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perhaps reconsider the IMO regulations on the allowed amount of combustible material in a ro-pax cabin section. From the composite construction


viewpoint it was found that, although the flashover fire had long duration and high intensity, the maximum temperature obtained in the composite core in the deck just above the fire cabin reached just 140o


C. This was enough for a de-


lamination to occur but the limited area involved could probably quite easily have been repaired aſter the fire. However, an A0 steel deck construction


TTS_Naval Architect_177x124 19/3/08 2:01 pm Page 1


made in accordance with SOLAS prescriptive regulations would most likely have been severely damaged and the probability of fire spread through the deck due to the temperatures involved would have been very high. Important to note from the test is that the maximum temperature in the composite was attained approximately 90 minutes aſter the fire started, which was actually some time aſter the fire had burnt out. If cooling of the construction had been initiated when


the fire ended, material temperatures and damage of the composite material would have been less. Te fire protection given by the floating


floor in the cabin was insufficient, which led to damages in the composite deck below. The 20mm thick mineral wool layer used was covered with an aluminium plates that had partially melted, which means that the floor had reached a least 660o


C.


After the fire Conclusions from the described experiments are: 1. It is possible to obtain a high degree of fire safety in a composite construction using appropriate insulating materials 2. A drencher is an efficient means to control fire spread on the outside on a composite surface 3. A ro-pax cabin-corridor fire using IMO-accepted interior materials can be very intense and quick developing if the sprinkler system fails to operate properly 4. It is very important for a high degree


of fire safety that the installed sprinkler/ water mist systems functions properly and that air entrance to enclosures such as a cabin is inhibited, ie that doors are kept closed


Acknowledgements Fire tests on this scale are rarely made due to high costs and they were possible only due to sponsorship by VINNOVA, the Swedish Governmental Agency for Innovation Systems (LASS and DIBS support), STENA Rederi AB, Kockums AB, DIAB AB, Callenberg Fläkt Marine AB, Ultra Fog AB, Thermal Ceramics Europe, Consilium Fire & Gas AB, Isolamin AB, Hellbergs International AB, ScanMarine AB, and TYCO Building Services Products (Sweden). Also involved in the project was a


DNV-led subgroup of the EU project SAFEDOR, that also included the two Norwegian companies Brødrene Aa AS and Fireco AS. Te assistance of DNV- SAFEDOR and other project partners is greatly acknowledged. NA


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