CR Classification Society

Transcription

1 CR CR Classification Society FOUNDED 1951 RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017 AMENDMENT No.1 December 2017

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3 CR CR Classification Society FOUNDED 1951 RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017 AMENDMENT No.1 December 2017

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5 RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017 AMENDMENT No.1 The following Parts have been amended and the effective dates are: Part Effective date I April, 2018 II April, 2018 III April, 2018 IV April, 2018 VI April, 2018 VII April, 2018 VIII April, 2018 IX April, 2018 XI April, 2018 XII April, 2018 The Rules for the Construction and Classification of Steel Ships 2017 are to be read in conjunction with this Amendment.

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7 - 1 - [ PART I ] AMENDMENT TO "THE RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017" PART I CLASSIFICATION AND SURVEY

8 - 2 - [ PART I ] List of major changes in Part I from 2017 edition Revised 2.2.2(e) New 2.3.3(b) Revised Revised 2.7.6(a) Revised Revised Table I 1-3 Revised Table I 1-10 Revised 2.5.2(k) Revised Table I 2-3A Revised 2.5.2(l) Renumbered

9 - 3 - [ PART I ] Rules for the construction and classification of steel ships 2017 have been partly amended as follows: Chapter 1 Classification of Steel Ship Paragraph has been amended as follows: Classification will be conditional upon compliance with the Rules in respect of both hull and machinery (i.e., main and auxiliary engines, boilers, essential appliances, pumping arrangements and electrical equipment). The products including the equipment, components, systems and materials intended for classed ships or ships to be classed are to comply with the requirments in "Guidelines for Survey of Product for Marine Use". Chapter 2 Survey Requirements of Steel Ship Paragraph 2.2.2(e) has been added as follows: In-water survey (e) Firms engaged in In-Water Survey of ships are to comply with the requirements of "Guidelines for Approval of Service Suppliers".

10 - 4 - [ PART I ] Paragraph 2.3.3(b) has been amended as follows: Miscellaneous propellers (b) Directional propeller units are to be dismantled for examination of the propellers, shafts, gearing and control gear. (iii) (iv) Lubrication oil samples are to be taken and sent to a recognised laboratory for analysis at regular intervals, not exceeding 3 months. Records of lubrication oil analysis are to include trends of previous analysis, and be available onboard at all times. A representative oil sample is to be taken before the filters and with the unit in its normal running condition. Oil analysis is to detect iron (Fe) and other solid contamination in addition to possible water content. Acceptance criteria for wear particles and water content are set by the relevant thruster maker (in case thruster maker criteria are not available due to e.g. bankruptcy of gear thruster maker, the water content due to condensation is normally not to exceed 0.5%). The oil analysis is to cover all of the following areas, if applicable: (1) lubrication oil for gears, bearings; (2) sealing boxes; (3) steering gear; and (4) propeller. If the propeller shafts seal oil systems do not allow for sampling unless the vessel is in dry dock, a representative oil analysis is to be taken in connection with the bottom survey in dry-dock. The thrusters are to be subjected to complete survey every 5 years. The complete survey is to include: (1) evaluation of oil analysis of gear lubrication oil, propeller hydraulic system oil and sealing system oil as specified in 2.3.3(b) above. (2) opening up of protection covers. (3) inspection of power transmission gear, bearings, visible parts of shafts and general condition of housing internally. Gear clearance and axial play of bearings shall be measured. (4) examination of controllable pitch mechanism oil transmission system and feedback system. (5) full stroke ahead and astern are to be verified and correct blade position feed-back and indication verified. (6) examination of steering column and related sealing and bearing. (7) running test at MCR (max continuous rating). Inboard parts of the thruster accessible from the inside, such as drive motors, shafting system, gear transmissions, pumps and piping systems, alarm, safety and control systems are covered by the class surveys of machinery. This will be applicable for e.g. Voith-Schneider and pump type thrusters. If the thruster is overhauled at the time of the complete survey, NDT for TIFF (tooth interior fatigue fracture) shall be carried out according to maker's requirements and acceptance criteria. If the thruster is overhauled during the interval between two scheduled surveys, satisfactory documentation for NDT (TIFF) performed according to maker's requirements and acceptance criteria is to be submitted to the attending surveyor at the next survey. Mounting of the thruster on board is to be verified and function tested.

11 - 5 - [ PART I ] Paragraph has been amended as follows: Extensions of propeller shaft survey (a) Up to approximately one year Water-lubricated bearings Satisfactory service record and an external examination of the inboard and outboard propeller shaft assemblies, together with the bearing wear down check at the end of the normal survey period. Oil-lubricated bearings (1) Verification of satisfactory service and oil loss records. (2) An external examination of the inboard and outboard seal assemblies. (3) An examination of oil sample at the time of granting each requested extension. (The sample oil analysis is to be done in accordance with the applicable requirements in 2.3.4(a)) (4) Confirmation at the fifth year that the bearing wear down is within allowable limits. (b) Not exceeding five years (iii) (iv) (v) (vi) (vii) Verification of satisfactory service including oil loss records. Oil sample examination and test. (The sample oil analysis is to be done in accordance with the applicable requirements in 2.3.4(a)) Verification of no reported repairs by grinding or welding.confirmation of no any repairs by grinding or welding without approval of the Society. Bearing weardown measurement. Verification that the propeller is free of damages which may cause the propeller to be out of balance. Bearing inboard seal assemblies are to be externally examined and to be found or placed in a satisfactory condition. Bearing outboard seals are to be renewed and the seal liner found to be or placed in a satisfactory condition. (viii) For keyed propellers, the fore part of the shaft taper and shaft keyway are to be examined by an appropriate surface crack detection method(such as magnetic particle or dye-penetration), for which dismantling of the propeller and removal of the key will be required.

12 - 6 - [ PART I ] Paragraph 2.5.2(k) has been amended and 2.5.2(l) has been renumbered as follows: Annual survey machinery At each annual survey, the following requirements are to be complied with: (k) For hydraulic power units, hoses, piping for any damage, corrosion or leakages, and hydraulic oil cooling system condition and operation are to be checked. Operational test of all emergency stops, controls and remote controls are also to be checked. (lk) Additional requirements for oil tankers and ships carrying dangerous chemicals in bulk At each annual survey, the following are to be examined and placed in good order: (iii) All electrical equipment and cables in dangerous zones on weather decks and cargo pump rooms. Cargo, bilge, ballast and stripping pumps including pump foundation in cargo pump rooms as far as practicable. Electrical and mechanical remote operating and shutdown devices including operation tests in cargo pump rooms. Paragraph 2.7.6(a) has been amended as follows: Special survey machinery (a) Pumps and the pumping system including valves, cocks, pipes and strainers are to be examined. For hydraulic power units, records of hydraulic oil replacement are to be checked. Oil samples for analysis may be required at the discretion of the Society. Other systems are to be tested if considered necessary.

13 - 7 - [ PART I ] Paragraph has been amended as follows: Intermediate and Special Survey In addition to the requirements of special surveys of non general dry cargo ships in 2.7 and , following items are also to be complied with. (a) Hull : Check the light weight of the ship. The light weight of the ship is to be checked during special survey. If the major conversion is found during annual survey or intermediate survey, the light weight of the ship is to be checked by the attending Surveyor. Inclining experiments are to be carried out whenever the light weight is different from record by 2% or more or the longitudinal center of gravity is different from record by 1% of ship's length or more. (b) Bottom survey in dry dock is to be a part of intermediate or special survey. While the thickness measurements is carried out, if substantial corrosion is found, the extent of thickness measurements is to be increased in accordance with the requirements of Table I 2-4A. Tanks or areas where coating was found to be in GOOD condition at the previous intermediate or periodical survey may be specially considered by the Society. (c) For intermediate survey - machinery, the requirements of may be dispensed with at the discretion of the Society or the attending Surveyor. Table I 1-3 has been amended as follows: CSR Table I 1-3 List of Additional Service Notation Notation Description Reference This notation will be assigned to bulk carriers or oil tankers IACS's Common Structural which fully comply with the IACS's Common Structural Rules Rules. HSC-N LSC This notation, with N being PA, PB or C, will be assigned to ships which fully comply with the Rules for the Construction and Classification of High-Speed Craft. This notation (Light Structure Craft) will be assigned to ships which comply with Chapter 3 of the Rules for the Construction and Classification of High-Speed Craft. Rules for the Construction and Classification of High-Speed Craft Rules for the Construction and Classification of High-Speed Craft NR This notation (the comfort Rating of Noise) will be assigned to ships where the applicable requirements in Chapter 34 of Part II of the Rules are complied with. Part II Chapter 34 of the Rules

14 - 8 - [ PART I ] Table I 1-10 has been amended as follows: POT Table I 1-10 List of Environmental Protection Notation Notation Description Reference This notation (Protection of Fuel and Lubricating Oil Tanks) will be assigned to ships having an aggregate fuel oil capacity of 600 m 3 and above with fuel oil and lubricating oil tanks Part VI/6.5.3 of the Rules arranged in accordance with the requirement specified in of Part VI of the Rules. SOX Scrubber SOX Scrubber Ready-N EGR This notation will be assigned to ships where the applicable requirements in the Guidelines for Sox Scrubber Systems are complied with. This notation, with N being I, II or III, will be assigned to ships where the applicable requirements in the Guidelines for SO X Scrubber Systems are complied with. This notation will be assigned to ships where the applicable requirements in the Guidelines for Exhaust Gas Recirculation Systems are complied with. Part IV/ of the Rules Guidelines for SO X Scrubber Systems Part IV/ of the Rules

15 - 9 - [ PART I ] Table I 2-3A has been amended as follows: SS No. 1 (Age 5) 1. Suspect Areas throughout the vessel Notes: Table I 2-3A Minimum Requirements for Thickness Measurements at Hull Special Surveys SS No. 2 (5<Age 10) 1. Suspect Areas throughout the vessel 2. One transverse section of deck plating abreast a cargo space within the amidships 0.5L (5) SS No. 3 (10 < Age 15) 1. Suspect Areas throughout the vessel 2. Two transverse sections within the amidships 0.5L abreast of two different cargo spaces (5) 3. Internals in forepeak tank and after peak tank 4. All cargo hold hatch covers and coamings (plating and stiffeners) SS No 4 (Age>15) 1. Suspect Areas throughout the vessel 2. A minimum of three transverse sections in way of cargo spaces within the amidships 0.5L (5) 3. Internals in forepeak and after peak tanks 4. All cargo hold hatch covers and coamings (plating and stiffeners) 5. All exposed main deck plating full length 6. Representative exposed superstructure deck plating (poop, bridge, and forecastle deck) 7. Lowest strake and strakes in way of 'tween decks of all transverse bulkheads in cargo spaces together with internals in way (5) 8. All wind- and water strakes, port and starboard, full length 9. All keel plates full length. Also, additional bottom plates in way of cofferdams, machinery space, and aft end of tanks 10. Plating of sea chests. Shell plating in way of overboard discharges as considered necessary by the attending Surveyor (1) Thickness measurement locations are to be selected to provide the best representative sampling of areas likely to be most exposed to corrosion, considering cargo and ballast history and arrangement and condition of protective coatings (2) Thickness measurements of internals may be modified at the discretion of the Surveyor if the protective coating is in Good condition (3) For vessels less than 100 meters in length, the number of transverse sections required at Special Survey No. 3 may be reduced to one (1), and the number of transverse sections required at Subsequent Special Surveys may be reduced to two (2) (4) For vessels more than 100 meters in length, at Special Survey No. 3, thickness measurements of exposed deck plating within amidship0.5 L may be required (5) For vessels without defined cargo spaces, thickness measurements are to be taken at the appropriate, most onerous locations selected to provide the best representative sampling of areas likely to be exposed to corrosion the most.

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17 [ PART II ] AMENDMENT TO "THE RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017" PART II HULL CONSTRUCTION AND EQUIPMENT

18 [ PART II ] List of major changes in Part II from 2017 edition 1.9 Revised 3.4.2(b) Revised Chapter 34 Revised Fig. II 1-2~1-4 Table II 32-1 Table II 34-1 New Revised Revised

19 [ PART II ] Rules for the construction and classification of steel ships 2017 have been partly amended as follows: Chapter 1 General Paragraph 1.9 has been amended as follows: 1.9 Modification of Span (l) for Thicker Brackets Span (l) for thicker brackets Where brackets are not thinner than the girder plates, the value of l specified in this Part may be modified in accordance with the following: (a) Where the sectional area of the face plate of the bracket is not less than one-half that of the girder and the face plate of the girder which is carried on to the bulkhead, deck, tank top, etc., l may be measured to a point 0.15m inside the toe of the bracket. (b) Where the sectional area of the face plate of the bracket is less than one-half that of the girder and the face plate of the girder which is carried on to the bulkhead, deck, tank top, etc., l may be measured to a point where the sum of sectional areas of the bracket and its face plate outside the line of the girder is equal to the sectional area of the face plate of girder, or to a point 0.15m inside the toe of the bracket, whichever is greater. (c) Where brackets are provided and the face plates of girders extend along the free edge of brackets to the bulkhead, deck, tank top, etc., even if the free edge of brackets is curved, l is to be measured to the toe of the bracket. (d) Brackets are not to be considered effective beyond the point where the arm along the girder is 1.5 times the length of the arm on the bulkhead, deck, tank top, etc. (e) In no case is the allowance in l at either end to exceed one-quarter of the overall length of the girder including the part of end connection Effective bending span (l e) of stiffeners The effective bending span (l e) of stiffeners is to be measured as shown in Fig. II 1-2 for single skin structures and Fig. II 1-3 for double skin structures. If the web stiffener is sniped at the end or not attached to the stiffener under consideration, the effective bending span is to be taken as the full length between primary supporting members unless a backing bracket is fitted, see Fig. II 1-2. The effective bending span may be reduced where brackets are fitted to the flange or free edge of the stiffener. Brackets fitted on the side opposite to that of the stiffener with respect to attached plating are not to be considered as effective in reducing the effective bending span. In single skin structures, the effective bending span of a stiffener supported by a bracket or by a web stiffener on one side only of the primary supporting member web, is to be taken as the total span between primary supporting members as shown in item (a) of Fig. II 1-2. If brackets are fitted on both sides of the primary supporting member, the effective bending span is to be taken as in items (b), (c) and (d) of Fig. II 1-2.

20 [ PART II ] Chapter 3 Longitudinal Strength Paragraph 3.4.2(b) has been amended as follows: Elastic buckling stresses (b) Elastic buckling of longitudinals Column buckling without rotation of the cross section For the column buckling mode (perpendicular to plane of plating) the ideal elastic buckling stress is given by: τ E σ E = 0.001E(I a)/(al 2 ) N/ mm² I a = Moment of inertia, in cm 4, of longitudinal, including plate flange and calculated with thickness as specified in 3.4.2(a). A = Cross-sectional area, in cm 2, of longitudinal, including plate flange and calculated with thickness as specified in 3.4.2(a). l = Span, in m, of longitudinal. A plate flange equal to the frame spacing may be included. Chapter 34 Noise Levels on Board Ships Chapter 34 has been amended as follows: Chapter 34 Noise Levels on Board Ships Application The requirement in this chapter is intended to provide standards to prevent the occurrence of potentially hazardous noise levels on board ships and to provide standards for an acceptable environment for seafarers. Ships which comply with the limits for noise levels of the code on noise levels on board ships (hereinafter referred to as "the Noise Code") adopted by resolution MSC.337(91), as given in Table II 34-1, will be assigned the notation NR, an optional notation. Where NR means the noise restricted by the noise level limits which quantify the comfort rating of noise for the vessel.

21 [ PART II ] Fig. II 1-2~1-4 have been added as follows: (a) l e l (b) h stf/2 h stf/2 h stf l e l (c) h stf/2 h stf/2 h stf l e l (d) h stf/2 h stf/2 h stf l e l Fig. II 1-2 Effective Bending Span of Stiffeners Supported by Web Stiffeners (Single Skin Construction)

22 [ PART II ] (a) l e l (b) h stf/2 h stf/2 h stf l e l (c) h stf/2 h stf/2 h stf l e l (d) h stf/2 h stf l e l Note: Where the face plate of the stiffener is continuous along the edge of the bracket, the effective bending span is to be taken to the position where the depth of the bracket is equal to one quarter of the depth of the stiffener, see Fig. II 1-4. Fig. II 1-3 Effective Bending Span of Stiffeners Supported by Web Stiffeners (Double Skin Construction)

23 [ PART II ] Span h sft/4 h sft Fig. II 1-4 Effective Bending Span for Local Support Members with Continuous Face Plate along Bracket Edge

24 [ PART II ] Table II 32-1 has been amended as follows: Certificates Table II 32-1 Required Certificates In accordance with: PP,BWM and EEDI notations IOPP certificate Annex I of MARPOL 73/78 R Certificates of type approval for: IMO Resolution MEPC.107(49): 15 ppm bilge separator Appendix 1 R 15 ppm bilge alarm Appendix 2 R NLS certificate Annex II of MARPOL 73/78 R, where applicable ISPP certificate Annex IV of MARPOL 73/78 R Type approval certificate of the sewage system Incinerator type approval certificate IMO Resolution MEPC.227(64) IMO Resolution MEPC.76(40) as amended by resolution MEPC.93(45) Annex VI of MARPOL 73/78 R R (1) IAPP certificate Annex VI of MARPOL 73/78 R EIAPP certificate NOx Technical Code, 2008 R IAFS certificate or Declaration on AFS International Convention on the control of harmful anti-fouling systems on ships, 2001 R International Energy Efficiency (IEE) Certificate Annex VI of MARPOL 73/78 R BWM certificate International Convention for the Control and Management of Ships Ballast Water and Sediments, 2004 Note: "R" means that a certificate is required. (1) Shipboard incinerator is not required. However, when fitted onboard, it is to be type-approved. R

25 [ PART II ] Table II 34-1 has been amended as follows: Table II 34-1 Limits for Noise Levels (db(a)) Level I Level II Ship size Designation of rooms and spaces 1,600 up to 10,000 GT 10,000 GT Work spaces Machinery spaces (1) Machinery control rooms Workshops other than those forming part of machinery spaces Non specified work spaces (2) (other work areas) Navigation spaces Navigating bridge and chartrooms Look-out posts, incl. navigating bridge wings (3) and windows Radio rooms (with radio equipment operating but not producing audio signals) Radar rooms Accommodation spaces Cabin and hospitals (4) Messrooms Recreation rooms Open recreation areas (external recreation areas) Offices Service spaces Galleys, without food processing equipment operating Serveries and pantries Normally unoccupied spaces Holds, deck areas and other spaces (5) Note: (1) If the maximum noise levels are exceeded when machinery is operating, stay should be limited to very short periods or not allowed at all. (2) Examples are open deck workspaces that are not machinery spaces, and open deck workspaces where communication is relevant. (3) Reference is made to the Recommendation on methods of measuring noise levels at listening posts (resolution A.343(IX)) which also applies. (4) Hospitals: treatment rooms with beds. (5) Measurements shall be taken in all locations with unusually high noise levels where seafarers may be exposed, even for relatively short periods, and at intermittently used machinery locations. In order to restrict the number of measurements and recordings, noise levels need not be measured for normally unoccupied spaces, holds, deck areas and other spaces which are remote from sources of noise. In cargo holds, at least three microphone positions in parts of holds where personnel are likely to carry out work shall be used. Also refer to 3.14 of resolution MSC.337(91).

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27 [ PART III ] AMENDMENT TO "THE RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017" PART III SPECIAL SERVICE AND TYPE OF SHIPS

28 [ PART III ] List of major changes in Part III from 2017 edition Revised Revised Revised Revised 1.8 New 1.9 New 1.10 Renumbered 1.11 Renumbered Revised Revised 1.5 Revised Chapter 15 Appendix 2 New New

29 [ PART III ] Rules for the construction and classification of steel ships 2017 have been partly amended as follows: Chapter 1 Bulk or Ore Carriers Paragraph has been amended as follows: For bulk carriers of 90 m in length or greater, excluding ore and combination carriers, classed with the Society and that enters into the scope of application of the IMO Resolution MSC.290(87) Goal-Based Ships construction standards for bulk carriers and oil tankers, or upon specific ship owner's request contracted for construction on or after 1 April 2006, the structural requirements are to be in accordance with IACS's Common Structural Rules for Bulk Carriers and Oil Tankers. For regions of the structure, which IACS's Common Structural Rules do not cover, the relevant requirements of the Society's Rules are to be applied, with appropriate consideration to related provisions of the Common Structural Rules. For bulk carriers other than described above, the requirements of this chapter are applicable.

30 [ PART III ] Paragraph has been amended as follows: The thickness of the shell plating and the deck plating is not to be less than required by Chapters 3, 7 and 11 of Part II, with the exception of 7.2.1, and 7.3.1(b) of Part II that are not applicable to Bulk Carriers. The thickness of shell plating is also to comply with the following requirements. (a) Shell plating The thickness of the shell plating including bottom and side shell is not to be less than the value obtained from the following formula. P t p 1000 b mm C p b a a y Where: a = The longest edge of the panel, in m. b = The shortest edge of the panel, in m. σ y = The yield stress of the plating material, in N/mm 2. P = d 0.038L' Where: d is the scantling draft in m, L' is the rule length in m not taken greater than 230 m. = Permissible bending stress coefficient for plate taken equal to: C a = hg 0. 9, not to be greater than Ca max y Where: Structural member β α C a-max Longitudinally stiffened plating Transversally stiffened plating σ hg the maximum hull girder stress in N/mm 2 over the hogging and sagging conditions calculated at the lower or upper end of the panel under consideration located above or below the horizontal neutral axis respectively, as defined in CR Pt.II 3.2 (Hull girder bending strength). (b) Side shell plating The thickness of the side shell plating is not to be less than is greater. L or the value required in 1.3.1(a), whichever

31 [ PART III ] Paragraph has been amended as follows: The depth of the center girder is to be same as double bottom height as required by 1.4.4(c) of Part II. The thickness of center girder plate amidships is not to be less than the value obtained from the following formula. where B may be measured between points of intersection of a horizontal line of a height two times the depth of the center girder above the top of keel and the sloping plating of lower wing tanks.

32 [ PART III ] Paragraph has been amended as follows: Inner bottom plating (a) The thickness of the inner bottom plating throughout holds isto be as required by Chapter 5 of Part II not to be less than the greater of as required by Chapter 5 of Part II and the following formula. t 4.55s hk mm Where: s = Spacing of longitudinals, in m. h = Vertical distance from the top of inner bottom plating to the upper deck at the centreline, in m. = Cargo deadweight divided by the total volume of the holds excluding hatchways or, in specific cases, is the cargo deadweight of a particular hold divided by the volume of the hold excluding hatchway, in ton/m 3. K = 235 MAX 0.66 ; Where: y σ y = Specific minimum yield stress in N/mm 2. (b) Where ore cargo or cargoes handled by grabs is to be carried, the thickness of the inner bottom plating derived from 1.4.4(a) above is to be increased by 5 mm, but is not to be less than:is not to be less than 1.4.4(a) or the value obtained from the following formula, whichever is greater. t grab 0.25 MGR sK mm s h mm where: s = Spacing of inner bottom stiffeners, in m. K = Material factor in accordance with 1.5.2(a) of Part II. M GR = Mass of unladen grab, in ton. s, and h see of this Part. (c) Double bottom height The height of the double bottom is not to be less than the lesser of : d DB B/20or 2 m However d DB is not to be less than 0.76 m measured vertically from the plane parallel with keel line to inner bottom.

33 [ PART III ] Paragraph has been amended as follows: Inner bottom longitudinals (a) The section modulus of inner bottom longitudinals areis not to be less than required by the following formula: 100KCshl Z cm f K 9 sh l 2 cm 3 B 2 where: s = Spacing of longitudinals, in m. Spacing of inner bottom longitudinals, in m. K = Material factor in accordance with 1.5.2(a) of Part II. C = Coefficient as follows: Where the struts are not provided midway between floors:, but C is not to be less than 0.9. Where the struts are provided midway between floors: 0.6, but C is not to be less than h = Height from the tank top to the deck at center, in m. Vertical distance from the top of inner bottom plating to the upper deck at the centreline, in m. f B = Ratio of the section modulus of transverse section of hull required in Chapter 3 of Part II when mild steel is used, to the actual section modulus of transverse section of hull at the bottom. = Cargo deadweight divided by the total volume of the holds excluding hatchways or, in specific cases, is the cargo deadweight of a particular hold divided by the volume of the hold excluding hatchway, in ton/m 3. l = Spacing of floorsbending span between floors, in m. (b) The section modulus of inner bottom longitudinals, however, is not to be less than 85% 75%of that required for bottom longitudinals.

34 [ PART III ] Paragraph has been amended as follows: Bottom longitudinals The section modulus of bottom longitudinals is not to be less than that obtained from the following formula: 2 100sKCl Z d 0.026L' f K B cm 3 Where: s = Spacing of inner bottom longitudinals, in m. K = Material factor in accordance with 1.5.2(a) of Part II. C = Coefficient as follows: a) Where the struts are not provided midway between floors, C is not to be less than 1.0. b) Where the struts specified in are provided midway between floors: (for lower parts of deep tanks and holds which become empty in fully loaded condition) - 0.3γ+0.2 (elsewhere) - C is not to be less than Furthermore, where the width of vertical stiffeners provided on floors and that of struts are especially large, the coefficient may be properly reduced. f B = Ratio of the section modulus of transverse section of hull, refer to 1.4.5(a). = As specified in 1.4.5(a). l = Bending span between floors, in m. d = As specified in 1.3.1(a). L' = As specified in 1.3.1(a).

