From socket to skyline: The Ci Global technology aiming to prevent the next Grenfell-scale fire

by Breaking NewsMiddle East - Breaking NewsSafety

Anthony D. Parfitt – a Home Office approved safety systems innovator and founder of Ci Global – outlines how rising electrical loads in GCC buildings demand earlier fault detection before hazardous conditions develop

Electrical faults remain a leading cause of serious fires across the GCC – and around the world – intensified by high temperatures and rising electrical demand.

The question is no longer how fast we respond – but how early we prevent the fault that starts the fire.

In the GCC, summer temperatures regularly reach 45–50°C – which may be great for tourism and lifestyle, but the same extreme heat places real stress on electrical systems.

This continuous thermal-electrical load accelerates wear, especially in older or poorly maintained buildings.

Air conditioning is used almost continuously across the region, and it is also an electrical system that carries elevated fire risk when operating around the clock in a hot climate.

A region under extreme electrical stress

The GCC also has one of the world’s highest concentrations of mega-high-rise residential buildings.

While these feats of engineering are deeply impressive, they rely on complex electrical systems – longer cabling routes that create greater resistance and heat, heavier transformer and substation loads, and a much higher density of sockets and appliances, all drawing significant current.

The region has built some of the world’s most advanced and luxurious towers.

But even in these buildings, the basic risk remains the same: a single electrical fault in one apartment can still start a fire.

That’s why protection has to begin with prevention, not response.

Like every nation in the developed world, the GCC is also exposed to a steady influx of counterfeit or substandard electrical goods.

And it doesn’t matter how expensive or advanced the building is – the risk is identical the moment a resident plugs in a faulty device that can overheat and ignite.

All of this places the Gulf on the front line of electrical fire risk.

Yet the systems designed to protect us – alarms, detectors, sprinklers, evacuation routes – still only react once a fire has already started.

And by that point, it’s already too late; the damage has begun.

Across the GCC, Civil Defence teams are among the most well-funded, technologically advanced, and fastest responders in the world.

But even with world-class response, too much is still left to chance.

If we want fewer fires, fewer deaths, and fewer catastrophic building losses, one thing is clear:

We must stop treating electrical fires as inevitable – and start preventing them at their source.

The problem we still aren’t addressing

The fundamental design of the electrical socket has barely changed in over a century.

It continues to pass power blindly, without questioning what it is powering or whether conditions are safe, which is why electrical faults so often develop invisibly and are only noticed once smoke appears.

Most people assume a circuit breaker will prevent this, but it won’t.

Breakers trip on short circuits or extreme overcurrent, not on the slow, quiet overheating that causes most electrical fires.

As the 2017 Grenfell Tower tragedy in London exposed, a single faulty appliance can trigger devastation on a scale that no traditional system is built to withstand.

The UK Government’s public inquiry confirmed that a malfunction in a fridge-freezer was the source of the fire – a silent electrical fault buried out of sight.

Nothing in today’s standard building-safety stack – no smoke detector, alarm, or sprinkler – would have stopped that fridge-freezer from overheating and catching fire.

That is not a UK-only lesson.

It is a global one.

Why waiting for smoke is no longer acceptable

In most electrical fires, the first signs of danger are subtle: small temperature changes, increased current draw, persistent overloading, micro-arcs, or degrading components.

None of these will trigger a traditional detector.

Smoke alarms, heat sensors, and suppression systems have saved countless lives, but they all share the same flaw: they activate after the fire has begun – and they rely on human reaction to work.

By that stage, toxic smoke may fill a room within minutes, visibility can collapse to near zero, evacuation routes quickly become hazardous, and firefighters are forced to work blind as conditions worsen by the second.

Fire crews often enter burning buildings with little or no knowledge about where people are or how the fire is spreading.

Even the most skilled firefighters are constrained by the absence of real-time information.

This isn’t a criticism of those on the front line.

It’s a limitation of the systems they’re given.

The question we should be asking is simple: if electrical faults can be detected before a fire starts, why are we still relying on alarms after smoke appears?

The shift from reaction to prevention

Across the GCC, governments are investing billions into smart cities and next-generation safety systems.

