News from Fire Technology at SP Swedish National Testing ... · News from Fire Technology at SP Swedish National Testing and Research Institute Number 33, 2006 Fire safety at sea

News from Fire Technology at SP Swedish National Testing and Research Institute

Number 33, 2006

Thermal stresses causes spallingSafer mattresses on shipsFire safety at sea

English edition

BrandPosten no. 33, 2006

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Fire expertise results in better shipsStrict fi re protection regulations have hampered the development of new ship de-signs. However, in 2002, the international IMO (International Maritime Organiza-tion) regulations were changed, so that function-based design is now permitted. In the same way as for on-shore structures, the earlier detailed requirements, known as prescriptive rules, have been complemented by function-based rules that specify what is needed, rather than how it is to be done, in terms of design.

The new regulations open up completely new opportunities for the design of ships. There are no longer any exclusive requirements saying that only ’steel or equivalent’ (i.e. non-combustible) materials must be used. This means that it is now possible to build lighter ships, using materials such as aluminium and composites. Lighter ships can carry more cargo, thus becoming more effi cient and profi table, and with redu-ced environmental impact. However, lighter materials are often sensitive to fi re and high temperatures, and require various forms of protection. If lightweight structu-res are to be possible, it is therefore necessary to be able convincingly to demonstra-te the overall fi re safety in accordance with the new IMO regulations.

This issue of BrandPosten describes several marine fi re projects in which SP is invol-ved. Of particular interest is the LÄSS project, which has brought together about a score of parties from the Swedish maritime industry. With support from VINNOVA (Swedish Governmental Agency for Innovation Systems), the project will investigate four different concept vessels, built with various combinations of lightweight materi-als. If they are to be accepted by the maritime authorities, they must have the same degree of fi re resistance as have traditional vessels built of steel and non-combus-tible materials. It is here that SP makes its contribution, through its extensive know-ledge and expertise relating to the fi re behaviour of materials, and of how such properties can be verifi ed by testing and calculation.

An important component of the work is to be able to estimate how intensive a fi re might be, and how quickly it could grow. This provides a basis for working out how much time is available to abandon a ship. This is being investigated in a special pro-ject, with the aim of developing what are known as design fi res. We are also carry-ing out several projects concerned with extinguishing fi res on board ship.

All the knowledge and experience resulting from the various projects that SP is ope-rating in conjunction with the maritime industry will naturally benefi t the industry as a whole, and should also be of considerable value when developing future ship designs. We therefore hope that our work, within a small, specialised area, can contribute to assisting the competitiveness of the maritime industry in an extremely competitive situation.

Finally, I would like to draw attention to the recent tragic accident on the motorway outside the town of Falkenberg, in which a tanker carrying fl ammable liquid fell between two bridges. The ensuing fi re damaged the bridge so seriously that it had to be closed, and will perhaps remain so for several months, with resulting traffi c problems. Fortunately, the accident did not happen in a tunnel, where the tempera-tures could have been much higher and where escape is a diffi cult problem. In such a case, the consequences would have been extremely serious.

Cover Picture: SP Fire Technology staff on a RIB boat excursion.Photo: Ulf Wickström

BrandPosten is published by SP Fire Technology in a Swedish and an English edition and is distrubuted without charge to SPs customers, rescue services, authorities, certifi cation bodies, classifi cation par-ties, fi re consultants, fi re safety engineers and architects.

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2 Editorial

4 Fire safety at sea

6 Maritime research in Sweden

7 New standard for lift landing doors SP conducts a literature study for the Korean EPS industry

8 Water spray can provide an alternative to carbon dioxide

10 SP - a resource for the Maritime industry

11 Safer mattresses needed on ships

12 Unique project investigates the toxicity of fi re smoke

13 CE-marking of roof coverings

14 Symposium on Tunnel Safety in Madrid

15 The L-SURF Design Study for a new European underground research facility

16 The ECB•S - Your European certifi cation partner

18 Testing of smoke control doors EN 1366-2 Fire testing of dampers

20 Research project for high-technology textiles

21 Two new doctors in Fire Technology

22 Only large-scale tests can properly evaluate the fi re behaviour of sandwich panels

24 Thermal stresses cause spalling

26 Calculation of temperatures on vessel decks

27 Statistics of P-marked storage cabinets

28 Flammable liquids must be safely stored

30 Middle Eastern manufacturer chooses the P-mark 31 Arson in a mental hospital - 150 persons in danger

32 Fire classifi cation of pipe insulation - the state of European harmonisation

33 SP trains test operators

34 Video and DVD from SP Fire Technology

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Contents

Safer mattresses on ships

Thermal stresses causes spalling

Fire safety at sea

SP Swedish National Testing and Research InstituteFire TechnologyP O Box 857, SE-501 15 Borås, SwedenTelephone +46 33 16 50 00Telefax +46 33 41 77 59E-mail fi [email protected] www.sp.se/fi re

Publication BiannualIssue 1.500 copies

Editorial staff

Erika HjelmLayout

Magnus ArvidsonAssistant editor

Fredrik RosénAdvertisements

Ulf Mårtensson Photos

Editor in chief Ulf Wickström

Reprints of the articles in the magazine can be made if the source is clearly stated.

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Figure 1. IMO diagram for function-based fi re safety design.

Fire safety at seaFire on board a ship is the most serious risk to crew and passengers after run-ning aground and collisions. Therefore fi re safety at sea on ships engaged in commercial traffi c is therefore covered by very strict regulations. However, prescriptive regulations have tended to hamper new thinking in the design of ships. New, performance-based regulations have therefore been intro-duced, one of the effects of which is that, provided the necessary levels of fi re safety can be demonstrated, light-weight materials may be used in ship construction. SP Fire Technology is involved in several projects in this area.

IMO specifi es requirementsIMO, the International Maritime Organi-zation, is a UN body that is responsible for the regulations relating to safety at sea of vessels engaged in commercial traffi c. Ferries in traffi c in international waters must meet safety requirements in accord-ance with the SOLAS (Safety Of Life At Sea) code, or in accordance with the HSC (High Speed Craft) code, which applies to high-speed vessels on short sea routes.

Traditionally, fi re safety requirements have been of the prescriptive type, which means that they specify in exact terms the fi re resistance properties of materials and how fi re protection on board is to be provided. The advantage of this ap-proach is the simplicity in interpreting the regulations. On the other hand, its draw-back is that it is infl exible, which hampers opportunities for new design approaches. This is particularly the case in the fi eld of fi re safety, as the prescriptive regulations are based on a fundamental requirement for the use of ‘steel or equivalent mate-rial’, i.e. limiting shipbuilders to totally non-combustible materials, despite the fact that many other types of materials could be used.

Changed requirements affect ship designThe fi rst relaxation of the non-combusti-ble requirement occurred in connection with the introduction of the HSC code in 1994, which permits the use of what are known as ‘fi re-restricting materials’, i.e. materials which, although combusti-ble, cannot themselves contribute to the spread of fi re.

However, the major change occurred when SOLAS 74, Chapter II-2 (the fi re pro-tection chapter) came into force interna-tionally on 1st July 2002. It permits a per-formance-based approach to the design of fi re safety and fi re protection systems, basing safety considerations on perform-

ance -based fi re safety design rather than on prescriptive regulations.

This approach is subject to the shipbuild-er/shipowner being able to demonstrate that such designs can provide at least the same level of safety as if the prescriptive regulations had been followed. However, to do so requires quite extensive fi re in-vestigation work (shown schematically in Figure 1), which hampers application of the new regulations. Nevertheless, the new regulations do open the way for new approaches, and it is today possible to build very light and strong vessels using innovative materials and designs.

A further pressure for change comes from the EU regulations, requiring higher sta-bility levels for passenger-carrying vessels. Due to this, many passenger ships that are at present in traffi c in Swedish waters will have to be taken out of service or con-verted before 1st October 2010.

Political forces for changeThe EU Commission White Book on trans-port policy up to 2010 emphasises the

importance of increasing the amount of traffi c by water within Europe, in order not only to reduce road traffi c, but also to increase the use of a considerably more environmentally friendly method of transport. The maritime industry is also an important European industry, with a high proportion (~40 %) of the world’s cargo fl eets owned by European compa-nies. The political interest can be seen in concrete terms in substantial research grants, such as the SAFE-DOR, an EUR 20 million maritime safety project within the Sixth Framework Programme, bringing to-gether several larger European maritime interests (www.safedoor.org). In Sweden, this interest is refl ected by a number of recent shipping-related projects from VINNOVA. Shipping is also an important part of Sweden’s industrial base, with a turn-over of SEK 45 000 million in 1998, spread over 500 companies directly and 27 000 workers. To this must be added a further 33 000 persons who are indirectly connected with the maritime industry. In addition, there is a signifi cant recreational craft sector.

Current maritime-related projects at SP Fire Technology

LÄSS (Lightweight structures at sea)SP Fire Technology is the project leader for the LÄSS (www.lass.nu) project, in-vestigating the problem of fi re safety in connection with the use of new types of materials (see BrandPosten no. 31), which

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Figure 2. STENA Carisma is an 88 m long aluminium-built Swedish high-speed ferry.Photo: Conny Wickberg

in turn is part of VINNOVA’s ‘light materi-als and light-weight designs’ programme. Four different concept vessels, designed using different combinations of light materials, are being investigated in the project, which brings together 20 differ-ent parties from the Swedish shipbuild-ing industry, sector organisations, public authorities and scientists. The project will run until 2007.

Design fi resThe estimated time needed to abandon ship and to assess the measures required to fi ght a fi re on board depends entirely on the design fi re. The design fi re is therefore a very important element in ensuring good fi re safety. Nevertheless, there is often a lack of more detailed knowledge and understanding of how such a fi re should be determined. In the case of a fi re safety design based on function requirements, the lack of such specifi c knowledge is even more critical (see Figure 1). SP Fire Technology has therefore initiated a project which is 50 % fi nanced by VINNOVA and 50 % fi nanced by industrial interests. Its objective is to investigate and describe the process and progress of fi res in passenger areas on board ship. In addition to SP, the project involves Det Norske Veritas, Ultra Fog AB, Consilium Fire & Gas AB, the Swedish Club and Kockums AB. The project will run until the end of March 2008.

Water mist fi re-fi ghting in large engine roomsThe use of carbon dioxide fi re-fi ghting systems is very common today in large engine rooms. However, such systems are questioned on safety grounds, and there are many who would like to see them re-placed by systems offering greater safety to personnel and having reduced environ-mental impact. Water mist fi re-fi ghting systems meet these requirements: They have been very effective in fi ghting fi res in smaller and medium-sized spaces. However, there is no experience of their use in larger spaces, where the oxygen concentration in the air does not fall as rapidly as it does in a smaller volume.

The objective of the project is to develop a methodology for measuring the ef-fi cacy of water mist fi re-fi ghting systems in large volume spaces. The work also

includes determining the installation re-quirements applicable to their use in large engine rooms.

DESSO (Design for Survival On-board)The DESSO project is sometimes referred to as designing ships to serve as their own lifeboats. Its objective is to develop a state of the art safety level in terms of such concepts as buoyancy, ease of evacu-ation and fi re resistance. In the event of a collision or a fi re, passengers should be able to remain on board the ship, which could then make for port under its own power or safely evacuate the passengers to other vessels.

Improved fi re resistance can be achieved in a number of ways, including the use of interior materials having better fi re resist-ance than those used today, and through the use of more reliable and effi cient fi re detection and fi re-fi ghting systems.

Another important objective of the project is to establish a Swedish/European network of manufacturers, scientists and public authorities for direct application of the project’s results, and to encourage further development within the fi eld. The project, which will be concluded dur-ing the early months of 2006, is managed by SSPA, with several companies partici-pating. Financing has been provided by VINNOVA, the National Maritime Ad-ministration and the Swedish Mercantile Maritime Foundation.

Active fi re-fi ghting systems on ro-ro decksThe long-term objective of this project is to encourage the use of more effi cient water-based fi re-fi ghting systems on ro-ro decks than are used today. System per-formance can be improved by increasing the water load, by mixing foaming agents with the water or by using water mist systems. The project’s more short-term objective is to develop a fi rst proposal for fi re-testing new alternative systems, and deciding what requirements such systems should meet. The method must, of course, also be suitable for evaluating the effi cacy of existing approved sprinkler systems.