35 [ PART III ] Paragraph 1.5 has been amended as follows: 1.5 Lower Wing Tanks and Side Tanks The thickness of the closely spaced floor or transverse fitted in the lower wing tank is to be as required by (a) of Part II Tank bulkhead plating (a) The thickness of the lower wing tank plating is not to be less than as required by Chapter 16 of Part II where the depth h, in m, is to be measured from the lower edge of the plate to the point midway between the half-depth of the tank and the top of the overflow pipe, nor less than as required by the formula given in (b) above where h may be reduced by the height measured from the lower edge of the plate to the inner bottom plating. (b) Where the lower wing tank sloping bulkhead plating within or near the hatchway, the thickness of the plating of that part may be required to be suitably increased Stiffeners in lower wing tanks and side tanks (a) The section modulus of members in lower wing tanks or side tanks is not to be less than: C shl 2 cm 3 where: C = 7.80 for vertical side shell frames and vertical bulkhead stiffeners. = 7.41 for side shell longitudinals. = 7.02 for longitudinal stiffeners on bulkhead. h = For side shell members, the distance from the longitudinal or from the middle of vertical members, to the load line, or to a point located 2/3 of the distance from the keel to the bulkhead or freeboard deck, whichever is greater, in m. = For bulkhead stiffeners, the distance from the middle of stiffener to a point located 2/3 of the distance from the top of the tank to the top of the overflow pipe, in m. s = Spacing of the members, in m. l = Unsupported span, in m. (b) The scantling of bilge longitudinals is to be graduated between those required for bottom longitudinals and lowest side shell longitudinals Transverse Webs (a) The section modulus of transverse webs, where fitted, is not to be less than that required by (a) where C is to be taken as 7.11 for webs on side shell, bottom shell and wing tank bulkhead. (b) Transverse webs are to be in line with the solid floors and are to have depths of not less than of span l. In general, the depth is to be not less than twice the depth of the slot.

36 [ PART III ] Paragraph 1.8 has been added as follows: 1.8 Double Side Tanks In general, the double side tanks are to be constructed in accordance with Chapter 3 of Part II for hull girder strength Longitudinal bulkhead plating (a) The thickness of the longitudinal bulkhead plating is not to be less than the value derived from of Part II with the distance h multiplied by K, the material factor, or the value obtained by the following formula, whichever is greater: t Cs Kh 2.5 mm Where: s = Spacing of longitudinal stiffeners, in m. h = Vertical distance from the lower end of the panel under consideration to the upper deck at the centreline, in m. K = Material factor in accordance with 1.5.2(a) of Part II. C = Coefficient given by the following formula, is not to be taken less than 3.2 : = 4.25ab γ a = As given by the following formula: = l l , when s s = l 1.0, When 3.5 s l = Spacing between transverse webs, in m. b = As given by the following formula: = 1.0, when 40 = β, when 40 β 80 = 0.6, when 80 β β = Angle of inclination (degrees) of the bulkhead plating under consideration to the horizontal plane γ = As specified in 1.4.5(a). (b) Where ore cargo or cargoes handled by grabs is to be carried, the thickness of the lower strake of the longitudinal bulkhead is not to be less than the value obtained from the following formula: t grab 0.25 MGR sK 2.5 mm 20 Where: s = Spacing of longitudinals on longitudinal bulkhead, in m. K = Material factor in accordance with 1.5.2(a) of Part II. M GR = Mass of unladen grab, in ton.

37 [ PART III ] Longitudinal bulkhead stiffeners The section modulus of the longitudinal bulkhead stiffeners is not to be less than the value derived from of Part II multiplied by K, the material factor, or the value obtained from the following formula, whichever is greater. Z C1C shl cm Where: s = Spacing of longitudinal stiffeners, in m. h = Vertical distance from the stiffener under consideration to the upper deck at the centreline, in m. l = Bending span between transverse webs, in m. C 1 = Coefficient given in below according to the values of β and γ specified in 1.8.1(a). Angle β C 1 β γ 40 <β 80 ( β) γ β 80 46γ β = Angle of inclination of the bulkhead plating under consideration to the horizontal plane, in degrees γ = As specified in 1.4.5(a). C 2 = Coefficient given by the following formula: = K 24 K K = Material factor in accordance with 1.5.2(a) of Part II. α = Either α 1 or α 2 according to the value of z, = z zb when z zb, f D z = when z z B, f B 1 z z B f B = Ratio of the section modulus of the transverse section of the hull on the basis of mild steel in accordance with Chapter 3 of Part II to the actual section modulus of the transverse section of the hull at the bottom. z = Vertical distance from the top of the keel to the longitudinal under consideration, in m. z B = Vertical distance from top of the keel amidship to the horizontal neutral axis of the transverse section of the hull, in m. z 0 = Vertical distance from the neutral axis to the top of the strength deck beam and the side of the ship or obtained from the following formula, in m, whichever is greater. = X Y B X = Horizontal distance from the top of continuous strength member to the centre line of the ship, in m. Y = Vertical distance from the neutral axis to the top of the continuous strength member, in m. B = Breadth of ship, in m. f D = Ratio of the section modulus of the transverse section of the hull on the basis of mild steel in accordance with Chapter 3 of Part II to the actual section modulus of the transverse section of the hull at the strength deck Horizontal stringers of side tanks The plating thickness of the double side tank's horizontal stringers is to comply with the requirements of Table II 16-1 of Part II.

38 [ PART III ] Paragraph 1.9 has been added as follows: 1.9 Transverse Bulkhead in Cargo Hold Transverse bulkhead in ballast hold The scantlings of the transverse bulkhead in ballast hold is to comply with the requirements specified in 16.2 of Part II. Alternatively, the transverse corrugated bulkhead scantlings may be determined by direct calculations that are to be submitted for review Transverse bulkhead in non-ballast hold In general, the scantlings of the transverse bulkhead in non-ballast hold is to comply with the requirements given in Chapter 14 of Part II with the exception of (b). The section modulus of transverse bulkhead vertical corrugated bulkhead in non-ballast hold is not to be less than the value obtained from following formula. 1000SKhl e Z cm 3 Where: S = Half-pitch length of the corrugation, in m. K = Material factor in accordance with 1.5.2(b) of Part II. h = Vertical distance taken from the mid-effective length l e as specified in Fig. III 1-1, to the upper deck at the centreline, in m. l e = Effective length of stiffening member, in m, and for bulkhead stiffeners, it is to be taken as l, e 1 and e 2, as specified in Fig. III 1-1. e MIN αl; i a i Where: a i and l specified in Fig. III 1-1 α 0 for μ 1.0 α 0.5 and μ 10Z s M 2 1 2μ 2 for μ 1.0 Where: Z s = section modulus, in cm 3, of horizontal section of stool adjacent to deck or tank top over corrugated half-pitch length S. M 2 500Sl 71 ω 1, ω 2 = An end constraint factor, see Fig. III 1-1 δ ts,i ωi MIN 1.0; t 3 m,i Where: t m,i and t s,i are the thickness in mm of the corrugated panel flange and that of the attached stool plating at the considered connection (see Fig. III 1-1), respectively.

39 [ PART III ] K δ ξ ξ MAX 1.0;η tm K η MIN 1.0;, for welded section a 60tm K η MIN 1.0;, for cold form section a Fig. III 1-1 End Connection of Watertight Transverse Bulkhead Transverse bulkhead in cargo hold with iron ore cargo loading in alternate condition In general, the scantlings of the transverse bulkhead in cargo hold with iron ore cargo loading in alternate condition is to comply with the requirements specified in and as applicable, and those in 16.2 of Part II, which the vertical distance h given in is to be substituted by 0.426γh or 0.639h, whichever is greater. Alternatively, the scantlings of the transverse corrugated bulkhead in cargo hold with iron ore loading in alternate condition may be determined by direct calculations that are to be submitted for review Lower strake of transverse bulkhead in cargo hold Where ore cargo or cargoes handled by grab is to be carried, the thickness of lower strake of the transverse bulkhead in hold is not to be less than the value obtained from the following formula: t grab 0.25 MGR sK 2.5 mm 20 Where: s = Spacing of longitudinals on lower strake, in m. K = Material factor in accordance with 1.5.2(a) of Part II. M GR = Mass of unladen grab, in ton.

40 [ PART III ] Paragraph 1.10 & 1.11 have been renumbered as follows: Requirements for the Fitting of a Forecastle Application and definitions These requirements, apply to all bulk carriers, ore carriers and combination carriers, as defined in 2.1.2, Part I of the Rules and this Chapter, which are contracted for construction on or after 1 January Such ships are to be fitted with an enclosed forecastle on the freeboard deck. The required dimensions of the forecastle are defined in The structural arrangements and scantlings of the forecastle are to comply with the relevant requirements of the Rules Dimensions The forecastle is to be located on the freeboard deck with its aft bulkhead fitted in way or aft of the forward bulkhead of the foremost hold, as shown in Fig. III Top of the hatch coaming HB HC HF lf Forward Bulkhead Fig. III 1-12 Forecastle The forecastle height H F above the main deck is to be not less than: - the standard height of a superstructure as specified in the International Convention on Load Line 1966 and its Protocol of 1988, or - H C m, where H C is the height of the forward transverse hatch coaming of cargo hold No.1, whichever is the greater. All points of the aft edge of the forecastle deck are to be located at a distance l F : l F 5 H F H C from the hatch coaming plate in order to apply the reduced loading to the No.1 forward transverse hatch coaming and No.1 hatch cover in applying 1A.7.4(a) and 1A.7.5(b) of Part II. A breakwater is not to be fitted on the forecastle deck with the purpose of protecting the hatch coaming or hatch covers. If fitted for other purposes, it is to be located such that its upper edge at centre line is not less than H B /tan20 o forward of the aft edge of the forecastle deck, where H B is the height of the breakwater above the forecastle (see Fig. III 1-1) If the requirements of hinders hatch cover operation, the aft bulkhead of the forecastlemay be fitted forward of the forward bulkhead of the foremost cargo hold provided theforecastle length is not less than 7% of ship length abaft the forward perpendicular where theship length and forward perpendicular are defined in the International Convention on Load Line 1966 and its Protocol 1988.

41 [ PART III ] Coating Protective coatings of cargo holdsare to comply with the requirements in of Part II.

42 [ PART III ] Chapter 15 Cable Laying Ships or Barges Chapter 15 has been added as follows: Chapter 15 Cable Laying Ships or Barges 15.1 General Application The requirements in this Chapter apply to ships or barges intended for unrestricted service that are primarily engaged in installation, maintenance and repair of underwater telecommunication cables and power transmission cables Classification Ships or barges built in compliance with the requirements of this Chapter are to be assigned the service notation of Cable Laying, e.g. "CR 100 Cable Laying Ship..." or " CR 100 Cable Laying Barge..." The requirements of hull constuction and equipment, machinery installations, piping systems and electrical installations are to be in accordance with Part II, Part IV to Part VIII of the Rules, if applicable. For barges, it is also to comply with requirements specified in Part III Chapter 9 of the Rules Submission of Plans and Data In general, in addition to the plans listed in other Parts of the Rules, the following plans, calculations and particulars are to be submitted Hull plans The following drawings are to be submitted together with the Trim and Stability Booklet for review. (a) General arrangement plan, with outboard profile (b) Capacity plan or table with centers of gravity and free surface values (c) Lines plan (d) Tank Sounding Tables, if not included in the Trim and Stability Booklet. (e) Cross curves of stability, if not included in the Trim and Stability Booklet. (f) List of down-flooding points, including their transverse, longitudinal and vertical locations, used in the calculation of the intact and damage stability criteria. (g) Draft Marks Drawing showing the draft mark details, longitudinal locations of marks fore and aft referenced to the forward and after perpendiculars or to the nearest frames and vertical reference points. Navigational draft marks should be based on the ship's lowest vertical projection.

43 [ PART III ] (h) Intact and damage stability calculations supporting the maximum KG or minimum GM curve Cable laying plans and data for approval (a) Hull structural details related to cable laying (b) Equipment and installations for cable laying (c) Supporting structures for equipment engaged in the cable laying (d) Equipment for station-keeping and maneuvering during cable laying Design analysis The following calculations are to be submitted and documented. (a) Calculations demonstrating the adequacy of the sihp's or barge's stability during all cable laying operations. Also see (b) Calculations demonstrating adequacy of maneuvering power required for the ship or barge to maintain station during cable laying operations. (c) Calculations for the supporting structure in way of all cable laying and cable storing equipment interfaces with the ship or barge structure. (d) Design loads and allowable deflection at each foundation of the cable laying and cable storing equipment Additional information The following items are to be submitted: (a) Arrangement plans showing the locations of all cable laying equipment and control stations. (b) Support arrangement for equipment used in cable laying operations such as cable drum, cable reels; maximum forces are to be stated. (c) Location and support details of the cranes; reaction forces are to be stated. (d) Supporting structures for cable stowed on racks in holds and/or deck; maximum weights are to be stated. (e) Supporting structures for cable drum and reels in holds and/or deck; maximum weights are to be stated. (f) Descriptions of equipment for moving skid frames, substructures, including piping and electrical systems, details of mechanical components, including hold-down devices and applicable strength calculations Supporting systems The following items are to be submitted: (a) Electrical schematics, load analysis, short circuits analysis and coordination study for the ship's electrical systems supplying cable laying.

44 [ PART III ] (b) Piping schematics and calculations for the ship's piping systems supplying cable laying systems. (c) Arrangement and details of communication systems between the ship and cable laying systems Operation manual for ships or barges For cable laying ships or barges, an operation manual is to be furnished to provide guidance on at least the following items. (a) Means of identifying that the Manual is for the subject ship or barge, including principle particulars of the ship or barge. (b) Loading conditions on which the design of the ship or barge has been based. (c) There should also be evidence of approved loading and stability conditions on board. These should preferably be included in the operation manual. If they form a separate document, they should be referenced in the operation manual. (d) Maximum approved lifting capacity and load charts of all cranes onboard. (e) Service limitations, any scope of operations and/or operational limits, as applicable. (f) Position and application of watertight and weathertight (doors, hatches etc.) closing appliances necessary to meet the Load Line assignment or watertight integrity. (g) Identification of doors and hatches to be kept closed at sea. (h) Location of lifesaving appliances Location of emergency escapes (j) Anchoring and/or mooring procedures (k) From the aspect of the Administration, depending on the Administration to which the ship or barge is flagged, there will also be a need for other items to be included such as a safety plan, firefighting procedures, means of escape, evacuation procedures, operation of life saving appliances, and requirements for safe operation of the ship or barge Seakeeping for Cable Laying Stability (a) Stability of cable laying ships or barges In evaluating the loading conditions for cable laying ships or barges, the following loads are to be included: (1) The overturning moments due to environmental and operational loads on the cable laying devices are to be included. When the cable laying device is movable from stowage to operating condition, the full range of laying device positions is to be considered in order to investigate the most critical scenarios.

45 [ PART III ] (2) The effect of the cable drum and reels in the stability analysis is to be assessed for each operating condition. (3) If the ship is fitted with or carries open cargo bins on the deck that may accumulate water, either effective means to drain water from these spaces shall be provided or an appropriate free surface correction applied. (4) Carriage of cable as deck cargo Where cables are carried on deck, a quantity of trapped water equal to a certain percentage of the net volume of the deck cargo should be assumed in and around the cables. The net volume is to be taken as the internal volume of the cables, plus the volume between the cables. This percentage is to be 30% if the freeboard amidships is equal to or less than 0.015L and 10% if the free board amidships is equal to or greater than 0.03L. For intermediate values of the freeboard amidships, the percentage is to be obtained by linear interpolation. In assessing the quantity of trapped water, the positive or negative sheer aft, actual trim and area of operation may be taken into account. Where cable is stored on decks located above the freeboard deck, the distance from the freeboard deck to the storage deck is to be added to the freeboard in the above calculation to determine the amount of trapped water. (5) Where large and heavy equipment or structures are intended to be stowed on deck, the estimated weight and height of the center of gravity in the worst possible scenario are to be considered in the stability analysis. (b) Cable laying ships equipped with lifting devices in addition to the cable laying device(s) are to comply with Appendix 2 of this Part Station keeping Cable laying ships or barges are to be capable of maintaining their positions safely during cable laying operations. The means to maintain position may be a mooring system with anchors or a dynamic positioning system. (a) Station keeping with anchors and cables Position mooring with anchors, cables and mooring winches when used to maintain the ship's position during cable laying operations, are to comply with the requirements for the symbol POME or POMS (see 13.4 of this Part). Safety precautions are to be considered to prevent damaging seabed equipment and installations by anchor deployment, recovery and station keeping. (b) Dynamic Positioning System Dynamic positioning systems, when used to maintain the ship's position during cable laying operations, are to comply with the requirements of Part IV Chapter 10 of the Rules for the class notation DPS-N Loading conditions Loading conditions covering departure and arrival in full load as well as ballast conditions, along with anticipated operational or intermediate conditions at site are to be included in the Trim and Stability Booklet of the ship Design and Arrangements of Ships or Barges General The weather conditions for cable laying operations are to be clearly defined prior to the beginning of the project. Design parameters of the intended operating and abandonment swell heights, together with associated wind, current speeds and cable pull, are to be used for calculation of the ship's or barge's motions and associated structural loads for the cable laying equipment and its interface with the ship structure. The working deck is to be strengthened for the specified design loads and an allowance for corrosion, wear and tear is recommended. Uniform deck loadings are to be specified.

46 [ PART III ] The working deck, as far as possible, is to be kept clear of engine room intakes and exhausts. Obstructions from tank vents are to be minimized Cranes Cranes fitted on the ship are to be certified by the Society and are to comply with requirements in the Rules for the Construction and Classification of Cargo Gears (hereinafter referred to as the Cargo Gears Rules) Supporting structure design loads (a) Lifting loads Maximum expected operational loads are to be applied for calculating scantlings of supporting structure of cable laying equipment and cranes. Crane working loads are to consider a dynamic factor according to the Cargo Gears Rules or one specified by the crane manufacturer, if that is greater. (b) Other loads Ship structures supporting heavy components of cable laying equipment such as cable drums, reels, and cranes are to be designed considering acceleration loads given below. Acceleration loads need not be combined with normal cable laying or lifting operation loads of cable laying equipment and deck cranes. P v x L W 70 P P 0.5W L T Where: P v P L P T = Vertical force, in kn. = Longitudinal force, in kn. = Transverse force, in kn. L = Length as defined in of Part II of the Rules, in m. W = Supported weight, in kn. The value of "x" is dependent on the location of the center of gravity of the specific equipment and is to be taken as that given in the table below. The value of "x" at intermediate locations is to be determined by interpolation. L is to be measured from AP to forward. AP & aft of AP 0.1L 0.2L 0.3L~0.6L 0.7L 0.8L 0.9L FP & forward x= Alternatively, accelerations derived from other recognized standards or direct calculations, model tests considering the most serve environmental conditions the ship is expected to encounter may be considered. The hull structure supporting the stinger is to be strengthened for the maximum design load (also see ). (c) Allowable stresses Scantlings of structure supporting cable laying equipment and cranes are to be based on the permissible stresses given below: Normal Stress = 0.7Y Shear Stress = 0.4Y Equivalent stress = 0.8Y Where Y is the specified minimum tensile yield strength or yield point.

47 [ PART III ] Where finite element analysis is used for evaluating the response of supporting structure to design loads in this section, structures supporting cable laying equipment and cranes are to be accepted by the Society Cable Laying Equipment and Systems General Unless requested by the owner and exceptions specified in , equipment and systems used solely for cable laying operations are in general not subject to Classification by the Society, provided they are designed and constructed in compliance with an applicable recognized standard. The recognized standard used in design of cable laying equipment and systems is to be specified by designer and accepted by the Society. A manufacturer's affidavit or other acceptable documentation to verify compliance with applicable recognized standards is to be submitted to the Society. Their installations and onboard testing are to be supervised in the aspects of operational safety as to reduce to a minimum any danger to persons on board and marine pollution, due regard to be paid to moving parts, hot surfaces and other hazards. Considerations are to be given to the consequences of the failure of systems and equipment essential to the safety of the ship Cable laying systems arrangement (a) Control system A central control station is to be provided for controlling or coordinating the operations of the cable laying equipment. The central control station is to be located at a position that allows the operating personnel to have a clear view of the cable departure location and to provide an overview of all systems and activities associated with the cable laying operations. (b) Communications The cable laying central control station and the ship or barge station keeping control station are to be linked by a hard-wired communication system and a manually operated alarm system. Means of communications are to be provided between the central control station and the local control stations for the cable laying equipment Cable laying equipment and systems (a) Cable drums, reels, deployment sheaves and support structure Cable drums and reels are to be designed, constructed and installed in accordance with a recognized standard. Cable drum, reel and deployment sheave support structure including the reinforcements for the hull are to be designed to adequately resist the load effects of pipes, risers or reels imposed on the supports in the severe storm, normal operating and transit conditions with the allowable stresses defined in (c). Considerations should also be given to the unit in damaged conditions, where the cable reel support structure are to withstand the load effects caused by the trim and heel of the ship with the allowable stresses defined in (c) Offshore Construction Supporting Equipment (a) Dynamic tracking system Where the dynamic tracking system for the laid cables interfaces with ship's or barge's data and control networks, provision is to be made to ensure that the operation or reliability of the ship's systems are not degraded.

48 [ PART III ] 15.6 Tests, Trials, and Surveys General Installation of the cable laying equipment and systems on cable laying ships or barges is to be to the satisfaction of the attending Surveyor. Upon installation, functional integration tests of the cable laying systems on board to the extent and as per the method agreed are to be carried out to the satisfaction of the attending Surveyor. Position mooring equipment is to be tested in accordance with the specifications of the owner and in the presence of a Surveyor. Dynamic positioning system is to be tested in accordance with Chapter 10 of Part IV of the Rules.

49 [ PART III ] Appendix 2 Intact Stability Requirements for Ships Equipped with Heavy Lift Appliances Appendix 2 has been added as follows: Appendix 2 Intact Stability Requirements for Ships Equipped with Heavy Lift Appliances A2.1 Stability Information A2.1.1 Application This appendix applies to each ship equipped with heavy lift appliances for cargo or other objects and that has a maximum heeling moment due to hook load greater than or equal to the following. Heeling moment 0.67 GM F B Where: = displacement of the ship with the hook load included, in metric tons GM = metacentric height with hook load included, in meters F = freeboard to the deck edge amidships, in meters B = beam, in meters A2.1.2 Definition (a) Hook load means the weight of the object lifted by the crane. (b) Load radius means the distance illustrated in Fig. III A2-1 (c) Crane heeling moment is the maximum heeling moment developed by multiplying the weight of the hook load and boom by the horizontal distance from ship's centerline to the hook load and boom center of gravity, considering the full range of crane elevations and weights. The resulting heeling moment is to be converted to a heeling arm at zero degrees by dividing it by the ship displacement. The heeling arm is to be assumed constant for all heel angles. (d) Equilibrium heel angle is the angle of heel under the combined effects of the hook load, counter-ballasting and a beam wind.

50 [ PART III ] Centerline Load Radius Fig. III A2-1 Load Radius A2.2 Intact Stability Requirements for Ships Equipped to Lift A2.2.1 Counter-ballasted and Non-counter-ballasted Ships (a) Each ship that is equipped to lift is to comply, by design calculations, with this section under the following conditions: (iii) Either for each loading condition and pre-lift condition, or the range of conditions, including pre-lift conditions, delineated by the lifting operations guidelines contained in the trim and stability booklet; Crane heeling moment, and The effect of beam wind on the projected area of the ship (including deck cargo) should be evaluated for 25.7 m/s wind speed. Should a lesser wind speed be used, that wind speed shall be listed in the trim and stability booklet as an operational restriction during lifting operations. The wind heeling moment shall be calculated as: P A H N-m Where: P = Wind pressure, calculated as per below. A = Projected lateral area, in square meters, of all exposed surfaces (including deck cargo), in the upright condition. H = Vertical distance, in meters, from the center of A to the center of the underwater lateral area or approximately to the one-half draft point. This wind heeling moment is to remain constant for all heel angles.

51 [ PART III ] 2 k P fv C C N/m 2 h s Where: f = V k = Wind velocity in m/s C s = 1.0, shape coefficient C h = height coefficient from Table III A2-1 Table III A2-1 Values of C h H (m) C h 0.0 ~ ~ ~ ~ ~ ~ and above 1.48 (b) Each ship is to have a righting arm curve with the following characteristics: (iii) The area under the righting arm curve from the equilibrium heel angle (based upon the wind heeling moment) up to the smallest of the following angles must be at least meter-radians: (1) The second intercept (2) The downflooding angle (3) 40 degrees The lowest portion of the weather deck and downflooding point should not be submerged at the equilibrium heel angle. The heeling angle based on the crane heeling moment and effect of the beam wind shall not exceed the maximum heel angle from the crane manufacturer. The righting arm curve is to be corrected for the increase in the vertical center of gravity due to the lifting operation. (The increase in the VCG is due to the boom being in the elevated position, and the hook load acting at the elevated end of the boom.). A2.2.2 Additional Intact Stability Standards Counter-ballasted Ships The following recommended criteria are based on crane operations taking place in favorable weather conditions. The analysis should be carried out for the counter-ballast case when the ship is floating with a heel and trim not exceeding the maximum cross angle. The maximum cross angle is the angle corresponding to the crane operational restrictions. The righting arm curve is to be corrected for the increase in the vertical center of gravity due to the load. (The increase in the VCG is due to the boom being in the elevated position, and the hook load acting at the elevated end of the boom.). (a) For any condition of loading and crane heeling moment, the first intercept of the heeling arm curve with the righting arm curve (equilibrium point) is to occur prior to submergence of the deck edge. The following requirements are also to be met, with the ship at the maximum allowable vertical center of gravity, to provide adequate stability in case of sudden loss of crane load. (b) The residual area (area A 1 in Fig. III A2-2) between the first intercept and the angle of downflooding or the second intercept, whichever occurs first, is not to be less than 30% in excess of area A 2 in Fig. III A2-2.

