam concentrate when the foam barrels are operating.
Pumping installations of fire trucks must operate for a long time without reducing parameters when supplying water at low and high temperatures.
Pumps should be as small in size and weight as possible to rational use load capacity of the fire truck and its body.
Control of the pumping unit should be convenient, simple and, if possible, automated, with low level noise and vibration during operation. One of the important requirements for successful fire extinguishing is the reliability of the pumping unit.
Basic structural elements centrifugal pumps- these are working parts, housing, shaft supports, seal.
The working bodies are impellers, inlets and outlets.
Pump impeller normal pressure made of two disks - leading and covering.
Between the disks there are blades bent in the direction opposite to the direction of rotation of the wheel. Until 1983, the impeller blades had double curvature, which ensured minimal hydraulic losses and high cavitation properties.
However, due to the fact that the manufacture of such wheels is labor-intensive and they have significant roughness, modern fire pumps use impellers with cylindrical shape blades (PN-40UB, PN-110B, 160.01.35, PNK-40/3). The angle of installation of the blades at the outlet of the impeller is increased to 65...70?, the blades have an S-shape in plan.
This made it possible to increase the pump pressure by 25...30% and the flow rate by 25% while maintaining cavitation qualities and efficiency at approximately the same level.
The weight of the pumps has been reduced by 10%.
When pumps operate, a hydrodynamic axial force acts on the impeller, which is directed along the axis towards the suction pipe and tends to move the wheel along the axis, therefore important element The impeller is mounted in the pump.
The axial force arises due to the difference in pressure on the impeller, since from the side of the suction pipe there is less pressure acting on it than on the right.
The magnitude of the axial force is approximately determined by the formula
F = 0.6 R? (R21 – R2в),
where F – axial force, N;
P – pressure at the pump, N/m2 (Pa);
R1 – inlet radius, m;
Rв – shaft radius, m.
To reduce the axial forces acting on the impeller, holes are drilled in the drive disk through which liquid flows from the right side to the left. In this case, the amount of leakage is equal to leakage through the target seal behind the wheel, and the pump efficiency decreases.
As the target seal elements wear out, fluid leakage will increase and pump efficiency will decrease.
In two- and multi-stage pumps, impellers on the same shaft can be placed with the opposite direction of entry - this also compensates or reduces the effect of axial forces.
In addition to axial forces, radial forces act on the impeller during pump operation. The diagram of radial forces acting on the impeller of a pump with one outlet is shown in Fig. 4.21. The figure shows that an unevenly distributed load acts on the impeller and pump shaft during rotation.
In modern fire pumps, the shaft and impeller are unloaded from the action of radial forces by changing the design of the bends.
The outlets in most fire pumps are of the volute type. The pump 160.01.35 (standard brand) uses a blade-type outlet (guide vane), behind which there is an annular chamber. In this case, the effect of radial forces on the impeller and pump shaft is reduced to a minimum. Spiral bends in fire pumps are made with single (PN-40UA, PN-60) and double-spiral (PN-110, MP-1600).
In fire pumps with a single-scroll outlet, unloading from radial forces is not performed; it is absorbed by the pump shaft and bearings. In two-helix bends, the effect of radial forces in spiral bends is reduced and compensated.
The connections in fire centrifugal pumps are usually axial, made in the form of a cylindrical pipe. The pump 160.01.35 has a pre-connected auger. This helps to improve the cavitation properties of the pump.
The pump housing is the basic part; it is usually made of aluminum alloys.
The shape and design of the housing depends on design features pump
Shaft supports are used for built-in fire pumps. Shafts in most cases are mounted on two rolling bearings.
Design of centrifugal pumps. In our country, fire trucks are mainly equipped with normal pressure pumps of the type PN-40, 60 and 110, the parameters of which are regulated by OST 22-929-76. In addition to these pumps for heavy airfield vehicles on the MAZ-543 chassis,
MAZ-7310 uses pumps 160.01.35 (according to the drawing number).
Of the combined pumps on fire trucks, the PNK 40/3 brand pump is used.
A pump has currently been developed and is being prepared for release. high pressure NVD 20/300.
Fire pump PN-40UA.
The unified fire pump PN-40UA has been mass-produced since the early 80s instead of the PN-40U pump and has proven itself well in practice.
Modernized pump PN-40UA unlike PN-40U, it is made with a removable oil bath located in the rear part of the pump. This greatly facilitates pump repair and housing manufacturing technology (the housing is divided into two parts).
In addition, the PN-40UA pump uses new way fastening the impeller on two keys (instead of one), which increased the reliability of this connection.
Pump PN-40UA
is unified for most firefighting vehicles and is adapted for rear and middle placement on the chassis of GAZ, ZIL, Ural vehicles.
Pump PN-40UA The pump consists of a pump housing, a pressure manifold, a foam mixer (brand PS-5) and two valves. housing 6, cover 2, shaft 8, impeller 5, bearings 7, 9, sealing cup 13, tachometer worm drive 10, cuff 12, flange coupling 11, screw 14, plastic packing 15, hose 16.
The impeller 5 is secured to the shaft using two keys 1, a lock washer 4 and a nut 3.
The cover is secured to the pump body with studs and nuts; a rubber ring is installed to ensure sealing of the connection.
The gap seals (front and rear) between the impeller and the pump casing are made in the form of bronze O-rings (Br OTSS 6-6-3) on the impeller (press-fit) and cast iron rings in the pump casing.
The sealing rings in the pump housing are secured with screws.
The pump shaft is sealed using plastic packing or frame rubber seals, which are placed in a special sealing cup. The glass is bolted to the pump body through a rubber gasket.
The bolts are secured with wire through special holes to prevent them from unwinding.
When using plastic packing PL-2 in a shaft seal, it is possible to restore the sealing of the unit without this. This is done by pressing the packing with a screw.