Others involved in the project are VTT (Technical Research Centre of Finland), Marioff Corporation Oy and DNV (Det Norske Veritas). The project has been fi nanced by VINNOVA, and is expected to be concluded during the spring of 2006.

Tommy HertzbergTel +46 33 16 50 46

Jesper AxelssonTel +46 33 16 50 90

Magnus ArvidsonTel +46 33 16 56 90

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Per Ekberg, VINNOVA

Guest contributor

Safety all the way at sea.Photo: Per Ekberg

Maritime research in Sweden

Sweden is establishing an excellent base for maritime research: collabora-tion between the industry, public authorities and academia should create a safer future at sea.

From shipbuilding to safety at seaWhen Sweden’s status as one of the world’s leading shipbuilding countries faded away about 20-30 years ago, it had a similar effect on Swedish research and development in the maritime fi eld. At that time, during the shipbuilding boom years, interest was concentrated on new methods of shipyard production – build-ing quickly, cheaply and effi ciently.

As the yards closed, it was the shipowners who became the major sources of fi nance, concentrating their interests on logistics and the economics of transport. At in-tervals, the State has become involved and supported research, in ways such as through the Communications Research Board (KFB) during the 1990s.

Things changed fi ve years ago, so that we see today a level of maritime research that has never previously been experi-enced in Sweden. At this time the State decided to provide funding for research into safety at sea, against the background of a decade during which several acci-dents involving various types of passenger vessels had occurred in northern Euro-

pean waters. Over a thousand persons perished in these accidents, of which the Estonia catastrophe was the largest.

The State made available SEK 25 million to start research in several areas, aimed at improving safety at sea. The Swedish Agency for Innovation Systems (VINNOVA) was instructed to administer the pro-gramme and to commission research.

One area in which the State promoted re-search was that of behavioural science in the maritime environment, concentrating on the behaviour of persons on board and in the ancillary organisations connected to maritime transport. Another area was that of the ability of a ship to survive col-lisions, running aground or fi res, which together are the most common causes of accidents at sea. When the Estonia sank, it was also noted that the ability to res-cue passengers from the sinking ship and to use the life-saving equipment on the vessels that came to its aid was not good enough. These areas, too, were included in the research programme. Shipping is, by its nature, international, as are maritime safety rules. The fi fth area of research that was identifi ed was that of training and the effect of regulations.

This concentration of research on safety at sea has produced several interesting results. The placement of the high-speed rescue boats that were required on board Ropax vessels after Estonia was found to be unsuitable on a number of vessels. Surveys among ordinary passengers found that many expressions and concepts used by ships’ crews could be easily misunder-stood. Port and starboard are well known terms, but which means left and which means right? Another result is the help information intended to assist the ship’s crew in dealing with an accident. Auto-matic equipment allows the calculation of, for example, how a leak resulting from a collision will affect stability, and pro-vides and indication of the time available to ensure the safety of the ship and its passengers and crew before a catastrophic event.

IMO, the UN’s maritime safety organisa-tion, which issues design and operational safety regulations, is also interested in the results. SP’s fi re tests in engine rooms, for example, and the effects of the regula-tions on the progress of fi res, have result-ed in revision of IMO regulations.

Two major projects in progress are con-cerned with the development of new types of lifeboats and with the design of ships that can withstand various types of accidents without capsizing.

The Government has, to date, invested SEK 70 million in this safety at sea pro-gramme, of which about SEK 55 million have been allocated. In addition to the State s direct contributions, about a fur-ther SEK 65 million have come from the maritime industry. It can therefore be seen that, to date, about SEK 120 million have been invested in the programme.

The effects are widespread. The pro-gramme has infl uenced Sweden’s ship-owners to support the new faculty estab-lished this year at Chalmers University of Technology. This has involved merging the two centres of maritime training to

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Equipment for testing the leakage of lift landing doors mounted on SP’s vertical furnace.

Photo: Magdalena Cedering

New standard for lift landing doors

SP Fire Technology can now test lift landing doors in accordance with EN 81-58, having installed special equipment for the measurement of leakage.

EN 81-58 specifi es the procedure for de-termining the fi re resistance of lift land-ing doors. It can be applied for all types of lift landing doors used to control entry to lifts.

The doors are tested using SP’s vertical furnace, exposed to fi re on the side facing the landing, using the standard EN 1363-1 fi re curve. Measurement of the average temperature and maximum temperature on the air side indicates the thermal insulation performance of the door. A particular feature of this test method is the measurement of gas leakage, which is performed using a canopy mounted above the door and collecting the smoke gases and thereby the carbon dioxide con-centration for measurement. The carbon dioxide concentration is then compared with the corresponding concentration in the furnace, from which the performance of the door in controlling leak-age can be calculated.

Magdalena CederingTel +46 33 16 52 06

a single unit, in order to make better use of resources and improve the quality of results. This has now been supported by the shipowners to the tune of SEK 100 million over a ten-year period. The Göte-borg School of Economics will be linked to the new structure in order to give it a greater reach. This will provide Sweden with a unique opportunity for establish-ing a centre of excellence in maritime transport, with Gothenburg as its heart. It will, of course, also help subcontractors to the industry, many of whose business is export-dependent.

Sweden’s involvement in maritime safety research has achieved recognition at the international level. ERA-Net Transport is at present discussing a Swedish initiative for work on the survival of vessels. The idea is that several countries should con-tribute funding to the work from their national research programmes. These research programs could then be used by each countries researchers for interna-tional maritime activities. This would be a three-year programme, worth a total of about SEK 70 million. The programme, under the name of SURSHIP, is expected to start in 2006.

It can be seen that the country’s concen-tration on maritime research is produc-ing valuable results. We now need to continue and support collaboration, with the Government maintaining its interest. We can look forward to a bright maritime future.

Per Ekberg, VINNOVATel +46 8 473 3000

SP conducts a literature study for the Korean EPS industryA review of fi re test methods and requirements of sandwich panels shows a diversifi cation between dif-ferent regions worldwide.

Korea is one of the countries in the world where sandwich panels are used in many industrial and residential applications. Interesting applications are standard houses, schools and churches. Within this market 75 % of the panels are using EPS (expanded polystyrene) as an insulation material. The recent development of large scale fi re tests for sandwich panels (ISO13784 part 1 and 2) in ISO and the introduction of the Euroclasses in Europe has led to discussions in Korea on fi re test

methods. For this reason, the Korean Ex-panded Polystyrene Industry Co-operative (KEPICO) asked SP to conduct a review of both fi re test methods and requirements world-wide.

From the results of this review it is clear that different regions and countries have addressed the risk of sandwich panels in a different way. Some countries are satis-fi ed with small scale test on the insulation material or on the sandwich panel while other countries require full-scale tests on the complete sandwich panel system. Also the type of small or large scale tests can be very different depending on the re-gion or country.

Patrick Van HeesTel +46 33 16 50 93

An example of a residential house made of EPS sandwich panels.

Photo: Kyungmin College, Korea

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Figure 2 Fire control of a 3.5 MW diesel pool fi re with a water discharge rate of 5.0 mm/min.

Figure 1 Fire suppression of a 3.5 MW diesel pool fi re with a water discharge density of 7.5 mm/min.

High costs of on-board fi resStatistics from the Swedish Club for 1995-2004 provide a picture of the cost of fi res on board ships. Over this ten-year period, 67 cases of fi re occurred, with about half of them being in engine rooms. In terms of numbers, fi res are one of the less common categories of damage, but in cost terms they account for no less than 12 % of the total cost of damage. Engine room fi res account for 67 % of the total cost of fi re damage, which means that they are considerably more expensive than other types of fi re on board ship. On average, each fi re causes damage to a value of USD 1 mil-lion.Source: The Swedish Club Letter, 1-2005.

Photos: Magnus Arvidson

Water spray can provide an alternative to carbon dioxide

Water spray fi re suppression systems could provide an alternative to the use of carbon dioxide in large ship engine rooms. Full-scale trials show that water spray systems as designed and rated today are capable of con-trolling pool fi res. They also show that fi re-fi ghting performance can be considerably improved simply by somewhat increasing the water discharge density. Spray fi res, on the other hand, are very diffi cult to control or reduce: fi re-fi ghting per-formance is reduced only marginally, regardless of the water fl ow rate.

SP is at present carrying out a project aimed at developing test methods and installation instructions for water-based fi re-fi ghting systems for use in large ship engine rooms. At present, fi re-fi ghting systems in such areas are generally of the carbon dioxide type, but there are con-siderable discussions of their advantages and drawbacks. Many shipowners are therefore looking for alternative systems, providing greater personal safety and having less environmental impact. A fi re results in high costs (see panel below). As a water-based fi re suppression system can be activated at an early stage of the fi re, the ensuing damage can be reduced.

Two different water densitiesA fi rst series of trials tested a water spray system on several different diesel pool fi res and on several diesel spray fi res. Two water fl ow rates were used: one deliver-ing a water density of 5.0 mm/min, and one delivering 7.5 mm/min. The lower of these two rates is that as specifi ed in Chapter 7 of the Fire Safety System code (previously Regulation 10 in SOLAS II-2) for use in ship engine rooms.

The pool fi res were represented by trays of various diameters, selected to produce fi re outputs of 1, 2, 3.5 or 6 MW. Three different fi re rates were tested for the spray fi res: 1, 2 and 3.5 MW. In addition to the extinguishing trials, free-burning trials were also carried out.

The fi re outputs during the trials were measured using the Industrial Calorimeter, which provided an excellent picture of how effective the systems were.

Pool fi res control-led or suppressedThe results for the pool fi res were very clear. The higher water discharge density (7.5 mm/min) im-mediately suppressed the fi re, although it did not put it out (see Figure 1). The lower water dis-charge density (5.0 mm/min) controlled the fi re, as shown in Figure 2.

Another conclusion was that the reduction effect was generally greater with increased tray diam-eter. This can be inter-preted as indicating that the effect of the edges of the trays was less with increasing diameter.

Heat release rates of spray fi res re-duced only margin-allyThe smallest of the spray fi res (1 MW) was extin-guished by the higher water fl ow rate. Howev-er, neither of the higher heat release rates was signifi cantly affected by either of the water fl ow rates. This can be said to be typical of a spray fi re, which either continues to burn at full output or is extinguished. Normally, however, it is possible to turn off the fuel supply to such an engine room fi re, and thus extinguish it.

Continuation of the projectFurther work in this project will be con-centrated on other types of fi re-fi ghting systems, primarily water mist systems. The effect of foam admixtures to improve the effi cacy of the systems will also be inves-tigated.

The project is fi nanced by VINNOVA, the Swedish Mer-cantile Maritime Foundation and Brandforsk, the Swedish Fire Research Board.


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www.sitac.seDocumented QualityDocumented Quality

Quality creates

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SP – a resource for the Maritime industry

The Maritime industry has become an increasingly important part of our research and testing at SP Fire Technology in recent years. We offer a broad spectrum of assistance on fi re related issues through our position as noti-fi ed body for the EU-directive on marine equipment (6/98/EG) which allows us to issue MED-certifi cates. We also conducts standard testing according to various IMO-standards as summarised in the table below from IMOs FTP Code (International Code for Application of Fire Test Procedures).

Our test reports are accepted by most classifi cation bodies and we participate actively in the development of IMO test procedures through our participation in the IMO Sub-committee on Fire Protec-tion. Our representation in this committee ensures that we are on the cutting edge of signifi cant developments in this fi eld and can offer our clients the best possible service in relation to maritime testing. Further, SP Fire Technology is participat-ing in numerous research projects dealing with safety and security of modern ship-ping. In close collaboration with the mari-time industry and the Swedish defense industry we defi ne future standards and regulations.

Ongoing maritime research projects at SP - Water mist in large machinery spaces. - LÄSS - project concerning light weight

materials at sea.’- DESSO - DEsign for Survival Onboard.- ERANET - EU project to defi ne the

future research within the area of trans-portation.