52 [ PART III ] (c) The angle of the first intercept between the righting lever curve after loss of crane load and the maximum permissible counter ballast lever curve is not to exceed 15 (angle of equilibrium after loss of crane load). GZ(1) = Righting moment curve at the displacement corresponding to the vessel without hook load. GZ(2) = Righting moment curve at the displacement corresponding to the vessel with hook load. HM(1) = Heeling moment curve due to the heeling moment of the counter-ballast at the displacement without hook load. HM(2) = Heeling moment curve due to the combined heeling moments of the hook load and the counterballast at the displacement with hook load. θ f = Limit of area integration to the downflooding angle or second intercept on the counter-ballasted side of the vessel. θ c = Limit of area integration to the angle of static equilibrium due to the combined hook load and counter-ballast heeling moment. Fig. III A2-2 Criteria after Accidental Loss of Crane Load

53 [ PART IV ] AMENDMENT TO "THE RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017" PART IV MACHINERY INSTALLATIONS CONSTRUCTION AND SHAFTING

54 [ PART IV ] List of major changes in Part IV from 2017 edition 1.3 Revised Revised

55 [ PART IV ] Rules for the construction and classification of steel ships 2017 have been partly amended as follows: Chapter 1 General Paragraph 1.3 has been amended as follows: 1.3 Essential Service Auxiliaries Auxiliaries include their prime movers and controllers which are necessary for the safety of life and for the safety or operation of the ship at sea: Bilge pumps (including pumps for oily bilge separator use). Ballast pumps. Fire pumps. Steering gear. Athwartship thrust units. Windlasses. Mooring winches or capstans. Hydraulic appliances (for windlasses and mooring machineries). Ventilating fans (for machinery spaces). Electric generators (for emergency source of power). Machineries and equipment of venting, purging, gas freeing and ventilation systems (for tankers). Machinery and boiler control equipment. Incinerator. Other auxiliaries deemed as an essential by the Society Other auxiliaries deemed as an essential by the Society.

56 [ PART IV ] Chapter 3 Diesel Engines Paragraph has been amended as follows: Programme for Shipboard trials (dock and sea trials) After the conclusion of the running-in programme, prescribed by the engine manufacturer, engines are to undergo the trials as specified below: (a) Scope of sea trials (iii) (iv) Main propulsion engines driving fixed propellers (1) At rated engine speed n o: at least 2 hours. (2) At engine speed n = n o : 30 minutes. (3) At minimum on-load speed. (4) Starting and reversing maneuvers. (5) In reverse direction of propeller rotation during the dock or sea trials at a minimum engine speed of n = 0.7 n o : 10 minutes. (6) Monitoring, alarm and safety systems. Main propulsion engines driving controllable pitch propellers or reversing gears Controllable pitch propellers are to be tested with various propeller pitches. Main engines driving generators for propulsion The tests to be performed at rated speed with a constant governor setting under conditions of: (1) 100% power (rated power): at least 2 hours. (2) 110% power: 30 minutes. (3) In reverse direction of propeller rotation during the dock or sea trials at a minimum speed of 70% of the nominal propeller speed: 10 minutes (4) Starting maneuvers. (5) Monitoring, alarm and safety systems. Note: Tests are to be based on the rated electrical powers of the driven generators. Engines driving auxiliaries Engines driving generators or important auxiliaries are to be subjected to an operational test for at least 2 hours. During the test, the set concerned is required to operate at its rated power for an extended period. It is to be demonstrated that the engine is capable of supplying 100% of its rated power, and in the case of shipboard generating sets account is to be taken of the times needed to actuate the generator s overload protection system. (v) The suitability of engine burn residual or other special fuels is to be demonstrated, if machinery installation is arranged to burn such fuels. (b) In addition the scope of the trials may be expanded in consideration of the special operating conditions, such as towing, trawling etc.

57 [ PART VI ] AMENDMENT TO "THE RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017" PART VI PIPING AND PUMPING SYSTEMS

58 [ PART IV ] List of major changes in Part VI from 2017 edition Revised New New

59 [ PART VI ] Rules for the construction and classification of steel ships 2017 have been partly amended as follows: Chapter 4 Machinery Piping Systems Paragraph has been amended as follows: Hydraulic system for essential services for steering gear Unless otherwise specified, the requirements in apply to all hydraulic sysems intended for essential services in accordance with Part IV 1.3 of the Rules. (a) The hydraulic piping system is to be so arranged that the transfer between power units can be readily effected. (h) Hydraulic power installations are to include at least two power units so designed that the services supplied by the hydraulic power installation can operate simultaneously with one power unit out of service. A reduction of the performance may be accepted. Low power hydraulic installations not supplying essential services may be fitted with a single power unit, provided that alternative means, such as a hand pump, are available on board. Hydraulic fluids are to have a flashpoint not lower than 150 C and be suitable for intended purpose under all operating service conditions. The hydraulic oil is to be replaced in accordance with the specification of the manufacturer. (j) Means for filtration and cooling of the fluid shall be incorporated in the system where found necessary. (k) Accumulators, if fitted, the hydraulic side of the accumulators which can be isolated is to be provided with a relief valve or another device offering equivalent protection in case of overpressure. (l) Where applicable, requirments for the prime mover and pump of the power unit are to be in accordance with Part VII, Chapter 1, Chapter 4 and 9 as well as Part IV, Chapter 4. (m) Where applicable, requirments for the hydraulic cylinders are to be in accordance with Part IV, Chapter 4.

60 [ PART VI ] Paragraph has been added as follows: Additional requirements for hydraulic system The following inspections are to be carried out to the satisfaction of the Surveyors at shop: (a) examination of safety valve, relief valves, etc.; (b) examination of adjusting valves, such as speed control valves; and (c) proper functioning of equipment, such as control system, safety devices, monitoring system, and shutdowns, including the requirements of 4.5.5(g) as deemed appropriate by the Society. Paragraph has been added as follows: Additional requirements for hydraulic system The following inspections are to be carried out to the satisfaction of the Surveyors: (a) location of hydraulic system and countermeasures against leakage are to be checked in accordance with 4.5.1(h); (b) running test, including control system, safety devices, monitoring system, shutdowns and the requirements of 4.5.5(g); and (c) relevant electrical tests or inspections in accordance with Part VII of the Rules.

61 [ PART VII ] AMENDMENT TO "THE RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017" PART VII ELECTRICAL INSTALLATIONS

62 [ PART VII ] List of major changes in Part VII from 2017 edition 1.2.2(f) New Revised (b) Revised 2.4 Revised 2.5.7(a) Revised Revised 3.8 Revised Revised 4.2.4(f) New 5.8 Revised 6.1~6.3 Revised 7.4 Deleted 7.5 Revised & Renumbered Revised Revised Revised Revised Chapter 18 New Fig. VII 8-1 New Table VII 8-1 Revised

63 [ PART VII ] Rules for the construction and classification of steel ships 2017 have been partly amended as follows: Chapter 1 System Design of Distribution and Circuit Protection Paragraph 1.2.2(f) has been added as follows: The shipbuilder is to submit the following specification and data for approval before the work commences: (f) Maintenance schedule of battieries Paragraph has been amended as follows: Transformers are to be inspected in the presence of the Surveyor at the plant of the manufacturer in accrodance with 7.4 and 7.5 of Chapter 7 in this Part. Chapter 2 System Design of Distribution and Circuit Protection Paragraph (b) has been amended as follows: Remote stopping of ventilating fans and pumps (b) The motors for the fuel oil burning pumps, fuel oil transfer pumps, fuel valve cooling oil pumps, thermal oil circulating pumps, lubricating oil service pumps, or other similar pumps, fuel oil purifiers, cargo oil pumps and forced and induced draught fans are to be capable of being stopped from an easily accessible position outside the space being served. This position is not to be readily cut off in the event of a fire in the space served.

64 [ PART VII ] Paragraph 2.4 has been amended as follows: 2.4 Navigation Lights Navigation Light means the following lights: (a) masthead light, sidelights, sternlight, towing light, all-round light, flashing light as defined in Rule 21 of COLREGs; (b) all-round flashing yellow light required for air-cushion vessels by Rule 23 of COLREGs; and (c) manoeuvring light required by Rule 34(b) of COLREGs Navigation lights are to be connected separately to a special distribution board which is not to supply any other group. This distribution board is to be placed in an accessible position to the officers of the watch The navigation distribution board is to be provided with a change over switch making it possible to obtain supply for this board from the ship's main and emergency sources of electrical power, and each navigation light is to be protected by a fuse switch on each insulated pole fitted on the distribution board Each navigation light is to be provided with an automatic indicator giving audible and visible warning in the event of extinction of the light. This requirement may be modified for tugs, trawlers of fishing and small ships. Paragraph 2.5.7(a) has been amended as follows: A general emergency alarm system complying with the requirement of following is to be provided to summon passenger and crew to muster stations and initiate the actions included in the muster list. The system is to be supplemented by either a public address system in accordance with or other suitable means of communication. Any entertainment sound system is to be automatically turned off when the general emergency alarm is activated. (a) The general emergency alarm system is to be capable of sounding the general emergency alarm signal consisting of seven or more short blasts followed by one long blast on the ship s whistle or siren and additionally on an electrically operated bell or klaxon or other equivalent warning system, which is to be powered from the ship s main supply and the emergency source of electrical power required by 11.3 or The supply is to be provided by separate feeders reserved soley for that purpose. The system is to be capable of operation from the navigation bridge and, except for the ship s whistle, also from other strategic points. The system is to be audible throughout all the accommodation and normal crew working spaces. The alarm is to continue to function after it has been triggered until it is manually turned off or is temporarily interrupted by a message on the public address system.

65 [ PART VII ] Paragraph has been amended as follows: A public address system is to be provided to supplement the general emergency alarm required by 2.5.7, unless other suitable means of communication is provided. tthe public address system is to comply with the following: (a) The system is to be a loud speaker installation enabling the broadcast of messages to all spaces where crew members or passengers, or both, are normally present and to muster stations. The system is to provide for the broadcast of messages from the navigation bridge and other places on board as may be required by the Society, with an override function so that all emergency messages may be broadcast if any loudspeaker in the spaces concerned has been turned off, its volume has been turned down or the public address system is in used for other purpose. The system is to be installed with regard to acoustically marginal conditions and is not to require any action from the addressee. The system is to be protected against unauthorized use. (b) With the ship underway in normal conditions, the minimum sound pressure levels for broadcasting emergency announcements in interior spaces are to be 75 db(a) and at least 20 db(a) above the corresponding speech interference level; and in exterior spaces are to be 80 db(a) and at least 15 db(a) above the corresponding speech interference level. (c) The system is to be connected to the emergency source of power. (d) Where a single system for both public address and general emergency alarm functions, the system is to be arranged so that single failure is not to cause the loss of both systems and is to minimize the effect of a single failure. The major system components, such as power supply unit, amplifier, alarm tone generator,etc.,are to be duplicated. Power supply is to comply with 2.5.7(a) For cargo ships, the coverage provided by the arrangement of the system loops and speakers is to be such that after a single failure, the announcements and alarms are still audible in all spaces. Duplication of system loops and speakers in each room or space is not required provided the announcements and alarms are still audible in all spaces. For passenger ships, a single system serving for both public address and general emergency alarm functions would still be required to have at least two loops sufficiently separated throughout their length with two separate and independent amplifiers.

66 [ PART VII ] Chapter 3 Generators Paragraph 3.8 has been amended as follows: 3.8 Testing and Inspection Temperature rise test (a) The temperature rise of a generator of continuous rating of is to be determined by a run at full load for a duration until a final steady temperature has been reached. The maximum permissible temperature rise of a generator is not to exceed the limit given in Table VII 3-2. (b) Where the ambient temperature has been assured to be in excess of the standard ambient temperature the temperature rise is to be reduced according to of this Part. (c) The temperature rise test required by 3.8.1(a) for generators which are produced in series and identical to their type tested prototype unit may be omitted from the second unit onward subject to the Society's permission. The propulsion machines will be specially considered Insulation resistance test Immediately after the high voltage tests, the insulation resistance of a generator is to be measured using a direct current insulation tester between: (a) all current carrying parts connected together and earthed; (b) all current carrying parts of different polarity or phase, where both ends of each polarity or phase are individually accessible. The minimum values of test voltage and insulation resistance are given in the table below; the temperature at which the insulation resistance is measured is to be near the operating temperature, or an appropriate method of calculation may be used: Rated voltage Un(V) Un < Un 1,000 1,000 < Un 7,200 7,200<Un 15,000 Min. test voltage (V) 2 x Un 500 1,000 5,000 Min. insulation resistance (M ) 1 1 (Un/1,000) + 1 (Un/1,000) High voltage test (a) The dielectric strength of the insulation of a generator is to be tested by an A.C. voltage of practically sine wave form applied between the terminal and the frame of the machine which has been completely assembled in a state of normal working condition for a period of 1 minute. The winding which is not under test is to be connected to the ground. (b) The standard testing voltage is to be as given in Table VII 3-3. The frequency of the testing voltage is to be 25 to 100 Hz.

67 [ PART VII ] (c) In case of a repaired generator the above dielectric test high voltage test is to be carried out using a test voltage equal to 75% of the value specified in Table VII Generators are to comply with the requirements in or 3.5.2, and by conducting the voltage regulation test. The voltage regulation during transient conditions required by may be based on calculation values subject to the Society's permission for each generators which are produced in series and are identical to their prototype unit which has been type tested Generators operated in parallel are to comply with the requirements in or and by conducting the parallel operation test Short circuit test The short circuit tests of generators are to be carried out in accordance with 3.7. However, this short circuit test may be omitted subject to the Society's permission for each generators which are produced in series and are identical to their type tested prototype unit Other tests (a) A.C. generators are to be capable of carrying a momentary overload of 50% in current for 2 minutes, D.C. generator are to be capable of carrying a momentary overload of 50% in current for 15 seconds without injury. The test is to be carried out immediately after the temperature rise test as mentioned in of this Part, and the voltage, revolutions and frequency of the generators are to be maintained as near the rated values as possible. (b) Generators are to be capable of withstanding overspeed for two minutes according to the following requirements: Turbine driven Diesel driven All others 115% of rated speed 120% of rated speed 125% of rated speed (c) The commutation of the generator is to be clear of any objectionable sparking when running from no load to full load. This examination is preferably to be carried out at the conclusion of the temperature rise test. (d) Performance test of the generator is to be carried out after the machine has been installed on ship in accordance with of this Part. (d) Generators are to be operated at no load and rated speed while being supplied at rated voltage and frequency. During the running test, the vibration of the machine and operation of the bearing lubrication system, if appropriate, are to be checked.

68 [ PART VII ] Chapter 4 Motors Paragraph has been added as follows: High voltage test The dielectric strength of the insulation of motors is to be tested in accordance with the requirements set forth in of this Part. Paragraph 4.2.4(f) has been added as follows: Other tests (f) No load test No load test of motors is to be carried out in accordance with 3.8.6(d). Chapter 5 Switchboards and Mounted Equipment Paragraph 5.8 has been amended as follows: 5.8 Testing and Inspection The temperature rise of the switchboard equipment and bus bar under rated current, rated voltage and rated duty operation is to be ascertained that they are not to exceed the values as specified in Table VII 5-1 and of this Part. However, the temperature rise test for switchboards which are produced in series and identical to their type tested prototype unit may be omitted from the second unit onwards subject to the Society's permission. The propulsion machines will be specially considered The dielectric strength of switchboards is to be tested by continuous application of 50 or 60 Hertz alternating sine wave e.m.f. between all current carrying parts and earthed frame, and between current carrying parts of opposite polarity or phase according to the requirements as shown in Table VII Immediately after completion of the dielectric strength high voltage test, the insulation resistance of switchboards between current carrying parts of each polarity and earth, and between current carrying parts of opposite polarity or phase is to be not less than 1 megohm when tested with D.C. voltage of approximately 500V tester. The test may be made with circuit breakers and switches connected to the outgoing circuit in open position and the fuse link for the pilot lamp, earth lamp, voltmeter, etc. removed. Voltage coils normally connected to bus bars may be temporarily disconnected while the test between poles is being made Functions of instruments, circuit-breakers, switchgears, etc. on switchboards are to be confirmed normal.

69 Table VII 5-1 Limits of Temperature Rise of Electrical Appliances for Switchboard (Based on ambient temperature 45 C) [ PART VII ] Coils Contact pieces Metallic resistors Limit of temperature rise Items and part ( C) Thermometer method Resistance method Class A insulation Class E insulation Class B insulation Bare windings of single layer 75 Mass form Copper or Copper alloy 40 Silver or Silver alloy 70 Multilayer form Copper or Copper alloy 25 Knife form Copper or Copper alloy 25 Terminals for external cables 45 Moulded-case type 245 Those other than For continuous service 295 Moulded-case type For intermittent service 345 Exhaust(approx. 25 mm above the exhaust port 170 Table VII 5-1 Limits of Temperature Rise of Electrical Appliances for Switchboard (Based on ambient temperature 45 C) Items and part Limit of temperature rise ( C) Class A insulation 45 Class E insulation 60 Coils Class B insulation 75 Class F insulation 95 Class H insulation 120 Contact pieces Copper or Copper alloys 40 Mass form Silver or Silver alloys 70 Multilayer form Copper or Copper alloys 25 Knife form Copper or Copper alloys 25 Terminals for external cables 45 Moulded-case types 245 Metallic resistors Those other than For continuous service 295 Moulded-case type For intermittent service 345 Exhaust (approx. 25 mm above the exhaust ports) 170

70 [ PART VII ] Table VII 5-2 Dielectric Strength High voltage Test of Switchboards Rated voltage (V) Testing voltage (V) Un < Un < Un 300 2, < Un 690 2, < Un 800 3, < Un 1,000 3,500 1,000 < Un 1,500 3,500 ( DC only ) Testing period (s) 60 Chapter 6 Batteries Paragraph 6.1~6.3 has been amended as follows: 6.1 General Construction and Arrangement The requirements of this chapter are applicable to batteries which emit hydrogen while in use. Design, installation method, operational hazards of other types of batteries are to be submitted for consideration. Batteries used for power, lighting or internal communication are to be so constructed as to prevent spilling of the electrolyte due to the motion of the ship to the surrounding objects and to be installed permanently in adequately ventilated spaces not subjected to the extremes of temperature Batteries are not to be placed in sleeping quarters Lead type batteries and alkaline type batteries are not to be placed in the same compartment Large Batteries connected to a charging device with a power output of more than 2 kw, calculated from maximum obtainable charging current and the nominal voltage of the battery, are to be installed in a compartment assigned to them only, or in an adequately ventilated suitable box on open deck. A box on deck would meet this requirement if adequately ventilated and provided with means to prevent ingress of water Batteries connected to a charging device with a power output within the range 0.2 kw to 2 kw, calculated from maximum obtainable charging current and the nominal voltage of the battery, are to be installed in locations in accordance with or, alternatively, within a well ventilated machinery, or similar space Batteries connected to a charging device with a power output of less than 0.2 kw, calculated from maximum obtainable charging current and the nominal voltage of the battery, are to be installed in locations in accordance with and or, alternately, in open position or in a battery box in any suitable space Engine starting batteries are to be located as close as practicable to the engine(s) served. If such batteries cannot be accommodated in the battery compartment, they are to be installed so that adequate ventilation is ensured.

71 [ PART VII ] Battery compartments are to be ventilated by an independent ventilating system Natural ventilation may be employed if ducts can be run directly from the top of the compartment to the open air with no part of the duct more than 45 from the vertical. If natural ventilation is impracticable, mechanical ventilation is to be provided. Interior surfaces of ducts and fans are to be painted with corrosion-resistant paint. Fan motors are not to be located in the air stream. Ventilating fans are to be so constructed and to be of such a material as to render sparking impossible in the event of the impeller touching the fan casing Every battery is to be so arranged that each cell is readily accessible for replacing, inspection, testing, replenishing and cleaning Switches, fuses and other electrical equipment liable to cause an arc are not normally be installed in battery compartments. Where such equipment is necessary for operational reasons, the equipment is to be certified for group IIC gases and temperature Class T1 in accordance with IEC Publication 60079: Electrical apparatus for explosive gas atmospheres, or an acceptable and relevant National Standard The exposed metal in the space or compartment used for the storage of batteries such as shelf, vent fan and duct (if used) is to be protected with corrosion resistance paint. The deck, shelf, locker or box where acid batteries are placed is to have a watertight lining of lead sheet of 1.6 mm thick and not less than 100 mm deep at all sides. For alkaline batteries the shelf is to be similarly lined with steel, not less than 0.8 mm thick Maintenance of batteries Where batteries are intended for essential, emergency, transitional sources of power specifies in Chapter 11, a maintenance schedule of these batteries is to be provided and maintained. The shipbuilder or manufacturer is to submit the maintenance schedule before work commences. The schedule is to contain information as follows: (a) Type and manufacturer's type designation (b) Voltage and ampere-hour rating (c) Location (d) Maintenance procedure (e) Maintenance/replacement cycle date (f) Date(s) of last maintenance and/or replacement (g) Equipment and/or system(s) served (h) For replacement batterries in storage, the date of manufacture and shelf life Note: Shelf life is the duration of storage under specified conditions at the end of which a battery retains the ability to give a specified performance Procedures of battery maintenance are to put in place to ensure that, where batteries are replaced, they are of an equipvalent performance type. Details of the schedule and of the procedures are to be included in the ship's safety management system and to be integrated into the ship's operational maintenance routine, as appropriate, to be verified by the Surveyor.

72 [ PART VII ] 6.2 Battery charging and discharging Facilities Battery charging and discharging facilities intended for essential, emergency, transitional sources of power specifies in Chapter 11, are to comply with the requirement of this chapter Suitable means, including ammeters and voltmeters, are to be provided for controlling the current with which batteries are to be charged and to protect against accidental discharge into the charging circuit. Fuses may be used for the protection of emergency lighting batteries instead of circuit breakers up to and including 400 A rating Where a battery is connected for floating service or where it is used for supplying power whilst it is being charged, the maximum battery voltage is not to exceed the permissible voltage of any of the connected appliances Where a low-voltage battery is connected for floating service, all connected apparatus are to be capable of withstanding the line voltage to earth and a device is to be provided for preventing excessively high voltages in the battery circuit The charging equipment, except rectifiers, for all batteries with a voltage more than 20% of the line voltage is to provide automatic protection against reversal of current The charging equipment is to be such that a completely discharged battery can be completely charged within 10 hours unless a shorter time is necessary. The maximum permissible current must not be exceeded during charging. 6.3 Testing and Inspection High voltage test The dielectric strength of the insulation of the battery charging and discharging facilities is to be in accordance with the requirements set forth in Insulation resistance test The insulation resistance of the battery charging and discharging facilities is to be in accordance with the requirements set forth in Temperature rise test The temperature rise test of the battery charging and discharging facility to be carried out in accordance with the requirements set forth in Operational test The functions of the battery charging and discharging facilities are to be carried out but not limited to the testing of protective devices, current and voltage regulation, quick charge, slow charge, float charge, equalize charge, alarms, and earth lamps.