Dubai’s ambition to become the world’s safest and smartest city, and Saudi Arabia’s Vision 2030 transformation, are not just economic programmes – they are signals.

Signals that the region is ready to adopt solutions that act before life-threatening danger takes hold.

That shift begins at the socket.

At Ci Global, we spent the last eight years asking a simple question: what if the socket itself could detect the earliest signs of electrical danger and stop a fire before it starts? This led to Ci Safe – an intelligent, prevention-first building-safety system built to stop a fire long before heat or smoke ever appears.

Ci Safe is a full-spectrum building-safety system that uses intelligent sensors, cloud AI for real-time building intelligence, and cloudless Intelligent Autonomy (IA) for local, instant action – even offline.

It prevents electrical fires by detecting overheating, arcing, load anomalies and other early-stage electrical risks long before a fire can start, and it also detects water and gas leaks and identifies mould-risk conditions.

If danger is detected, Ci Safe shuts off power locally and instantly.

This is the fire-prevention window – the brief but critical moment between a fault forming and a fire starting.

Most electrical fires begin here, and Ci Safe intervenes before they do.

Ci Safe isn’t a smart-home gadget.

It’s safety-critical building infrastructure that works alongside – not instead of – existing building or national safety systems.

It adds the preventive layer that traditional detection-only systems cannot provide.

A whole-building safety revolution

In large buildings and public infrastructure, Ci Safe forms part of a wider safety ecosystem:

  • Ci Sockets prevent electrical fires at the point of use
  • Ci Sensors detect water and gas leaks and can shut off valves remotely
  • Ci Inside embeds Ci Safe electrical-fire prevention into appliances, EV chargers, and other products
  • Ci Command & Control provides live digital-twin visibility for building managers and emergency services
  • Ci PathFinder uses laser guidance to show the fastest route to the fire and the safest way out – even in zero visibility
  • Ci Drone provides rapid rooftop-to-ground response and aerial insight at any height

Together, these layers of protection turn passive buildings into active protectors, delivering intelligent, autonomous prevention at every critical point of risk.

A unique opportunity to lead the world

Few regions are better positioned than the GCC to adopt prevention-first safety at scale.

The UAE, for example, has already demonstrated leadership by integrating national fire-monitoring systems, investing in digital infrastructure, and prioritising life-safety standards.

Embedding prevention-first electrical-fire safety into this ecosystem is the next logical step – and one that could set a global benchmark.

The GCC can become the first region in the world to treat true electrical-fire prevention as a national standard.

A fire that never starts saves lives

We cannot stop every fire.

Human behaviour is unpredictable.

But we can stop most electrical fires – and give emergency crews the information they’ve been missing for decades.

Electrical fires are not an inevitable fact of life.

They happen when we fail to act early – at the socket, where intervention is most effective.

With intelligent, embedded prevention, buildings no longer wait for danger.

They guard against it.

And in a region growing as fast and as vertically as the GCC, that matters.

The safest city in the world will not be the one that responds fastest.

It will be the one where electrical fires rarely begin – and when they do, the response is immediate.

This was originally published in the January 2026 Edition of International Fire & Safety Journal. To read your FREE copy, click here.

How decades-old train design created an ongoing fire risk for passengers

by Featured NewsIndustrialSafety

NTSB calls for suspension of Silverliner IV trains over immediate fire risk

Five fires in eight months prompt federal intervention

The National Transportation Safety Board (NTSB) has called on the Southeastern Pennsylvania Transportation Authority (SEPTA) to immediately suspend its fleet of Silverliner IV railcars after five electrical fires in 2025.

The federal agency concluded that the design of the nearly 50-year-old Silverliner IV trains, combined with maintenance and operational shortcomings, represents “an immediate and unacceptable safety risk” to passengers and crews.

The NTSB’s urgent recommendations follow its investigation into a series of incidents beginning with a February 6 fire in Ridley Park, Pennsylvania, which destroyed one of the six-car train’s lead railcars.

Four subsequent fires occurred between June and September in Levittown, Paoli, Fort Washington and Philadelphia.