When using ASK-45 frame oil seals to seal the pump shaft and replacing them, it is necessary to remember that of the four oil seals, one (the first one to the impeller) operates under vacuum and three operate under pressure. To distribute the lubricant, an oil distribution ring is provided in the stuffing box, which is connected by channels to a hose and a grease nipple.
The water collecting ring of the glass is connected by a channel to a drainage hole, abundant leakage of water from which indicates wear of the seals.
The cavity in the pump housing between the sealing cup and the flange coupling seal serves as an oil bath for lubricating the bearings and the tachometer drive.
Oil bath capacity 0.5 l Oil is poured through a special hole closed with a plug. The drain hole with plug is located at the bottom of the oil bath housing.
Water is drained from the pump by opening the tap located at the bottom of the pump housing. For ease of opening and closing the tap, its handle is extended with a lever. On the diffuser of the pump housing there is a collector (AL-9 aluminum alloy), to which a foam mixer and two valves are attached.
A pressure valve is mounted inside the collector to supply water to the tank (Fig. 4.26.). The collector body has holes for connecting vacuum valve, pipeline to the coil of the additional engine cooling system and a threaded hole for installing a pressure gauge.
Pressure valves are attached with pins to the pressure manifold. Valve 1 is cast from gray cast iron (SCh 15-32) and has an eye for a steel (StZ) axis 2, the ends of which are installed in the grooves of the housing 3 made of aluminum alloy AL-9. A rubber gasket is attached to the valve with screws and a steel disk. The valve closes the passage hole under the influence of its own weight.
Spindle 4 presses the valve to the seat or limits its travel if it is opened by water pressure from the fire pump.
Fire pump PN-60
centrifugal normal pressure, single-stage, cantilever. Without guide vane.
The PN-60 pump is geometrically similar model pump PN-40U, therefore it is not structurally different from it.
Pump housing 4, pump cover and impeller 5 are cast from cast iron. Fluid is removed from the wheel through a spiral single-helix chamber 3, ending with a diffuser 6.
Impeller 5 with an outer diameter of 360 mm is mounted on a shaft with a diameter of 38 mm at the landing site. The wheel is secured using two diametrically located keys, a washer and a nut.
The pump shaft is sealed with frame seals of the ASK-50 type (50 is the shaft diameter in mm). The seals are placed in a special glass. Oil seals are lubricated through an oil can.
To operate from an open water source, a water collector with two nozzles for suction hoses with a diameter of 125 mm is screwed onto the suction pipe of the pump.
The drain valve of the pump is located at the bottom of the pump and is directed vertically downwards (in the PN-40UA pump on the side).
Fire pump PN-110
centrifugal normal pressure, single-stage, cantilever, without a guide vane with two spiral outlets and pressure valves on them.
The main working parts of the PN-110 pump are also geometrically similar to the PN-40U pump.
The PN-110 pump has only a few design differences, which are discussed below.
Pump housing 3, cover 2, impeller 4, suction pipe 1 are made of cast iron (SCh 24-44).
The diameter of the pump impeller is 630 mm, the diameter of the shaft at the place where the oil seals are installed is 80 mm (ASK-80 oil seals). The drain valve is located at the bottom of the pump and is directed vertically downwards.
The diameter of the suction pipe is 200 mm, the pressure pipes are 100 mm.
The pressure valves of the PN-110 pump have design differences (Fig. 4.29).
The housing 7 contains a valve with a rubber gasket 4. The housing cover 8 contains a spindle with a thread 2 in the lower part and a handwheel
9. The spindle is sealed by stuffing box 1, which is sealed by a union nut.
When the spindle rotates, nut 3 moves progressively along the spindle. Two strips 6 are attached to the nut axles, which are connected to the axis of the valve 5 of the valve, so when the handwheel rotates, the valve opens or closes.
Combined fire pumps.
Combined fire pumps include those that can supply water under normal (pressure up to 100) and high pressure (pressure up to 300 m or more).
In the 80s, VNIIPO of the USSR Ministry of Internal Affairs developed and manufactured a pilot series of self-priming combined pumps PNK-40/2 (Fig. 4.30.). Water is sucked in and supplied under high pressure by a vortex stage, and under normal pressure by a centrifugal impeller. The vortex wheel and the impeller of the normal stage of the PNK-40/2 pump are placed on the same shaft and in the same housing.
The Priluki OKB of fire engines has developed a combined fire pump PNK-40/3, a pilot batch of which is being tested in fire protection garrisons.
Pump PNK-40/3
consists of a normal pressure pump 1, which in design and dimensions corresponds to the PN-40UA pump; gearbox 2, increasing speed (multiplier), high pressure pump (stage)
3. The high pressure pump has an impeller open type. Water from the pressure manifold of the normal pressure pump is supplied through a special pipeline to the suction cavity of the high pressure pump and to the normal pressure pressure pipes. From the pressure pipe of the high-pressure pump, water is supplied through hoses to special pressure nozzles to produce a finely atomized jet.
Technical specifications pump PNK-40/3
Normal pressure pump:
feed, l/s................................................... ...................................40
pressure, m................................................... ..................................100
pump shaft rotation speed, rpm....................................2700
Efficiency................................................... ...........................................0.58
cavitation reserve................................................... ............... 3
power consumption (at rated mode), kW....67.7
High pressure pump (with sequential operation of pumps):
feed, l/s................................................... ...............................11.52
pressure, m................................................... ................................... 325
rotation speed, rpm................................................... ...... 6120
Overall efficiency................................................... ........................... 0.15
power consumption, kW................................... 67, 7
Combined operation of normal and high pressure pumps:
flow, l/s, pump:
normal pressure................................................... ........ 15
high pressure................................................ ............... 1.6
head, m:
normal pressure pump......................................................... 95
common for two pumps......................................................... ...... 325
Overall efficiency................................................... .................................... 0.27
Dimensions, mm:
length................................................. ...................................600
width................................................. ........................... 350
height................................................. ................................ 650
Weight, kg................................................... ..................................... 140
Basics of Centrifugal Pump Operation
Operation and Maintenance fire truck pumps are performed in accordance with the “Operation Manual fire equipment”, manufacturer’s instructions for fire trucks, certificates for fire pumps and other regulatory documents.