- Flexifunbar - EU project to develop new innovative textiles, paper and leather for building, transport and medicine applications.

- Fires initiated by weapons stored on military ships.

If you require fi re testing according to IMO-methods or do you have some fi re related problems please contact any of our fi re experts.

Magnus SturessonTel +46 33 16 55 70

Test method Description

IMO Resolution MSC. 61(67), Annex 1, Part 1

Non-combustibility test (ISO 1182).

IMO A.471 (XII) amended by IMO Resolution A 563 (14)

Recommendation on test method for determining the resistance to fl ame of vertically supported textiles and fi lms.

IMO Resolution A.652 (16)Recommendation on fi re test procedures for upholstered furniture.

IMO Resolution A.653 (16)Recommendation on improved fi re test procedures for fl ammability of bulkhead, ceiling and deck fi nish materials. Spread of fl ame test.

IMO Resolution A.687 (17)Fire test procedures for ignitability of primary deck coverings. Spread of fl ame test.

IMO Resolution A.688 (17)Fire test procedures for Ignitability of bedding components.

IMO Resolution A.753 (18) Guidelines for the application of plastic pipes on ships.

IMO Resolution A.754(18)Recommendation on fi re resistance tests for A, B and F class division.

IMO Resolution A.800(19)

Revised guidelines for approval of sprinkler systems equivalent to that referred to in SOLAS regulation II-2/12, Annex, Appendix 2, Fire test procedures for equivalent sprinkler systems in accomodation, public space and service areas on passenger ships.

IMO Resolution MSC.45(65)Test procedures for fi re-resisting divisions of high-speed craft

IMO MSC/Circ.913Guidelines for the approval of fi xed water-based local application fi re-fi ghting systems for use in category A machinery spaces

IMO MSC/Circ.848

Revised guidelines for the approval of equivalent fi xed gas fi re-extinguishing systems, as referred to in SOLAS 74, for machinery spaces and cargo pump-rooms.

IMO MSC/Circ.1165Revised guidelines for the approval of equivalent water-based fi re-extinguishing systems for machinery spaces and cargo pump-rooms.

Revised building regulations The National Board of Housing, Building and Planning’s revised building regulations came into force on 1st December. Most of the changes are intended to bring the regula-tions into line with the European fi re classifi cations. For example, the class for coverings that protects the underlaying layer from ignition has been adjusted to “coverings K210/B-s1, d0 (coverings with fi re protection ability)”. More information is available from the Board’s web site www.boverket.se Björn SundströmTel +46 33 16 50 86

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Figure 1 The SS 876 00 10 test requires a 30 kW gas burner to be positioned over the centre of the mattress for two minutes.

Figure 3 One of the ‘approved’ mattresses that did not pass the full-scale fi re test. It continued to burn intensively after the gas burner was removed.

Figure 2 One of the ‘approved’ mattresses that passed the full-scale fi re test. When the gas burner was removed, the mattress self-extinguished.

Photos: Magnus Samuelsson

Safer mattresses needed on ships

The results from a series of fi re trials of mattresses intended for use on pas-senger vessels show that they vary widely in their behaviour. Some are good, but there are also others on the market, approved under the present regula-tions, that in fact have very poor fi re resistance. Shipowners and public au-thorities should therefore review the requirements, taking particular care to ensure that the relevant fi re test methods are applied.

Six mattresses selectedSix mattresses were selected, with the aim of carrying out a full-scale comparison of their fi re resistance. Five of them are common on passenger vessels, and were purchased directly from various suppliers. Formally, they fulfi l the IMO requirements, i.e. as set out in the IMO Resolution A.688 fi re test method. This test method, which is a small-scale method, uses a relatively small ignition source, equivalent to a small fl ame or a cigarette.

The sixth mattress that was tested did not fulfi l the above requirements, but was de-liberately selected for its somewhat poorer fi re resistance. This was done in order to enable it to be used as a fi re source for testing ‘equivalent’ sprinkler systems in ac-cordance with IMO Resolution A.800(19). For this purpose, the mattress was used as a type of reference for mattresses having poorer fi re resistance.

Tested under new Swedish standardThe mattresses were tested in accord-ance with the new Swedish standard, SS 876 00 10, intended for environments with very high requirements in respect of

fi re resistance, such as in health care facili-ties. The standard prescribes a 30 kW gas burner as the source of ignition, which is approximately equivalent to a fi re in a bunched-up newspaper or a heap of bedclothes. These trials were carried out under a calorimeter, enabling the heat release rate and smoke production to be measured.

The gas burner was applied as specifi ed in the standard, above the centre of the mattress for two minutes, after which it was removed and the mattress allowed to burn freely. Figure 1 shows the gas burner and its position.

Two of fi ve ‘approved’ mat-tresses failedThe trials showed that: Three of the fi ve mattresses met the requirements of SS 876 00 10. When the gas burner was removed, the mattresses self-extinguished within three minutes, without any greater evolution of fi re or smoke. Figure 2 shows one of these mattresses.

Two of the fi ve mattresses did not meet the requirements of SS 876 00 10. When the gas burner was removed, the fi re continued to develop, with resultant sub-

stantial evolution of fl ames and smoke, as shown in Figure 3.

The sixth mattress that was tested had (as expected) poor fi re resistance, and burned with substantial evolution of fl ames and smoke.

These conclusions raise the question of whether the present IMO requirements are suffi cient? Is it acceptable that ‘ap-proved’ mattresses do not withstand a somewhat larger potential fi re source? Perhaps IMO should consider changing its fi re test method and introducing stricter requirements. Shipowners wanting to im-prove fi re safety can naturally themselves choose mattresses with better fi re resist-ance than specifi ed by IMO. Mattresses are available on the market that meets the stricter requirements of SS 876 00 10.

These trials were fi nanced as part of the work of the DESSO project (Design for Survival Onboard). The project was man-aged by SSPA, fi nanced by VINNOVA, the National Maritime Agency and the Swedish Mercantile Marine Foundation.


12


Figure 1 Heart/lungs in the artifi cial rib-cage.Photo: Tommy Hertzberg

Unique project investigates the toxicity of fi re smoke

It has been known for a long time that the greatest danger to persons in a fi re is from the smoke produced by the fi re. This was demonstrated, for example, by the tragic hospital fi re in Växjö in August 2003, when a brief, local but intensive fi re in resulted in the deaths of two patients, of whom one was about 40 m away from the room in which the fi re occurred.

Dangerous smokeIn the fi re-fi ghting world, carbon monox-ide (CO) has long been thought to be the most dangerous substance in fi re smoke. However, in recent years, hydrogen cya-nide (HCN) has been recognised as a dan-ger. It was found, for example, that sev-eral of those who died in the discotheque fi re in Gothenburg in October 1998 were poisoned by hydrogen cyanide.

It can be asked why only CO and HCN are regarded as dangerous, when fi re smoke contains so many other toxic substances such as halogens (HCl, HF, HBr), aromatic substances (benzene, toluene), acroleins, SOx, NOx, different radicals etc. The an-swer is probably that we lack knowledge of the effects of these substances, and also knowledge of what smoke actually contains. However, what we do know is that it always contains CO and (gener-ally) HCN. Many of the substances in fi re smoke are irritating substances that dam-age the respiratory system, such as in the form of lung oedema. Such damage can

be more diffi cult to identify and link to a death, while CO and HCN acts as asphyxi-ates that can be measured in the blood. It is generally also the case that high concentrations of (particularly) CO can be measured in the blood of fi re victims although it is also clear that high concen-trations of irritants in the fi re smoke have reduced the chance of survival of those caught in the smoke.

The actual substances in fi re smoke de-pend on what is burning and how it is burning. To some extent, this has been investigated, not least as a result of SP’s work. However, how the various sub-stances affect those exposed to them, or what their synergy effects are, has not been as well investigated. There are at least two implications of this lack of knowledge:

1. It is impossible to make a correct risk analysis for a fi re if we do not know exactly how hazardous a particular type of fi re smoke is.

2. We are unable to provide more specifi c medical treatment of smoke victims as indicated by a known effect of a par-ticular smoke.

It must be realised that no medical treat-ment is available today for persons in-jured by smoke, apart from the use of oxygen to counter carbon monoxide and/or HCN poisoning, or cortisone to reduce infl ammations in lung tissue as a result of massive particle inhalation. However, it would be possible to develop more specifi c treatments to suit particular con-tents of smoke, but this requires a better understanding of how fi re smoke affects the lungs.

New method of fi re gas test-ingA unique cooperation project between SP Fire Technology and the Karolinska Institute is investigating a method for evaluating the acute toxic properties of fi re smoke. It involves exposing the lungs of small mammals, such as guinea pigs or rats, to fi re gases and investigating how the tissue reacts. The method is com-pletely pain-free for the animal, which is killed by an overdose of sleeping agent before the heart/lungs are removed and the experiment is started. This method is employed in asthma/allergy research and for toxicological investigations of sub-stances such as terpenes and isocyanates, and is used in order to avoid exposing animals to the suffering that would be caused by direct exposure to toxic sub-stances.

The method involves working with iso-lated, perfused and ventilated lungs. Briefl y, the heart/lungs are removed from the animal and then placed in an artifi -cial ‘rib-cage’, consisting of an airtight container to which a pump is connected (Figure 1), thus varying the pressure in the container and causing the lungs to expand or contract. The lungs, in their turn, are in contact with the ambient air via a hose in the trachea, through which they can be exposed to (for example) fi re smoke from different materials.

During the experiment, a buffered salt solution containing albumen is pumped through the blood vessels in the lung tis-sue under hydrostatic pressure and with the help of a pump, enabling substances

13


Figur 2 Burning PVC fl oor-material produce a dense smoke.

Photo: Lars Pettersson

1 Hertzberg T, Tuovinen H., Blomqvist P., “Measurement and simulation of fi re smoke”, SP Swedish National Tes-ting and Research Institute, SP Report 2005:29

2 Hertzberg T., Blomqvist P., Dalene M., Skarping G., ”Particles and Isocyanates from fi res”, SP Swedish National Tes-ting and Research Institute, SP Report 2003:05

and metabolites to be investigated in the solution. The distensibility, resistance and volume of the lungs can be measured constantly during the experiment, provid-ing a measure of the contraction of the airways. On conclusion of the experi-ment, the lung tissue can be dissected and investigated.

In a fi rst series of tests of the lung model, smoke from a burning PVC fl oor carpet produced in a small scale test equipment for toxicity measurement of fi re smoke (a “Purser furnace”) has been used. A gaseous mixture of a mixture hydrogen chloride/nitrogen/air was also tested on the lungs. The choice was based on the fact that a burning PVC carpet will pro-duce a large amount of smoke1 (see fi gure 2) with a high concentration of hydrogen chloride (HCl). It is known that HCl eas-ily adsorbs in the upper respiratory tract but also that particles in the smoke might act as carriers of substances also into lower parts of the respiratory system. An interesting question is therefore if there is a difference in HCl impact whether the substance is found together with particles or not.Results from the tests are being analysed

at the moment. A fi rst analysis indicates that particles might be transported through the lung tissue, which would be important information in order to un-derstand the impact of smoke on people. The overall hazard with particles in our surrounding air is well-known2 and it has been shown that an increased particle concentration will lead to an increased amount of deaths and diseases within a population. However, the mechanism for this phenomenon is still unclear, much due to the diffi culty in studying the parti-cle-human interaction. Fire smoke repre-sents a very local and very concentrated particle increase in the surroundings but research in this fi eld might contribute also to a more general understanding of parti-cle health impact.

Tommy HertzbergSP Fire TechnologyTel +46 33 16 50 46

Lena LåstbomThe Institute of Environ-mental Medicine, at Karolinska Institutet

CE-marking of roof coverings

The classifi cation standard for roof cover-ings has recently been published. There is already a product standard for “roof coverings based on bitumen”. This means that these products now can be CE-marked.