Each involved electrical failures linked to propulsion, traction or braking systems, and in several cases, fires spread from the undercarriage into occupied compartments.

The NTSB said that, despite repeated warnings and operational adjustments, SEPTA continued to operate defective trains, placing passengers and staff at risk.

Electrical failures repeatedly triggered undercarriage and roof fires

Ridley Park fire caused by overheating propulsion components

On 6 February, the lead railcar of train 3223 caught fire shortly after departing Crum Lynne Station in Ridley Park.

About 325 passengers and four crew were on board.

Two hours earlier, the operator had reported sluggish acceleration and a fault light.

Maintenance staff inspected the train but left it in service.

Shortly after, the operator noticed smoke and stopped the train.

The fire spread from the undercarriage to the passenger compartment, igniting seats, wall panels and the roof.

Four passengers sustained minor injuries.

Preliminary analysis determined that the fire began when electrical components in the propulsion system overheated.

Levittown fire traced to dynamic brake malfunction

On 3 June, the rear railcar of train 7206 caught fire at Levittown Station.

Roughly 150 passengers were evacuated without injury.

Investigators found that the fire originated when a cam controller pilot motor failed and a dynamic braking pressure switch was miscalibrated, causing the train’s braking system to remain stuck in dynamic braking mode.

This led to overheating of resistor grids, which ignited a fiberglass roof duct.

Paoli and Fort Washington incidents followed same pattern

On 22 July, a similar incident occurred at Paoli Station when train 3553 lost power.

Crew members encountered smoke while resetting the fault light and evacuated 14 passengers.

The conductor was treated for smoke inhalation.

As in Ridley Park, the fire began in the undercarriage and spread inside the railcar.

On 23 September, another fire broke out aboard train 3592 near Fort Washington Station.

That train used the same railcar previously damaged in the Levittown fire.

Although repairs had been completed, investigators found that electrical components near the resistor banks again ignited, likely as a result of earlier repair work.

All 350 passengers were evacuated without injury.

Philadelphia incident exposes ongoing safety gap

Just two days later, on 25 September, the fifth incident occurred when train 705 caught fire at Gravers Station in Philadelphia.

The train had been operating with a fault light illuminated since the previous day.

Multiple crews had ignored the fault, allowing the train to remain in service.

The fire began on a traction motor under the railcar and was extinguished using a handheld extinguisher.

The NTSB said this incident illustrated the breakdown between SEPTA’s proposed safety measures and their practical enforcement.

Design and regulatory failures at the core of the fire risk

Silverliner IV design predates modern safety standards

The Silverliner IV fleet entered service between 1974 and 1976 under the Reading Company, before being absorbed by Conrail and later transferred to SEPTA in 1983.

As of 2025, 225 of SEPTA’s 390 passenger railcars are Silverliner IVs.

The NTSB noted that the trains have never undergone refurbishment and were built decades before federal fire safety standards were introduced in 1999.

Under Title 49 Code of Federal Regulations (CFR) Part 238, modern railcars must be able to contain fires for a minimum of 15 minutes—twice the time required to stop safely and evacuate.

The regulation also requires the separation of ignition sources and energy systems from passenger compartments.

Preliminary evidence from the Ridley Park and Paoli fires shows that Silverliner IV cars failed this containment standard, allowing flames to enter occupied spaces.

Lack of diagnostic systems limits operator awareness

The NTSB found that the Silverliner IV’s electrical system includes only a single fault light to indicate any issue, regardless of type or severity.

Modern railcars use feedback systems to distinguish between propulsion, braking and auxiliary electrical faults.

By continuing to operate trains with illuminated fault lights or known defects, SEPTA exposed passengers to escalating risks of electrical fire, the report said.

The NTSB concluded that keeping defective railcars in service magnified the danger inherent in the fleet’s outdated design.

NTSB questions SEPTA’s risk mitigation and response plans

Early efforts failed to prevent recurrence of fires

Following the first three incidents, SEPTA issued a memo on 25 July directing staff to remove any Silverliner IV from service if electrical faults recurred, if dynamic brakes malfunctioned, or if smoke or burning odours were detected.

The authority also pledged a one-time inspection of high-voltage cables and resistor banks and began revising fault-reporting forms.