73 [ PART VII ] Chapter 7 Transformers Paragraph 7.4~7.5 has been amended as follows: 7.4 Temperature Rise Test The maximum permissible temperature rise at the continuous maximum rating is not to exceed the limit given in Table VII 7-1. The reference ambient temperature is based on temperature of cooling fluid equal to 45 C for air Other Tests Testing and Inspection Every transformer while in service is to be capable of withstanding short circuit without injury at normal working voltage for the time period given in Table VII 7-2. Transformers having an impedance voltage less than 4% are to be capable of withstanding, under service condition, 25 times normal full load current for 2 seconds. These are to be conducted as a type test The maximum permissible temperature rise at the continuous maximum rating is not to exceed the limit given in Table VII 7-1. The reference ambient temperature is based on temperature of cooling fluid equal to 45 C for air. However, the temperature rise test required for transformers which are produced in series and identical to their type tested prototype unit may be omitted from the second unit onward subject to the Society's permission The voltage regulation test is to be carried out in accordance with 7.3. However, it may be permissible to obtain such information from calculations The high voltage test is to be carried out immediately after the temperature rise test, by the continuous application for 1 minute of alternating voltage specified in Table VII 7-3 and under the frequency of 50 to 60 Hz. (a) The test voltage as given in Table VII 7-3 is to be applied between the primary winding under test and the secondary winding and core all connected to earth. (b) The test voltage as given in Table VII 7-3 is to be applied between the secondary winding under test and the primary winding and core all connected to earth The insulation resistance of a new, clean dry transformer shall be measured immediately after the temperature rise test, when such is required, and the high voltage test has been carried out. Test voltage and minimum insulation resistance is given in Table VII 7-4. The test shall be carried out between: (a) all current carrying parts, connected together, and earth (b) all current carrying parts of different polarity or phase, where both ends of each polarity or phase are individually accessible A test voltage is to be applied to a winding of a transformer at approximately twice the rated frequency for a duration of 60 seconds to induce voltage to a magnitude twice of the normal working voltage of the winding not connected to the exciting source. When the test frequency exceeds twice the rated frequency the duration of the test is to be equal to

74 [ PART VII ] 60 2 Rated frequency Test frequency seconds but in no case the duration of the test is to be less than 15 seconds In the case of repaired transformer the above dielectric and induced high voltage tests are to be carried out using test voltage equal to 75% of and above. Part Windings Cooling system Of transformer Dry natural cooling or dry air blast Oil immersed Table VII 7-1 Limit of Temperature Rise for Transformer (Based on ambient temperature 45 C) Measured by Resistance Method Resistance Method Class A Insulation Limit of temperature rise ( C) Class B Insulation Class E Insulation Class F Insulation Class H Insulation Oil Thermometer 45 Core The temperature rise when measured by thermometer on the external surface of the core is not to exceed that permitted for the adjacent insulation. Table VII 7-2 Time Period of Short Circuit Impedance voltage (%) and above Time period of short circuit (s) Table VII 7-3 High Voltage Test Rated voltage (V) up to 250 over 250 Test voltage (V) 1,500 1, maximum voltage between lines

75 [ PART VII ] Table VII 7-4 Insulation resistance Test Rated voltage Un(V) Min. test voltage (V) Min. insulation resistance (M ) Un < Un 1,000 1,000 < Un 7,200 7,200<Un 15,000 2 x Un 500 1,000 5, (Un/1,000) + 1 (Un/1,000) + 1 Chapter 8 Cables Paragraph 8.5.3has been amended as follows: Cables for those services required to be operable under a fire condition (see 8.5.4) including those for their power supplies are to be arranged so as to minimize the possibility of loss of services due to any localized fire. Where cables for such services cannot be routed clear of high fire risk areas or zones, they are to be fire resistant in accordance with the requirements of IEC Publication where they pass through high fire risk areas or fire zones other than those which they serve.cables used in systems that are self monitoring, fail safe or duplicated with cable runs separated as widely as is practicable, may be exempted from the fire resistant requirement, provided the functionality of the system is maintained.the fire resistant cable are to extend from the control/monitoring panel, or for power supply cables from the distribution point within the space containing the emergency source of electrical power, to the nearest local distribution panel serving the relevant area/zone. In all instances, the run of cables is to be as straight as is practicable. See Fig. VII 8-1. Chapter 9 Motor Controllers Paragraph 9.4.1has been amended as follows: The temperature rise test of controllers and their resistors is to be carried out under normal working condition, and the temperature rise of each is not to exceed the values given in 9.3 of this Part. However, the temperature rise test for controllers which are produced in series and identical to their type tested prototype unit may be omitted from the second unit onward subject to the Society's permission.

76 [ PART VII ] Chapter 15 Semiconductor Equipment Paragraph has been amended as follows: The requirements of this chapter to apply to semiconductor equipment which is rated for 5 kw and upward. and intended to be used for essential service or emergency service. Paragraph has been amended as follows: Temperature rise test Temperature rise is to be measured at rated current of converter equipment. Total temperature is not to exceed specified values, taking the maximum ambient temperature into consideration. However, the temperature rise test for converters which are produced in series and identical to their type tested prototype unit may be omitted from the second unit onward subject to the Society s permission. Chapter 18 Uninterruptible Power System Chapter 18 has been added as follows: Chapter 18 Uninterruptible Power System 18.1 General The requirements of this chapter apply to all uninterruptible power systems (UPS) intended to maintain essential services or provide emergency services UPS units are to be constructed in accordance with IEC 62040: Uninterruptible power systems (UPS) (all parts), or anacceptable and relevant National or International Standard The operation of a UPS is not to depend upon external services The type of UPS unit employed, whether off-line, line-interactive or on-line, is to be appropriate to the power supply requirements of the connected load equipment An external bypass, that is hardwired and manually operated, is to be provided for UPS to allow isolation of UPS for safety during maintenance and maintain continuity of load power.

77 [ PART VII ] UPS units are to be monitored and an audible and visual alarm is to be initiated in the navigating bridge or the engine control room, or an equivalent attended location for: (a) power supply failure (voltage and frequency) to the connected load; (b) earth fault; (c) operation of battery protective device; (d) battery discharge; and (e) bypass in operation for on-line UPS units UPS units required to provide emergency services are to be suitably located for use in an emergency UPS units utilising valve-regulated sealed batteries may be located in compartments with standard marine or industrial electrical equipment provided that the arrangements comply with the requirements of ventilation arrangements in Chapter 6 of this Part. IEC : Uninterruptible power systems (UPS) Part 1: General and safety requirements for UPS, or an acceptable and relevant National or International Standard may be considered to satisfy the requirements above Output power is to be maintained for the duration required for the connected equipment The UPS battery capacity is, at all times, to be capable of supplying the designated loads for the time specified. Where it is proposed that additional circuits are connected to the UPS unit, details verifying that the UPS unit has adequate capacity are to be submitted for approval On restoration of the input power, the rating of the charge unit is to be sufficient to recharge the batteries while maintaining the output supply to the load equipment Testing and inspection Tests at the manufacturer's works or after installation on board are to include such tests necessary to demonstrate, to the Surveyor's satisfaction, the suitability of the UPS unit for its intended duty and location. As a minimum the following tests are required: (a) a temperature rise test; (b) battery capacity test; (c) a ventilation rate test of the equipment housing and the space into which it is to be located. See Chapter 6. (d) functional testing, including operation of alarms Where the supply is to be maintained without a break following a power input failure, this is to be verified after installation by practical testing.

78 [ PART VII ] Fig. VII 8-1 has been added as follows: Other area High fire risk area Other area EG ESB DB Electrical consumers DB Fire resistant cable Flame retardant cable Connection box Fig. VII 8-1 Cables within High Fire Risk Areas Notes: High fire risk area includes as follows: (1) Machinery spaces are machinery spaces of category A and other spaces containing propulsion machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces. (2) Spaces containing fuel treatment equipment and other highly flammable substances. (3) Galley and pantries containing cooking appliances. (4) Laundry containing drying equipment. (5) Spaces as defined by paragraphs (8), (12), and (14) of Chap. II-2 / Reg of SOLAS for passenger ships carrying more than 36 passengers.

79 [ PART VII ] Table VII 8-1 has been amended as follows: Insulating material Polyvinylchloride compound Polyethylene Cross-linked polyethylene EP rubber Silicon rubber Table VII 8-1 Permissible Temperature of Insulating Materials Maximum rated conductor temp. ( C) (150) Maximum ambient temp. Mineral 95 (unlimited) Notes: (1) The values in parentheses are permitted when installed where they are not liable to be touched by ship 's personnel. When silicon rubber cables are sheathed with lead, above value is to be reduced to 120 C. (2) Polyvinylchloride compounds are applied to PVC sheathed cord and telephone cable. ( C) Abbreviated designation Table VII 8-1 Permissible Temperature of Insulating Materials Maximum rated conductor temperature ( C) Normal operation Short-circuit Type of insulating material EPR Ethylene propylene rubber HEPR Hard grade ethylene propylene rubber XLPE Cross-linked polyethylene HF Cross-linked polyolefin halogen-free S95 95 (1) 350 (2) Cross-linked silicone rubber Notes: (1) The normal maximum rated conductor temperature for silicone is 180 C but it is limited in view of the type of sheathing material used. (2) This temperature is applicable only to power cables and is not appropriate for tinned conductors.

80

81 [ PART VIII ] AMENDMENT TO "THE RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017" PART VIII AUTOMATIC OR REMOTE CONTROL AND MONITORING SYSTEMS

82 [ PART VIII ] List of major changes in Part VIII from 2017 edition Revised New

83 [ PART VIII ] Rules for the construction and classification of steel ships 2017 have been partly amended as follows: Chapter 2 Systems Design and Arrangements Paragraph has been amended as follows: Trials Testing and inspection Automatic or remote control and monitoring systems and associated equipment are to be tested in the presence of the Surveyor, under normal operating conditions and for the period that the Surveyor may deem necessary or otherwise, specified in other parts. Automatic or remote control and monitoring equipment/component which is intended for installation on ships assigned classification symbols CAS, CAU or CAB is to be tested in accordance with 4.1.2(a). Paragraph has been added as follows: Automatic or remote control and monitoring equipment/component which is intended for installation on ships not assigned classification symbols CAS, CAU or CAB is to be performance tested in accordance with 4.1.2(a)(iv).

84

85 AMENDMENT TO "THE RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017" PART IX FIRE PROTECTION, DETECTION AND EXTINCTION

86 List of major changes in Part IX from 2017 edition Chapter 1~4 Deleted Chapter 1~14-3 New

87 Rules for the construction and classification of steel ships 2017 have been partly amended as follows: Chapter 1~4 have been deleted as follows: 1.1 Application Chapter 1 General Self-propelled ships engaged on International voyage classed or to be classed with the Society are to comply with this Part Cargo ships of less than 500 gross tonnage(gt), the requirements in Chapter 4, as applicable, are to be complied with Attention is also to be paid to any relevant statutory requirements of the National Authority of the country in which the ship is or to be registered. Compliance with these statutory requirements may be accepted as meeting the requirements of this Part Consideration is to be given to special cases where the arrangements are considered through tests or other means equivalent to those required by this Part Fire fighting appliances such as fire hoses, extinguishers, gas cylinders, emergency fire pumps, safety lamps, breathing apparatuses, etc., which have been approved by a government or by an organization on behalf of a government as complying with the provisions of the International Convention for the Safety of Life at Sea, 1974 and its amendment in force, may be accepted as complying with the requirements of this Part When it is proposed to apply centralized bridge or automatic controls to the propulsion machinery and essential auxiliaries and it is intended that the engine and/or boiler room is not continuously manned at sea, the requirements stipulated in 5.12 of Part VIII are to be complied with Fire extinguishing appliances are to be kept in good order and available for immediate use at all times Fire protection arrangements and extinguishing apparatus of liquefied gas carriers and ships carrying dangerous chemicals in bulk are subject to comply with the provisions of IGC Code and/or IBC Code and its amendments in force A general emergency alarm system is to be used for notifying crew and passengers of a fire A public address system or other effective means of communication is to be available throughout the accommodation and service spaces and control stations and open decks In order to allow modern technology and development of fire safety systems, the Society may approve fire safety systems which are not specified in this Part if the requirements of Part F of Chapter II-2 of the International Convention for the Safety of Life at Sea, 1974, as amended are fulfilled The use of a fire-extinguishing medium which, in the opinion of the Society, either by itself or under expected conditions of use gives off toxic gases, liguids and other substances in such quantities as to endanger persons is not to be permitted.

88 Equivalency Alternative construction, equipment, arrangement and materials may be accepted by the Society, provided that the Society is satisfied that such construction, equipment, arrangement and materials are equivalent to those required in this Part. 1.3 Definitions For terms used in this Part, the definitions as given in Regulation 3 of Chapter II-2 of SOLAS 1974, as amended, apply. 1.4 Plans and Supporting Data Plans, together with supporting data and particulars, of fire detection and extinguishing arrangements of the ship are to be submitted for approval. They are to include at least the following: (a) A plan of fire extinguishing appliances showing the areas to be protected, means of access to each compartment and deck, ventilating systems, piping systems, fire extinguishing appliances, fire alarms and fire detection systems, control station for emergency closing of openings and stopping machinery and fireman's outfits. (b) A list of fire extinguishing appliances indicating names of manufacturers, types, main particulars, and number of appliances. (c) Plans of the fixed fire extinguishing installation for engine room and for cargo holds such as arrangements of fixed fire extinguishing installation, piping diagrams and details of main parts Calculation sheets for the capacity of fixed fire extinguishing installations are to be submitted for reference Where considered necessary, plans and supporting data other than those specified in and may be required to be submitted The drawings with regard to the construction and arrangements for fire protection and means of escape are to be submitted for approval. 1.5 Materials Containing Asbestos Installation of materials which contain asbestos is prohibited.

89 Chapter 2 Cargo Ships 2.1 All Ships For all cargo ships as defined in Regulation 3.7 are applicable to the relevant requirements in Part B: Regulation 4 thru 6, Part C: Regulations 7 thru 11, Part D: Regulation 13 and Part G: Regulations 19 & 20, Chapter II-2 of SOLAS 1974, as amended. 2.2 Tankers For tankers as defined in Regulation 3.48, the following requirements are additional to Regulation 5.1 of Chapter II-2 of SOLAS 1974, as amended Low Flash Point Cargoes For tankers intended for the carriage of cargoes having a flash point of 60 C (140 F) or less, are applicable to the relevant requirements in Part A: Regulation 1; Part B: Regulation 4; Part C: Regulations 9 thru 11; and Part E: Regulations 16, Chapter II-2 of SOLAS 1974, as amended. Furthermore, the requirements of Chapters 2, 14 and 15 of the FSS Code are also applicable. For tankers with bow or stern loading and unloading connections, the provisions of SOLAS Regulations II-2/ , II- 2/ to II-2/ inclusive and II-2/ are to apply, unless alternative arrangements are acceptable to the Administration. This applies to the exterior boundaries of superstructures and deckhouses enclosing accommodation spaces which face the cargo shore connection, the overhanging decks which support such accommodation, the outboard sides of the superstructures and deckhouses for the specific distances from the boundaries which face the cargo shore connection High Flash Point Cargoes For tankers intended for the carriage of cargoes having a flash point above 60 C (140 F), the requirements in 2.1 are applicable, except that in lieu of the fixed fire extinguishing system required by Regulation II-2/ they are to be fitted with a fixed deck foam system which is to comply with Chapter 14 of the FSS Code. 2.3 Offshore Service Units For offshore service units are applicable to the relevant requirements in Chapter 9 of Code for the Construction and Equipment of Mobile Offshore Drilling Units, 2009 (2009 MODU Code).

90 Chapter 3 Passenger Ships 3.1 Passenger Ships For passenger ships as defined in Regulation 3.37 are applicable to the relevant requirements in Part B: Regulation 4 thru 6, Part C: Regulations 7 thru 11, Part D: Regulation 13 and Part G: Regulations 19 & 20, Chapter II-2 of SOLAS 1974, as amended. 4.1 Application Chapter 4 Cargo ships of less than 500 gross tonnage Requirements of this Chapter apply to the following ships: - Cargo ships of less than 500 gross tonnage(gt); 4.2 Fire Pumps and Fire Main Systems Purpose The purpose of this section is to suppress and swiftly extinguish a fire in the space of origin. For this purpose, the following functional requirements are to be met: - fixed fire extinguishing systems are to be installed, as applicable, having due regard to the fire growth potential of the protected spaces; and - fire extinguishing appliances are to be readily available. (a) Capacity The total capacity of the main fire pump(s) is not to be less than: Q = (0.145 (L (B+D)) ½ ) 2 but need not exceed 25m 3 /hour Where B = greatest moulded breadth of ships, in metres D = moulded depth to bulkhead deck, in metres L = Freeboard Length, in metres Q = total capacity, in m 3 /hour (b) Fire pumps Generally one main power pump and one portable fire pump are to be provided as specified below. Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil, and that, if they are subject to occasional duty for the transfer or pumping of fuel oil, suitable changeover arrangements are fitted.

91 A power pump is a fixed pump driven by a power source other than by hand. (iii) In cargo ships classed for navigation in ice, the fire pump sea inlet valves are to be provided with ice clearing arrangements. (iv) Relief valves are to be provided in conjunction with any fire pump if the pump is capable of developing a pressure exceeding the design pressure of the water service pipes, hydrants and hoses. These valves are to be so placed and adjusted as to prevent excessive pressure in any part of the fire main system. (v) Where a centrifugal pump is provided in order to comply with this section, a non-return valve is to be fitted in the pipe connecting the pump to the fire main. (c) Portable fire pumps Portable fire pumps are to comply with the following: (1) The pump is to be self-priming. (2) The total suction head and the net positive suction head of the pump are to be determined taking account of actual operation, i.e. pump location when used. (3) The portable fire pump, when fitted with its length of discharge hose and nozzle, are to be capable of maintaining a pressure sufficient to produce a jet throw of at least 12 m, or that required to enable a jet of water to be directed on any part of the engine room or the exterior boundary of the engine room and casing, whichever is the greater. (4) Except for electric pumps, the pump set should have its own fuel tank of sufficient capacity to operate the pump for three hours. For electric pumps, their batteries should have sufficient capacity for three hours. (5) Except for electric pumps, details of the fuel type and storage location are to be carefully considered. If the fuel type has a flashpoint below 60 C, further consideration to the fire safety aspects are to be given. (6) The pump set is to be stored in a secure, safe and enclosed space, accessible from open deck and clear of the Category A machinery space. (7) The pump set is to be easily moved and operated by two persons and be readily available for immediate use. (8) Arrangements are to be provided to secure the pump at its anticipated operating position(s). (9) The overboard suction hose is to be non-collapsible and of sufficient length, to ensure suction under all operating conditions. A suitable strainer is to be fitted at the inlet end of the hose. (10) Any diesel-driven power source for the pump is to be capable of being readily started in its cold condition by hand (manual) cranking. If this is impracticable, consideration is to be given to the provision and maintenance of heating arrangements, so that readily starting can be ensured. Alternatively to the paragraph of 4.2.1(c) a fixed fire pump may be fitted, which is to comply with the following: (1) The pump, its source of power and sea connection is to be located in accessible positions, outside the compartment housing the main fire pump. (2) The sea valve is to be capable of being operated from a position near the pump. (3) The room where the fire pump prime mover is located is to be illuminated from the emergency source of electrical power, and is to be well ventilated. (4) Pump is required to supply water for a fixed fire-extinguishing system in the space where the main fire pump is situated, it is to be capable of simultaneously supplying water to this system and the fire main at the required rates.

92 (iii) (5) The pump may also be used for other suitable purposes, subject to the approval in each case. (6) Pressure and quantity of water delivered by the pump being sufficient to produce a jet of water, at any nozzle, of not less than 12 m in length. For ships of less than 150 GT, the jet of water may be specially considered. For ships less than 150 GT fitted with an approved fixed fire-fighting system in the engine room, portable pumps may be omitted. (iv) Means to illuminate the stowage area of the portable pump and its necessary areas of operation are to be provided from the emergency source of electrical power Fire main (a) The diameter of the fire main is to be based on the required capacity of the fixed main fire pump(s) and the diameter of the water service pipes are to be sufficient to ensure an adequate supply of water for the operation of at least one fire hose. (b) The wash deck line may be used as a fire main provided that the paragraph of this sub-section are satisfied. (c) All exposed water pipes for fire-extinguishing are to be provided with drain valves for use in frosty weather. The valves are to be located where they will not be damaged by cargo Pressure in the fire main (a) When the main fire pump is delivering the quantity of water required by 4.2.1(a), or the fire pump described in 4.2.1(c), through the fire main, fire hoses and nozzles, the pressure maintained at any hydrant are to be sufficient to produce a jet throw at any nozzle of not less than 12 m in length. (For ships less than 150 GT, the jet of water may be specially considered) Fire Hydrants (a) Number and position of hydrants For ships less than 150 GT the number and position of the hydrants are to be such that at least one jet of water may reach any part normally accessible to the crew, while the cargo ship is being navigated and any part of any cargo space when empty. Furthermore, such hydrants are to be positioned near the accesses to the protected spaces. (At least one hydrant is to be provided in each Category A machinery space). For ships equal or greater than 150 GT the number and position of hydrants are to be such that at least two jets of water not emanating from the same hydrant, one of which is to be from a single length of hose, may reach any part of the ship normally accessible to the crew while the ship is being navigated and any part of any cargo spaces when empty. Furthermore, such hydrants are to be positioned near the accesses to the protected spaces. Other Requirements specified by the Administration may be considered. (b) Pipes and hydrants Materials readily rendered ineffective by heat are not be used for fire mains. Where steel pipes are used, they are to be galvanized internally and externally. Cast iron pipes are not acceptable. The pipes and hydrants are to be so placed that the fire-hoses may be easily coupled to them. The arrangement of pipes and hydrants are to be such as to avoid the possibility of freezing. In ships where deck cargo may be carried, the positions of the hydrants are to be such that they are always readily accessible

93 and the pipes are to be arranged, as far as practicable, to avoid risk of damage by such cargo. There are to be complete interchangeability of hose couplings and nozzles. A valve is to be fitted at each fire hydrant so that any fire-hose may be removed while the fire pump is at work. (iii) Where a fixed fire pump is fitted outside the engine room, in accordance with 4.2.1(c): Fire-hoses (1) an isolating valve is to be fitted in the fire main so that all the hydrants in the ship, except that or those in the Category A machinery space, can be supplied with water. The isolating valve is to be located in an easily accessible and tenable position outside the Category A machinery space; and (2) the fire main is not re-enter the machinery space downstream of the isolating valve. (a) Fire-hoses are to be of approved non-perishable material. The hoses are to be sufficient in length to project a jet of water to any of the spaces in which they may be required to be used. Their length, in general, is not to exceed 18 m. Each hose is to be provided with a nozzle and the necessary couplings. Fire-hoses, together with any necessary fittings and tools, are to be kept ready for use in conspicuous positions near the water service hydrants or connections. (b) For ship less than 150 GT, one hose is to be provided for each hydrant. In addition one spare hose is to be provided onboard. (c) Ship equal or greater than 150 GT is to be provided with fire hoses the number of which is to be one for each 30 m length of the ship and one spare, but in no case less than three in all. Unless one hose and nozzle is provided for each hydrant in the ship, there is to be complete interchangeability of hose couplings and nozzles Nozzles (a) For the purpose of this Chapter, standard nozzle sizes are 12 mm, 16 mm or 19 mm, or as near thereto as possible, so as to make full use of the maximum discharge capacity of the fire pump(s). (b) For accommodation and service spaces, the nozzle size need not exceed 12 mm. (c) The size of nozzles used in conjunction with a portable fire pump need not exceed 12 mm. (d) All nozzles are to be of an approved dual purpose type (i.e. spray/jet type) incorporating a shut-off. 4.3 Fire Safety Measures Purpose The purpose of this section should contain a fire in the space of origin. For this purpose, the following requirements are to be met: - the ship is to be subdivided by thermal and structural boundaries; - thermal insulation of boundaries should have due regard to the fire risk of the space and adjacent spaces;

94 the fire integrity of the divisions are to be maintained at openings and penetrations. (a) Structural fire protection The minimum fire integrity of bulkheads and decks are to be as prescribed in Table IX 4-1. Table IX 4-1 Minimum fire integrity of bulkheads and decks [Item] Space Separation By From Space [(1)] Machinery Space Class A A-60 Accommodation / control stations / corridors / staircases / service spaces of high fire risk / ro-ro spaces / vehicle spaces [(2)] Machinery Space Class A A-0 Other than above [item (1)] [(3)] Galley A-0 Unless specified otherwise [(4)] Service space of high fire risk other than galley B-15 Unless specified above [item (1)] [(5)] Corridor Staircase [(6)] Cargo Space (other than ro-ro spaces and vehicle space) [(7)] Ro-ro space and vehicle space (except weather deck) [(8)] Ro-ro space and vehicle space (except weather deck) B-0 Unless specified above [item (1)] A-0 Unless specified above [item (1)] A-60 Control stations/machinery spaces of category A A-0 Unless specified above [item (1)] Note: Category A machinery spaces are to be enclosed by A-60 Class divisions, where adjacent to: 1. Accommodation spaces 2. Control stations 3. Corridors and staircases 4. Service spaces of high fire risk, and by A-0 Class divisions elsewhere. The divisions used to separate spaces, not mentioned above, are to be of non-combustible material. The hull, superstructure, structural bulkheads, decks and deckhouses are to be constructed of steel or other equivalent material. For the purpose of applying the definition of steel or other equivalent material, as given in SOLAS, the 'applicable fire exposure' is to be one hour. Ships built of materials other than steel are to be specially considered. Stairways are to be enclosed, at least at one level, by divisions and doors or hatches, in order to restrict the free flow of smoke to other decks in the ship and the supply of air to the fire. Doors forming such enclosures are to be self-closing. (iii) Openings in "A" class divisions are to be provided with permanently attached means of closing which are to be at least as effective for resisting fires as the divisions in which they are fitted.