The fi re standard EN 13501-5 “Fire clas-sifi cation of construction products and building elements - Part 5: Classifi cation using data from external fi re exposure to roofs tests” and the product standard EN 13707 “Flexible sheets for waterproof-ing - Reinforced bitumen sheets for roof

waterproofi ng - Defi nitions and charac-teristics” are available from CEN since late 2005. This means that CE-marking now is possible for these products. EN 13707 gives a period for co-existence with the national systems that end 2006 09 01. After that date national standards and classes shall not be used.

Björn SundströmTel +46 33 16 50 86

Flame retardants conference in Lon-don on 14 and 15th of FebruaryThe international conference “Flame Re-tardants 2006” is organised on the 14 and 15th of February in London. The confer-ence is a perfect forum for all working in fl ame retardants both as producers and as users. The 12th FR conference contains contributions related to new fl ame re-tardants, nanocomposites, standardisation within buildings and transport and last but not least environmental and toxico-logical aspects. Many FR producers and fi re experts participate in the event.SP contributes with 2 presentations, one related to fl ame retardants for sustaina-ble development and one with respect to reaction to fi re of sandwich panels. After the FR2006 conference a workshop is or-ganised. The workshop is focused on heat release of materials and products. During the event articles are presented which deal e.g. with modelling of the results of the SBI method and heat release measure-ment technique. More information can be found on our website or on www.inter-comm.dial.pipex.com.


14


Symposium on Tunnel Safety in Madrid, 15-17th March, 2006

SP Fire Technology is organising the 2nd International Symposium on Tunnel Safety and Security, to-gether with our partners: INTEVIA Instituto Técnico de la Vialidad y el Transporte (Spain), and NI2-CIE National Infrastructure Institute - Center for Infrastructure Expertise (USA).

Tunnels are an increasingly important part of the infrastructure network. They create challenges for incident prevention and management, fi re protection and security against attacks or sabotage. These aspects will be the main focus of the symposium. It will provide a forum to discuss different viewpoints and experiences about tunnel safety and security with the presence of speakers

Day 1 (March 15)

Keynote speakers• Alberto Ruiz Gallardón, Madrid City Council

• Tunnel Security in Spain, Public Works Minis-

try

• Celia Abenza Rojo, Emergency and Civil

Defense General Directorate

• José Manuel García Varela,

Major General, Guardia Civil

• Dimitrios Theologitis, Directorate General

for Energy and Transport

• Judd Gregg, U.S. Senator; New Hampshire

Case Studies• Modelling of Real World Fire Data

Dr. Haukur Ingason. SP Swedish National

Testing and Research Institute, Sweden

• Daegu tunnel fi re, Guy Marlair and Jean

Christophe Lecoze (INERIS), France and Kim

Woon Hyung (Kyungmin College), Korea

Research Projects• L-SURF, Felix Amberg, Hagerbach Test Gal-

leries Ltd, Switzerland

• Overview of European Tunnel Research and

ITA Committee on operational safety of un-

derground facilities, Alfred Haack, STUVA,

Germany

• UPTUN, Kees Both, TNO, Netherlands

• Characteristics of Tunnel Fires, Anders Lön-

nermark, SP Swedish National Testing and

Research Institute, Sweden

• Memorial Tunnel Tests, Sergiu Luchian, Mas-

sachussetts Highway Department, USA

Risk and Security• French recommendation for risk analysis

prior to decision regarding dangerous

goods in road tunnels, Didier LaCroix, Cen-

tre D’etudes Des

Tunnels (CETU), France

• PIARC Risk Management Technical Commit-

tee, Michio Okahara, Public Works Research

Institute, Japan

• Terrorism in Critical Infrastructure, Gert-Jan

Program for the 2nd International Symposium on Tunnel Safety and SecurityMeijer and Mirjam Nelisse, TNO, Netherlands

• Risk Assessment, Emannuel Ruffi n and Fred-

eric Waynel, INERIS, France

• Security in underground infrastructures,

Madrid City Council

• Real Time Detection of Personnel Borne

Improvised Explosive (PBIED), Dr. Khosrow

Bakhtar, ARSM, PE, Bakhtar Associates

• Application of biometric model, Professor

Andrzej Rucinski, PhD, University of New

Hampshire, USA

Day 2 (March 16)

• Vulnerability Assessment, Robert M. Walker,

National Infrastructure Institute

Critical Assets Design• Safety and security Design in urban tunnels.

M-30 and Madrid metro,

Manuel Melis. Madrid City Council

• Planning, Preparation and Implementation

of a Tunnel Safety and Security Program

from a Facility Operator’s Perspective, Neil

Belitsky, CFM, Detroit and Canada Tunnel

Corporation

• Safety issues in high-speed train tunnels,

Railway General Directorate. ADIF

Human Behaviour• Modelling human behaviour in underground

emergency situations, Ed Galea, University of

Greenwich, UK

• Bernabeu Stadium Crowd Rush Incident,

Julio Cendal, Real Madrid C.F.

• Human behaviour in tunnel fi res - reality and

modelling, Håkan Frantzich, Lunds University

of Technology, Sweden

Incident management• Tunnel incident management, Subdirección

General de Conservación y Explotación. Di-

rección General de Carreteras. Public Works

Ministry

• Tunnel incident protocols. Somport tunnel

implementation, Emilio Leo. Emergency and

Civil Defense General Directorate

• Civil Defense: preventing and protecting,

María Vara. Emergency and Civil Defense

General Directorate

Ministry of the Interior (Home Offi ce)

• Traffi c management, Madrid City Council

• Emergency corps organisation in 11-M,

SAMUR/Protección Civil. Madrid City Council

• Tunnel incident management in Frankfurt,

Prof. Reinhard Ries, Frankfurt Fire Chief

• Traffi c management, Federico Fernández,

Traffi c General Directorate (DGT),

• Implementation of the tunnel safety organi-

zation in EU Member States, Bernt Thamm,

BRT-Consult, Germany

Day 3 (March 17)

Tunnel Fire Protection: Research• Water mist test for the A86 tunnel, Alan

Weatherill, BG Ingénieurs Conseils

• North American Road Tunnel Fire Detection

Research Project, Kathleen Almand, NFPA

Fire Protection Research Foundation

• Performance Based Design of Tunnels: Inves-

tigation of Critical Interactions, David LeB-

lanc, Tyco Fire & Building Products

• Fixed fi re-fi ghting systems for road tunnels:

current status of french integrated safety

studies, Xavier Ponticq and Bruno Brousse,

CETU, France

• Fire mitigation in tunnels, experimental re-

sults obtained in the UPTON project, Kristen

Opstad, SINTEF, Norway

Tunnel Fire Protection: Applications• The View of Fire Brigades on Active Fire

Protection in Tunnels, Anders Bergqvist,

Stockholm Fire Brigade, Sweden

• Active fi re protection – its use and abuse,

Arnold Dix, Adj. Professor of Engineering,

Qld University of Technology

• Active versus passive fi re protection in the

US, Donald Bliss, National Infrastructure

Institute - CIE

from public administration, fi re services, law enforcement, emergency medical services, private companies, and research and technical organisations.

Margaret SimonsonTel +46 33 16 52 19

A more detailed program can be found on www.istss2006.com/.

15


The L-SURF Design Study for a new European underground research facilityResearch concerning safety and security in enclosed underground spaces is of unpa-ralleled importance for sustainable socio-economic growth in the EU, as recent inci-dents (tunnel fi res, terror attacks in metros, etc.) have shown. However, at present, activities in the fi eld of safety and security in underground spaces is largely unstruc-tured and mostly nationally orientated. In particular, a large-scale EU research faci-lity with co-ordination and synergies of existing national facilities is lacking.

The joint efforts of the most experienced institutes in Europe in this fi eld have led to the defi nition of one possible solution: the establishment of an ambitious Euro-pean research body entitled L-SURF (Large Scale Underground Research Facility).

Aims of the research bodyThere are at least two potential scenarios to extend EU research capacities and ef-fi ciency in underground spaces, i.e., the networking of existing facilities and/or the creation of a new pan-European fa-cility.

Within the Design Study for L-SURF all the relevant aspects for such a facility will be developed to a level where the facility could be established (including necessary structures and research ventures), culminating in the forma-tion of a legal entity.

The Design Study includes:• description of the lay-out of the fa-

cility, based – if feasible – on a new concept for the easy creation of an endless variety of contours, shapes and sizes of enclosed spaces, includ-ing relevant equipment, potential environmental impacts, etc.

• description of innovative measuring techniques and sensors, based on the latest technology (e.g. nanotechnol-ogy)

• evaluation of research needs and outlining potential R&D – ventures

• development of a network between existing and proposed national facili-ties.

• Establishing a fi nancial plan for the development of such facilities and

the networking of existing facilities.• development of a business plan (e.g.

referring to models like CERN) for a new legal entity dedicated to the incorporation of L-SURF.

Partners of L-SURF Design StudyThe L-SURF partners all have extensive experience in the fi eld of safety and se-curity research in tunnels. They are: VSH Hagerbach Test Gallery Ltd, Switzerland (F. Amberg, V. Wetzig); INERIS, France (E. Ruffi n); SINTEF/NBL as, Norway (K. Opstad); SP, Sweden (H. Ingason / P. v. Hees); STUVA, Germany (A. Haack); and, TNO, Netherlands (K. Both). During the fi rst phase of the project, it will be defi -ned how other interested parties can be integrated into the present project and ultimately into the proposed legal entity after completion of the Design Study.

Activities of L-SURF Design StudyThe L-SURF Design Study is divided into six work-packages (WP) covering different ar-eas relevant to the defi nition of the most important parameters for the construction of a European research facility for tunnel safety and security:

• WP 1 - Integration: Survey of existing or proposed facilities, in order to assess the potential integration of such facili-ties. Development of potential L-SURF scenarios for integration within the ERA (European Research Area).

• WP 2 – Research Needs: Identifying and prioritising scientifi c and technologi-cal research requirements including the identifi cation of potential future clients of the L-SURF Research Body (e.g., op-erating companies, safety and security equipment providers, security fi rms).

• WP 3 – Lay-out: Defi nition of civil-works, infrastructure and their installations of the proposed L-SURF Research Body. Evaluation of measures to minimize en-vironmental impact and the develop-ment of a fl exible contour and shape scheme.

• WP 4 – Equipment / Measuring Tech-niques: Defi nition of ultra-modern test-ing methods and the corresponding use of relevant installations. Development of technical specifi cation for innovative 2- and 3-dimensional data recording sensors

• WP 5 – Activities: Defi nition of all rel-evant activities of the future L-SURF Re-search Body (including, but not limited to: R&D, training and education, exter-nal-services, maintenance and opera-tion).

• WP6 – Funding/Business plan: Fund rais-ing for the realisation of the L-SURF Re-search Body. The establishment of a busi-ness plan for the L-SURF Research Body based on public and private partnership. This will include an evaluation of legal constraints for such an organisation.

The FutureThe L-SURF partners will endeavour to cooperate with those companies that are interested in such a large scale research facility. Interested parties are asked to identify themselves through the L-SURF web site www.l-surf.org.

Based on the response for such a facility, the EU-project L-SURF will propose and ini-tiate a legal entity, which will act as L-SURF starting in 2008.

Felix Amberg (Project coordinator)Hagerbach Test Gallery Ltd

Fire-Fighter Training at VSH, source: Hagerbach Test Gallery.

Test of fi re-detection and ventilation, source: STUVA.

Photo: STUVA

Photo: VSH Hagerbach Test Gallery Ltd

Guest contributor

16


The ECB•S – Your European certifi cation partner

The European Certifi cation Board•Security Systems (ECB•S) is acting as the neutral certifi ca tion body of the Forschungs- und Prüfgemeinschaft Geldschränke und Tre-soranlagen e.V.

Already in 1992 the Forschungs- und Prüf-gemeinschaft was accredited by Deutsche Akkreditierungsstelle Technik (DATech) e.V. as a certifi cation body according to EN 45 011. Testing and certifi cation by the ECB•S are exclusively performed on the basis of the following European stand-ards:

• EN 1143-1 for safes, ATM safes and strongrooms

• EN 1143-2 for deposit systems • EN 1047-1 for data cabinets / drawer

fi les and diskette inserts• EN 1047-2 for data rooms and data

containers• EN 14 450 for secure safe cabinets• EN 1300 for high security locks.