In August, SEPTA submitted a mitigation plan to the Federal Railroad Administration outlining further steps, including:

Reducing use of Silverliner IV trains, improving radio communication, replacing fiberglass roof ducts with stainless steel, testing traction motor cables, installing support brackets, and hiring a contractor to investigate root causes of the fires.

It also committed to installing thermal protection circuits to cut power automatically during overheating events.

Ongoing fires show systemic organisational failures

Despite these measures, two further fires occurred in September.

The NTSB said both incidents show that SEPTA’s new rules were not enforced and that underlying organisational factors prevented meaningful risk reduction.

It found that crews continued operating trains with known electrical problems, inspection schedules failed to prevent repeat faults, and repairs did not address the underlying design vulnerabilities.

The agency said: “The recurrence of fires despite SEPTA’s attempted operational, maintenance, and engineering changes is consistent with organizational factors preventing proposed risk mitigations from being effectively deployed.”

Investigators call for suspension and fleet replacement

The NTSB concluded that SEPTA’s proposed measures are only short-term and do not address the root design weaknesses of the Silverliner IV fleet.

It said that even successful implementation of maintenance changes cannot substitute for structural upgrades or compliance with federal fire standards.

The agency issued three urgent recommendations:

Suspend operation of all Silverliner IV railcars until the root causes of the fires are known and corrective actions are in place.

Develop and fund an accelerated retrofit or replacement programme that brings the fleet into compliance with Title 49 CFR Part 238.

Implement ongoing monitoring to verify that any risk-mitigation measures remain effective, with provisions for immediate withdrawal of the fleet if fires recur.

Federal standards and next steps for passenger rail safety

Compliance required under Title 49 CFR Part 238

The NTSB said that future compliance for SEPTA will require a full redesign or replacement of the Silverliner IV fleet to meet 21st-century fire safety standards.

It emphasised that 49 CFR Part 238 sets mandatory benchmarks for structural fire containment and requires material selection and layout designed to minimise ignition and smoke spread.

The report noted that these measures have been standard for new railcars since 2002, but the Silverliner IV’s design remains exempt due to its age.

The NTSB said that the ongoing investigation will continue to analyse the role of organisational decision-making, crew communication, and failure to act on fault indications in allowing defective railcars to remain in service.

It also reaffirmed that its safety recommendations do not assign fault or liability, but are intended solely to prevent further accidents and loss of life.

Relevance for fire and safety professionals

The NTSB’s investigation into the Silverliner IV fires holds direct implications for professionals working in transport safety, electrical engineering and emergency management.

The findings illustrate how ageing transport systems without fire containment or fault isolation measures can expose passengers to electrical ignition hazards.

For engineers and maintenance professionals, the report provides a detailed example of cascading system failure, where missing diagnostic feedback, weak enforcement of fault policies, and design-era limitations combine to defeat safety controls.

It highlights the regulatory requirement for thermal protection circuits and material fire-resistance standards under Title 49 CFR Part 238, offering a technical benchmark for those overseeing retrofit projects or safety audits in other transport fleets.

Emergency response planners, risk assessors and incident investigators may draw lessons from the evacuation challenges described in the five incidents, particularly the Ridley Park and Paoli fires where flames entered passenger areas.

More broadly, the case demonstrates the operational risks of deferred asset replacement and the need for continuous monitoring of fleet safety performance in public transport operations.

This article was informed by information from the following source: The National Transportation Safety Board (NTSB)

Fire brigades highlight festive season electrical fire risks

by Breaking NewsResearch

Over 17,000 electrical fires reported across four UK regions

Fire services across the UK have issued safety warnings ahead of Christmas, cautioning residents about the heightened risks of electrical fires during the festive season.

According to a Legal Expert investigation, over 17,200 electrical fires were reported in London, Staffordshire, Lancashire, and Northern Ireland between 2021 and 2024. These incidents caused 43 fatalities and over 1,390 injuries.

The increased use of decorative lights, heaters, and other electrical devices during the holidays amplifies the risk of such fires. Fire services across these regions have shared targeted advice to help prevent accidents.