When receiving fire trucks, it is necessary to check the integrity of the seals on the pump compartment.
Before deployment to a combat crew, it is necessary to run-in the pumps when operating on open water sources.
The geometric suction height when running pumps should not exceed 1.5 m. The suction line should be laid on two hoses with a suction mesh. Two pressure hose lines with a diameter of 66 mm should be laid from the pump, each for one hose 20 m long. Water is supplied through RS-70 trunks with a nozzle diameter of 19 mm.
When running in, the pressure on the pump must be maintained at no more than 50 m. The pump is run in for 10 hours. When running in pumps and installing them on fire reservoirs, it is not allowed to direct the barrels and jets of water into the reservoir.
Otherwise, small bubbles form in the water, which enter the pump through the mesh and suction line and thereby contribute to the occurrence of cavitation. In addition, the pump parameters (pressure and flow), even without cavitation, will be lower than under normal operating conditions.
Run-in of pumps after a major overhaul is also carried out for 10 hours and in the same mode, after current repairs– within 5 hours
During break-in, it is necessary to monitor the readings of instruments (tachometer, pressure gauge, vacuum gauge) and the temperature of the pump housing at the location where the bearings and seals are installed.
After every 1 hour of pump operation, it is necessary to turn the oiler 2...3 turns to lubricate the seals.
Before running in, the oiler must be filled with a special lubricant, and transmission oil must be poured into the space between the front and rear bearings.
The purpose of running-in is not only to break in the parts and elements of the transmission and fire pump, but also to check the functionality of the pump. If minor faults are found during running-in, they should be eliminated, and then further running-in should be carried out.
If defects are detected during running-in or during warranty period operation, it is necessary to draw up a complaint report and present it to the supplier of the fire truck.
If a representative of the plant does not arrive within three days or notifies by telegram that it is impossible to arrive, a unilateral complaint report is drawn up with the participation of a specialist from a disinterested party. It is prohibited to disassemble the pump or other components in which a defect is found until a representative of the plant arrives or the plant receives a complaint report.
The warranty period for fire truck pumps in accordance with OST 22-929-76 is 18 months from the date of receipt. The service life of the PN-40UA pump before the first major overhaul according to the passport is 950 hours.
The running-in of pumps should end with testing them for pressure and flow at the rated speed of the pump shaft. The test is conveniently carried out on special stands of the PA technical diagnostic station in detachments (units) technical service.
If there are no such stands in the fire brigade, then the test is carried out at the fire department.
In accordance with OST 22-929-76, the reduction in pump pressure at rated flow and impeller rotation speed should not be more than 5% of the rated value for new pumps.
The results of running in the pump and testing it are recorded in the fire truck log.
After running in and testing the fire pump, maintenance of pump No. 1 should be carried out. Particular attention must be paid to changing the oil in the pump housing and checking the fastening of the impeller.
Every day when changing the guard, the driver must check:
- cleanliness, serviceability and completeness of the components and assemblies of the pump and its communications by external inspection, the absence of foreign objects in the suction and pressure pipes of the pump;
- operation of valves on the pressure manifold and water-foam communications;
- the presence of grease in the stuffing box and oil in the pump housing;
- lack of water in the pump;
- serviceability control devices on the pump;
- illumination in the vacuum tap, lamp in the pump compartment lighting lamp;
- pump and water-foam communications for “dry vacuum”.
To lubricate the oil seals, the oiler is filled with lubricants such as solidol-S or pressolidol-S, CIATI-201. To lubricate the ball bearings of the pump, general purpose transmission oils of the type: TAp-15 V, TSp-14 are poured into the housing.
The oil level should match the mark on the dipstick.
When checking the pump for “dry vacuum”, it is necessary to close all taps and valves on the pump, turn on the engine and create a vacuum in the pump using a vacuum system of 73...36 kPa (0.73...0.76 kgf/cm2).
The vacuum drop in the pump should be no more than 13 kPa (0.13 kgf/cm2) in 2.5 minutes.
If the pump does not pass the vacuum test, it is necessary to pressure test the pump with air under a pressure of 200...300 kPa (2...3 kgf/cm2) or water under a pressure of 1200...1300 kPa (12...13 kgf/cm2 ). Before crimping, it is advisable to moisten the joints with a soap solution.
To measure the vacuum in the pump, it is necessary to use an attached vacuum gauge with a connecting head or thread for installation on the suction pipe of the pump or a vacuum gauge installed on the pump. In this case, a plug is installed on the suction pipe.
When servicing pumps during a fire or drill, you must:
place the machine on a water source so that the suction line is, if possible, on 1 sleeve, the bend of the sleeve is smoothly directed downward and begins directly behind the suction pipe of the pump (Fig. 4.32.);
to turn on the pump while the engine is running, it is necessary to depress the clutch, turn on the power take-off in the driver's cabin, and then disengage the clutch with the handle in the pump compartment;
*immerse the suction mesh in water to a depth of at least 600 mm, make sure that the suction mesh does not touch the bottom of the reservoir;
*check before drawing water that all valves and taps on the pump and water-foam communications are closed;
*take water from the reservoir by turning on the vacuum system, to do this following works:
- turn on the backlight, turn the vacuum valve handle towards you;
- turn on the gas-jet vacuum apparatus;
-increase the rotation speed using the “Gas” lever;
- when water appears in the sight glass of the vacuum valve, close it by turning the handle;
- use the “Gas” lever to reduce the rotation speed to idle move;
- smoothly engage the clutch using the lever in the pump compartment;
- turn off the vacuum apparatus;
- use the “Gas” lever to increase the pressure on the pump (according to the pressure gauge) to 30 m;
- smoothly open the pressure valves, use the “Gas” lever to set the required pressure on the pump;
-monitor instrument readings and possible malfunctions;
- when working from fire reservoirs, pay special attention to monitoring the water level in the reservoir and the position of the suction mesh;
- after every hour of pump operation, lubricate the oil seals by turning the oiler cap 2...3 turns;
- after supplying foam using a foam mixer, rinse the pump and communications with water from a tank or water source;
- it is recommended to fill the tank with water after a fire from the water source used only if you are sure that the water does not contain impurities;
-after work, drain the water from the pump, close the valves, install plugs on the pipes.