Since the European Certifi cation Board issues ECB•S product certifi cates on the basis of a type test in accordance with a European standard, the certifi cate holder has free access to the European market and markets outside Europe.

By establishing the product certifi cation system on the basis of European stand-ards, the European Certifi cation Board has

set a course that ensures that the ECB•S activities will continue to be performed in accordance with a transparent, objective, innovative and neutral testing, certifi ca-tion and quality assurance system:

• Transparent − because the European standards were agreed by all market partners;

• objective − because these standards are reproducible;

• innovative − because the ECB•S prod-uct certifi cation on the basis of the European standards provides new impulses for the market;

• neutral − because the market part-ners (users, insurers and manufactur-ers) are equally represented in the European Certifi cation Board.

This enables the security industry to re-spond fast to the requirements of the market and to develop secure storage units that offer more protection, are lighter in weight and more effi cient in economic terms.

Forschungs- und Prüfgemeinschaft was founded back in the year 1967. As a re-sult, the ECB•S has nearly 40 years of ex-perience in the type-testing, certifi cation and external quality surveillance of secure storage units providing protection against burglary and/or fi re.

Burglary resistant products The European Certifi cation Board • Secu-rity Systems issues ECB•S product certifi -cates for burglary resistant products, e.g. safes according to EN 1143-1, on the basis of type tests and assessments made by CNPP, IG, SSF and VdS.

The signing of the Multilateral Agree-ment (MA) for Safes and Strongrooms confi rms that these testing laboratories have an equivalent type-testing know-how. The Multilateral Agreement com-prises the European Standards EN 1143-1, EN 1143-2 and EN 14 450. On the grounds of the signing of the Multilateral Agree-ment, the European Certifi cation Board recognized the CNPP, IG, SSF and VdS as ECB•S testing laboratories for burglary resistant products. Other testing labora-tories from West and East Europe have so far not been recognised as an ECB•S test-ing laboratory for quality reasons.

Taking type tests to European standards as a basis, it is possible to make a reli-able assessment of the effi ciency and aggressiveness of various burglary tools in attacks on different materials and com-binations of materials. Within the scope of the ECB•S certifi cation procedure, the resistance values of different designs and constructions including the resulting clas-sifi cation in a specifi c resistance grade can be determined in an objective and repro-ducible way which is then confi rmed in the ECB•S certifi cate.

Fire-resistant productsConcerning the type testing and certi-fi cation of fi re resistant products, the European Certifi cation Board cooperates with the ECB•S recognized testing labora-tories, IBMB (e.g. regarding data cabinets, data rooms) and SP (data cabinets with a height of < 1 000 mm). Other testing laboratories from Europe have so far not been recognised as an ECB•S testing labo-ratory for quality reasons.

ECB•S recognized testing laboratories

Guest contributor

Dr. Wilfried Schäfer and Josef Reingen, ECB•S.

Testing laboratory1) StateBurglary resistant products

Fire resistant products

High security

locks

Ex-test for burglary resistant products

CNPP France X X

IBMB Germany X

IG Italy X

SP Sweden X

SSF Sweden X X

VdS Germany X X

WTD 52 Germany X

1) Further information (e.g. contact data) see www.ecb-s.com

17


The type test of data cabinets according to EN 1047-1 requires separate testing of full size units in two tests. The fi rst test “fi re endurance” simulates the gradual temperature increase that a storage unit has to withstand when a fi re occurs. The second test “fi re shock and impact” checks the behaviour of the design when during a fi re the building fl oor collapses and a storage unit is exposed to a drop, sudden heat and falling debris.

Fire endurance test: In this test, the product designed to meet the S 120 DIS classifi cation is placed in the furnace and subjected for two hours to a fi re that reaches approx. 1100 °C. After this period the furnace temperatures are dropping very gradually, simulating the actual situation in a building after a fi re. Dur-ing this procedure the products’ internal temperatures and relative humidity are constantly monitored via remote sensors that are placed at critical positions. After the burner has been switched off, the test specimen shall remain in the furnace for at least 12 hours and until all internal readings have passed their highest value.

This procedure which is performed in accordance with a standardized cooling curve may last up to 24 hours. The criteria are set at max. 30 K temperature increase and maximum of 85 % relative humidity inside the cabinet.

Fire shock and impact test: For this test, the furnace is preheated to 1090 °C. The S 120 DIS classifi cation requires that a new test specimen is placed inside, the furnace is closed and reheated for 30 minutes. After this sudden heat impact the hot sample is taken out, dropped from 9.15 m onto a bed of pebbles, placed back in the furnace and reheated for well over 45 minutes. Then the furnace is kept closed to gradually cool to room temperature. Thermal indicators inside the test speci-men tell what maximum tem peratures occurred during the total test. Again the criterion for the classifi cation as protec-tion class S 120 DIS is that the maximum temperature rise shall not exceed 30 K and the relative humidity shall remain below 85 %.

Market acceptance of the ECB•S certifi cateTo date, the European Certifi cation Board has granted a total of 757 certifi cates:

• 484 certifi cates for burglary resistant products (safes, ATM safes, secure safe cabinets, strongroom doors, strongroom walls)

• 221 certifi cates for fi re resistant products (data cabinets, diskette inserts, data rooms, data containers)

• 52 certifi cates for high security locks

In addition, the European Certifi cation Board has provided more than 232,000 ECB•S certifi cation marks (secure stor-age units – 129,500 certifi cation marks; high security locks – 102,500 certifi cation marks) to the certifi cate holders.

In this product segment the European Certifi cation Board is the leading certifi ca-tion services provider and has successfully established the ECB•S product certifi ca-Drop test for data cabinets S 120 DIS.

tion on the market. The high number of issued ECB•S certifi cates and delivered certifi cation marks confi rms the positive response to the offer regarding product certifi cation by the European Certifi cation Board on the basis of European standards on the market.

The ECB•S certifi cation mark as a guarantee of qualityWith the ECB•S certifi cation mark, the certifi cate holder confi rms that the secure storage unit fulfi ls the requirements of the relevant European standard, that it has been certifi ed by the ECB•S on the basis of this standard, that it was subject-ed to an external quality surveillance of representative samples by the European Certifi cation Board and that the manufac-turer has a certifi ed quality system in ac-cordance with ISO 9001:2000. Therefore, the ECB•S certifi cation mark is offering the user maximum security in investment decisions, and for the insurance sector it constitutes a sure basis for the calculation of risks and the resulting insurance techni-cal grading.

Platform of the security industryForschungs- und Prüfgemeinschaft has 45 companies from 14 European states as well as from Brazil, Indonesia, Malaysia and the USA as members. Membership is open to manufacturers (with and wit-hout an ECB•S certifi cate), distributors of secure storage units , high security locks, ATMs and safety-relevant components and associations of the security industry.

Further informationThe European Certifi cation Board • Secu-rity Systems (ECB•S)Lyoner Str. 18, D-60528 FrankfurtPhone +49 69 6603 1451Fax +49 69 6603 [email protected]

Dr. Wilfried Schäfer and Josef Reingen Frankfurt/Main, 14 November 2005

Certifi cation marks for safes IV according to EN 1143-1 and data cabinets S 120 DIS according to EN 1047-1.

Photo: ECB•S.

18


Furnace for smoke-tighness testing. Photo: Joel Blom

Photo: Bröderna Rasch

Rectangular, type-approved fi re/fi re gas damper.

Circular, type-approved fi re/fi re gas damper.

Photo: Bröderna Rasch

EN 1366-2 fi re testing of dampers

EN 13501-3, Fire Classifi cation of Construction Products and Building Ele-ments, was recently adopted. SP will therefore soon offer fi re testing of dampers in accordance with EN 1366-2, which is the European standard that replaces the present Nordic test standard for dampers, NT FIRE 010.

There are differences between EN 1366-2 and NT FIRE 010, in such ways as with re-spect to the criteria for integrity (E), ther-mal insulation (I) and application of the test results. In addition, EN 1366-2 testing evaluates the damper against European smoke leakage Class S.

• Leakage (Class, E, E-S, EI and EI-S) is measured in accordance with EN 1366-2, partly by measuring the leak-age between the damper and the wall/fl oor structure in which it is mounted, and partly by measuring the air leak-age through the damper itself. A duct, in which a negative pressure is maintained, is connected to the ‘cold’ side of the damper, and the air leakage through the damper is measured both before and during the fi re test.

• Temperature (Class EI and EI-S) is meas-ured by thermocouples fi tted to the wall/fl oor structure, to the outside of

the damper casing and to the outside of the duct. The temperature of the damper blade itself is not measured, nor is the temperature inside the damper casing.

• Application of the test results depends on the wall/fl oor structure (type and fi re resistance) in which the damper was fi tted during the test. Application also depends on how the damper was fi tted during the test, and whether the damper blade is symmetrical or not.

Testing of smoke control doors

During the spring of 2006, SP will be ready to test the smoke-tight-ness of doors in accordance with EN 1634-3.

EN 1634-3 is a test standard for testing smoke control doors. This requires a spe-cial test arrangement, which is specifi ed in the standard. SP has ordered the neces-sary test equipment from the German test laboratory IFT in Rosenheim.

There is a common misunderstanding that doors with Class E and EI fi re resistance are smoke-tight, which is not the case. The European classifi cation system con-tains two new classes for smoke control doors: Sa and Sm. Class Sa is for smoke-tightness at 20 °C, while Class Sm is for smoke-tight-ness at 200 °C. With the new furnace, SP will be able to test both classes.

Lars BoströmTel +46 33 16 56 08

It is planned to perform the fi rst damper tests in accordance with EN 1366-2 in Jan-uary 2006. These tests will be performed with additional measurements, measuring the temperature on the damper blade, which will mean that the results can also be used as part of the material required for Swedish type approval.

Rolf HillingTel +46 33 16 51 66

19


20


A textile treated with fl ame retardant after 30 minutes’ exposure to fl ame.

Research project for high-technology textiles

High-technology fabrics for fi re-fi ghters’ clothing, and ventilation fi lters that withstand heat and can provide protection against bacte-ria: these are possible results of a new research project in which SP Fire Technology is involved, and in which the EU is investing EUR 18 million.

The EU Flexifunbar project is aimed at small and medium-sized manufacturers of textiles, card and leather in Europe. An-other Swedish partner in addition to SP is INCA in Stockholm, which manufactures fl ame-retardant solutions (www.inca-tech.se). Nils Wenne, INCA’s managing direc-tor, says that the project is important for small Swedish companies, as it can provide access to new customers and mar-kets. Its underlying objective is to create new, innovative products that can give European companies a competitive edge over low-wage economies, which means that they must be centered on high tech-nology.

Combining several propertiesWhat the scientists and engineers are aim-ing for is to create materials that combine several valuable properties in one and the same product. Fire resistance, acoustic ab-sorption, bacteriological protection, ESD protection and protection against electro-magnetic fi elds are examples of working areas of interest. Consider, for example, material for car seat covers that is fi re-re-sistant, comfortable to sit on and which

reduces the noise level inside the vehicle. SP’s role is primarily to investigate the fi re resistance properties of materials, and to contribute to their environmental evaluation, which will probably be done through life cycle assessments.

Previously, the emphasis on creating such materials was on the use of several differ-ent layers. The search is now to move on from that, by incorporating as many char-

acteristics as possible in one and the same material. This is a broad working area, in which it is important to keep to concrete applications.

Petra AnderssonTel +46 33 16 56 21

Sweden

www.kidde.se

We offer fire extinguishers, hose reels, escape plans, signs and lights, gas suppression systems, detection & alarm systems, consultation, projecting, installation, service/support and education and documentation – SBA. Kidde Sweden – Protecting your future!

21


Per Blomqvist

Per Jostein Hovde, Anders Lönnermark, Per Blomqvist and Alan Beard.

Copies of the theses. ”Emissions from Fires - Consequences for Human Safety and the Envi-ronment” and “On the Characteristics of Fires in Tunnels”.

Photos: Ulf Wickström

Two new doctors in Fire Technology

On fthe same day in October two of SP Fire Technology’s staff, Per Blomqvist and Anders Lönnermark, presented their PhD theses at Lund Institute of Technology. The following are brief summaries of the presenta-tions, with the pictures showing them at their disputations in Lund on 21st October 2005.