London fire brigade identifies faulty electricity supply as major fire cause

The London Fire Brigade (LFB) reported 11,938 electrical fires over three years, with 77% occurring in domestic properties.

Faulty electricity supplies accounted for 3,279 incidents, followed by cooking-related fires (2,964) and appliance faults (2,663). These fires caused 25 fatalities and 1,081 injuries.

LFB’s “Have yourself a fire-free merry Christmas” campaign advises residents to:

  • Purchase appliances meeting British or European safety standards.
  • Switch off decorative lights before bed.
  • Discuss fire escape plans with household members.

Staffordshire fire services warn of wiring and appliance hazards

Staffordshire Fire and Rescue Service (SFRS) attended 1,554 electrical fires, with 1,180 in homes. Cookers and ovens caused the most incidents (558), followed by wiring, cabling, and plugs (377).

SFRS recorded four fatalities and 36 injuries related to electrical fires during this period. Its “Stay safe this Christmas” campaign advises residents to:

  • Check the condition of lights and cables.
  • Avoid socket overloading.
  • Keep flammable decorations away from heat sources.

Lancashire crews report 2,112 electrical fires over three years

Lancashire Fire and Rescue Service (LFRS) handled 2,112 electrical fires, of which 66% were in domestic settings. Cookers, ovens, and faulty wiring were leading causes, with battery-operated devices also posing risks.

The service reported five fatalities and 39 injuries. It emphasises electrical safety during the festive season, encouraging the use of reputable retailers for product purchases and discouraging the daisy-chaining of extension cords.

Northern Ireland highlights risks with portable heaters and decorations

The Northern Ireland Fire and Rescue Service (NIFRS) dealt with 1,621 electrical fires, 68% of which occurred in homes. Cooking appliances caused 417 incidents, followed by issues with faulty electricity supplies and domestic appliances.

Nine fatalities and 258 injuries were reported during this period. NIFRS stresses avoiding overheating appliances, overcharging devices, and placing portable heaters near flammable decorations.

Electrical safety advice for the festive season

The Home Office estimates that faulty electrics cause around 4,000 house fires annually in the UK. Common causes include faulty wiring, defective appliances, and misuse of cooking and heating equipment.

Key safety tips from fire services include:

  • Inspect lights and appliances for safety marks and damage.
  • Unplug decorations and devices when not in use or overnight.
  • Keep flammable items away from heat sources.
  • Avoid socket overloading.

UK fire services issue electrical safety advice for Christmas across the UK: Summary

Between 2021 and 2024, over 17,200 electrical fires were reported in London, Staffordshire, Lancashire, and Northern Ireland. These fires caused 43 fatalities and over 1,390 injuries.

The increased use of decorative lights and heaters during Christmas raises the risk of electrical fires. Fire brigades across these regions urge vigilance, sharing advice on inspecting appliances, avoiding overloaded sockets, and using certified products.

Legal Expert’s findings support the call for safety measures, highlighting resources for those affected by electrical fires. Residents are encouraged to follow safety recommendations to prevent accidents during the festive season.

Electric Car Fires – Facts & Fiction

by Fire SuppressionTransportVehicles

Electric cars have become a hot topic, quite literally, in recent years. 

With the rise of these eco-friendly vehicles, myths and misconceptions about their safety have also surfaced. 

One of the most prevalent concerns revolves around electric car fires. 

In this article, we’ll debunk the myths and shed light on the actual facts about electric car fires.

The Myths of Electric Car Fires

Electric Car Fires are Impossible to Put Out

One widespread myth is that electric car fires cannot be extinguished easily. 

This fear stems from the complex nature of electric vehicles, particularly their intricate battery systems. 

However, it’s crucial to understand that modern firefighting techniques have evolved significantly to cope with these challenges.

Firefighters today undergo rigorous training, equipping them with specific protocols and advanced tools designed explicitly for electric vehicle fires. 

These tools include specialised cooling methods that help dissipate the heat generated during a battery fire. 

Cooling sprays and water-based solutions are utilised to control the temperature and prevent reignition. 

Advancements in fire-resistant materials used in electric vehicles contribute significantly to containing and preventing the spread of fires. 