95 (iv) Interior stairways serving machinery spaces, accommodation spaces, service spaces or control stations are to be of steel or other equivalent material. (v) Doors are to be self-closing in way of Category A machinery spaces and galleys, except where they are normally kept closed. (vi) Where "A" class divisions are penetrated for the passage of electric cables, pipes, trunks, ducts, etc., or for girders, beams or other structural members, arrangements are to be made to ensure that the fire resistance is not impaired. Arrangements should also prevent the transmission of heat to un-insulated boundaries at the intersections and terminal points of the divisions and penetrations by insulating the horizontal and vertical boundaries or penetrations for a distance of 450 mm. (b) Materials Paints, varnishes and other finishes used on exposed interior surfaces should not be capable of producing excessive quantities of smoke, toxic gases or vapours and are to be of the low flame spread type in accordance with the IMO FTP Code, Annex 1, Parts 2 and 5. Except in cargo spaces or refrigerated compartments of service spaces, insulating materials are to be non-combustible. (iii) Where pipes penetrate A or 'B' Class divisions, the pipes or their penetration pieces are to be of steel or other approved materials having regard to the temperature and integrity requirements such divisions are required to withstand. (iv) Pipes conveying oil or combustible liquids through accommodation and service spaces are to be of steel or other approved materials having regard to the fire risk. (v) Materials readily rendered ineffective by heat are not to be used for overboard scuppers, sanitary discharges and other outlets which are close to the waterline, and where the failure of the material in the event of fire would give rise to the danger of flooding. (vi) Primary deck coverings within accommodation spaces, service spaces and control stations are to be of a type which will not readily ignite, or give rise to toxic or explosive hazards at elevated temperatures in accordance with the IMO FTP Code, Annex 1, Parts 2 and 6. (vii) Materials used for insulating pipes, etc., in machinery spaces and other compartments containing high fire risks are to be non-combustible. Vapour barriers and adhesives used in conjunction with insulation, as well as the insulation of pipe fittings, for cold service systems need not be of noncombustible materials, but they are to be kept to the minimum quantity practicable and their exposed surfaces should have low flame spread characteristics. (c) Surface of insulation In spaces where penetration of oil products is possible, the surface of the insulation is to be impervious to oil or oil vapours. Insulation boundaries are to be arranged to avoid immersion in oil spillage. (d) Ventilation systems Ventilation fans are to be capable of being stopped and main inlets and outlets of ventilation systems closed from outside the spaces being served.

96 Ventilation ducts for Category A machinery spaces, ro-ro spaces and vehicle spaces should not pass through accommodation spaces, galleys, service spaces or control stations, unless the ducts are constructed of steel and arranged to preserve the integrity of the division. (iii) Ventilation ducts for accommodation spaces, service spaces or control stations should not pass through Category A machinery spaces or galleys unless the ducts are constructed of steel and arranged to preserve the integrity of the division. (iv) Ventilation arrangement for store rooms containing highly flammable products are to be specially considered. (v) Ventilation systems serving Category A machinery spaces and galley exhaust ducts are to be independent of systems serving other spaces. (vi) Ventilation is to be provided to prevent the accumulation of gases that may be emitted from batteries. (vii) Ventilation openings may be fitted in and under the lower parts of cabin, mess and dayroom doors in corridor bulkheads. The total net area of any such openings is not to exceed 0.05 m 2. Balancing ducts are not to be permitted in fire divisions. (e) Oil fuel arrangements In a cargo ship in which oil fuel is used, the arrangements for the storage, distribution and utilization of the oil fuel are to be such as to ensure the safety of the ship and persons on board. Oil fuel tanks situated within the boundaries of Category A machinery spaces should not contain oil fuel having a flashpoint of less than 60 C. (iii) Oil fuel, lubricating oil and other flammable oils should not be carried in fore peak tanks. (iv) For ships of 150 GT or more, and as far as practicable: (1) oil fuel lines are to be arranged far apart from hot surfaces, electrical installations or other sources of ignition and are to be screened or otherwise suitably protected to avoid oil spray or oil leakage onto the sources of ignition. The number of joints in such piping systems are to be kept to a minimum. (2) surfaces with temperatures above 220 C which may be impinged as a result of a fuel system failure is to be properly insulated. Precautions are to be taken to prevent any oil that may escape under pressure from any pump, filter or heater from coming into contact with heated surfaces. (3) External high-pressure fuel delivery lines between the high pressure fuel pumps and fuel injectors are to be protected with a jacketed piping system capable of containing fuel from a high-pressure line failure. A suitable enclosure on engines having an output of 375 kw or less having fuel injection pumps serving more than one injector may be used as an alternative to the jacketed piping system. (f) Special arrangements in Category A machinery spaces and where necessary other machinery spaces The number of skylights, doors, ventilators, openings in funnels to permit exhaust ventilation and other openings to machinery spaces is to be reduced to a minimum consistent with the needs of ventilation and the proper and safe working of the cargo ship.

97 Skylights are to be of steel and are not to contain glass panels. Suitable arrangements are to be made to permit the release of smoke, in the event of fire, from the space to be protected. (iii) Windows are not to be fitted in machinery space boundaries. This does not preclude the use of glass in control rooms within the machinery spaces. (iv) Means of control are to be provided for: (v) (1) Opening and closure of skylights, closure of openings in funnels which normally allow exhaust ventilation, and closure of ventilator dampers; (2) Permitting the release of smoke; (3) Closing power-operated doors or actuating release mechanism on doors other than poweroperated watertight doors; (4) Stopping ventilating fans; and (5) Stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps and other similar fuel pumps. The controls required in 4.3.1(f)(iv) are to be located outside the space concerned, where they will not be cut off in the event of fire in the space they serve. Such controls and the controls for any required fire-extinguishing system are to be situated at one control position or grouped in as few positions as possible. Such positions should have a safe access from the open deck. (g) Arrangements for gaseous fuel for domestic purposes Where gaseous fuel is used for domestic purposes, the arrangements for the storage, distribution and utilization of the fuel are to be specially considered. (h) Space heating Space heaters, if used, are to be fixed in position and so constructed as to reduce fire risks to a minimum. The design and location of these units are to be such that clothing, curtains or other similar materials cannot be scorched or set on fire by heat from the unit Means of escape Purpose The purpose of this paragraph is to provide means of escape so that persons onboard can safely and swiftly escape to the lifeboat and liferaft embarkation deck. For this purpose, the following functional requirements are to be met: - safe escape routes are to be provided; - escape routes are to be maintained in a safe condition, clear of obstacles; and - additional aids for escape are to be provided as necessary to ensure accessibility, clear marking, and adequate design for emergency situations. (a) Stairways, ladders and corridors serving crew spaces and other spaces to which the crew normally have access are to be arranged so as to provide ready means of escape to a deck from which embarkation into survival craft may be effected. (b) There are to be at least two means of escape, as widely separated as possible, from each section of accommodation and service spaces and control stations.

98 The normal means of access to the accommodation and service spaces below the open deck is to be arranged so that it is possible to reach the open deck without passing through spaces containing a possible source of fire (e.g. machinery spaces, storage spaces of flammable liquids). The second means of escape may be through portholes or hatches of adequate size and preferably leading directly to the open deck. (iii) Dead-end corridors having a length of more than 7m should not be accepted. (c) At least two means of escape are to be provided from machinery spaces, except where the small size of a machinery space makes it impracticable. Escape is to be by steel ladders that are to be as widely separated as possible. 4.4 Fixed fire detection and fire-alarm systems An approved and fixed fire detection system is to be installed in all Category A machinery spaces and cargo pump rooms. 4.5 Fire-Extinguishing Arrangements Purpose The purpose of this section should suppress and swiftly extinguish a fire in the space of origin. For this purpose, the following functional requirements are to be met: - fixed fire-extinguishing systems are to be installed, as applicable, having due regard to the fire growth potential of the protected spaces; and - fire-extinguishing appliances are to be readily available Fixed Fire-extinguishing arrangements in Category A machinery spaces Machinery spaces of category A on ships with GT greater than or equal to 150 and operating in unrestricted or restricted waters, are to be provided with an approved fixed fire-extinguishing system, as specified in paragraph Machinery spaces of category A on ships operating in protected areas may be exempted from this paragraph Fixed Fire-extinguishing systems Fixed fire-fighting systems where required, are to be in accordance with the requirements of the IMO FSS Code Protection of paint lockers and flammable liquid lockers The paragraphs for the protection of paint lockers and flammable liquids lockers are to be specially considered Fixed Fire-extinguishing systems not required by this Chapter If such a system is installed, it is to be of an approved type Portable Fire-extinguishers (UNRESTRICTED, RESTRICTED and PROTECTED)

99 PORTABLE FIRE EXTINGUISHERS Accommodation and service spaces. Ships greater than or equal to 150 GT Ships less than 150 GT (see 4.5.5(f)) Machinery spaces (one extinguisher per every 375 kw of internal combustion engine power) 3 1 2, 6 (a) Approved types All fire-extinguishers are to be of approved types and designs. (b) Extinguishing medium The extinguishing media employed is to be suitable for extinguishing fires in the compartments in which they are intended to be used. The extinguishers required for use in the machinery spaces of cargo ships using oil as fuel are to be of a type discharging foam, carbon dioxide gas, dry powder or other approved media suitable for extinguishing oil fires. (c) Capacity The capacity of required portable fluid extinguishers should not exceed more than 13.5 litres but not less than 9 litres. Other extinguishers are to be at least as portable as the 13.5 litre fluid extinguishers, and should have a fire-extinguishing capability at least equivalent to a 9 litre fluid extinguisher. The following capacities may be taken as equivalents: (1) 9 litre fluid extinguisher (water or foam). (2) 5 kg dry powder. (3) 5 kg carbon dioxide. (d) Spare charges A spare charge is to be provided for each required portable fire-extinguisher that can be readily recharged on board. If this cannot be done, duplicate extinguishers are to be provided. (e) Location The extinguishers are to be stowed in readily accessible positions and are to be spread as widely as possible and not be grouped. One of the portable fire-extinguishers intended for use in any space are to be stowed near the entrance to that space. (f) Portable fire-extinguishers in accommodation spaces, service spaces and control stations

100 Accommodation spaces, service spaces and control stations are to be provided with a sufficient number of portable fire-extinguishers to ensure that at least one extinguisher will be readily available for use in every compartment of the crew spaces. In any case, their number are to be not less than three, except where this is impractical for very small ships, in which case one extinguisher is to be available at each deck having accommodation or service spaces, or control stations. 4.6 Fire Fighting Equipment The fire fighting equipment should comply with the minimum requirements as specified below, regardless of UNRESTRICTED, RESTRICTED or PROTECTED service Fire blanket A fire blanket is to be provided Fire-fighter's outfit (which includes an axe) All cargo ships greater than or equal to 150 GT should carry at least one firefighter's outfit complying with the Requirements of the IMO FSS Code Fire control plans (a) Description of plans In all cargo ships, general arrangement plans are to be permanently exhibited for the guidance of the ship's officers, using graphical symbols that are in accordance with IMO Resolution A.952(23), which show clearly for each deck the control stations, the various fire sections enclosed by steel or "A" class divisions, together with particulars of: (1) The fire detection and fire-alarm systems; (2) Fixed fire-fighting system; (3) The fire-extinguishing appliances; (4) The means of access to different compartments, decks, etc.; (5) The position of the fireman's outfits; (6) The ventilating system, including particulars of the fan control positions, the position of dampers and identification numbers of the ventilating fans serving each section; and (7) The location and arrangement of the emergency stop for the oil fuel unit pumps and for closing the valves on the pipes from oil fuel tanks. Alternatively, the details required by 4.6.3(a) may be set out in a booklet, a copy of which is to be supplied to each officer, and one copy is at all times to be available on board in an accessible position. (iii) The plans and booklets are to be kept up to date, any alterations being recorded thereon as soon as practicable. Description in such plans and booklets are to be in the official language of the Flag State and in the language as shown in the following Table IX 4-2. In addition, instructions concerning the maintenance and operation of all the equipment and installations on board for the fighting and containment of fire is to be kept under one cover, readily available in an accessible position. Table IX 4-2 Language in Fire Control Plan Service Restrictions Language UNRESTRICTED RESTRICTED English Official language(s) of the Administration(s) concerned

101 (iv) PROTECTED with the ship's service, or language(s) recognized by such Administration(s) (possibly English) However, description in such plans and booklets for ships engaged in domestic service only may be in the official language of the Flag State only. In all cargo ships greater than or equal to 150 GT, a duplicate set of fire-control plans or a booklet containing such plans are to be permanently stored in a prominently marked weathertight enclosure outside the deckhouse for the assistance of shoreside fire-fighting personnel. 4.7 Additional Fire Safety Measures for tankers General The requirements for tankers of SOLAS Chapter II-2 should apply to tankers carrying crude oil and petroleum products, having a flash point not exceeding 60 C, and other liquid products having a similar fire hazard Application (a) The additional requirements for tankers of SOLAS Chapter II-2 should apply to tankers carrying crude oil and petroleum products having a flash point not exceeding 60 C (closed cup test), as determined by an approved flash point apparatus, and a Reid vapour pressure which is below atmospheric pressure, and other liquid products having a similar fire hazard. (b) Tankers carrying petroleum products having a flashpoint exceeding 60 C (closed cup test), as determined by an approved flashpoint apparatus, should comply with the provisions of Cargo area deck protection (a) At least one mobile foam appliance is to be provided for use on the cargo tank deck including the cargo manifolds. It is to be capable of simple and rapid operation. Where the appliance is of the inductor type it should comply with 4.7.3(b) of the paragraph. Self-contained appliances should have a foam solution capacity of at least 135 litres. (b) A portable foam applicator unit should consist of an air foam nozzle of an inductor type capable of being connected to the fire main by a fire hose, together with a portable tank containing at least 20 litres of foammaking liquid and one spare tank. The nozzle is to be capable of producing effective foam, suitable for extinguishing an oil fire, at the rate of at least 1.5 m3/min. (c) The type of foam used is to be suitable for the cargoes to be carried. 4.8 Alternative design and arrangements Purpose The purpose of this section should provide a methodology for alternative design and arrangements for fire safety General (a) Fire safety design and arrangements may deviate from 4.2 to 4.7 of this Chapter, provided that the design and arrangements meet the fire safety objectives. (b) When fire safety design or arrangements deviate from this Chapter, engineering analysis, evaluation and approval of the alternative design and arrangements are to be carried out in accordance with this regulation*.

102 * Reference can be made to MSC/Circ Guidelines on alternative design and arrangements for fire safety Engineering analysis (a) The engineering analysis is to be prepared and submitted to the Society, based on the guidelines developed by the International Maritime Organization and should include, as a minimum, the following elements: Determination of the ship type and space(s) concerned; Identification of requirement(s) with which the ship or the space(s) will not comply; (iii) Identification of the fire and explosion hazards of the ship or the space(s) concerned: (iv) (1) Identification of the possible ignition sources; (2) Identification of the fire growth potential of each space concerned; (3) Identification of the smoke and toxic effluent generation potential for each space concerned; (4) Identification of the potential for the spread of fire, smoke or of toxic effluents from the space(s) concerned to other spaces; determination of the required fire safety performance criteria for the ship or the space(s) concerned: (v) (1) Performance criteria is to be based on the fire safety objectives and on the functional requirements of this Chapter; (2) Performance criteria is to provide a degree of safety not less than that achieved the requirements in 4.2 to 4.7; and (3) Performance criteria is to be quantifiable and measurable; Detailed description of the alternative design and arrangements, including a list of the assumptions used in the design and any proposed operational restrictions or conditions; and (vi) Technical justification demonstrating that the alternative design and arrangements meet the required fire safety performance criteria Evaluation of the alternative design and arrangements (a) The engineering analysis required in paragraph is to be evaluated and approved by the Society taking into account the guidelines developed by the International Maritime Organization. (b) A copy of the documentation, as approved by the Society, indicating that the alternative design and arrangements comply with this section is to be carried onboard the ship Re-evaluation due to change of conditions If the assumptions, and operational restrictions that were stipulated in the alternative design and arrangements are changed, the engineering analysis are to be carried out under the changed condition and are to be approved by the Society. 4.9 Fire extinguishing Recommendations for ships not fitted with propelling machinery Basic Recommendations Arrangements for fire protection, detection and extinction in ships not fitted with propelling machinery are to be specially considered in each case and should depend on the size and purpose of the ship and the presence of accommodation spaces, machinery and combustible materials on board.

103 Chapter 1~14-3 have been added as follows: Chapter 1 General 1.1 General Introduction This Part is to specify the requirements for construction of fire protection, fire detection and fire extinction General application (a) Requirements for convention ships The reuirements in Chapter 2 to Chapter 13 of this Part apply to ships engaged on international voyages. Unless expressly provided otherwise, the reuirements in Chapter 2 to Chapter 13 of this Part do not apply to the following ships: (iii) (iv) (v) ships of war and troopships; ships not propelled by mechanism means; woodenships of primitive build; pleasure yachts not engaged in trade; and fishing vessels. (b) Cargo ships of less than 500 gross tonnage are to comply with the requirements in Chapter 2 to Chapter 13 of this Part. Where this is impractical, special consideration may be given by the Society. (c) Ships not engaged on international voyages are to comply with the requirements of Chapter 14 of this Part. (d) Others Centralized bridge or automatic controls When it is proposed to apply centralized bridge or automatic controls to the propulsion machinery and essential auxiliaries and it is intended that the engine and/or boiler room is not continuously manned at sea, the requirements stipulated in 5.12 of Part VIII of the Rules are to be complied with. Offshore service units The requirements of offshore service units are to be referred to the relevant requirements in Chapter 9 of Code for the Construction and Equipment of Mobile Offshore Drilling Units (herein after referred to as the MODU Code), as amended Applicable requirements depending on ship type, unless expressly provided otherwise: (a) requirements not referring to a specific ship type are to apply to ships of all types; and (b) requirements referring to "tankers" are to apply to tankers subject to the requirements specified in below Application of requirements for tankers (a) Low flash point cargoes (flashpoint not exceeding 60 C) Requirements for tankers in this Part are to apply to tankers carrying crude oil or petroleum products having a flashpoint not exceeding 60 C (closed cup test), as determined by an approved flashpoint apparatus, and a

104 Reid vapour pressure which is below the atmospheric pressure or other liquid products having a similar fire hazard. (b) Additional fire hazards cargoes Where liquid cargoes other than those referred to in 1.1.4(a) or liquefied gases which introduce additional fire hazards are intended to be carried, additional safety measures are to be required, having due regard to the provisions of the International Bulk Chemical Code (hereinafter referred to as the IBC Code), the International Gas Carrier Code (hereinafter referred to as the IGC Code), as appropriate. A liquid cargo with a flashpoint of less than 60 C for which a regular foam fire-fighting system complying with the Fire Safety Systems Code (hereinafter referred to as FSS Code) is not effective, is considered to be a cargo introducing additional fire hazards in this context. The following additional measures are required: (1) the foam is to be of alcohol resistant type; (2) the type of foam concentrates for use in chemical tankers is to be to the satisfaction of the Society taking into account the guidelines developed by the International Maritime Organization* (hereinafter referred to as the IMO); and * Refer to the Revised Guidelines for performance and testing criteria and surveys of foam concentrates for fixed fire-extinguishing systems (MSC.1/Circ.1312 and Corr.1, as may be amended). (3) the capacity and application rates of the foam extinguishing system are to comply with chapter 11 of the IBC Code, except that lower application rates may be accepted based on performance tests. For tankers fitted with inert gas systems, a quantity of foam concentrate sufficient for 20 min of foam generation may be accepted. * Refer to the Information on flashpoint and recommended fire-fighting media for chemicals to which neither the IBC nor BCH Codes apply (MSC/Circ.553, as may be amended). For the purpose of this paragraph, a liquid cargo with a vapour pressure greater than MPa (1.013 bar) absolute at 37.8 C is considered to be a cargo introducing additional fire hazards. Ships carrying such substances are to comply with paragraph of the IBC Code. When ships operate in restricted areas and at restricted times, the Society concerned may agree to waive the requirements for refrigeration systems in accordance with paragraph of the IBC Code. (c) Liquid cargoes with a flash point exceeding 60 C other than oil products or liquid cargoes subject to the requirements of the IBC Code are considered to constitute a low fire risk, not requiring the protection of a fixed foam extinguishing system. (d) Tankers carrying petroleum products with a flashpoint exceeding 60 C (closed cup test), as determined by an approved flashpoint apparatus, are to comply with the requirements provided in 8.1.1(d)(iv) and 8.9.2(c) and the requirements for cargo ships other than tankers, except that, in lieu of the fixed fire extinguishing system required in 8.6, they are to be fitted with a fixed deck foam system which are to comply with the provisions of the FSS Code. (e) Combination carriers are not to carry cargoes other than oil unless all cargo spaces are empty of oil and gasfreed or unless the arrangements provided in each case have been approved by the Society taking into account the guidelines developed by the IMO.* * Refer to the Revised Guidelines for inert gas systems (MSC/Circ.353), as amended by MSC/Circ.387, as may be amended. (f) Chemical tankers and gas carriers are to comply with the requirements for tankers, except where alternative and supplementary arrangements are provided to the satisfaction of the Administration, having due regard to the provisions of the IBC Code and the IGC Code, as appropriate. 1.2 Equivalency and Exemptions Equivalency

105 (a) Alternative construction, equipment, arrangement and materials may be accepted by the Society, provided that the Society is satisfied that such construction, equipment, arrangement and materials are equivalent to those required in this Part in accordace with Chapter 12. (b) Fire fighting appliances such as fire hoses, extinguishers, gas cylinders, emergency fire pumps, safety lamps, breathing apparatuses, etc., which have been approved by a government or by an organization on behalf of a government as complying with the provisions of SOLAS and its amendment in force, may be accepted as complying with the requirements of this Part Exemptions The Society may, if it considers that the sheltered nature and conditions of the voyage are such as to render the application of any specific requirements of this chapter unreasonable or unnecessary, exempt* from those requirements individual ships or classes of ships entitled to fly the flag of its State, provided that such ships, which, in the course of their voyage, do not sail at distances of more than 20 miles from the nearest land. * Refer to Port State concurrence with SOLAS exemptions (MSC/Circ.606, as may be amended). 1.3 Plans and Documents Plans, together with supporting data and particulars, of fire detection and extinguishing arrangements of the ship are to be submitted for approval. They are to include at least as follows: (a) A plan of fire extinguishing appliances showing the areas to be protected, means of access to each compartment and deck, ventilating systems, piping systems, fire extinguishing appliances, fire alarms and fire detection systems, control station for emergency closing of openings and stopping machinery and fireman's outfits. (b) A list of fire extinguishing appliances indicating names of manufacturers, types, main particulars, and number of appliances. (c) Plans of the fixed fire extinguishing installation for engine room and for cargo holds such as arrangements of fixed fire extinguishing installation, piping diagrams and details of main parts Calculation sheets for the capacity of fixed fire extinguishing installations are to be submitted for review Where considered necessary, plans and supporting data other than those specified in and above may be required to be submitted The drawings with regard to the construction and arrangements for fire protection and means of escape are to be submitted for approval. 1.4 Type Approval Type approval In principle, materials, equipment, systems or products used for fire protection, fire detection and fire extinction are to be type approved by the Society in accordance with the "Guidelines for Survey of Products for Marine Use" of the Society Materials containing asbestos Use of materials which contain asbestos is prohibited.

106 Definitions Accommodation spaces Accommodation spaces are those spaces used for public spaces, corridors, lavatories, cabins, offices, hospitals, cinemas, game and hobby rooms, barber shops, pantries containing no cooking appliances and similar spaces "A" class divisions "A" class divisions are those divisions formed by bulkheads and decks which comply with the following criteria. (a) they are constructed of steel or other equivalent material; (b) they are suitably stiffened; (c) they are insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than 140 C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 180 C above the original temperature, within the time listed below: class "A-60" 60 min class "A-30" 30 min class "A-15" 15 min class "A-0" 0 min (d) they are constructed as to be capable of preventing the passage of smoke and flame to the end of the onehour standard fire test; and (e) the Society has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code (hereafter referred to as FTP Code) to ensure that it meets the requirements above for integrity and temperature rise Atriums Atriums are public spaces within a single main vertical zone spanning three or more open decks "B" class divisions "B" class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply with the following criteria: (a) they are constructed of approved non-combustible materials and all materials used in the construction and erection of "B" class divisions are non-combustible, with the exception that combustible veneers may be permitted provided they meet other appropriate requirements of this chapter; (b) they have an insulation value such that the average temperature of the unexposed side will not rise more than 140 C above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225 C above the original temperature, within the time listed below: class "B-15" 15 min class "B-0" 0 min (c) they are constructed as to be capable of preventing the passage of flame to the end of the first half hour of the standard fire test; and

107 (d) the Society has required a test of a prototype division in accordance with the FTP Code meets the above requirements for integrity and temperature rise. to ensure that it Bulkhead deck Bulkhead deck is the uppermost deck up to which the transverse watertight bulkheads are carried Cargo area Cargo area is that part of the ship that contains cargo holds, cargo tanks, slop tanks and cargo pump-rooms including pump-rooms, cofferdams, ballast and void spaces adjacent to cargo tanks and also deck areas throughout the entire length and breadth of the part of the ship over the above-mentioned spaces Cargo ship Cargo ship is any ship which is not a passenger ship Cargo spaces Cargo spaces are spaces used for cargo, cargo oil tanks, tanks for other liquid cargo and trunks to such spaces Central control station Central control station is a control station in which the following control and indicator functions are centralized: (a) fixed fire detection and fire alarm systems; (b) automatic sprinkler, fire detection and fire alarm systems; (c) fire door indicator panels; (d) fire door closure; (e) watertight door indicator panels; (f) watertight door closures; (g) ventilation fans; (h) general/fire alarms; (j) communication systems including telephones; and microphones to public address systems "C" class divisions "C" class divisions are divisions constructed of approved non-combustible materials. They need meet neither requirements relative to the passage of smoke and flame nor limitations relative to the temperature rise. Combustible veneers are permitted provided they meet the requirements of this Part Chemical tanker Chemical tanker is a cargo ship constructed or adapted and used for the carriage in bulk of any liquid product of a flammable nature listed in chapter 17 of the IBC Code Closed ro-ro spaces Closed ro-ro spaces are ro-ro spaces which are neither open ro-ro spaces nor weather decks Closed vehicle spaces Closed vehicle spaces are vehicle spaces which are neither open vehicle spaces nor weather decks Combination carrier

108 Combination carrier is a cargo ship designed to carry both oil and solid cargoes in bulk Combustible material Combustible material is any material other than a non-combustible material Continuous "B" class ceilings or linings Continuous "B" class ceilings or linings are those "B" class ceilings or linings which terminate at an "A" or "B" class division Continuously manned central control station Continuously manned central control station is a central control station which is continuously manned by a responsible member of the crew Control stations Control stations are those spaces in which the ship's radio or main navigating equipment or the emergency source of power is located or where the fire recording or fire control equipment is centralized. Spaces where the fire recording or fire control equipment is centralized are also considered to be a fire control station Crude oil Crude oil is any oil occurring naturally in the earth whether or not treated to render it suitable for transportation and includes crude oil where certain distillate fractions may have been removed from or added to Dangerous goods Dangerous goods are those goods referred to in the International Maritime Dangerous Goods Code (hereinafter referred to as the IMDG Code), as defined in regulation VII/1.1 of SOLAS Deadweight Deadweight is the difference in tonnes between the displacement of a ship in water of a specific gravity of at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship FSS Code FSS Code means the International Code for Fire Safety Systems as adopted by the Maritime Safety Committee of the IMO FTP Code FTP Code means the International Code for Application of Fire Test Procedures as adopted by the Maritime Safety Committee of the IMO Flashpoint Flashpoint is the temperature in Celsius (closed cup test) at which a product will give off enough flammable vapour to be ignited, as determined by an approved flashpoint apparatus Gas carrier Gas carrier is a cargo ship constructed or adapted and used for the carriage in bulk of any liquefied gas or other products of a flammable nature listed in chapter 19 of the IGC Code Helideck Helideck is a purpose-built helicopter landing area located on a ship including all structure, fire-fighting appliances and other equipment necessary for the safe operation of helicopters Helicopter facility Helicopter facility is a helideck including any refuelling and hangar facilities Lightweight Lightweight is the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores, and passengers and crew and their effects.