Emissions from Fires – Con-sequences for Human Safety and the Environmentby Per Blomqvist

Per’s doctoral thesis describes how com-bustion conditions of a fi re play an impor-tant part in determining which particular toxic compounds will be formed.

Among the particularly hazardous sub-stances that are formed are dioxins and their near relatives, furans. Despite the fact that they are formed only in very small quantities, these types of substances are extremely toxic for all forms of life. We know that they are formed, for exam-ple, during the incineration of waste, as in thermal power stations. However, not a great deal is known of the quantities pro-duced in real fi res.

Another substance, the toxicity of which is probably underestimated, is hydrogen cyanide. This is formed in under-ventilat-ed fi res, and is about 35 times as toxic as carbon monoxide.

The actual combustion conditions affect the quantities of such substances formed in a fi re.

- A television set burning in a room envel-oped in fl ames produces less dioxins than if it had been burning outdoors.

- If, for example, a warehouse full of clothing made from synthetic materials catches fi re, hydrogen cyanide will be formed. It’s important to realise this, not least for those who have to fi ght the fi re, says Per Blomqvist.

Anders Lönnermark

On the Characteristics of Fires in Tunnelsby Anders Lönnermark

Even heavy goods vehicles loaded with non-hazardous goods represent consider-able fi re risks in tunnels. This is one of the points made by Anders in his thesis. A continuous increase in the quantities of goods transported by road, together with a growing number of tunnels, means that we must learn more about fi res in tunnels.

Some of the largest full-scale trials of fi res in tunnels were carried out in the autumn of 2003. Full-scale trials were carried out in the Runehamar tunnel in Norway, on loads of furniture and various mixtures of cellulose and plastics. Many were sur-prised by the very high temperatures over 1350 °C that were reached. Heat release rates, temperatures and gas concentra-tions were all investigated. It is data from these trials that largely forms the basis for Anders Lönnermark’s thesis.

Tunnel fi res often grow extremely quickly. Smoke and fi re gases spread very quickly,

leaving only a few minutes for anyone in the tunnel to escape. After that, it is too late. Anders points out that, in several of the large tunnel fi res that have occurred, drivers have been found dead in their cars, which means that they either did not realise the danger that they were in or that they consciously chose to remain instead of escaping.

What can be done to reduce the risks of fi res in tunnels? Anders emphasises the importance of good, clear information on emergency exits, and on what to do in the event of a fi re. It is also, of course, important to design the ventilation and fi re-fi ghting systems correctly. There is also the possibility of installing fi re-fi ght-ing systems in vehicles themselves – e.g. under the bonnet or in the engine bay.

Extract from article by Staffan Ljung

22


Flashover in a room constructed from sandwich panels in accordance with ISO 13784. Note the substantial smoke production.

Photo: Patrik Johansson

Only large-scale tests can properly evaluate the fi re behaviour of sandwich panelsSandwich panels consist of a layer of insulation material between two metal sheets, possibly adhesively bonded. The behaviour of such panels with combustible insulation in the event of a fi re has been under discus-sion in recent years. It is important, with composite products of this type, to investigate the whole system in its entirety, i.e. how the panels, joints and securing and fi tting features work together. This can only be done by test-ing in full scale, as reduced-scale methods cannot properly represent) the mechanical phenomena that may be decisive for the ability of the panels to resist a fi re.

The number of fi res involving sandwich panels having a combustible core has in-creased in Europe in recent years. Initially, the problem was confi ned to the UK, where sandwich panels were used mainly in the food industry. During the 1990s, the number of such fi res increased substan-tially, causing damage to an estimated value of about EUR 30 million per year. Several insurance companies have there-fore started to demand full-scale testing in their certifi cation rules: examples include FM Global in the USA and LPC (Loss Pre-vention Council) in the UK. Recently even fi res in Belgium and Sweden have opened the discussion.

Some specifi c fi re resistance aspectsTechnically, there are a number of aspects that need to be considered in connection

with fi res in a building having sandwich panels with combustible insulation:

- The insulation does not catch fi re until the metal sheet falls away or opens up and exposes the insulation, or until pyrolysis gases emerge from the joints. It is therefore diffi cult to forecast where and when ignition will occur.

- When the metal sheets fall away from the insulation, large areas are immedi-ately exposed to ignition, resulting in a rapid spread of fl ame and growth of the fi re.

- Falling metal sheets can present a dan-ger to anyone still in the building, and to fi refi ghters.

Once fi re takes hold of the interior of a panel, fl ames can spread several metres

into the panels. However, the fi re becomes visible only when fl ames emerge from the joints between panels. This means that dangerous situations can occur, with the fi re spreading without being visible. Sev-eral cases have occurred, with fi refi ghters suddenly fi nding that the fi re is behind them when they are tackling the fi re in front of them.

Fires in sandwich panels can be diffi cult to extinguish. The metal cladding prevents water from reaching the burning insula-tion. In addition, some panels produce large quantities of smoke, having the dual effects of producing zero visibility and be-ing toxic.

Diffi cult correlationThrough the report from a project fi -nanced by Nordtest and from a number of articles in the technical press, SP has shown that it is important to carry out full-scale tests. The correlation between the results of intermediate-scale tests using the SBI method and full-scale tests using both the room/corner test (ISO 9705) and cor-responding tests in an individual room (ISO 13784, Part 1) is weak. Intermediate-scale tests are simply not representative of the results of tests on full-scale structures. This is because it is diffi cult to investigate the behaviour of the system as a whole in intermediate-scale SBI tests. This means that some cases produce relatively good re-sults, while others produce relatively poor results, all depending on the accuracy of representation of the behaviour of joints or fastenings when exposed to fi re in the intermediate-scale tests.

The product standard for sandwich pan-els describes how to test and install them for small-scale SBI tests. In our opinion, this means that the standard suffers from severe weaknesses, and cannot be used to demonstrate reasonable safety in the event of a fi re. As a result, insurance companies will probably specify full-scale testing, as they cannot rely on the results of testing in accordance with the present product standard. This will make things diffi cult for the industry, as the insurance companies will refer to dif-ferent test methods.


23


24


Figure 1. Temperature and pressure distributions in concrete exposed to fi re on one side.

Illustration: Harmathy 1965

Figure 4. Pressures measured at different depths in spalling concrete. Spalling started after about 15 minutes.

Figure 2. Water often weeps out of the cold side of concrete during fi re tests.

Figure 3. Test arrangement on the small furnace, showing pressure gauges being connec-ted to the cast-in pipes.

Photo: Per Aronsson

Photo: Per-Anders Johansson

Thermal stresses cause spalling

The two classic explanations for why concrete spalls when exposed to fi re have been that it is caused by thermal stresses and/or by liquid and vapour pressures inside the material. Thus pressure was measured in the interior of spalling concrete exposed to fi re. The results indicate that internal liquid and vapour pressures could not be the main reason for the phenomenon in the investigated concrete, but that it must be thermal stresses that are the main cause.

Spalling caused by fi re is not a new effectIt has long been known, from natural fi res that concrete can spall when exposed to fi re. Controlled fi re tests were carried out on concrete in Germany as early as at the beginning of the 1900s were the concrete spalled at high temperatures. A publication by the Swedish Tariff Association in 1959 stated that spalling or fl aking of concrete when exposed to fi re could be caused by moisture in the pores of the concrete failing to disperse suffi ciently quickly, so that the vapour pressure forced the concrete apart.

Although concrete is a porous material it is also a low permeable material, so the effect of moisture has therefore been regarded as one of the main causes of the phenomenon. A refi ned explanatory theory, illustrated in Figure 1, was put forward by Harmathy from Canada in 1965. The diagram shows a concrete slab, exposed to fi re on one side, with moisture being driven from the exposed side towards the colder side, there to condense to water, as shown by C-D in the diagram. This forms a plug of water, raising the pressure and making it diffi cult for water vapour to permeate

through to colder parts of the concrete, represented by the shaded portion.

The heat from the fi re pushes the moisture plug away from itself, thus forming an evaporation front, with high pressure occurring in the concrete where the vapour is forced out on the hot side. An interesting observation is that water is forced out of the cold side of concrete

slabs etc. when carrying out fi re tests (Figure 2).

The other classic explanation of the phenomenon is that of internal thermal stresses. The concrete at the surface tries to expand due to the rise in temperature, but is prevented from doing so by the internal, colder parts, thus causing stresses to arise in the material.

25


Figure 5. Measurement of the spalling depth after the fi re test.Photo: Per Aronsson

It is likely that it is a combination of the two phenomena that result in spalling, although very few measurements have been made of the vapour/liquid pressure in the material when exposed to a standard fi re, which means that this is an area that will require further investigation if the phenomenon is to be properly understood.

Pressure measurementAs part of the work of a project fi nanced by FORMAS, a simple system of measuring the pressure inside a slab of concrete has been developed. Test pieces of concrete are cast, incorporating thermoelements and a number of thin pipes. The ends of the pipes inside the concrete are left open. For the fi re test, the pipes are then fi lled with a special silicone oil for high-temperature applications, and are connected outside the block to pressure gauges, as shown in Figure 3. The pressure inside the block is thus conveyed to pressure gauges by the oil.

Conclusions and resultsWhen fi re tests were carried out in SP’s small furnace, the concrete started to spall in centimetre-size pieces after about

15 minutes. The measured pressures (see Figure 4) started to fl uctuate quite severely after 15 minutes, which was presumably due to cracking and movement in the concrete.

An interesting observation is that the maximum measured pressure, of about 0.7 MPa, would not alone be suffi cient to cause the concrete to spall, as the tensile and compression strength of concrete is considerably higher than this at the temperature concerned. At a depth of 10 mm, temperatures up to about 200 °C were being measured when spalling started. The 0.7 MPa pressure may also be somewhat high, as the calculations did not include the effects of thermal expansion of the oil itself. This means that the internal liquid and vapour pressures in the concrete that was investigated are not the main cause of the spalling. Spalling as a result of thermal stresses seems to be the main phenomenon here. Figure 5 shows the concrete slab after the fi re test.

Robert JanssonTel +46 33 16 50 94

Armacell GmbH (Sverige) Tel. 031-7760333 · www.armacell.come-mail: [email protected]

The world’s most recognized trademark in flexible technical insulation. Benefit from our technical expertise – we are your partner for consistent quality, reliable services and innovative products.

Our Know-How To Your Advantage

26


Figure 1a. A section through the actual deck.

Figure 1b. The calculation model of the deck. The upper layer of aluminium sheet is not modelled.

Figure 2. Calculated highest and lowest tempera-tures on the underside of the deck, i.e. not exposed to the fi re.

Calculation of temperatures on vessel decks

The TASEF (Temperature Analysis of Structures Exposed to Fires) program has been used to calculate the fi re resistance of a ship deck constructed of steel, with mineral wool insulation on top of the steel and then a fi nal sur-face of aluminium fl oor panels. Calculations were carried out on behalf of Pharmadule Emtunga AB.

Aluminium is used increasingly often as a structural material. It provides a good alternative to steel, not least in mari-time applications, as a result of its light weight. However, in terms of strength – and particularly when affected by fi re – aluminium is not as strong as steel. The point of this investigation was to consider whether aluminium could replace steel in the particular design.

Simulation of a section of the deckA simplifi ed model of the deck was made for the calculations. In the real deck, the lower plates had a trapezoidal cross-sec-tion (Figure 1a). In the model, this was modifi ed to a rectangular cross-section, as shown in Figure 1b. The dimensions were chosen so that the cross-sectional areas of both arrangements were the same, i.e. so that both cases contained the same mass of insulation in cross-sections of the same size. The part simulated was

a section between two symmetrical sec-tions: from the centre of the thickest part to the centre of the thinnest part of the deck. Figure 1b also shows two points, of maximum temperature and minimum temperature, where the highest and low-est temperatures occur on the side of the deck not exposed to fi re.