These materials are engineered to withstand high temperatures and flames, giving firefighters valuable time to respond and manage the situation. 

Contrary to the myth, electric car fires are not insurmountable challenges for trained professionals. 

Through continuous training and the utilisation of cutting-edge equipment, firefighters can effectively tackle electric vehicle fires and ensure the safety of all involved parties.

Electric Car Fires are More Common than Petrol or Diesel Cars

Contrary to popular belief, electric car fires are not more common than those in traditional petrol or diesel vehicles. 

The reality is quite the opposite. 

Electric car fires are not inherently more common; in fact, statistics show that their occurrence rate is lower than that of conventional cars.

Various safety measures are in place in electric vehicles to prevent fires. 

Advanced battery management systems continuously monitor the battery’s temperature, ensuring it operates within safe limits. 

Moreover, electric cars undergo rigorous testing and adhere to stringent safety standards before they hit the market. 

These standards encompass the entire vehicle, including the battery and electrical systems.

Additionally, automakers invest heavily in research and development to enhance the safety of electric vehicles. 

This includes designing batteries with robust thermal management systems, making them more resilient to extreme conditions. 

In the event of a collision, electric vehicles have built-in safety features, like automatic power cutoffs, to minimise the risk of fire.

While any vehicle, regardless of its power source, can catch fire under extreme circumstances, it’s crucial to understand that electric cars are engineered with advanced safety features, making them as secure, if not more so, than traditional vehicles. 

Public safety remains a top priority for electric vehicle manufacturers, and continuous advancements in technology contribute significantly to reducing the already low incidence of electric car fires.

Rain can Cause Electric Car Fires

Another misconception is that rainwater can trigger electric car fires. 

However, this belief is entirely unfounded.

Electric cars undergo stringent safety testing and are equipped with multiple layers of protection to prevent such incidents.

Firstly, electric vehicles feature sealed battery compartments and electrical systems. 

These critical components are shielded from external elements, including rainwater. 

Manufacturers employ advanced engineering techniques to ensure that the vehicle’s electrical elements remain insulated and protected, even in adverse weather conditions.

Moreover, electric car batteries are equipped with management systems that monitor various parameters, including temperature and moisture levels. 

These systems are designed to detect and mitigate any issues related to external factors, such as rainwater. 

Additionally, electric cars are constructed following rigorous safety standards and regulations. 

These standards encompass every aspect of the vehicle, ensuring that it can withstand various environmental conditions without compromising safety. 

Manufacturers conduct extensive testing, including exposure to water and moisture, to validate the vehicle’s resilience under real-world scenarios.

The Facts of Electric Car Fires

Thermal Runaway can cause Electric Car Fires

Thermal runaway can cause fire and explosions

One of the real concerns is thermal runaway.

Lithium-ion batteries, like those found in electric cars, operate by shuttling lithium ions between two electrodes, separated by an electrolyte. 

During charging and discharging, these ions move back and forth, creating an electric current. 

If something disrupts this delicate balance, like damage to the battery or excessive heat, it can initiate thermal runaway.

It can set off a chain reaction of increasing temperatures and accelerating chemical reactions. 

In extreme cases, this can lead to a fire, and is one of the dangers of electric vehicles. . 

While this might sound alarming, it’s crucial to understand that thermal runaway is a rare occurrence, especially in well-designed electric vehicles.

EV Manufacturers are Working on Preventing Electric Car Fires

Car manufacturers are investing heavily in research and development to enhance electric vehicle safety. 

Electric vehicle manufacturers have made significant strides in bolstering the safety of their vehicles. 

These advancements are not only aimed at enhancing overall safety but also specifically mitigating the risks associated with electric car fires.

Firstly, it’s essential to note that electric vehicles are held to the same rigorous safety standards as traditional Internal Combustion Engine (ICE) cars. 

These standards ensure that EVs provide high levels of protection in the event of a collision, making them as safe as their conventional counterparts.

Manufacturers, in collaboration with independent safety organisations like Euro NCAP, conduct extensive crash tests on EVs. 

These tests simulate various real-life collision scenarios to evaluate the vehicle’s safety features. 