When using pumps in winter, it is necessary to take measures against freezing of water in the pump and in the pressure fire hoses:
- at temperatures below 0? C turn on the heating system of the pump compartment and turn off additional system engine cooling;
- in case of a short-term interruption of water supply, do not turn off the pump drive, keep the pump speed low;
- when the pump is running, close the pump compartment door and monitor the control devices through the window;
- to prevent freezing of water in the sleeves, do not completely block the trunks;
- disassemble the hose lines from the barrel to the pump without stopping the water supply (in small quantities);
- when stopping the pump for a long time, drain the water from it;
- before using the pump in winter after a long stay, turn the motor shaft and transmission onto the pump using the crank, making sure that the impeller is not frozen;
- warm up frozen water in the pump and hose line connections with hot water, steam (from special equipment) or exhaust gases from the engine.
Maintenance No. 1 (TO-1) for a fire truck is carried out after 1000 km of total mileage (taking into account the above), but at least once a month.
The fire pump in front of TO-1 is subject to daily maintenance. TO-1 includes:
- checking the fastening of the pump to the frame;
-check threaded connections;
- checking the serviceability (if necessary, disassembling, lubrication and minor repairs or replacement) of taps, valves, control devices;
- partial disassembly of the pump (removing the cover), checking the fastening of the impeller, key connection, eliminating clogging of the flow channels of the impeller;
- changing the oil and refilling the oil seal;
- checking the pump for “dry vacuum”;
- testing the pump for intake and supply of water from an open water source.
Maintenance No. 2 (TO-2) for a fire truck is carried out every 5,000 km of total mileage, but at least once a year.
TO-2, as a rule, is performed in technical service units (units) at special posts. Before carrying out maintenance-2, the car, including pumping unit, are diagnosed on special stands.
TO-2 includes performing the same operations as TO-1, and, in addition, provides for checking:
- the correctness of the readings of control devices or their certification in special institutions;
- pressure and flow of the pump at the rated speed of the pump shaft on a special stand at a technical diagnostic station or using a simplified method with installation on an open water source and using pump control devices.
The pump flow is measured by water meter shafts or estimated approximately by the diameter of the nozzles on the barrels and the pressure at the pump.
The pump pressure drop should be no more than 15% of the rated value at rated flow and shaft speed;
- tightness of the pump and water-foam communications on a special stand with subsequent troubleshooting.
Chapter 12 - Stationary emergency fire pumps
1 Application
This chapter sets out the specifications for emergency fire pumps required by chapter II-2 of the Convention. This chapter does not apply to passenger ships of 1,000 gross tonnage or more. For the requirements for such vessels, see regulation II-2/10.2.2.3.1.1 of the Convention.
2 Technical specifications
2.1 General provisions
The emergency fire pump must be a stationary pump with an independent drive.
2.2 Component requirements
2.2.1 Emergency fire pumps
2.2.1.1 Pump flow
The pump flow must be not less than 40% of the total fire pump flow required by regulation II-2/10.2.2.4.1 of the Convention and in any case not less than the following:
2.2.1.2 Pressure in taps
If the pump supplies the quantity of water required by paragraph 2.2.1.1, the pressure at any tap shall not be less than the minimum pressure required by Chapter II-2 of the Convention.
2.2.1.3 Suction lifts
Under all conditions of list, trim, roll and pitch that may occur during operation, the total suction lift and the net positive suction lift of the pump must be determined taking into account the requirements of the Convention and this chapter with respect to pump flow and tap pressure. A vessel in ballast when entering or leaving a dry dock may not be considered to be in service.
2.2.2 Diesel engines and fuel tank
2.2.2.1 Starting the diesel engine
Any diesel engine driven power source powering the pump must be capable of being easily manually started from a cold state at temperatures down to 0°C. If this is not practicable or if lower temperatures are expected, consideration should be given to the installation and operation of heating means acceptable to the Administration to ensure rapid start-up. If manual starting is impracticable, the Administration may permit the use of other means of starting. These means must be such that the diesel engine driven power source can be started at least six times within 30 minutes and at least twice within the first 10 minutes.
2.2.2.2 Fuel tank capacity
Any fuel supply tank must contain sufficient fuel to ensure that the pump can operate at full load for at least 3 hours; Outside the machine room of category A there must be sufficient fuel reserves to ensure that the pump can operate at full load for an additional 15 hours.
24 "Bulkhead deck" is the uppermost deck, to which transverse watertight bulkheads are extended.
25 "Deadweight" is the difference (in tons) between the displacement of the ship in water of density 1.025 at the load waterline, corresponding to the assigned summer freeboard, and the displacement of the ship when light.
26 “Lightweight displacement” is the vessel’s displacement (in tons) without cargo, fuel, lubricating oil, ballast, fresh and boiler water in tanks, ship stores, as well as without passengers, crew and their property.
27 "Combination vessel" is a tanker designed to transport oil in bulk or dry cargo in bulk.
28 “Crude oil” is any petroleum occurring naturally in the earth, whether or not processed to facilitate its transportation, including:
1 crude oil from which some distillation fractions may have been removed; And
2 crude oil to which some distillation fractions may have been added.