The deck meets the tempera-ture requirementA fi re above the deck, following the IMO Resolution A.745(18) standard fi re curve, will subject the aluminium sheet to a very high temperature through thermal radia-tion. The radiation from the fi re gases above the deck will quickly raise the tem-perature of the aluminium, exceeding its melting point (658 °C) after only about 20

minutes. The program is unable to model the effects of material melting, and so a calculation was made on the safe side, without the upper aluminium sheet.

Figure 2 shows the calculated tem-peratures for the two points of interest, minimum temperature (on the centre-line of the thickest part of the deck), and maximum temperature (on the centre-line of the thinnest part of the deck). The maximum temperature rise on the side of the deck not exposed to fi re would rise to about 127 °C after 60 minutes, which is considerably below the maximum permit-ted temperature rise under IMO Resolu-tion A.745(18), which is 180 °C.

Heimo TuovinenTel +46 33 16 55 67

27


Statistics of P-marked storage cabinetsSales of P-marked storage cabinets – second and third quarters, 2005.

Fire test of storage cabinets in SP’s horizontal oven.

Fire resistance classifi cation Cabinets Fire fi ling cabinets Inserts

Quarter 2 Quarter 3 Quarter 2 Quarter 3 Quarter 2 Quarter 3

NT FIRE 017 – 60 Paper 13 866 9 110 730 745

NT FIRE 017 – 90 Paper 64 625 254 260

NT FIRE 017 – 120 Paper 740 876 192 171 NT FIRE 017 – 60 Diskette 0 266 1 313 671

NT FIRE 017 – 90 Diskette 0 151 0 0

NT FIRE 017 – 120 Diskette 0 407 580 371 Summary (based on type) 14 670 11 435 1 176 1 176 1 893 1 042

Photo: Fredrik Rosén

We have received new sales statistics for P-marked storage cabinets from the manufacturers relating to the second and third quarters of 2005.

13 out of 14 certifi cate-holders reported their sales statistics for the second quarter to SP. During this period, they sold a total of 14 670 document storage cabinets, 1176 cabinets/vertical cabinets and 1893 computer media inserts.

14 out of 14 certifi cate-holders reported their sales statistics for the third quarter to SP. During this period, they sold a total of 11 435 document storage cabinets, 1176 cabinets/vertical cabinets and 1042 computer media inserts.

By far the most popular product is the Class NT FIRE 017-60 Paper Storage Cabinet.

Fredrik RosénTel +46 33 16 56 86

P-mark your storage cabinets

SP S

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teP-marking your cabinets prove that they attain the fi re class stated at a minimum. It also means that the product is sub-ject to an annual inspection, carried out by SP.

The P-mark is based on fi re testing in accor-dance with NT FIRE 017 which can be applied to several cabinet types depending on the storage needs and fi re class required.

Detailed information about P-marking and certifi ed fi re cabinets are found at:

www.sp.se/cabinets

ContactFredrik RosénTel: + 46 33 16 56 86, E-mail: [email protected]

28


Storage cabinet based on EN 14470-1.

Storage cabinet based on SP Method 2369.

Extract from the National Board of Civil Defence, Rescue and Fire Services regulations SÄIFS 2000:2, Chapter 6:• Flammable liquids may be stored

indoors only in areas that are fi re-separated from other areas, and which are also suited for stor-age in all other respects.

• The fi re separation features shall limit the risks of:

- The spread of fi re from the stor-age area to other areas.

- The spread of fi re from other ar-eas to the storage area.

• The area shall be ventilated.

Photo: JiWa

Photo: JiWa

Flammable liquids must be safely stored

Flammable liquids are not always stored safely. Two methods are available for testing the fi re resistance of storage cabinets for fl ammable liquids: EN 14470-1 and SP Method 2369. EN 14470-1 covers cabinets for use in labora-tory environments, while SP Method 2369 covers cabinets for use in retail environments.

EN 14470-1, Fire Safety Stor-age CabinetsSS-EN 14470-1, Fire Safety Storage Cabi-nets – Part 1: Safety Storage Cabinets for Flammable Liquids is intended primarily for use by the chemicals industry. It covers safety storage cabinets for laboratories for the storage at normal room tempera-ture of fl ammable liquids (or very toxic chemicals etc.) in closed containers. It is concerned primarily with three safety aspects: to minimise the risk of fi re, to minimise the quantity of vapours escaping from the cabinet, and to prevent spill-age in the event of an accident inside the cabinet.

The National Board of Civil Defence, Rescue and Fire Services’ regulations and guidelines concerning the handling of fl ammable liquids (SÄIFS 2000:2), refer to requirements in respect of separation, de-pending on the quantities of liquids etc. concerned (see the panel below).

EN 1363-1 specifi es that safety cabinets are to be fi re-tested at full scale, using the standard fi re curve. Thermo-elements are installed inside the cabinet, to measure

the air temperature and surface tempera-tures. (The sensors are placed in the same position as specifi ed in EN 1047-1, the standard for testing storage cabinets for paper and data media.) In addition, two glass bottles, half-fi lled with water, are placed on the upper and lower shelves of the cabinet, and the water temperature in them is measured. Finally, steel weights are placed on the upper shelf.

The temperature rise during the test may not exceed 180 °C anywhere in the cabi-net. In addition, the following features must be provided:

1. Cabinets must be fi tted with ventila-tion openings for air entry and exit, with the openings being automatically closed at a temperature of 70 ± 10 °C.

2. The cabinet doors must be self-closing.3. The cabinets must be fi tted with a tray

for collection of any spilled liquids.

Cabinets can be classifi ed as Types 15, 30, 60 or 90, with the fi gures indicating the number of minutes for which the cabinets withstand the fi re conditions.

SP Method 2369, Storage Cabinets for Flammable Liq-uidsSP Method 2369, Protection Systems for the Storage of Flammable Goods in Retail Premises – Fire Protection Cabinets, cov-ers fi re protection cabinets intended for use in shops, petrol stations etc. for the storage of fl ammable liquids, particu-larly in plastic bottles, plastic containers or aerosol cans. The National Board of Civil Defence, Rescue and Fire Services has published regulations and guidelines (SÄIFS 1996:2) setting out how fl ammable liquids must be stored in retail environ-ments. SP Method 2369 describes the test and evaluation procedures for such stor-age cabinets, as needed to ensure that they comply with the intentions of the regulations.

The requirements for the cabinets have been based on two criteria: that a fi re

that occurs inside the cabinet must not spread to its surroundings, and that a fi re that occurs outside the cabinet must not affect the fl ammable goods in such a way as to exacerbate the fi re.

For the fi re test, the cabinets are fi lled 1-litre plastic bottles of white spirit and methylated spirit, arranged so that the shelves are alternately fi lled with the

29


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The new Euroclass system for wall and ceiling linings requires large samples for testing in the major test method SBI.

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A user-friendly Windows based interface and a multi-purpose input generator enables you to easily run the calculations and get a fi rst estimate of the Euroclass based on cone calorimeter test results after only few mouse-clicks.

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two products. For the internal fi re test, a source of ignition is placed on the shelf next to the top (on which is white spirit) and allowed to develop freely for 60 seconds with the doors wide open. The doors are then released, so that they can be closed by the cabinet’s mechanism. The test requirement is that the cabinet must prevent the spread of fi re to the surroundings for at least 30 minutes, and that nothing may spill outside the cabinet. Temperatures are measured on the inside and outside of the cabinet and above the doors. The air temperature in

cabinet may not exceed 200 °C for Class I cabinets.

The external fi re test uses two heptane trays outside the cabinet: one beside the cabinet, and one in front of it. The tray in front of the cabinet burns for ten min-utes, while that at the side burns for 20 minutes, during which time no damage that, for example, would allow fl ammable liquid to leak out or the fi re intensity to increase for any other reason, may occur. In this case, too, the maximum air temper-ature inside the cabinet may not exceed 200 °C for Class I cabinets.

In addition to the fi re test, the tests also include requirements in respect of strength, the spill tray and its volume and performance of the door closing mecha-nism.

Cabinets are divided into two classes, with Class I cabinets providing the maximum degree of protection and having a maxi-

mum internal temperature requirement of 200 °C. Such cabinets can be used both for plastic bottles and aerosol cans. Class II cabinets are not required to meet internal temperature requirements, but may be used only for plastic containers.

Testing at SPSP can perform fi re tests in accordance with EN 14470-1 and in accordance with SP Method 2369. Cabinets that have suc-cessfully passed these tests may be -marked. A list of -marked cabinets is available on SP’s website.

Fredrik Rosén Tel +46 33 16 56 86

Henry PerssonTel +46 33 16 51 98

30


Middle Eastern manufacturer chooses the P-mark

Emirates Line Metal Industries located in Dubai in the United Arab Emirates take the fi rst step towards the European market by P-marking their document cabinets and fi ling cabinets.

Emirates Line Metal Industries (ELMI) is the fi rst Middle Eastern safe manufacturer to be approved under the P-mark system for their document cabinets and fi ling cabinets. ELMI is located in Dubai in the United Arab Emirates. They have chosen to fi re test their document cabinets and fi ling cabinets in accordance with NT FIRE 017 to issue P-mark certifi cates for their products. By choosing the P-mark they expect to increase their export to the European market but also increase their sales in the Gulf region. P-marking

Fredrik Rosén, SP Fire Technology hands over ELMI’s newly issued P-mark certifi cate to Ma’moon Hussein, Manager of Emirates Line Metal Industries.

of cabinets is advantageous since NT FIRE 017 focuses on the fi re endurance and does not contain requirements for a drop-test or a cooling down period.

AT SP we see a trend towards broader acceptance of P-marked cabinets, both in Europe and worldwide, with more safe manufacturers choosing P-marking for many of their products.

Fredrik RosénTel +46 33 16 56 86

Photos: ELMI

Fredrik Rosén, SP Fire Technology hands over ELMI’s newly issued P-mark certifi cate to Hamad Salim Al Mazroa, General Manager of Al Hasm Group of which ELMI is part.

- ELMI is the first manufacturer with certified products in the Middle East

- Our filing cabinets are availa-ble in 2, 3 or 4 drawer models, with a variety of locking

arrangements- Our document safes

(Emmy series) are available in six sizes to cover all our customers needs

- We use galvanized steel sheets in our manufac-turing

- Customer satisfaction is our priority

31


Guest contributor

Staffan MalmgrenFire rescue chief

Fire Rescue Association for Northern Jämtland

Arson in a mental hospital – 150 persons in dangerIn February 2005, a confused patient in the Östersund Psychiatric Hospital set fi re to a heap of paper on a bed in one of the hospital rooms. The fi re spread quickly, as the mattress was classifi ed for fi re resistance only against a cigarette. Fortunately, no-one was injured, but the cost of subsequent clean-up and repairs etc. amounted to about EUR 200 000,-.

The law requires all businesses to apply systematic fi re protection. Health care establishments in high-risk environments should therefore immediately improve their safety against arson by purchasing mattresses with a high fi re resistance. Mattresses of this type, capable of with-standing smaller deliberate fi res, are pro-duced in Sweden today, but the demand for them so far has been nowhere near enough to counter the potential threat in all the country’s closed health care facili-ties.

Staff were unable to extin-guish the fi reIn the Östersund case, hospital staff suc-cessfully rescued the patient, who suf-fered light burns. However, due to the rapid growth of the fi re, they were una-ble to put it out using the facilities availa-ble to them, and were forced to withdraw due to heat and toxic smoke. The hot fi re gases spread into the ward’s corridors through the open door, the self-closing function of which was not working. In parallel with rescuing the patient, anoth-er 150 persons had to be evacuated from fi ve fl oors. Putting the fi re out required fi refi ghters with breathing apparatus in order to fi nd the seat of the fi re in the smoke and extinguish it.

New fi re-resistant mattresses boughtIn order to improve fi re security, the Östersund Hospital Psychiatric Depart-ment has decided to purchase 65 mat-tresses meeting the requirements of SS 876 00 10, i.e. resistant to more than just a glowing cigarette. This decision was preceded by a ‘comfort test’, as it was rumoured that such mattresses were un-comfortable. However, after testing the comfort of three types of fi re-resistant mattresses, the hospital was able to dis-count this factor.