109 Low flame spread Low flame spread means that the surface thus described will adequately restrict the spread of flame, this being determined in accordance with the FTP Code Machinery spaces Machinery spaces are machinery spaces of category A and other spaces containing propulsion machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces Machinery spaces of category A Machinery spaces of category A are those spaces and trunks to such spaces which contain either: (a) internal combustion machinery used for main propulsion; (b) internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate a total power output of not less than 375 kw; or (c) any oil-fired boiler or oil fuel unit, or any oil-fired equipment other than boilers, such as inert gas generators, incinerators, etc Main vertical zones Main vertical zones are those sections into which the hull, superstructure and deckhouses are divided by "A" class divisions, the mean length and width of which on any deck does not in general exceed 40 m Non-combustible material Non-combustible material is a material which neither burns nor gives off flammable vapours in sufficient quantity for self-ignition when heated to approximately 750 C, this being determined in accordance with the FTP Code Oil fuel unit Oil fuel unit is the equipment used for the preparation of oil fuel for delivery to an oil-fired boiler, or equipment used for the preparation for delivery of heated oil to an internal combustion engine, and includes any oil pressure pumps, filters and heaters dealing with oil at a pressure of more than 0.18 MPa (N/mm 2 ) Open ro-ro spaces Open ro-ro spaces are those ro-ro spaces that are either open at both ends or have an opening at one end, and are provided with adequate natural ventilation effective over their entire length through permanent openings distributed in the side plating or deckhead or from above, having a total area of at least 10% of the total area of the space sides Open vehicle spaces Open vehicle spaces are those vehicle spaces either open at both ends, or have an opening at one end and are provided with adequate natural ventilation effective over their entire length through permanent openings distributed in the side plating or deckhead or from above, having a total area of at least 10% of the total area of the space sides Passenger ship Passenger ship is a ship which carries more than twelve passengers Prescriptive requirements Prescriptive requirements means the construction characteristics, limiting dimensions, or fire safety systems specified in this Part Public spaces Public spaces are those portions of the accommodation which are used for halls, dining rooms, lounges and similar permanently enclosed spaces Rooms containing furniture and furnishings of restricted fire risk

110 Rooms containing furniture and furnishings of restricted fire risk, for the purpose of Chapter 7, are those rooms containing furniture and furnishings of restricted fire risk (whether cabins, public spaces, offices or other types of accommodation) in which: (a) case furniture such as desks, wardrobes, dressing tables, bureaux, dressers, are constructed entirely of approved non-combustible materials, except that a combustible veneer not exceeding 2 mm may be used on the working surface of such articles; (b) free-standing furniture such as chairs, sofas, tables, are constructed with frames of non-combustible materials; (c) draperies, curtains and other suspended textile materials have qualities of resistance to the propagation of flame not inferior to those of wool having a mass of mass 0.8 kg/m 2, this being determined in accordance with the FTP Code; (d) floor coverings have low flame spread characteristics; (e) exposed surfaces of bulkheads, linings and ceilings have low flame-spread characteristics; (f) upholstered furniture has qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the FTP Code; and (g) bedding components have qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the FTP Code Ro-ro spaces Ro-ro spaces are spaces not normally subdivided in any way and normally extending to either a substantial length or the entire length of the ship in which motor vehicles with fuel in their tanks for their own propulsion and/or goods (packaged or in bulk, in or on rail or road cars, vehicles (including road or rail tankers), trailers, containers, pallets, demountable tanks or in or on similar stowage units or other receptacles) can be loaded and unloaded normally in a horizontal direction Ro-ro passenger ship Ro-ro passenger ship means a passenger ship with ro-ro spaces or special category spaces Steel or other equivalent material Steel or other equivalent material means any non-combustible material which, by itself or due to insulation provided, 1.5.has structural and integrity properties equivalent to steel at the end of the applicable exposure to the standard fire test (e.g. aluminium alloy with appropriate insulation) Sauna Sauna is a hot room with temperatures normally varying between 80 C C where the heat is provided by a hot surface (e.g. by an electrically-heated oven). The hot room may also include the space where the oven is located and adjacent bathrooms Service spaces Service spaces are those spaces used for galleys, pantries containing cooking appliances, lockers, mail and specie rooms, storerooms, workshops other than those forming part of the machinery spaces, and similar spaces and trunks to such spaces Special category spaces Special category spaces are those enclosed vehicle spaces above and below the bulkhead deck, into and from which vehicles can be driven and to which passengers have access. Special category spaces may be accommodated on more than one deck provided that the total overall clear height for vehicles does not exceed 10 m.

111 Standard fire test A standard fire test is a test in which specimens of the relevant bulkheads or decks are exposed in a test furnace to temperatures corresponding approximately to the standard time-temperature curve in accordance with the test method specified in the FTP Code Tanker Tanker is a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an inflammable nature Vehicle spaces Vehicle spaces are cargo spaces intended for carriage of motor vehicles with fuel in their tanks for their own propulsion Weather deck Weather deck is a deck which is completely exposed to the weather from above and from at least two sides Safe area Safe area in the context of a casualty is, from the perspective of habitability, any area(s) which is not flooded or which is outside the main vertical zone(s) in which a fire has occurred such that it can safely accommodate all persons onboard to protect them from hazards to life or health and provide them with basic services Safety centre Safety centre is a control station dedicated to the management of emergency situations. Safety systems' operation, control and/or monitoring are an integral part of the safety centre Cabin balcony Cabin balcony is an open deck space which is provided for the exclusive use of the occupants of a single cabin and has direct access from such a cabin Fire damper is a device installed in a ventilation duct, which under normal conditions remains open allowing flow in the duct, and is closed during a fire, preventing the flow in the duct to restrict the passage of fire. (a) Automatic fire damper is a fire damper that closes independently in response to exposure to fire products; (b) Manual fire damper is a fire damper that is intended to be opened or closed by the crew by hand at the damper itself; and (c) Remotely operated fire damper is a fire damper that is closed by the crew through a control located at a distance away from the controlled damper Smoke damper is a device installed in a ventilation duct, which under normal conditions remains open allowing flow in the duct, and is closed during a fire, preventing the flow in the duct to restrict the passage of smoke and hot gases. A smoke damper is not expected to contribute to the integrity of a fire rated division penetrated by a ventilation duct. (a) Automatic smoke damper is a smoke damper that closes independently in response to exposure to smoke or hot gases; (b) Manual smoke damper is a smoke damper intended to be opened or closed by the crew by hand at the damper itself; and (c) Remotely operated smoke damper is a smoke damper that is closed by the crew through a control located at a distance away from the controlled damper Vehicle carrier means a cargo ship with multi deck ro-ro spaces designed for the carriage of empty cars and trucks as cargo.

112 Helicopter landing area Helicopter landing area is an area on a ship designated for occasional or emergency landing of helicopters but not designed for routine helicopter operations Winching area Winching area is a pick-up area provided for the transfer by helicopter of personnel or stores to or from the ship, while the helicopter hovers above the deck.

113 Chapter 2 Probability of Ignition For Chapter 2 to Chapter 4, Guidelines for measures to prevent fires in engine-rooms and cargo pumprooms(msc.1/circ.1321, as may be amended) are to be referred. 2.1 Arrangements for Oil Fuel, Lubrication Oil and Other Flammable Oils Limitations in the use of oils as fuel The following limitations are to apply to the use of oil as fuel: (a) Except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60 C is to be used;* * Refer to the Recommended procedures to prevent the illegal or accidental use of low flashpoint cargo oil as fuel adopted by the IMO by resolution A.565(14), as may be amended. (b) In emergency generators oil fuel with a flashpoint of not less than 43 C may be used; (c) The use of oil fuel having a flashpoint of less than 60 C but not less than 43 C may be permitted (e.g., for feeding the emergency fire pump's engines and the auxiliary machines which are not located in the machinery spaces of category A) subject to the following: (iii) (iv) fuel oil tanks except those arranged in double bottom compartments are to be located outside of machinery spaces of category A; provisions for the measurement of oil temperature are provided on the suction pipe of the oil fuel pump; stop valves and/or cocks are provided on the inlet side and outlet side of the oil fuel strainers; and pipe joints of welded construction or of circular cone type or spherical type union joint are applied as much as possible; (d) in cargo ships, to which part G of chapter II-1 of SOLAS is not applicable, the use of oil fuel having a lower flashpoint than otherwise specified in 2.1.1(a), for example crude oil, may be permitted provided that such fuel is not stored in any machinery space and subject to the approval by the Society of the complete installation; and (e) in ships, to which part G of chapter II-1 of SOLAS is applicable, the use of oil fuel having a lower flashpoint than otherwise specified in 2.1.1(a) is permitted Arrangements for oil fuel In a ship in which oil fuel is used, the arrangements for the storage, distribution and utilization of the oil fuel are to be such as to ensure the safety of the ship and persons on board and are to at least comply with the following provisions. (a) Location of oil fuel systems As far as practicable, parts of the oil fuel system containing heated oil under pressure exceeding 0.18 N/mm 2 are not to be placed in a concealed position such that defects and leakage cannot readily be observed. The machinery spaces in way of such parts of the oil fuel system are to be adequately illuminated. (b) Ventilation of machinery spaces The ventilation of machinery spaces is to be sufficient under normal conditions to prevent accumulation of oil vapor. (c) Oil fuel tanks Fuel oil, lubrication oil and other flammable oils are not to be carried in forepeak tanks.

114 (iii) (iv) (v) As far as practicable, oil fuel tanks are to be part of the ships structure and are to be located outside machinery spaces of category A. Where oil fuel tanks, other than double bottom tanks, are necessarily located adjacent to or within machinery spaces of category A, at least one of their vertical sides are to be contiguous to the machinery space boundaries, and are to be preferably have a common boundary with the double bottom tanks, and the area of the tank boundary common with the machinery spaces is to be kept to a minimum*. Where such tanks are situated within the boundaries of machinery spaces of category A they are not to contain oil fuel having a flashpoint of less than 60 C. In general, the use of free-standing oil fuel tanks are to be avoided. When such tanks are employed their use are to be prohibited in category A machinery spaces on passenger ships. Where permitted, they are to be placed in an oil-tight spill tray of ample size having a suitable drain pipe leading to a suitably sized spill oil tank. * Refer to Unified interpretations of SOLAS chapter II-2 (MSC.1/Circ.1322, as may be amended) No oil fuel tank are to be situated where spillage or leakage therefrom can constitute a fire or explosion hazard by falling on heated surfaces. Oil fuel pipes, which, if damaged, would allow oil to escape from a storage, settling or daily service tank having a capacity of 500 litters and above situated above the double bottom, are to be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated. In the special case of deep tanks situated in any shaft or pipe tunnel or similar space, valves on the tank are to be fitted, but control in the event of fire may be effected by means of an additional valve on the pipe or pipes outside the tunnel or similar space. If such an additional valve is fitted in the machinery space it is to be operated from a position outside this space. The controls for remote operation of the valve for the emergency generator fuel tank are to be in a separate location from the controls for remote operation of other valves for tanks located in machinery spaces. Safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank are to be provided. (1) Where sounding pipes are used, they are not to terminate in any space where the risk of ignition of spillage from the sounding pipe might arise. In particular, they are not to terminate in passenger or crew spaces. As a general rule, they are not to terminate in machinery spaces. However, where the Society considers that these latter requirements are impracticable, it may permit termination of sounding pipes in machinery spaces on condition that all of the following requirements are met: a) an oil-level gauge is provided meeting the requirements of 2.1.2(c)(v)(2) of this Part; b) the sounding pipes terminate in locations remote from ignition hazards unless precautions are taken, such as the fitting of effective screens, to prevent the oil fuel in the case of spillage through the terminations of the sounding pipes from coming into contact with a source of ignition; and c) the termination of sounding pipes are fitted with self-closing blanking devices and with a smalldiameter self-closing control cock located below the blanking device for the purpose of ascertaining before the blanking device is opened that oil fuel is not present. Provisions are to be made so as to ensure that any spillage of oil fuel through the control cock involves no ignition hazard. (2) Other oil-level gauges may be used in place of sounding pipes subject to the following conditions: a) in passenger ships, such gauges are not to require penetration below the top of the tank and their failure or overfilling of the tanks are not to permit release of fuel; and b) in cargo ships, the failure of such gauges or overfilling of the tank are not to permit release of fuel into the space. The use of cylindrical gauge glasses is prohibited. The Society may permit the use of oil-level gauges with flat glasses and self-closing valves between the gauges and fuel tanks. (3) The means prescribed above which are acceptable are to be maintained in the proper condition to ensure their continued accurate functioning in service.

115 (d) Prevention of overpressure Provisions are to be made to prevent overpressure in any oil tank or in any part of the oil fuel system, including the filling pipes served by pumps on board. Air and overflow pipes and relief valves are to discharge to a position where there is no risk of fire or explosion from the emergence of oils and vapour and are not to lead into crew spaces, passenger spaces nor into special category spaces, closed ro-ro cargo spaces, machinery spaces or similar spaces. (e) Oil fuel piping (iii) (iv) (v) (vi) Oil fuel pipes and their valves and fittings are to be of steel or other approved material, except that restricted use of flexible pipes are to be permissible in positions where the Society is satisfied that they are necessary.* Such flexible pipes and end attachments are to be of approved fire-resisting materials of adequate strength and are to be constructed to the satisfaction of the Society. For valves, fitted to oil fuel tanks and which are under static pressure, steel or spheroidal-graphite cast iron may be accepted. However, ordinary cast iron valves may be used in piping systems where the design pressure is lower than 7 bar and the design temperature is below 60 C. * Refer to recommendations published by the International Organization for Standardization, in particular, Publications ISO 15540:1999 on Test methods for fire resistance of hose assemblies and ISO 15541:1999 on Requirements for the test bench of fire resistance of hose assemblies. External high-pressure fuel delivery lines between the high-pressure fuel pumps and fuel injectors are to be protected with a jacketed piping system capable of containing fuel from a high-pressure line failure. A jacketed pipe incorporates an outer pipe into which the high-pressure fuel pipe is placed, forming a permanent assembly. The jacketed piping system are to include a means for collection of leakages andarrangements and are to be provided with an alarm in case of a fuel line failure. Oil fuel lines are not to be located immediately above or near units of high temperature including boilers, steam pipelines, exhaust manifolds, silencers or other equipment required to be insulated by 2.1.2(f) of this Part. As far as practicable, oil fuel lines are to be arranged far apart from hot surfaces, electrical installations or other sources of ignition and are to be screened or otherwise suitably protected to avoid oil spray or oil leakage onto the sources of ignition. The number of joints in such piping systems are to be kept to a minimum. Components of a diesel engine fuel system are to be designed considering the maximum peak pressure which will be experienced in service, including any high pressure pulses which are generated and transmitted back into the fuel supply and spill lines by the action of fuel injection pumps. Connections within the fuel supply and spill lines are to be constructed having regard to their ability to prevent pressurized oil fuel leaks while in service and after maintenance. In multi-engine installations which are supplied from the same fuel source, means of isolating the fuel supply and spill piping to individual engines, are to be provided. The means of isolation are not to affect the operation of the other engines and are to be operable from a position not rendered inaccessible by a fire on any of the engines. Where the Society may permit the conveying of oil and combustible liquids through accommodation and service spaces, the pipes conveying oil or combustible liquids are to be of a material approved by the Society having regard to the fire risk. (f) Protection of high temperature surfaces Surfaces with temperatures above 220 C which may be impinged as a result of a fuel system failure are to be properly insulated. Precautions are to be taken to prevent any oil that may escape under pressure from any pump, filter or heater from coming into contact with heated surfaces Arrangements for lubricating oil (a) The arrangements for the storage, distribution and utilization of oil used in pressure lubrication systems are to be such as to ensure the safety of the ship and persons on board. The arrangements made in machinery spaces of category A, and whenever practicable in other machinery spaces, are to at least comply with the provisions of 2.1.2(a), 2.1.2(c)(iii), 2.1.2(c)(iv), 2.1.2(c)(v), 2.1.2(d), 2.1.2(e), 2.1.2(e)(iii), and 2.1.2(f) of this Part except that:

116 this does not preclude the use of sight-flow glasses in lubricating systems provided that they are shown by testing to have a suitable degree of fire resistance; and sounding pipes may be authorized in machinery spaces; however, the requirements of 2.1.2(c)(v)(1)a) and 2.1.2(c)(v)(1)c) of this Part need not be applied on condition that the sounding pipes are fitted with appropriate means of closure. (b) The provisions of 2.1.2(c)(iv) of this Part are to also apply to lubricating oil tanks except those having a capacity less than 500 litters, storage tanks on which valves are closed during the normal operation mode of the ship, or where it is determined that an unintended operation of a quick closing valve on the oil lubricating tank would endanger the safe operation of the main propulsion and essential auxiliary machinery Arrangements for other flammable oils The arrangements for the storage, distribution and utilization of other flammable oils employed under pressure in power transmission systems, control and activating systems and heating systems are to be such as to ensure the safety of the ship and persons on board. Suitable oil collecting arrangements for leaks are to be fitted below hydraulic valves and cylinders. In locations where means of ignition are present, such arrangements are to at least comply with the provisions of 2.1.2(c)(iii), 2.1.2(c)(v), 2.1.2(e)(iii) and 2.1.2(f) of this Part and with the provisions of 2.1.2(d) and 2.1.2(e)(1) of this Part in respect of strength and construction Arrangements for oil fuel in periodically unattended machinery spaces In addition to the requirements of to of this Part, the oil fuel and lubricating oil systems in a periodically unattended machinery space are to comply with the following: (a) where daily service oil fuel tanks are filled automatically, or by remote control, means are to be provided to prevent overflow spillages. Other equipment which treats flammable liquids automatically (e.g. oil fuel purifiers) which, whenever practicable, are to be installed in a special space reserved for purifiers and their heaters, are to have arrangements to prevent overflow spillages; and (b) where daily service oil fuel tanks or settling tanks are fitted with heating arrangements, a high temperature alarm are to be provided if the flashpoint of the oil fuel can be exceeded. 2.2 Arrangements for Gaseous Fuel for Domestic Purpose Gaseous fuel systems used for domestic purposes are to be approved by the Society. Storage of gas bottles are to be located on the open deck or in a well ventilated space which opens only to the open deck. 2.3 Miscellaneous Items of Ignition Sources and Ignitability Electric radiators Electric radiators, if used, are to be fixed in position and so constructed as to reduce fire risks to a minimum. No such radiators are to be fitted with an element so exposed that clothing, curtains, or other similar materials can be scorched or set on fire by heat from the element Waste receptacles Waste receptacles are to be constructed of non-combustible materials with no openings in the sides or bottom Insulation surfaces protected against oil penetration In spaces where penetration of oil products is possible, the surface of insulation are to be impervious to oil or oil vapours Primary deck coverings Primary deck coverings, if applied within accommodation and service spaces and control stations or if applied on cabin balconies of passenger ships are to be of approved material which will not readily ignite, this being determined in accordance with the FTP Code.

117 Cargo Areas of Tankers Separation of cargo oil tanks (a) Cargo pump-rooms, cargo tanks, slop tanks and cofferdams are to be positioned forward of machinery spaces. However, oil fuel bunker tanks need not be forward of machinery spaces. Cargo tanks and slop tanks are to be isolated from machinery spaces by cofferdams, cargo pump-rooms, oil bunker tanks or ballast tanks. Pump-rooms containing pumps and their accessories for ballasting those spaces situated adjacent to cargo tanks and slop tanks and pumps for oil fuel transfer, are to be considered as equivalent to a cargo pump-room within the context of this chapter provided that such pump-rooms have the same safety standard as that required for cargo pump-rooms. Pump-rooms intended solely for ballast or oil fuel transfer, however, need not comply with the requirements of 8.8 of this Part. The lower portion of the pumproom may be recessed into machinery spaces of category A to accommodate pumps, provided that the deck head of the recess is in general not more than one third of the moulded depth above the keel, except that in the case of ships of not more than 25,000 tonnes deadweight, where it can be demonstrated that for reasons of access and satisfactory piping arrangements this is impracticable, the Society may permit a recess in excess of such height, but not exceeding one half of the moulded depth above the keel. (b) Main cargo control stations, control stations, accommodation and service spaces (excluding isolated cargo handling gear lockers) are to be positioned aft of cargo tanks, slop tanks, and spaces which isolate cargo or slop tanks from machinery spaces, but not necessarily aft of the oil fuel bunker tanks and ballast tanks, and are to be arranged in such a way that a single failure of a deck or bulkhead are not to permit the entry of gas or fumes from the cargo tanks into an accommodation space, main cargo control stations, control station, or service spaces. A recess provided in accordance with 2.4.1(a) of this Part need not be taken into account when the position of these spaces is being determined. (c) However, where deemed necessary, the Society may permit main cargo control stations, control stations, accommodation and service spaces forward of the cargo tanks, slop tanks and spaces which isolate cargo and slop tanks from machinery spaces, but not necessarily forward of oil fuel bunker tanks or ballast tanks. Machinery spaces, other than those of category A, may be permitted forward of the cargo tanks and slop tanks provided they are isolated from the cargo tanks and slop tanks by cofferdams, cargo pump-rooms, oil fuel bunker tanks or ballast tanks, and have at least one portable fire extinguisher. In cases where they contain internal combustion machinery, one approved foam-type extinguisher of at least 45 litters capacity or equivalent are to be arranged in addition to portable fire extinguishers. If operation of a semi -portable fire extinguisher is impracticable, this fire extinguisher may be replaced by two additional portable fire extinguishers. Accommodation spaces, main cargo control spaces, control stations and service spaces are to be arranged in such a way that a single failure of a deck or bulkhead are not to permit the entry of gas or fumes from the cargo tanks into such spaces. In addition, where deemed necessary for the safety or navigation of the ship, the Society may permit machinery spaces containing internal combustion machinery not being main propulsion machinery having an output greater than 375 kw to be located forward of the cargo area provided the arrangements are in accordance with the provisions of this paragraph. (d) In combination carriers only: The slop tanks are to be surrounded by cofferdams except where the boundaries of the slop tanks, where slop may be carried on dry cargo voyages, are part of the hull, main cargo deck, cargo pumproom bulkhead or oil fuel bunker tank. These cofferdams are not to be open to a double bottom, pipe tunnel, pump-room or other enclosed space, nor are to they be used for cargo or ballast and are not to be connected to piping systems serving oil cargo or ballast. Means are to be provided for filling the cofferdams with water and for draining them. Where the boundary of a slop tank is part of the cargo pump-room bulkhead, the pump-room are not to be open to the double bottom, pipe tunnel or other enclosed space; however, openings provided with gastight bolted covers may be permitted; Means are to be provided for isolating the piping connecting the pump-room with the slop tanks referred to in 2.4.1(d)(1) of this Part. The means of isolation are to consist of a valve followed by a spectacle flange or a spool piece with appropriate blank flanges. This arrangement are to be located