29 "Dangerous goods" are those goods referred to in regulation VII/2.
30 "Chemical tanker" is a tanker constructed or adapted and used for the carriage in bulk of any liquid flammable product specified:
1 in Chapter 17 of the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk, hereinafter referred to as the International Bulk Chemical Code, adopted by resolution MSC.4(48) of the Maritime Safety Committee, as may be amended by the Organization; or
2 in Chapter VI of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk, hereinafter referred to as the "Chemical Bulk Code", adopted by resolution A.212(VII) of the Assembly of the Organization, as amended as have been or may be adopted by the Organization
depending on what is applicable.
31 "Gas carrier" is a tanker built or adapted and used for the carriage in bulk of any liquefied gas or other flammable products specified:
1 in chapter 19 of the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, hereinafter referred to as the International Gas Carrier Code, adopted by resolution MSC.5(48) of the Maritime Safety Committee, as may be amended by the Organization; or
2 in Chapter XIX of the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, hereinafter referred to as the LNG Carrier Code, adopted by resolution A.328DH) of the Assembly of the Organization, as amended as have been or may be adopted by the Organization, as applicable.
32 "Cargo area" is the part of the ship containing cargo tanks, slop tanks and cargo pump rooms, including pump rooms, cofferdams, ballast spaces and void spaces adjacent to cargo tanks, as well as deck areas along the entire length and beam of the ship above the mentioned premises.
33 For ships constructed on or after 1 October 1994, the following definition applies instead of the definition of main vertical zones given in paragraph 9:
"The main vertical zones are zones into which the hull, superstructure and deckhouses of the ship are divided by class "A" floors, the average length and width of which on any deck does not exceed, as a rule, 40 m,"
34 "Ro-ro passenger ship" is a passenger ship with cargo spaces with horizontally loading and unloading or with special category premises defined in this rule.
34 Code of Fire Test Procedures means the International Code of Application of Fire Test Procedures adopted by the Organization's Maritime Safety Committee in resolution MSC.61(67). as may be amended by the organization, provided that such amendments are adopted, come into force and have effect in accordance with the provisions of Article VIII of this Convention relating to amendment procedures applicable to the Annex other than Chapter I thereof.
Rule 4
Fire pumps, fire lines, taps and hoses
(Paragraphs 3.3.2.5 and 7.1 of this rule apply to ships constructed on or after 1 February 1992)
1 Every ship shall be provided with fire pumps, fire mains, cocks and hoses complying, as far as applicable, with the requirements of this regulation.
2 Fire pump performance
2.1 The required fire pumps must supply water to fight a fire under the pressure specified in paragraph 4 in the following quantities:
1 pumps on passenger ships - at least two-thirds of the amount provided by bilge pumps when pumping water from holds; And
2 pumps on cargo ships, other than any emergency pump, not less than four-thirds of the quantity provided by each independent bilge pump in accordance with regulation II-1/21 when pumping water from holds on a passenger ship of the same size; however, the total required fire pump capacity on any cargo ship need not exceed 180 m3/h.
2.2 The capacity of each of the required fire pumps (other than any emergency pump required by paragraph 3.3.2 for cargo ships) shall be not less than 80% of the total required capacity divided by the minimum number of fire pumps required, but in no case less than 25 m^3 /h, each such pump must in any case provide at least two jets of water. These fire pumps must supply water to the fire main under the required conditions. If the number of pumps installed exceeds the required minimum number, the capacity of additional pumps shall be as required by the Administration.
3 Measures related to fire pumps and fire mains
3.1 Ships must be equipped with fire pumps with independent drives in the following quantities:
passenger |
at least 3 |
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capacity |
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4000 reg.t and more |
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passenger |
at least 2 |
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capacity |
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less than 4000 reg.t and at |
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freight |
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with a capacity of 1000 reg.t and |
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on cargo ships gross |
according to requirements |
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capacity less than 1000 |
Administration |
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3.2 Sanitary, ballast, and bilge pumps or general purpose pumps may be considered fire pumps provided that they are not normally used for the transfer of fuel, and if they are occasionally used for the transfer or transfer of fuel, appropriate switching devices must be provided.
3.3 The location of the receiving seacocks, fire pumps and their energy sources must be such that:
1 on passenger ships with a gross tonnage of 1000 gross tonnage or more, a fire in any compartment could not disable all fire pumps;
2 in cargo ships of 2,000 gross tonnage or more, if a fire in any compartment is likely to destroy all pumps, there is another means available consisting of a permanently driven, independently driven emergency pump which must supply two jets of water as required Administration. This pump and its location must meet the following requirements:
2.1 the pump capacity must be at least 40% of the total fire pump capacity required by this regulation, and in any case not less than 25 m^3/h;
2.2 in the event that the pump supplies the amount of water required by paragraph 3.3.2.1, the pressure in any tap must be not less than the minimum specified in paragraph 4.2;
2.3 Any diesel-powered power source feeding a pump must be capable of being easily started manually from a cold state, down to a temperature of 0°C. If this is not practicable or if it is expected that more low temperatures, it is necessary to consider the possibility of installing and operating heating means acceptable to the Administration to ensure rapid start-up. If manual starting is impracticable, the Administration may permit the use of other means of starting. These means must be such that the diesel power source can be started at least 6 times within 30 minutes and at least twice within the first 10 minutes;
2.4 any service fuel tank must contain a sufficient amount of fuel to ensure that the pump can operate at full load for at least 3 hours; outside the main machinery room there must be sufficient fuel reserves to ensure that the pump operates at full load for an additional 15 hours.