Since the February fi re, a further patient has attempted to set fi re to his mattress. Again, too, the mattress had only a low fi re resistance classifi cation, but this time the staff managed to put out the fi re and rescue the patient in time.

Fire and rescue services’ conclusionThe mattress fi re in February presented a severe threat to personnel and patients on the ward. Fortunately, none were injured. However, renovation costs have amounted to about EUR 200 000, and the ward has been out of use for several months.

As a service with public authority du-ties, we regard it as obvious that health care bodies should prevent deliberate fi res. Those responsible for health care services must extend this responsibility

to high-risk environments and obtain high-quality mattresses as an important element of their systematic fi re protection work.

Staffan MalmgrenFire rescue chiefFire Rescue Association for Northern Jämtland

ISO meeting starts work on new test methods for pipe insulationsThe most recent meeting of ISO TC 92 Subcommittee 1 and its working groups was held at SWRI (South-West Research Institute) in San Antonio, Texas. The vari-ous working groups were concerned with aspects such as ignition, the spread of fl ame, smoke production and heat release rate from products. In addition, there are groups dealing with full-scale tests and heat fl ux measurements. These last two groups are led by SP’s Patrick Van Hees and Ingrid Wetterlund.

The full-scale test group started voting procedures for a method of testing pipe insulations and a large-scale method for determining the heat and smoke release

rate from products such as furniture, electrical apparatus etc. The pipe insula-tion method is based on SP’s work, as described in SP Report 2002:21.


32


Guest contributor

Dipl-ing (FH) Michaela Störkmann,Armacell GmbH

Table 1 European standards for fi re testing of construction products and the relevant European classes.

Figure 1 The SBI test arrangement and its most important elements.*

*) By kind permission from MPA NRW, Erwitte.

Test standard A1 A2 B C D E

EN ISO 1182 Non-combustibility x x

EN ISO 1716Gross calorifi c value x x

EN ISO 13823 SBI-test x x x x

EN ISO 11925-2 Small fl ame test x x x x

Fire classifi cation of pipe insulation – the state of European harmonisationThe decisive factor affecting the use of construction products is the assessment of their fi re properties and subsequent classifi cation. There are at present still many different fi re tests and classifi cation systems in use in Europe. However, as part of European harmonisation, the various national classes are being replaced by European classes, which will be obligatory in all EU member states. As far as pipe insulation is concerned, work is at present in progress with agreeing a harmo-nised method of testing.

Fire classifi cations in EuropeIn future, in accordance with the harmo-nised European test procedure, construc-tion products will be divided into one of seven European classes for reaction to fi re: A1, A2, B, C, D, E and F.

The table below shows the relationship between these classes and the test proce-dures on which they are based.

Figure 1 shows the test set-up required for the SBI (Single Burning Item) test. In addition to measuring heat release, the SBI test also measures smoke production and burning droplets, which will be re-fl ected in relevant future classes for pipe insulation.

The European fi re classifi cation classes and their limit values have been decided not only on the basis of the SBI method, but also on large-scale fi re tests of the ISO 9705 Room Corner test type. This test is regarded as a reference scenario, and can always be used is there is any doubt as to whether classifi cation based on the SBI

method may have resulted in a risk-relat-ed classifi cation.

In 1998, Armacell GmbH set up a working party under the CEN Technical Committee for Insulation Materials in order to es-tablish new European fi re tests for linear insulating materials. SP’s Björn Sundström was technical manager for the project.

The diffi culty is in deciding upon a test arrangement based on the SBI method that will guarantee a proper risk evalu-ation of such products, together with a ‘fair’ defi nition of the limit values for the classes. It is just not possible to test pipe insulation in the same way as wall or ceil-ing linings, as they are in practice never installed in such a way as totally to cover walls or ceilings.

Interim arrangementsEU member states will need to arrange for their legislation to permit the use of European fi re classifi cation classes in par-

allel with their existing national classes. During this transition period, manufactur-ers of construction products will be able to classify their products in accordance with either the European classes or their national classes. Just how long this transi-tion period will last is at present a matter for discussions within the Commission.

Building regulations will be only partly harmonisedThe guidelines for construction products, and the documents on which they are based, defi ne only general principles. Member states at present remain respon-sible for the level of fi re protection clas-sifi cation that they require, i.e. national safety standards continue to apply.

As the product standards for thermal in-sulation of building services systems and industrial installations have been put on hold, it has not been possible to intro-duce the European classifi cations into the Swedish standards. This means that it is not possible to obtain type approval in accordance with the coming European classes. Sweden at present therefore con-tinues to employ classes PI, PII and PIII.

SummaryIn their present form, the European stand-ards of thermal insulation of building services systems and industrial installa-tions have not been formally adopted by the EU member states. They are at present being revised, which means that there will be a delay before the product standards (and thus CE-marking) can come into use.

Dipl. –Ing. (FH) Michaela StörkmannManager for technical service at Armacell GmbH

33


SP’s primary EGOLF trainers.

Namn Metod

Marina C AnderssonEN ISO 1182, EN ISO 1716, EN ISO 9239-1 and EN ISO 11925-2

Patrik Johansson EN 13 823 SBIMagnus Sturesson EN ISO 1182 and EN ISO 1716Sven-Ove Vendel EN ISO 9239-1 and EN-ISO 11925-2

Patrick Van Hees EN 13 823 SBIPer Adolfsson EN 1363-1 and EN 1364-1

SP trains test operatorsFor several years now, SP has run training courses for fi re-testing personnel in accordance with the new harmonised CEN standards. We use the course syllabuses developed by EGOLF. On successful completion of the courses, each participant receives a diploma from EGOLF.

One of the main objectives of the work of EGOLF, European Group of Organisations for Fire Testing, Inspection and Certifi ca-tion, is to raise its members’ skills. EGOLF has therefore developed courses covering several test standards. SP has used these courses to train several primary trainers of our staff. We also offer training to opera-tors from other laboratories, including industrial laboratories.

Courses are generally held at SP, although they are sometimes held at other labora-tories. They include both theoretical and practical training, with the latter being important particularly for ensuring that tests are carried out in the same way throughout Europe.

We run training courses for all test meth-ods in the European fi re classifi cation system: EN ISO 1182, Non-combustibility;

EN ISO 1716, the Bomb Calorimeter (gross calorifi c value); EN ISO 11925-2, Small Flame Test; EN ISO 9239-1, Floor Cover-ings; and EN 13 823, the SBI Method. SP also has a primary trainer for testing fi re resistance in accordance with EN 1363-1, General Requirements, and 1364-1, Non-load-bearing Elements – Part 1: Walls.

In addition, we have just concluded a course in fi re testing of cables. However, this is not part of the EGOLF package, but is in line with the proposals that are at present being considered by the European Commission for decision.

To date, about 50 techni-cians from European fi re laboratories and industries have taken our courses.

Björn SundströmTel +46 33 16 50 86

THE UNIVERSITY of EDINBURGH

℡

Two standards for lift doors

It was decided, at the last meeting of CEN TC127, to revise the EN 1634-1 standard for doors and shutters, such that lift doors can be fi re-tested in accordance with the standard and classifi ed in accordance with EN 13501-2. It must also be possible to carry out tests in accordance with EN 81-58, which is a special standard for lift doors, but which results in a different classifi cation, that can be used in certain contexts depending on national regula-tions.

Both test standards will be possible to use for the Swedish market.

Ulf WickströmTel +46 33 16 51 94

34


Large-scale Fire Tests in the Runehamar Tunnel 2003

PA L©SP Swedish National Testing and Research Institu

te

SP Reports from SP Fire TechnologyR JanssonMeasurement of thermal properties at elevated temperaturesSP Report 2004:46Using the TPS (Transient Plane Source) test method, it is possible to obtain the thermal diffusivity, thermal conductivity and volu-metric thermal capacitivity from one and the same measurement. This report de-scribes measurements made on a number of different materials at different tempera-tures and with different moisture contents, together with a discussion of application of the method on various materials. The report compares the results of a theoretical calculation of temperatures in a concrete wall, based on measured thermal proper-ties from the TPS method, and tempera-tures as measured in a full-scale fi re test. The project was fi nanced by the Swedish Fire Research Board. The report can be downloaded as a pdf fi le.

T Hertzberg, H Tuovinen, P BlomqvistMeasurement and simulation of fi re smokeSP Report 2005:29Fire smoke can present a danger to persons well away from the site of a fi re. This was tragically demonstrated by the Växjö Hos-pital fi re in 2003, when a short but inten-sive fi re in a patient’s room resulted in the deaths of two patients and severe injuries to several others. The reconstruction of the fi re was carried out by SP. This report describes the results, and compares the results of the experiment with simulated values. Small-scale experiments were used, partly as input data for the simulation. The project was fi nanced by the Swedish Fire Research Board. The report can be downloaded as a pdf fi le.

M Arvidson and H IngasonMeasurement of the effi ciency of a water spray system against diesel oil pool and spray fi resSP Report 2005:33This report describes fi re tests of water spray fi refi ghting systems when used against diesel oil pool and spray fi res. Us-ing various types of instrumentation, the trials evaluated the effi cacy of the systems. One of the parameters measured was the heat release rate using SP’s industrial calo-rimeter. See the article on Page 8. The report can be downloaded as a pdf fi le.

The room fi re FoamspexLarge-scale tank fi res present an extreme-ly severe challenge to fi re and rescue serv-ices, oil companies and the environment. A decisive factor in the design of foam extinguishing systems is the actual per-formance of the foam. The FOAMSPEX project has developed models that de-scribe the spread of foam across the burn-ing surface. The models have been veri-fi ed by a large number of tests on varying scales. The video provides a summary of the experimental work carried out during the project, and complements the project report (SR Report 2001:13). Price: EUR 80 (2001, 11 minutes, English speaker).

Larsge-scale Fire Tests in the Runehamar Tunnel 2003

This video shows how a room fi re devel-ops, and how it affects safety throughout the building. It explains the new Europe-an system for fi re classifi cation of building materials and test methods for building products. Dr Helen Sutcliffe from the EU Commission describes the new Construc-tion Products Directive and how the new European system is intended to oper-ate. The video is available in either VHS or DVD format, with English, German or French language. Price: EUR 85 (2003, 27 minutes).

600 °C . . . building materials and the early stages of a fi reThis is a training and information fi lm describing the importance of surface and cladding materials during the early stages of a room fi re, and their effect on the safety of persons in the building. It describes the construction process as a whole, building regulations, fi re protec-tion documentation and the role played by consultants and the fi re and rescue services. Price: EUR 40 (2001, 36 minutes, (Swedish or English speaker).

Videos and DVDs from SP Fire Technology

SP Fire Technology has produced several video fi lms in recent years, which have been described at the time in various issues of BrandPosten. There is considerable demand for them, and the following is a summary of their contents. Shortened versions of several of the fi lms are available on our website.

This DVD contains two fi lms (one of elev-en minutes and one of three minutes), which summarise the tests carried out, and results of the large-scale fi re trials in the Runehamar Tunnel in 2003. It can be ordered using the coupon on the last page. Price: EUR 50, English speaker.

New electronic monthly Marcelo M. Hirschler of GBH International, CA, USA is introducing a new publication called Fire Safety & Technology Bulletin. It will have a strong emphasis on fi re retardants, their mechanisms of action and issues that affect their use.

For further information see [email protected].

35


FI R E R E S I S TA N C E H A S A N A M E

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ment in next issue

SP can now offer calibration services of heat fl ux meters according to two new international stan-dards, ISO 14934, Part 2 and 3. A new calibration furnace has been installed for the purpose.

Design of heat fl ux meters • Schmidt-Boelter or Gardon type• Smooth or threaded body• With or without fl anges• A hemispherical fi eld of view (solid angle 180°)• Housing diameter up to 50 mm• Sensing surface diameter up to 10 mm• Cooling water piping parallel to the axis

For more information please contact Ms Ingrid WetterlundPhone: +46 33 16 50 84E-mail: [email protected]

Calibration of heat fl ux meters

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News from Fire Technology at SP Swedish National Testing ... · News from Fire Technology at SP Swedish National Testing and Research Institute Number 33, 2006 Fire safety at sea