118 adjacent to the slop tanks, but where this is unreasonable or impracticable, it may be located within the pump-room directly after the piping penetrates the bulkhead. A separate permanently installed pumping and piping arrangement incorporating a manifold, provided with a shut-off valve and a blank flange, are to be provided for discharging the contents of the slop tanks directly to the open deck for disposal to shore reception facilities when the ship is in the dry cargo mode. When the transfer system is used for slop transfer in the dry cargo mode, it is to have no connection to other systems. Separation from other systems by means of removal of spool pieces may be accepted; (iii) Hatches and tank cleaning openings to slop tanks are to only be permitted on the open deck and are to be fitted with closing arrangements. Except where they consist of bolted plates with bolts at watertight spacing, these closing arrangements are to be provided with locking arrangements under the control of the responsible ship's officer; and (iv) Where cargo wing tanks are provided, cargo oil lines below deck are to be installed inside these tanks. However, the Society may permit cargo oil lines to be placed in special ducts provided there are capable of being adequately cleaned and ventilated to the satisfaction of the Society. Where cargo wing tanks are not provided, cargo oil lines below deck are to be placed in special ducts. (e) Where the fitting of a navigation position above the cargo area is shown to be necessary, it is to be for navigation purposes only and it is to be separated from the cargo tank deck by means of an open space with a height of at least 2 m. The fire protection requirements for such a navigation position are to be that required for control stations, as specified in 7.1.4(b) of this Part and other provisions for tankers, as applicable. (f) Means are to be provided to keep deck spills away from the accommodation and service areas. This may be accomplished by provision of a permanent continuous coaming of a height of at least 300 mm, extending from side to side. Special consideration are to be given to the arrangements associated with stern loading Restriction on boundary openings (a) Except as permitted in 2.4.2(b) of this Part, access doors, air inlets and openings to accommodation spaces, service spaces, control stations and machinery spaces are not to face the cargo area. They are to be located on the transverse bulkhead not facing the cargo area or on the outboard side of the superstructure or deckhouse at a distance of at least 4% of the length of the ship but not less than 3 m from the end of the superstructure or deckhouse facing the cargo area. This distance need not exceed 5 m. (b) The Society may permit access doors in boundary bulkheads facing the cargo area or within the 5 m limits specified in 2.4.2(a) of this Part, to main cargo control stations and to such service spaces used as provision rooms, store-rooms and lockers, provided they do not give access directly or indirectly to any other space containing or providing for accommodation, control stations or service spaces such as galleys, pantries or workshops, or similar spaces containing sources of vapour ignition. The boundary of such a space are to be insulated to "A-60" class standard, with the exception of the boundary facing the cargo area. Bolted plates for the removal of machinery may be fitted within the limits specified in 2.4.2(a) of this Part. Wheelhouse doors and windows may be located within the limits specified in 2.4.2(a) of this Part so long as they are designed to ensure that the wheelhouse can be made rapidly and efficiently gas and vapour tight. (c) Windows and sidescuttles facing the cargo area and on the sides of the superstructures and deckhouses within the limits specified in 2.4.2(a) of this Part are to be of the fixed (non-opening) type. Such windows and sidescuttles, except wheelhouse windows, are to be constructed to "A-60" class standard except that "A-0" class standard is acceptable for windows and sidescuttles outside the limit specified in 7.1.4(b)(v) of this Part. (d) Where there is permanent access from a pipe tunnel to the main pump-room, a watertight door are to be fitted complying with the requirements of 14.3 of Part II of the Rules and, in addition, with the following:

119 in addition to the bridge operation, the watertight door are to be capable of being manually closed from outside the main pump-room entrance; and the watertight door are to be kept closed during normal operations of the ship except when access to the pipe tunnel is required. (e) Permanent approved gastight lighting enclosures for illuminating cargo pump-rooms may be permitted in bulkheads and decks separating cargo pump-rooms and other spaces provided they are of adequate strength and the integrity and gastightness of the bulkhead or deck is maintained. (f) The arrangement of ventilation inlets and outlets and other deckhouse and superstructure boundary space openings are to be such as to complement the provisions of and 9.5 of this Part. Such vents, especially for machinery spaces, are to be situated as far aft as practicable. Due consideration in this regard are to be given when the ship is equipped to load or discharge at the stern. Sources of ignition such as electrical equipment are to be so arranged as to avoid an explosion hazard Cargo tank venting (a) General requirements The venting systems of cargo tanks are to be entirely distinct from the air pipes of the other compartments of the ship. The arrangements and position of openings in the cargo tank deck from which emission of flammable vapours can occur are to be such as to minimize the possibility of flammable vapours being admitted to enclosed spaces containing a source of ignition, or collecting in the vicinity of deck machinery and equipment which may constitute an ignition hazard. In accordance with this general principle, the criteria in 2.4.3(b) to 2.4.3(e) and 9.5 of this Part will apply. (b) Venting arrangements (iii) (iv) The venting arrangements in each cargo tank may be independent or combined with other cargo tanks and may be incorporated into the inert gas piping. Where the arrangements are combined with other cargo tanks, either stop valves or other acceptable means are to be provided to isolate each cargo tank. Where stop valves are fitted, they are to be provided with locking arrangements which are to be under the control of the responsible ship's officer. There are to be a clear visual indication of the operational status of the valves or other acceptable means. Where tanks have been isolated, it is to be ensured that relevant isolating valves are opened before cargo loading or ballasting or discharging of those tanks is commenced. Any isolation must continue to permit the flow caused by thermal variations in a cargo tank in accordance with regulation 9.5.1(a) of this Part. For tankers, any isolation is also to continue to permit the passage of large volumes of vapour, air or inert gas mixtures during cargo loading and ballasting, or during discharging in accordance with 9.5.1(b) of this Part. If cargo loading and ballasting or discharging of a cargo tank or cargo tank group is intended, which is isolated from a common venting system, that cargo tank or cargo tank group are to be fitted with a means for over-pressure or under-pressure protection as required in 9.5.3(b) of this Part. The venting arrangements are to be connected to the top of each cargo tank and are to be self-draining to the cargo tanks under all normal conditions of trim and list of the ship. Where it may not be possible to provide self-draining lines, permanent arrangements are to be provided to drain the vent lines to a cargo tank. (c) Safety devices in venting systems The venting system is to be provided with devices to prevent the passage of flame into the cargo tanks. The design, testing and locating of these devices are to comply with the requirements established by the Society on the basis of the guidelines developed by the IMO. Ullage openings are not to be used for pressure equalization. They are to be provided with self-closing and tightly sealing covers. Flame arresters and screens are not permitted in these openings. * Refer to the Revised standards for the design, testing and locating of devices to prevent the passage of flame into cargo tanks in tankers( MSC/Circ.677), as amended by MSC/Circ.1009, as may be amended, and

120 to the Revised factors to be taken into consideration when designing cargo tank venting and gas-freeing arrangements (MSC/Circ.731, as may be amended). (d) Vent outlets for cargo handling and ballasting Vent outlets for cargo loading, discharging and ballasting required by 9.5.1(b) of this Part are to: (1) permit the free flow of vapour mixtures; or permit the throttling of the discharge of the vapour mixtures to achieve a velocity of not less than 30 m/s. (2) be so arranged that the vapour mixture is discharged vertically upwards; (3) where the method is by free flow of vapour mixtures, be such that the outlet are to be not less than 6 m above the cargo tank deck or fore and aft gangway if situated within 4 m of the gangway and located not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery, which may include anchor windlass and chain locker openings, and equipment which may constitute an ignition hazard; and (4) where the method is by high-velocity discharge, be located at a height not less than 2 m above the cargo tank deck and not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery, which may include anchor windlass and chain locker openings, and equipment which may constitute an ignition hazard. These outlets are to be provided with high velocity devices of an approved type. The arrangements for the venting of vapours displaced from the cargo tanks during loading and ballasting are to comply with and 9.5 of this Part and are to consist of either one or more mast risers, or a number of high-velocity vents. The inert gas supply main may be used for such venting. (e) Isolation of slop tanks in combination carriers In combination carriers, the arrangements for isolating slop tanks containing oil or oil residues from other cargo tanks are to consist of blank flanges which will remain in position at all times when cargoes other than liquid cargoes referred to in 1.1.2(a) of this Part are carried Ventilation (a) Ventilation systems in cargo pump rooms Cargo pump-rooms are to be mechanically ventilated and discharges from the exhaust fans are to be led to a safe place on the open deck. The ventilation of these rooms are to have sufficient capacity to minimize the possibility of accumulation of flammable vapours. The number of air changes are to be at least 20 per hour, based upon the gross volume of the space. The air ducts are to be arranged so that all of the space is effectively ventilated. The ventilation are to be of the suction type using fans of the non-sparking type. (b) Ventilation systems in combination carriers In combination carriers, cargo spaces and any enclosed spaces adjacent to cargo spaces are to be capable of being mechanically ventilated. The mechanical ventilation may be provided by portable fans. An approved fixed gas warning system capable of monitoring flammable vapours are to be provided in cargo pump-rooms, pipe ducts and cofferdams, as referred to in paragraph 2.4.1(d) of this Part, adjacent to slop tanks. Suitable arrangements are to be made to facilitate measurement of flammable vapours in all other spaces within the cargo area. Such measurements are to be made possible from the open deck or easily accessible positions Inert gas systems (a) Application For tankers of 8,000 tonnes deadweight and upwards when carrying cargoes described in 1.1.4(a) or 1.1.4(b) of this Part, the protection of the cargo tanks is to be achieved by a fixed inert gas system in accordance with the requirements of the FSS Code, except that the Administration may accept other equivalent systems or arrangements, as described in 2.4.5(d). Tankers operating with a cargo tank cleaning procedure using crude oil washing are to be fitted with an inert gas system complying with the FSS Code and with fixed tank washing machines.

121 (iii) Tankers required to be fitted with inert gas systems are to comply with the following provisions: (1) double-hull spaces are to be fitted with suitable connections for the supply of inert gas; (2) where hull spaces are connected to a permanently fitted inert gas distribution system, means are to be provided to prevent hydrocarbon gases from the cargo tanks entering the double hull spaces through the system; and (3) where such spaces are not permanently connected to an inert gas distribution system, appropriate means are to be provided to allow connection to the inert gas main. (b) Inert gas systems of chemical tankers and gas carriers The requirements for inert gas systems contained in the FSS Code need not be applied to all gas carriers: (1) when carrying cargoes described in 1.1.4(a) of this Part, provided that they comply with the requirements for inert gas systems on chemical tankers established by the Society, based on the guidelines developed by the IMO*; or * Refer to the Regulation for inert gas systems on chemical tankers, adopted by the IMO by resolution A.567(14), and Corr.1, as may be amended. (2) when carrying flammable cargoes other than crude oil or petroleum products such as cargoes listed in chapters 17 and 18 of the IBC Code, provided that the capacity of tanks used for their carriage does not exceed 3,000 m 3 and the individual nozzle capacities of tank washing machines do not exceed 17.5 m 3 /h and the total combined throughput from the number of machines in use in a cargo tank at any one time does not exceed 110 m 3 /h. (c) General requirements for inert gas systems The inert gas system are to be capable of inerting, purging and gas-freeing empty tanks and maintaining the atmosphere in cargo tanks with the required oxygen content. Tankers fitted with a fixed inert gas system are to be provided with a closed ullage system. (d) Requirements for equivalent systems The Society may, after having given consideration to the ship's arrangement and equipment, accept other fixed installations, in accordance with 1.2 and 2.4.5(d)(iii) of this Part. For tankers of 8,000 tonnes deadweight and upwards but less than 20,000 tonnes deadweight, in lieu of fixed installations as required by paragraph 2.4.5(d) of this Part, the Society may accept other equivalent arrangements or means of protection in accordance with 1.2 and 2.4.5(d) of this Part. (iii) Equivalent systems or arrangements are to: (1) be capable of preventing dangerous accumulations of explosive mixtures in intact cargo tanks during normal service throughout the ballast voyage and necessary in-tank operations; and (2) be so designed as to minimize the risk of ignition from the generation of static electricity by the system itself Inerting, purging and gas freeing (a) Arrangements for purging and/or gas freeing are to be such as to minimize the hazards due to dispersal of flammable vapours in the atmosphere and to flammable mixtures in a cargo tank. (b) The procedure for cargo tank purging and/or gas freeing are to be carried out in accordance with (b) of this Part. (c) The arrangements for inerting, purging or gas-freeing of empty tanks as required in paragraph 2.4.5(c) of this Part are to be to the satisfaction of the Society and are to be such that the accumulation of hydrocarbon vapours in pockets formed by the internal structural members in a tank is minimized and that:

122 (iii) on individual cargo tanks, the gas outlet pipe, if fitted, are to be positioned as far as practicable from the inert gas/air inlet and in accordance with 2.4.5(c) and 9.5 of this Part. The inlet of such outlet pipes may be located either at deck level or at not more than 1 m above the bottom of the tank; the cross-sectional area of such gas outlet pipe referred to in 2.4.6(c) of this Part are to be such that an exit velocity of at least 20 m/s can be maintained when any three tanks are being simultaneously supplied with inert gas. Their outlets are to extend not less than 2 m above deck level; and each gas outlet referred to in 2.4.6(c) of this Part are to be fitted with suitable blanking arrangements Gas measurement and detection (a) Portable instrument Tankers are to be equipped with at least one portable instrument for measuring oxygen and one for measuring flammable vapour concentrations, together with a sufficient set of spares. Suitable means are to be provided for the calibration of such instruments. (b) Arrangements for gas measurement in double-hull spaces and double-bottom spaces (iii) Suitable portable instruments for measuring oxygen and flammable vapour concentrations in doublehull spaces and double-bottom spaces are to be provided. In selecting these instruments, due attention are to be given to their use in combination with the fixed gas sampling line systems referred to in 2.4.7(b) of this Part. Where the atmosphere in double-hull spaces cannot be reliably measured using flexible gas sampling hoses, such spaces are to be fitted with permanent gas sampling lines. The configuration of gas sampling lines are to be adapted to the design of such spaces. The materials of construction and dimensions of gas sampling lines are to be such as to prevent restriction. Where plastic materials are used, they are to be electrically conductive. (c) Arrangements for fixed hydrocarbon gas detection systems in double-hull and double-bottom spaces of oil tankers In addition to the requirements in 2.4.7(a) and 2.4.7(b) of this Part, oil tankers of 20,000 tonnes deadweight and above are to be provided with a fixed hydrocarbon gas detection system complying with the FSS Code for measuring hydrocarbon gas concentrations in all ballast tanks and void spaces of double-hull and double-bottom spaces adjacent to the cargo tanks, including the forepeak tank and any other tanks and spaces under the bulkhead deck adjacent to cargo tanks. (iii) Oil tankers provided with constant operative inerting systems for such spaces need not be equipped with fixed hydrocarbon gas detection equipment. Notwithstanding the above, cargo pump-rooms subject to the provisions of of this Part need not comply with the requirements of this paragraph Air supply to double hull and double bottom spaces Double hull and double bottom spaces are to be fitted with suitable connections for the supply of air Protection of cargo area Drip pans for collecting cargo residues in cargo lines and hoses are to be provided in the area of pipe and hose connections under the manifold area. Cargo hoses and tank washing hoses are to have electrical continuity over their entire lengths including couplings and flanges (except shore connections) and are to be earthed for removal of electrostatic charges Protection of cargo pump-rooms (a) In tankers: cargo pumps, ballast pumps and stripping pumps, installed in cargo pump-rooms and driven by shafts passing through pump-room bulkheads are to be fitted with temperature sensing devices for bulkhead

123 (iii) (iv) shaft glands, bearings and pump casings. A continuous audible and visual alarm signal are to be automatically effected in the cargo control room or the pump control station; lighting in cargo pump-rooms, except emergency lighting, are to be interlocked with ventilation such that the ventilation are to be in operation when switching on the lighting. Failure of the ventilation system are not to cause the lighting to go out; a system for continuous monitoring of the concentration of hydrocarbon gases are to be fitted. Sampling points or detector heads are to be located in suitable positions in order that potentially dangerous leakages are readily detected. When the hydrocarbon gas concentration reaches a pre-set level which are not to be higher than 10% of the lower flammable limit, a continuous audible and visual alarm signal are to be automatically effected in the pump-room, engine control room, cargo control room and navigation bridge to alert personnel to the potential hazard; and all pump-rooms are to be provided with bilge level monitoring devices together with appropriately located alarms.

124 Chapter 3 Fire Growth Potential For Chapter 2 to Chapter 4, Guidelines for measures to prevent fires in engine-rooms and cargo pumprooms(msc.1/circ.1321, as may be amended) are to be referred. 3.1 Control of Air Supply and Flammable Liquid to the Space Closing appliances and stopping devices of ventilation (a) The main inlets and outlets of all ventilation systems are to be capable of being closed from outside the spaces being ventilated. The means of closing are to be easily accessible as well as prominently and permanently marked and are to indicate whether the shutoff is open or closed. (b) Power ventilation of accommodation spaces, service spaces, cargo spaces, control stations and machinery spaces are to be capable of being stopped from an easily accessible position outside the space being served. This position are not to be readily cut off in the event of a fire in the spaces served. (c) In passenger ships carrying more than 36 passengers, power ventilation, except machinery space and cargo space ventilation and any alternative system which may be required under 6.1 of this Part, are to be fitted with controls so grouped that all fans may be stopped from either of two separate positions which are to be situated as far apart as practicable. Fans serving power ventilation systems to cargo spaces are to be capable of being stopped from a safe position outside such spaces Means of control in machinery spaces (a) Means of control are to be provided for opening and closure of skylights, closure of openings in funnels which normally allow exhaust ventilation and closure of ventilator dampers. (b) Means of control are to be provided for stopping ventilating fans. Controls provided for the power ventilation serving machinery spaces are to be grouped so as to be operable from two positions, one of which are to be outside such spaces. The means provided for stopping the power ventilation of the machinery spaces are to be entirely separate from the means provided for stopping ventilation of other spaces. (c) Means of control are to be provided for stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps, lubricating oil service pumps, thermal oil circulating pumps and oil separators (purifiers). However, 2.1.2(d) and 2.1.2(e) of this Part need not apply to oily water separators. (d) The controls required in 2.1.2(a) to 2.1.2(c) and in 2.1.2(c)(iv) of this Part are to be located outside the space concerned so they will not be cut off in the event of fire in the space they serve. (e) In passenger ships, the controls required in paragraphs 2.1.2(a) to 2.1.2(d) and in and 7.4.2(c) and the controls for any required fire-extinguishing system are to be situated at one control position or grouped in as few positions as possible to the satisfaction of the Society. Such positions are to have a safe access from the open deck Additional requirements for means of control in periodically unattended machinery spaces. (a) For periodically unattended machinery spaces, the Society are to give special consideration to maintaining the fire integrity of the machinery spaces, the location and centralization of the fireextinguishing system controls, the required shutdown arrangements (e.g. ventilation, fuel pumps, etc.) and that additional fire - extinguishing appliances and other fire-fighting equipment and breathing apparatus may be required. (b) In passenger ships, these requirements are to be at least equivalent to those of machinery spaces normally attended.

125 Fire Protection Materials Use of non-combustible materials (a) Insulating materials Insulating materials are to be non-combustible, except in cargo spaces, mail rooms, baggage rooms and refrigerated compartments of service spaces. Vapour barriers and adhesives used in conjunction with insulation, as well as the insulation of pipe fittings for cold service systems, need not be of non-combustible materials, but they are to be kept to the minimum quantity practicable and their exposed surfaces are to have low flame spread characteristics. (b) Ceilings and linings In passenger ships, except in cargo spaces, all linings, grounds, draught stops and ceilings are to be of non-combustible material except in mail rooms, baggage rooms, saunas or refrigerated compartments of service spaces. In cargo ships, all linings, ceilings, draught stops and their associated grounds are to be of noncombustible materials in the following spaces: (1) in accommodation and service spaces and control stations for ships where Method IC is specified as referred to in 7.1.3(a) of this Part; and (2) in corridors and stairway enclosures serving accommodation and service spaces and control stations for ships where Method IIC and IIIC are specified as referred to in 7.1.3(a) of this Part. (c) Partial bulkheads and decks on passenger ships Partial bulkheads or decks used to subdivide a space for utility or artistic treatment are to be of noncombustible materials. Linings, ceilings and partial bulkheads or decks used to screen or to separate adjacent cabin balconies are to be of non-combustible materials Use of combustible materials (a) General In passenger ships, "A", "B" or "C" class divisions in accommodation and services spaces and cabin balconies which are faced with combustible materials, facings, mouldings, decorations and veneers are to comply with the provisions of 3.2.2(b) to 3.2.4(d) and Chapter 4 of this Part. However, traditional wooden benches and wooden linings on bulkheads and ceilings are permitted in saunas and such materials need not be subject to the calculations prescribed in 3.2.2(b) and 3.2.2(c) of this Part. However, the provisions of 3.2.2(c) of this Part need not be applied to cabin balconies. In cargo ships, non-combustible bulkheads, ceilings and linings fitted in accommodation and service spaces may be faced with combustible materials, facings, mouldings, decorations and veneers provided such spaces are bounded by non-combustible bulkheads, ceilings and linings in accordance with the provisions of 3.2.2(b) to 3.2.2(d) and Chapter 4 of this Part. (b) Maximum calorific value of combustible materials Combustible materials used on the surfaces and linings specified in 3.2.2(a) of this Part are to have a calorific value* not exceeding 45 MJ/m 2 of the area for the thickness used. The requirements of this paragraph are not applicable to the surfaces of furniture fixed to linings or bulkheads. * Refer to the recommendations published by the International Organization for Standardization, in particular, Publication ISO 1716, Reaction to fire tests for building and transport productions - Determination of the heat combustion. (c) Total volume of combustible materials Where combustible materials are used in accordance with 3.2.2(a) of this Part, they are to comply with the following requirements:

126 The total volume of combustible facings, mouldings, decorations and veneers in accommodation and service spaces are not to exceed a volume equivalent to 2.5 mm veneer on the combined area of the walls and ceiling linings. Furniture fixed to linings, bulkheads or decks need not be included in the calculation of the total volume of combustible materials; and In the case of ships fitted with an automatic sprinkler system complying with the provisions of the FSS Code, the above volume may include some combustible material used for erection of "C" class divisions. (d) Low flame-spread characteristics of exposed surfaces The following surfaces are to have low flame-spread characteristics in accordance with the FTP Code: In passenger ships: (1) exposed surfaces in corridors and stairway enclosures and of bulkhead and ceiling linings in accommodation and service spaces (except saunas) and control stations; and (2) surfaces and grounds in concealed or inaccessible spaces in accommodation and service spaces and control stations. (3) exposed surfaces of cabin balconies, except for natural hard wood decking systems. In cargo ships: (1) exposed surfaces in corridors and stairway enclosures and of ceilings in accommodation and service spaces (except saunas) and control stations; and (2) surfaces and grounds in concealed or inaccessible spaces in accommodation and service spaces and control stations Furniture in stairway enclosures of passenger ships Furniture in stairway enclosures are to be limited to seating. It is to be fixed, limited to six seats on each deck in each stairway enclosure, be of restricted fire risk determined in accordance with the FTP Code, and are not to restrict the passenger escape route. The Society may permit additional seating in the main reception area within a stairway enclosure if it is fixed, non-combustible and does not restrict the passenger escape route. Furniture are not to be permitted in passenger and crew corridors forming escape routes in cabin areas. In addition to the above, lockers of non-combustible material, providing storage for non-hazardous safety equipment may be permitted. Drinking water dispensers and ice cube machines may be permitted in corridors provided they are fixed and do not restrict the width of the escape routes. This applies as well to decorative flower or plant arrangements, statues or other objects of art such as paintings and tapestries in corridors and stairways Furniture and furnishings on cabin balconies of passenger ships On passenger ships, furniture and furnishings on cabin balconies are to comply with (a), (b), (c), (f) and (g) of this Part unless such balconies are protected by a fixed pressure water-spraying and fixed fire detection and fire alarm systems complying with 5.9 and 8.5.1(c) of this Part.

127 Chapter 4 Smoke Generation Potential and Toxicity For Chapter 2 to Chapter 4, Guidelines for measures to prevent fires in engine-rooms and cargo pumprooms(msc.1/circ.1321, as may be amended) are to be referred. 4.1 Paints, Varnishes and Other Finishes Paints, varnishes and other finishes used on exposed interior surfaces are not to be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the FTP Code On passenger ships, paints, varnishes and other finishes used on exposed surfaces of cabin balconies, excluding natural hard wood decking systems, are not to be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the FTP Code. 4.2 Primary Deck Coverings Primary deck coverings, if applied within accommodation and service spaces and control stations, are to be of approved material which will not give rise to smoke or toxic or explosive hazards at elevated temperatures, this being determined in accordance with the FTP Code On passenger ships, primary deck coverings on cabin balconies are not to give rise to smoke, toxic or explosive hazards at elevated temperatures, this being determined in accordance with the FTP Code.