2.5 under conditions of list, trim, roll and pitch that may occur during operation, the total suction lift and net positive suction lift of the pump must be such that the requirements of paragraphs 3.3.2, 3.3.2.1, 3.3.2.2 and 4.2 of this are met rules;
2.6 the structures enclosing the room in which the fire pump is located must be insulated to a standard of structural fire protection equivalent to that required by regulation II-2/44 for the control room;
2.7 it is not allowed to have access directly from the machinery space to the room in which the emergency fire pump and its energy source are located. In cases where this is not practicable, the Administration may permit an arrangement in which access is through a vestibule, both doors of which are self-closing, or through a watertight door, which can be operated from the room containing the emergency fire pump and which is likely not will be cut off in the event of a fire in these premises. In such cases, a second means of access to the room containing the emergency fire pump and its power source must be provided;
2.8 ventilation of the room in which there is an independent source of energy for the emergency fire pump must
prevent, so far as is practicable, the possibility of smoke entering or being drawn into the space in the event of a fire in the machinery space;
2.9 ships built on or after 1 October 1994, in lieu of the provisions of paragraph 3.3.2.6, must meet the following requirements:
the room in which the fire pump is located should not be adjacent to the boundaries of machinery spaces of category A or to those spaces in which the main fire pumps are located. Where the above is not practicable, the common bulkhead between the two spaces shall be insulated to a standard of structural fire protection equivalent to that required for control rooms in regulation 44.
3 in passenger ships of less than 1,000 gross tonnage and in cargo ships of less than 2,000 gross tonnage, where a fire in any compartment is likely to render all pumps inoperable, other means of supplying water to combat the fire are available to the satisfaction of the Administration;
3.1 For ships constructed on or after 1 October 1994, the alternative means provided in accordance with the provisions of paragraph 3.3.3 shall be an independently powered emergency fire pump. The pump's power source and the pump's seacock must be located outside the machine room.
4 In addition, in cargo ships on which other pumps, such as general purpose pumps, bilge pumps, ballast pumps, etc., are located in the machinery space, provisions have been made to ensure that at least one of these pumps having capacity and pressure required by paragraphs 2.2 and 4.2, could supply water to the fire main.
3.4 Measures to ensure constant availability of water supply should:
1 for passenger ships of 1000 gross tonnage or more, be such that from any fire hydrant in interior spaces that at least one effective jet of water can be applied immediately and that a continuous supply of water can be ensured by automatically starting the required fire pump;
2 for passenger ships of less than 1000 gross tonnage and for cargo ships to meet the requirements of the Administration;
3 for cargo ships when their machinery spaces are subject to intermittent unattended maintenance or when only one person is required to keep a watch, provide an immediate supply of water from the fire main at adequate pressure or by remote starting of one of the main fire pumps from the navigation bridge and
With control station for fire extinguishing systems, if any, or by continuously maintaining pressure in the fire main by one of the main fire pumps, except that the Administration may waive this requirement in cargo ships of less than 1,600 gross tonnage if the access location is in
the machine room makes this unnecessary;
4 for passenger ships, if their machinery spaces are periodically unattended in accordance with regulation II-1/54, the Administration shall specify requirements for a fixed water fire extinguishing system for such spaces that are equivalent to those for the system for normally manned machinery spaces.
3.5 If fire pumps are capable of producing pressures greater than those piping, valves and hoses are designed to withstand, all such pumps must have relief valves. The placement and adjustment of such valves should help prevent excessive pressure from occurring in any part of the fire main.
3.6 On tankers, in order to preserve the integrity of the fire main in the event of a fire or explosion, shut-off valves must be installed on it in the bow of the poop in a protected place and on the deck of cargo tanks at intervals of no more than 40 m.
4 Diameter of the fire main and pressure in it
4.1 The diameter of the fire main and its branches must be sufficient for efficient distribution of water with the maximum required supply of two simultaneously operating fire pumps; however, on cargo ships it is sufficient that such a diameter provides a flow of only 140m^3/h.
4.2 If two pumps simultaneously supply through the barrels specified in paragraph 8 the quantity of water specified in paragraph 4.1 through any adjacent taps, then the following minimum pressure must be maintained in all taps:
passenger ships: |
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gross tonnage |
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reg.t and more |
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gross tonnage |
||
reg.t and more, |
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but less than 4000 reg.t |
||
gross tonnage |
in accordance with the requirements of the Administration |
|
less than 1000 reg.t |
||
cargo ships: |
||
gross tonnage |
||
reg.t and more |
||
gross tonnage |
||
reg.t and more, |
||
4.2.1 Passenger ships built on 1 October. 1994 or after that date, in lieu of the provisions of paragraph 4.2, must meet the following requirements:
if two pumps simultaneously supply water through the trunks and taps specified in paragraph 8 to ensure the supply of the amount of water specified in clause 4.1, then a minimum pressure of 0.4 N/mm^2 must be maintained in all taps for ships with a gross tonnage of 4000 gross tonnage and more and 0.3N/mm^2 for ships with a gross tonnage of less than 4000 gross tonnage.
4.3 The maximum pressure in any tap should not exceed the pressure at which it is possible to effective management fire hose.
5 Number and placement of taps
5.1 The number and placement of taps must be such that at least two streams of water from different taps, one of which is supplied through a single hose, reach any part of the ship usually accessible to passengers or crew during navigation, as well as to any part of any empty vessel. cargo space, any cargo space with a horizontal loading and unloading method or any special category space, and in the latter case, any part of it must be reached by two jets supplied through solid hoses. In addition, such taps should be located at the entrances to the protected premises.
5.2 On passenger ships, the number and placement of cranes in accommodation, service and machinery spaces must be such that fall under the requirements of paragraph 5.1 when all watertight doors and all doors in the bulkheads of the main vertical zones are closed.
5.3 If on a passenger ship the machinery space of category A is provided with access at a lower level from the adjacent propeller shaft tunnel, two taps shall be provided outside the machinery space but close to the entrance to it. If such access is provided from other rooms, then two taps must be provided in one of these rooms at the entrance to the machine room of category “A”. This requirement may not apply if the tunnel or adjacent spaces are not part of the escape route.