Consumers rely on safety ratings derived from these tests when choosing a new vehicle. 

Remarkably, no EV subjected to these tests has ever set alight due to a crash.

EV manufacturers are investing substantially in preventive technologies. 

These technologies are designed to significantly reduce the risk of electric car fires. 

One notable example is Tesla’s Model Y, the UK’s most popular EV, which achieved the highest safety score awarded by Euro NCAP. 

This achievement underscores the commitment of car manufacturers to ensuring not only the performance and efficiency of their vehicles but also their safety.

Moreover, car manufacturers are implementing advanced thermal management systems. 

These systems help regulate the battery’s temperature, ensuring it remains within safe operating limits. 

Whether through liquid cooling, where a coolant circulates around the battery cells, or air cooling, where fans direct cool air over the battery, these methods effectively dissipate heat, reducing the risk of overheating and, consequently, electric car fires.

Fire Services are Working on Solutions to Electric Car Fires

Fire services globally are proactively addressing the challenges posed by electric car fires.

Fire services have updated their guidelines, emphasising the importance of promptly identifying the type of alternative fuel vehicle (AFV) involved. 

This distinction is vital, as AFVs, especially electric cars, operate silently and can move unexpectedly if not immobilised. 

Firefighters are trained to stop these vehicles safely, often by disconnecting the 12-volt battery or removing the main vehicle fuse. 

Specialised techniques are employed to isolate high-voltage systems, crucial for preventing potential hazards post-collision.

Conclusion

Separating fact from fiction is essential when it comes to understanding electric car fires. 

While there are genuine concerns, the automotive industry, along with firefighting professionals, is actively working to address these challenges. 

As technology continues to advance, electric vehicles are becoming increasingly safe, paving the way for a sustainable and secure future in transportation.

Fire protection for electrical cabinets and data panels

by Breaking NewsBuilding ManagementFire SuppressionIndustry SectorsProducts

Technology is integral in every walk of life, Ed Chivers, global product and certifications director, Reacton talks about electrical fire supression

Almost everything we do relies on technology. From how we communicate, to how we are entertained and find answers to problems, technology plays an integral part. And behind the scenes, powering our ability to connect the devices in our hands and the computers on our desks with the world, is a complex network of control panels, data cabinets, switches and servers, that all rely on electricity. And if these fail, the consequences can be devastating, especially if the cause of the downtime is fire.

Electrical fires are incredibly challenging to predict and once started, if left to burn undetected, their effects can destroy equipment beyond repair and spread quickly to nearby equipment or structures. Outdated infrastructure, faulty wires, poor maintenance and overloaded circuits are all risk factors for fire.

Reacton Fire Suppression’s electrical equipment systems are designed for use in small enclosures to protect people, assets and critical infrastructure from fire. Not only will our Direct systems deliver protection right where the fire originates, but they are also compact and sized for the electrical enclosure or cabinet being protected.

This will result in a significantly reduced cost of ownership as only a few kilograms of Clean Agent are being used and therefore need replacing in any fire conditions. Compared to that of a large total flood application where the system sizes are much higher, so every discharge will come with a bigger price tag to replace or refill, not to mention the logistics and downtime.

The Reacton Direct system utilises our CT Direct valve technology and tubing to automatically detect the fire and actuate the system. The pressurised tubing is installed in and around the fire risks within the protected areas, always in communication with the system contents. When a fire occurs, the tubing will burst at the point of highest heat. As the contents of the systems are directly in communication with the detection tube, immediate discharge of the extinguishing agent is started at the point of detection.

Reacton’s Clean Agent range consists of 3M Novec 1230 Fire Protection Fluid and FM-200 waterless fire suppressant from Chemours™. These Clean Agents are the most trusted and tested liquefiable gases on the market with all supply being solely through the biggest names in the industry when it comes to Clean Agents.

These Clean Agents are the leading choice for fire suppression when rapid protection and zero clean-up is essential for sensitive electrical equipment.

For more information on Reacton Fire Suppression products, please get in touch with the team by emailing info@reactonfire.com or call us on + 44 (0)800 0306526.