6 Pipelines and taps
6.1 For the manufacture of fire mains and valves, materials that easily lose their properties when heated should not be used if they are not properly protected. Pipelines and taps must be located so that fire hoses can be easily connected to them. The location of pipelines and taps must prevent them from freezing. On ships which may carry deck cargo, the location of cranes should be such as to ensure easy access at all times and piping should be routed as far as practicable to avoid the risk of damage by the cargo. If the vessel does not provide a hose and barrel for every crane, complete interchangeability of the connecting heads and barrels must be ensured.
6.2 A valve shall be provided to service each fire hose so that any fire hose can be disconnected while the fire pumps are operating.
6.3 Isolation valves for isolating the section of the fire main located in the machinery space in which the main fire pump or pumps are located from the rest of the fire main shall be installed in an easily accessible and convenient location outside the machinery spaces. The location of the fire main shall be such that, with the isolation valves closed, all the ship's valves, except those located in the above-mentioned machinery space, can be supplied with water from a fire pump located outside the machinery space through pipes passing outside it. As an exception, the Administration may allow short sections of suction and pressure pipelines emergency fire pump passed through the machinery space if laying them bypassing the machinery space is practically impossible, provided that the integrity of the fire main is ensured by enclosing the pipelines in a durable steel casing.
7 Fire hoses
7.1 Fire hoses must be made of wear-resistant material approved by the Administration, and their length must be sufficient to supply a stream of water to any of the rooms in which their use may be required. Fire hoses of wear-resistant material must be provided on ships constructed on or after 1 February 1992, and on ships constructed before 1 February 1992 when replacing existing fire hoses. The maximum length of sleeves must meet the requirements of the Administration. Each hose must be equipped with a barrel and the necessary connecting heads. Hoses, referred to in this chapter as "fire hoses", together with all necessary accessories and tools, must be kept in visible places near taps or connections in constant readiness for use. In addition, in the interior of passenger ships carrying more than 36 passengers, fire hoses must be permanently connected to the valves.
7.2 Vessels must be equipped with fire hoses, the number and diameter of which must meet the requirements of the Administration.
7.3 On passenger ships, at least one fire hose shall be provided for each crane required in paragraph 5, which hoses shall be used only for fire-fighting purposes or for testing the operation of fire extinguishing devices.
Stationary installations and fire extinguishing systems. The main goal of fighting a fire is to quickly bring it under control and extinguish it, which is only possible if the fire extinguishing agent is delivered to the fire quickly and in sufficient quantities.
This can be achieved using stationary systems fire extinguishing Some of the fixed systems can apply extinguishing agent directly to the fire without the participation of crew members.
Fixed fire extinguishing systems are in no way a substitute for the necessary structural fire protection of a ship. Constructive fire protection provides sufficiently long-term protection of passengers, crew and critical equipment from fire, which allows people to evacuate to a safe place.
Fire fighting equipment is designed to protect the ship. Ship fire extinguishing systems are designed taking into account the potential fire danger, existing in the room, and the purpose of the room.
Usually:
water is used in stationary systems that protect areas in which solid flammable substances are located - public spaces and corridors;
foam or fire extinguishing powder is used in fixed systems protecting areas where class B fires may occur; stationary systems are not used to extinguish fires involving flammable gases;
carbon dioxide, gallon (freon) and the corresponding fire extinguishing powder are included in systems that provide class C fire protection;
There are no fixed systems for extinguishing Class D fires.
Ships flying the Russian flag are equipped with nine main fire extinguishing systems:
1) water fire;
2) automatic and manual sprinkler;
3) water spray;
4) water curtains;
5) water irrigation;
6) foam extinguishing;
7) carbon dioxide;
8) inert gas system;
9) powder.
The first five systems use liquid fire extinguishing agents, the next three use gaseous substances, the last one uses solids. Each of these systems will be discussed below.
Water fire system
Water fire system- This is the primary means of protection against fire on a ship. Its installation is required regardless of what other systems are installed on the vessel. Any crew member, according to the alarm schedule, can be assigned to a fire-fighting post, so each crew member must know the principle of operation and startup of the ship’s water fire-fighting system.
The water fire system ensures the supply of water to all areas of the vessel. It is clear that the supply of water in the sea is unlimited. The amount of water supplied to the location of the fire is limited only by the technical data of the system itself (for example, pump performance) and the influence of the amount of water supplied on the stability of the vessel.
The water fire system includes fire pumps, pipelines (main and branches), control valves, hoses and trunks.
Fire hydrants and pipelines
Water moves through pipelines from pumps to fire hydrants installed at fire stations. The diameter of the pipelines must be large enough to distribute the maximum required amount of water from two pumps operating simultaneously.
The system water pressure should be approximately 350 kPa at the two furthest or highest fire hydrants (whichever produces the greatest pressure difference) for cargo ships and other vessels, and 520 kPa for tankers.
This requirement provides sufficient choice large diameter pipelines so that the pressure developed by the pump does not decrease due to friction losses in the pipelines.
The pipeline system consists of a main line and branches of smaller diameter pipes extending from it to fire hydrants. No pipelines are allowed to be connected to the water fire system, except those intended for fire fighting and deck washing.
All areas of the water fire system on open decks must be protected from freezing. To do this, they can be equipped with shut-off and drain valves, allowing water to be drained during the cold season.
There are two main schemes of the water fire system: linear and circular.
Linear diagram. In a linear water fire system, one main line is laid along the ship, usually at the level of the main deck. Due to horizontal and vertical pipes, departing from this highway, the system branches throughout the vessel (Fig. 3.1). On tankers, the water fire main is usually laid in the center plane.
The disadvantage of this scheme is that it does not make it possible to supply water beyond the point where serious damage to the system has occurred.
Rice. 3.1. Typical linear diagram of a water fire system:
1 - highway; 2 - branches; 3 - shut-off valve; 4 - fire station; 5 - shore connection; b - kingston; 7 - fire pumps
Ring diagram. The system, made according to this scheme, consists of two parallel lines connected at the extreme bow and stern points, thereby forming a closed ring (Fig. 3.2). Branches connect the system to fire stations.
In a ring circuit, the area where the rupture occurred can be disconnected from the main, and the main can continue to be used to supply water to all other parts of the system. Sometimes isolation valves are installed on the main line behind fire hydrants. They are designed to control the flow of water when a rupture occurs in the system.
In some single-circuit systems, isolation valves are provided only on the aft and forward decks.
Shore connections. At least one water main connection to the shore must be installed on each side of the vessel. Each shore connection should be located in an easily accessible location and be equipped with shut-off and control valves.
A ship on international voyages must have at least one portable shore connection on each side. This makes it possible for ship crews to use shore-mounted pumps or resort to the services of shore fire brigades in any port. Some ships have the required international shore connections permanently installed.
Fire pumps. This is the only means of ensuring the movement of water through the water fire system when the ship is at sea. The required number of pumps, their performance, location and power sources are regulated by the Register Rules. The requirements for them are briefly outlined below.
Quantity and location. On cargo and passenger ships with a capacity of 3,000 gross tons or more, performing international voyages, two fire pumps with autonomous drives must be installed. All passenger ships with a gross tonnage of up to 4,000 tons must be equipped with at least two fire pumps, and on ships with a gross tonnage of more than 4,000 tons, three fire pumps, regardless of the length of the ship.
If two pumps are required on a ship, they must be located in different rooms. Fire pumps, seacocks and power sources should be located so that a fire in one room does not disable all pumps, thus leaving the ship unprotected.
The crew is not responsible for installing the required number of pumps on the ship, for their correct placement and the availability of appropriate energy sources. The vessel is designed, built and, if necessary, re-equipped in accordance with the Register Rules, but the crew is directly responsible for maintaining the pumps in good condition. In particular, it is the responsibility of mechanics to maintain and test the ship's fire pumps to ensure they are reliable operation in case of an accident.
Water consumption. Each fire pump must supply at least two jets of water from fire hydrants having a maximum pressure drop of 0.25 to 0.4 N/mm 2 for passenger and cargo ships, depending on their gross tonnage.
On passenger ships of less than 1,000 gross tonnage and on all other cargo ships of 1,000 gross tonnage and more, a stationary emergency fire pump must be installed. The total flow of stationary fire pumps, except for emergency ones, may not exceed 180 m^/h (except for passenger ships).
Safety. The discharge side of the fire pump may be provided with safety valve and a pressure gauge.
Fire pumps may be connected to other fire extinguishing systems (for example, a sprinkler system). But in this case, their performance must be sufficient so that they can simultaneously serve the water fire and second fire extinguishing systems, providing water supply under appropriate pressure.
Use of fire pumps for other purposes. Fire pumps can be used for more than just supplying water to the fire main. However, one of the fire pumps should be kept ready for its intended use at all times. The reliability of fire pumps increases if they are used from time to time for other purposes and are properly maintained.
If control valves that allow the use of fire pumps for other purposes are installed on the manifold next to the pump, then by opening the valve to the fire main, the operation of the pump for another purpose can be immediately interrupted.
If it is specifically stated that fire pumps may be used for other purposes, such as deck and tank washing, such connections shall only be provided at the discharge manifold at the pump.
Fire hydrants. The purpose of the water fire system is to supply water to fire hydrants located throughout the ship.
Placement of fire hydrants. Fire hydrants must be located so that the water jets supplied from at least two fire hydrants overlap each other. Fire hydrants on all ships must be painted red.
If the ship carries deck cargo, it must be stowed so as not to obstruct access to fire hydrants.
Each fire hydrant must be equipped shut-off valve and a standard quick-closing type connection head in accordance with the requirements of the Register Rules. According to the requirements of the SOLAS-74 Convention, the use of threaded connecting nuts is allowed.
Fire hydrants should be placed at a distance of no more than 20 m indoors and no more than 40 m on open decks.
Sleeves and trunks (refer to fire-fighting supplies).
The hose should have a length of 15+20 m for cranes on open decks and 104-15 m for cranes on premises. An exception is for hoses installed on the open decks of tankers, where the length of the hose must be sufficient to allow it to be lowered over the side, directing a stream of water along the side perpendicular to the surface of the water.
A fire hose with an appropriate barrel must always be attached to the fire hydrant. But in heavy seas, hoses installed on the open deck can be temporarily detached from the fire hydrants and stored nearby in an easily accessible place.
The fire hose is the most vulnerable part of the water fire system. If handled incorrectly, it is easily damaged.
Dragging the sleeve along metal deck, it is easy to damage - tear external cladding, bend or split the nuts. If the hose is not drained of all water before installing it, the remaining moisture can cause mold and rot, which in turn will cause the hose to rupture under water pressure.
Laying and storing sleeves. In most cases, the hose for storage at the fire station should be laid in a coil.
In this case, you must do the following:
1.Check that the water is completely drained from the hose. A damp sleeve cannot be laid.
2. Place the hose in the coil so that the end of the barrel can be easily brought to the fire.
3. Attach the barrel to the end of the sleeve.
4. Place the barrel in the holder or place it in a sleeve so that it does not fall.
5. The rolled sleeve should be tied so that it does not lose its shape.
Trunks. Merchant ships use combination barrels with locking device. They must be permanently attached to the sleeves.
Combined barrels must be equipped with a control that allows you to turn off the water supply and regulate its flow.
River fire trunks must have nozzles with holes of 12, 16 and 19 mm. In residential and office premises There is no need to use nozzles with a diameter of more than 12 mm.