128 Chapter 5 Detection and Alarm 5.1 General Requirements A fixed fire detection and fire alarm system are to be provided in accordance with the provisions of this Chapter A fixed fire detection and fire alarm system and a sample extraction smoke detection system required in this part are to be of an approved type and comply with the FSS Code Where a fixed fire detection and fire alarm system is required for the protection of spaces other than those specified in of this Part, at least one detector complying with the FSS Code is to be installed in each such space A fixed fire detection and fire alarm system for passenger ships is to be capable of remotely and individually identifying each detector and manually operated call point. 5.2 Initial and Periodical Tests The function of fixed fire detection and fire alarm systems required by the relevant provisions of this Chapter are to be tested under varying conditions of ventilation after installation The function of fixed fire detection and fire alarm systems are to be periodically tested to the satisfaction of the Society by means of equipment producing hot air at the appropriate temperature, or smoke or aerosol particles having the appropriate range of density or particle size, or other phenomena associated with incipient fires to which the detector is designed to respond. 5.3 Protection of Machinery Spaces Installation A fixed fire detection and fire alarm system is to be installed in: (a) periodically unattended machinery spaces; and (b) machinery spaces where: the installation of automatic and remote control systems and equipment has been approved in lieu of continuous manning of the space; and the main propulsion and associated machinery including sources of main source of electrical power are provided with various degrees of automatic or remote control and are under continuous manned supervision from a control room; and (c) enclosed spaces containing incinerators Design The fixed fire detection and fire alarm system required in 5.3.1(a) of this Part is to be so designed and the detectors so positioned as to detect rapidly the onset of fire in any part of those spaces and under any normal conditions of operation of the machinery and variations of ventilation as required by the possible range of ambient temperatures. Except in spaces of restricted height and where their use is specially appropriate, detection systems using only thermal detectors are not to be permitted. The detection system are to initiate audible and visual alarms distinct in both respects from the alarms of any other system not indicating fire, in sufficient places to ensure that the alarms are heard and observed on the navigating bridge and by a responsible engineer officer. When the navigating bridge is unmanned the alarm are to sound in a place where a responsible member of the crew is on duty.

129 Protection of Accommodation and Service Spaces and Control Stations Smoke detectors in accommodation spaces Smoke detectors are to be installed in all stairways, corridors and escape routes within accommodation spaces as provided in 5.4.2, and of this Part. Consideration are to be given to the installation of special purpose smoke detectors within ventilation ducting Requirements for passenger ships carrying more than 36 passengers A fixed fire detection and fire alarm system are to be installed and arranged as to provide smoke detection in service spaces, control stations and accommodation spaces, including corridors, stairways and escape routes within accommodation spaces. Smoke detectors need not be fitted in private bathrooms and galleys. Spaces having little or no fire risk such as voids, public toilets, carbon dioxide rooms and similar spaces need not be fitted with a fixed fire detection and alarm system. Detectors fitted in cabins, when activated, are also to be capable of emitting, or cause to be emitted, an audible alarm within the space where they are located Requirements for passenger ships carrying not more than 36 passengers There are to be installed throughout each separate zone, whether vertical or horizontal, in all accommodation and service spaces and, where it is considered necessary by the Society, in control stations, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc., either: (a) a fixed fire detection and fire alarm system so installed and arranged as to detect the presence of fire in such spaces and providing smoke detection in corridors, stairways and escape routes within accommodation spaces. Detectors fitted in cabins, when activated, are to also be capable of emitting, or cause to be emitted, an audible alarm within the space where they are located; or (b) an automatic sprinkler, fire detection and fire alarm system of an approved type complying with the relevant requirements of the FSS Code and so installed and arranged as to protect such spaces and, in addition, a fixed fire detection and fire alarm system and so installed and arranged as to provide smoke detection in corridors, stairways and escape routes within accommodation spaces Protection of atriums in passenger ships The entire main vertical zone containing the atrium are to be protected throughout with a smoke detection system Cargo ships Accommodation and service spaces and control stations of cargo ships are to be protected by a fixed fire detection and fire alarm system and/or an automatic sprinkler, fire detection and fire alarm system as follows depending on a protection method adopted in accordance with 7.1.3(a) of this Part. (a) Method IC A fixed fire detection and fire alarm system are to be so installed and arranged as to provide smoke detection in all corridors, stairways and escape routes within accommodation spaces. (b) Method IIC An automatic sprinkler, fire detection and fire alarm system of an approved type complying with the relevant requirements of the FSS Code are to be so installed and arranged as to protect accommodation spaces, galleys and other service spaces, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc. In addition, a fixed fire detection and fire alarm system are to be so installed and arranged as to provide smoke detection in all corridors, stairways and escape routes within accommodation spaces. (c) Method IIIC A fixed fire detection and fire alarm system are to be so installed and arranged as to detect the presence of fire in all accommodation spaces and service spaces providing smoke detection in corridors, stairways and escape routes within accommodation spaces, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc. In addition, a fixed fire detection and fire alarm system are to be so installed and

130 arranged as to provide smoke detection in all corridors, stairways and escape routes within accommodation spaces. 5.5 Protection of Cargo Spaces in Passenger Ships A fixed fire detection and fire alarm system or a sample extraction smoke detection system are to be provided in any cargo space which, in the opinion of the Society, is not accessible, except where it is shown to the satisfaction of the Society that the ship is engaged on voyages of such short duration that it would be unreasonable to apply this requirement. 5.6 Manually Operated Call Points Manually operated call points complying with the FSS Code are to be installed throughout the accommodation spaces, service spaces and control stations. One manually operated call point is to be located at each exit. Manually operated call points are to be readily accessible in the corridors of each deck such that no part of the corridor is more than 20 m from a manually operated call point. 5.7 Fire Patrols in Passenger Ships Fire patrols For ships carrying more than 36 passengers an efficient patrol system are to be maintained so that an outbreak of fire may be promptly detected. Each member of the fire patrol are to be trained to be familiar withthe arrangements of the ship as well as the location and operation of any equipment he may be called upon to use Inspection hatches The construction of ceiling and bulkheads are to be such that it will be possible, without impairing the efficiency of the fire protection, for the fire patrols to detect any smoke originating in concealed and inaccessible places, except where in the opinion of the Society there is no risk of fire originating in such places Two-way portable radiotelephone apparatus Each member of the fire patrol are to be provided with a two-way portable radiotelephone apparatus. 5.8 Fire Alarm Signalling Systems in Passenger Ships* * Refer to the Code on Alerts and Indicators as adopted by the IMO by resolution A.1021(26), as may be amended Passenger ships are to at all times when at sea, or in port (except when out of service), be so manned or equipped as to ensure that any initial fire alarm is immediately received by a responsible member of the crew The control panel of fixed fire detection and fire alarm systems are to be designed on the fail-safe principle (e.g. an open detector circuit is to cause an alarm condition) Passenger ships carrying more than 36 passengers are to have the fire detection alarms for the systems required by of this Part centralized in a continuously manned central control station. In addition, controls for remote closing of the fire doors and shutting down the ventilation fans are to be centralized in the same location. The ventilation fans are to be capable of reactivation by the crew at the continuously manned control station. The control panels in the central control station are to be capable of indicating open or closed positions of fire doors and closed or off status of the detectors, alarms and fans. The control panel are to be continuously powered and are to have an automatic change-over to standby power supply in case of loss of normal power supply. The control panel are to be powered from the main source of electrical power and the emergency source of electrical power unless other arrangements are permitted by the rules, as applicable A special alarm, operated from the navigation bridge or fire control station, are to be fitted to summon the crew. This alarm may be part of the ship's general alarm system and are to be capable of being sounded independently of the alarm to the passenger spaces.

131 Protection of Cabin Balconies on Passenger Ships A fixed fire detection and fire alarm system complying with the provisions of the FSS Code are to be installed on cabin balconies of ships to which of this Part applies, when furniture and furnishings on such balconies are not as defined in (a), (b), (c), (f) and (g) of this Part.

132 Chapter 6 Control of Smoke Spread 6.1 Protection of Control Stations Outside Machinery Spaces Practicable measures are to be taken for control stations outside machinery spaces in order to ensure that ventilation, visibility and freedom from smoke are maintained so that, in the event of fire, the machinery and equipment contained therein may be supervised and continue to function effectively. Alternative and separate means of air supply are to be provided and air inlets of the two sources of supply are to be so disposed that the risk of both inlets drawing in smoke simultaneously is minimized. At the discretion of the Society, such requirements need not apply to control stations situated on, and opening on to, an open deck or where local closing arrangements would be equally effective. The ventilation system serving safety centres may be derived from the ventilation system serving the navigation bridge, unless located in an adjacent main vertical zone. 6.2 Release of Smoke From Machinery Spaces The provisions of this paragraph are to apply to machinery spaces of category A and, where the Society considers desirable, to other machinery spaces Suitable arrangements are to be made to permit the release of smoke, in the event of fire, from the space to be protected, subject to the provisions of of this Part The normal ventilation systems may be acceptable for this purpose Means of control are to be provided for permitting the release of smoke and such controls are to be located outside the space concerned so that, in the event of fire, they will not be cut off from the space they serve In passenger ships, the controls required by of this Part are to be situated at one control position or grouped in as few positions as possible to the satisfaction of the Society. Such positions are to have a safe access from the open deck. 6.3 Draught Stops Air spaces enclosed behind ceilings, panelling or linings are to be divided by close-fitting draught stops spaced not more than 14 m apart. In the vertical direction, such enclosed air spaces, including those behind linings of stairways, trunks, etc., are to be closed at each deck. 6.4 Smoke Extraction Systems in Atriums of Passenger Ships Atriums are to be equipped with a smoke extraction system. The smoke extraction system is to be activated by the required smoke detection system and be capable of manual control. The fans are to be sized such that the entire volume within space can be exhausted in 10 min. or less.

133 Chapter 7 Containment of Fire 7.1 Thermal and Structural Boundaries Thermal and structural subdivision Ships of all types are to be subdivided into spaces by thermal and structural divisions having regard to the fire risks of the space Passenger ships (a) Main vertical zones and horizontal zones (iii) (iv) (v) The hull, superstructure and deckhouses (1) In ships carrying more than 36 passengers, the hull, superstructure and deckhouses are to be subdivided into main vertical zones by "A-60" class divisions. Steps and recesses are to be kept to a minimum, but where they are necessary they are to also be "A-60" class divisions. Where a category e), i) or j) space defined in paragraph 7.1.2(c)(2) of this Part is on one side or where fuel oil tanks are on both sides of the division the standard may be reduced to "A-0". (2) In ships carrying not more than 36 passengers, the hull, superstructure and deckhouses in way of accommodation and service spaces are to be subdivided into main vertical zones by "A" class divisions. These divisions are to have insulation values in accordance with tables in 7.1.2(d) of this Part. As far as practicable, the bulkheads forming the boundaries of the main vertical zones above the bulkhead deck are to be in line with watertight subdivision bulkheads situated immediately below the bulkhead deck. The length and width of main vertical zones may be extended to a maximum of 48 m in order to bring the ends of main vertical zones to coincide with watertight subdivision bulkheads or in order to accommodate a large public space extending for the whole length of the main vertical zone provided that the total area of the main vertical zone is not greater than 1,600 m 2 on any deck. The length or width of a main vertical zone is the maximum distance between the furthermost points of the bulkheads bounding it. Such bulkheads are to extend from deck to deck and to the shell or other boundaries. Where a main vertical zone is subdivided by horizontal "A" class divisions into horizontal zones for the purpose of providing an appropriate barrier between a zone with sprinklers and a zone without sprinklers, the divisions are to extend between adjacent main vertical zone bulkheads and to the shell or exterior boundaries of the ship and are to be insulated in accordance with the fire insulation and integrity values given in Table IX 7-4. Ships designed for special purposes or in a ship with special category spaces (1) On ships designed for special purposes, such as automobile or railroad car ferries, where the provision of main vertical zone bulkheads would defeat the purpose for which the ship is intended, equivalent means for controlling and limiting a fire are to be substituted and specifically approved by the Society. Service spaces and ship stores are not to be located on roro decks unless protected in accordance with the applicable provisions. (2) However, in a ship with special category spaces, such spaces are to comply with the applicable provisions of 13.3 of this Part and where such compliance would be inconsistent with other requirements for passenger ships specified in this chapter, the requirements of 13.3 of this Part are to prevail. (b) Bulkheads within a main vertical zone For ships carrying more than 36 passengers, bulkheads which are not required to be "A" class divisions are to be at least "B" class or "C" class divisions as prescribed in the tables in paragraph 7.1.2(c) of this Part. For ships carrying not more than 36 passengers, bulkheads within accommodation and service spaces which are not required to be "A" class divisions are to be at least "B" class or "C" class divisions as

134 (iii) prescribed in the tables in 7.1.2(d) of this Part. In addition, corridor bulkheads, where not required to be "A" class, are to be "B" class divisions which are to extend from deck to deck except: (1) when continuous "B" class ceilings or linings are fitted on both sides of the bulkhead, the portion of the bulkhead behind the continuous ceiling or lining are to be of material which, in thickness and composition, is acceptable in the construction of "B" class divisions, but which are to be required to meet "B" class integrity standards only in so far as is reasonable and practicable in the opinion of the Society; and (2) in the case of a ship protected by an automatic sprinkler system complying with the provisions of the FSS Code, the corridor bulkheads may terminate at a ceiling in the corridor provided such bulkheads and ceilings are of "B" class standard in compliance with 7.1.2(d) of this Part. All doors and frames in such bulkheads are to be of non-combustible materials and are to have the same fire integrity as the bulkhead in which they are fitted. Bulkheads required to be "B" class divisions, except corridor bulkheads as prescribed in paragraph 7.1.2(b) of this Part, are to extend from deck to deck and to the shell or other boundaries. However, where a continuous "B" class ceiling or lining is fitted on both sides of a bulkhead which is at least of the same fire resistance as the adjoining bulkhead, the bulkhead may terminate at the continuous ceiling or lining. (c) Fire integrity of bulkheads and decks in ships carrying more than 36 passengers In addition to complying with the specific provisions for fire integrity of bulkheads and decks of passenger ships, the minimum fire integrity of all bulkheads and decks are to be as prescribed in Table IX 7-1 and Table IX 7-2. Where, due to any particular structural arrangements in the ship, difficulty is experienced in determining from the tables the minimum fire integrity value of any divisions, such values are to be determined to the satisfaction of the Society. The following requirements are to govern application of the tables: (1) Table IX 7-1 are to apply to bulkheads not bounding either main vertical zones or horizontal zones. Table IX 7-2 are to apply to decks not forming steps in main vertical zones nor bounding horizontal zones. (2) For determining the appropriate fire integrity standards to be applied to boundaries between adjacent spaces, such spaces are classified according to their fire risk as shown in categories a) to n) below. Where the contents and use of a space are such that there is a doubt as to its classification for the purpose of this Chapter, or where it is possible to assign two or more classifications to a space, it is to be treated as a space within the relevant category having the most stringent boundary requirements. Smaller, enclosed rooms within a space that have less than 30% communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms are to be as prescribed in Table IX 7-1 and Table IX 7-2. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the tables. a) Control stations Spaces containing emergency sources of power and lighting. Wheelhouse and chartroom. Spaces containing the ship's radio equipment. Fire control stations Control room for propulsion machinery when located outside the propulsion machinery space. Spaces containing centralized fire alarm equipment. Spaces containing centralized emergency public address system stations and equipment. b) Stairways Interior stairways, lifts, totally enclosed emergency escape trunks, and escalators (other than those wholly contained within the machinery spaces) for passengers and crew and enclosures thereto.in this connection a stairway which is enclosed at only one level are to be regarded as part of the space from which it is not separated by a fire door. c) Corridors

135 Passenger and crew corridors and lobbies. d) Evacuation stations and external escape routes Survival craft stowage area. Open deck spaces and enclosed promenades forming lifeboat and liferaft embarkation and lowering stations. Assembly stations, internal and external. External stairs and open decks used for escape routes. The ship's side to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to the liferaft and evacuation slide embarkation areas. e) Open deck spaces Open deck spaces and enclosed promenades clear of lifeboat and liferaft embarkation and lowering stations. To be considered in this category, enclosed promenades are to have no significant fire risk, meaning that furnishings are to be restricted to deck furniture. In addition, such spaces are to be naturally ventilated by permanent openings. Air spaces (the space outside superstructures and deckhouses). f) Accommodation spaces of minor fire risk Cabins containing furniture and furnishings of restricted fire risk. Offices and dispensaries containing furniture and furnishings of restricted fire risk. Public spaces containing furniture and furnishings of restricted fire risk and having a deck area of less than 50 m 2. g) Accommodation spaces of moderate fire risk Spaces as in category f) above but containing furniture and furnishings of other than restricted fire risk. Public spaces containing furniture and furnishings of restricted fire risk and having a deck area of 50 m² or more. Isolated lockers and small store-rooms in accommodation spaces having areas less than 4 m² (in which flammable liquids are not stowed). Motion picture projection and film stowage rooms. Diet kitchens (containing no open flame). Cleaning gear lockers (in which flammable liquids are not stowed). Laboratories (in which flammable liquids are not stowed). Pharmacies. Small drying rooms (having a deck area of 4 m 2 or less). Specie rooms. Operating rooms. h) Accommodation spaces of greater fire risk Public spaces containing furniture and furnishings of other than restricted fire risk and having a deck area of 50 m 2 or more. Barber shops and beauty parlours. Saunas Sale shops i) Sanitary and similar spaces Communal sanitary facilities, showers, baths, water closets, etc. Small laundry rooms. Indoor swimming pool area. Isolated pantries containing no cooking appliances in accommodation spaces. Private sanitary facilities are to be considered a portion of the space in which they are located. j) Tanks, voids and auxiliary machinery spaces having little or no fire risk Water tanks forming part of the ship's structure. Voids and cofferdams.

136 Auxiliary machinery spaces which do not contain machinery having a pressure lubrication system and where storage of combustibles is prohibited, such as: ventilation and air-conditioning rooms; windlass room; steering gear room; stabilizer equipment room; electrical propulsion motor room; rooms containing section switchboards and purely electrical equipment other than oil-filled electrical transformers (above 10 kva); shaft alleys and pipe tunnels; spaces for pumps and refrigeration machinery (not handling or using flammable liquids). Closed trunks serving the spaces listed above. Other closed trunks such as pipe and cable trunks. k) Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk Cargo oil tanks. Cargo holds, trunkways and hatchways. Refrigerated chambers. Oil fuel tanks (where installed in a separate space with no machinery). Shaft alleys and pipe tunnels allowing storage of combustibles. Auxiliary machinery spaces as in category j) which contain machinery having a pressure lubrication system or where storage of combustibles is permitted. Oil fuel filling stations. Spaces containing oil-filled electrical transformers (above 10 kva). Spaces containing turbine and reciprocating steam engine driven auxiliary generators and small internal combustion engines of power output up to 110 kw driving generators, sprinkler, drencher or firepumps, bilge pumps, etc. Closed trunks serving the spaces listed above. l) Machinery spaces and main galleys Main propulsion machinery rooms (other than electric propulsion motor rooms) and boiler rooms. Auxiliary machinery spaces other than those in categories j) and k) which contain internal combustion machinery or other oil-burning, heating or pumping units. Main galleys and annexes. Trunks and casings to the spaces listed above. m) Store-rooms, workshops, pantries, etc. Main pantries not annexed to galleys. Main laundry. Large drying rooms (having a deck area of more than 4 m 2 ) Miscellaneous stores. Mail and baggage rooms. Garbage rooms. Workshops (not part of machinery spaces, galleys, etc.). Lockers and store-rooms having areas greater than 4 m 2, other than those spaces that have provisions for the storage of flammable liquids. n) Other spaces in which flammable liquids are stowed Paint lockers. Store-rooms containing flammable liquids (including dyes, medicines, etc.). Laboratories (in which flammable liquids are stowed)

137 (3) Where a single value is shown for the fire integrity of a boundary between two spaces, that value are to apply in all cases; (4) Notwithstanding the provisions of paragraph 7.1.2(b) of this Part there are no special requirements for material or integrity of boundaries where only a dash appears in the tables; and (5) The Society are to determine in respect of category e) spaces whether the insulation values in Table IX 7-1 are to apply to ends of deckhouses and superstructures, and whether the insulation values in Table IX 7-2 are to apply to weather decks. In no case are to the requirements of category e) of Table IX 7-1 or Table IX 7-2 necessitate enclosure of spaces which in the opinion of the Society need not be enclosed. Table IX 7-1 Bulkheads not Bounding Either Main Vertical Zones or Horizontal Zones Spaces a) b) c) d) e) f) g) h) i) j) k) l) m) n) Control stations a) B-0 (1) A-0 A-0 A-0 A-0 A-60 A-60 A-60 A-0 A-0 A-60 A-60 A-60 A-60 Stairways b) A-0 (1) A-0 A-0 A-0 A-0 A-15 A-15 A-0 (3) A-0 A-15 A-30 A-15 A-30 Corridors c) B-15 A-60 A-0 B-15 B-15 B-15 B-15 A-0 A-15 A-30 A-0 A-30 Evacuation stations and external escape routes d) A-0 A-60 (2). (4) A-60 (2).(4) A-60 (2).(4) A-0 (4) A-0 A-60 (2) A-60 b A-60 (2) A-60 (2) Open deck spaces e) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 Accommodation spaces of minor fire risk f) B-0 B-0 B-0 C A-0 A-0 A-30 A-0 A-30 Accommodation spaces of moderate fire risk. g) B-0 B-0 C A-0 A-15 A-60 A-15 A-60 Accommodation spaces of greater fire risk. h) B-0 C A-0 A-30 A-60 A-15 A-60 Sanitary and similar spaces i) C A-0 A-0 A-0 A-0 A-0 Tanks, voids and auxiliary machinery spaces having little no fire risk Auxiliary machinery spaces, cargo spaces, cargo and other oil thanks and other similar spaces of moderate fire risk j) A-0 (1) A-0 A-0 A-0 A-0 k) A-0 (1) A-0 A-0 A-15 Machinery spaces and main galleys l) A-0 (1) A-0 A-60 Store-rooms, workshops, pantries, etc. m) A-0 (1) A-0 Other spaces in which flammable liquids are stowed See notes following Table IX 7-2 n) A-30

138 Table IX 7-2 Decks not Forming Steps in Main Vertical Zones nor Bounding Horizontal Zones Space below Space above a) b) c) d) e) f) g) h) i) j) k) l) m) n) Control stations a) A-30 A-30 A-15 A-0 A-0 A-0 A-15 A-30 A-0 A-0 A-0 A-60 A-0 A-60 Stairways b) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-30 A-0 A-30 Corridors c) A-15 A-0 A-0 (1) A-60 A-0 A-0 A-15 A-15 A-0 A-0 A-0 A-30 A-0 A-30 Evacuation stations and external escape routes d) A-0 A-0 A-0 A-0 - A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 Open deck spaces e) A-0 A-0 A-0 A-0 - A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 Accommodation spaces of minor fire risk f) A-60 A-15 A-0 A-60 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 Accommodation spaces of moderate fire risk. g) A-60 A-15 A-15 A-60 A-0 A-0 A-15 A-15 A-0 A-0 A-0 A-0 A-0 A-0 Accommodation spaces of greater fire risk. h) A-60 A-15 A-15 A-60 A-0 A-15 A-15 A-30 A-0 A-0 A-0 A-0 A-0 A-0 Sanitary and similar spaces i) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 Tanks, voids and auxiliary machinery spaces having little no fire risk j) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 (1) A-0 A-0 A-0 A-0 Auxiliary machinery spaces, cargo spaces, cargo and other oil thanks and other similar spaces of moderate fire risk k) A-60 A-60 A-60 A-60 A-0 A-0 A-15 A-30 A-0 A-0 A-0 (1) A-0 A-0 A-30 Machinery spaces and main galleys l) A-60 A-60 A-60 A-60 A-0 A-60 A-60 A-60 A-0 A-0 A-30 A-30 (1) A-0 A-60 Store-rooms, workshops, pantries, etc. m) A-60 A-30 A-15 A-60 A-0 A-15 A-30 A-30 A-0 A-0 A-0 A-0 A-0 A-0 Other spaces in which flammable liquids are stowed n) A-60 A-60 A-60 A-60 A-0 A-30 A-60 A-60 A-0 A-0 A-0 A-0 A-0 A-0 Notes: To be applied to Table IX 7-1 and Table IX 7-2. (1) Where adjacent spaces are in the same numerical category and superscript (1) appears, a bulkhead or deck between such spaces need not be fitted if deemed unnecessary by the Society. For example, in category l) a bulkhead need not be required between a galley and its annexed pantries provided the pantry bulkhead and decks maintain the integrity of the galley boundaries. A bulkhead is, however, required between a galley and machinery space even though both spaces are in category l). (2) The ship's side, to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to liferafts and evacuation slides may be reduced to "A-30". (3) Where public toilets are installed completely within the stairway enclosure, the public toilet bulkhead within the stairway enclosure can be of "B" class integrity. (4) Where spaces of categories f), g), h) and i) are located completely within the outer perimeter of the assembly station, the bulkheads of these spaces are allowed to be of "B-0" class integrity. Control positions for audio, video and light installations may be considered as part of the assembly station. (iii) (iv) Continuous "B" class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing wholly or in part, to the required insulation and integrity of a division. Construction and arrangement of saunas (1) The perimeter of the sauna are to be of "A" class boundaries and may include changing rooms, showers and toilets. The sauna are to be insulated to A-60 standard against other spaces except those inside of the perimeter and spaces of categories e), i) and j). (2) Bathrooms with direct access to saunas may be considered as part of them. In such cases, the door between sauna and the bathroom need not comply with fire safety requirements. (3) The traditional wooden lining on the bulkheads and ceiling are permitted in the sauna. The ceiling above the oven are to be lined with a non-combustible plate with an air gap of at least 30 mm. The distance from the hot surfaces to combustible materials are to be at least 500 mm or the combustible materials are to be protected (e.g. non-combustible plate with an air gap of at least 30 mm). (4) The traditional wooden benches are permitted to be used in the sauna. (5) The sauna door are to open outwards by pushing.

139 (6) Electrically heated ovens are to be provided with a timer. (d) Fire integrity of bulkheads and decks in ships carrying not more than 36 passengers In addition to complying with the specific provisions for fire integrity of bulkheads and decks of passenger ships, the minimum fire integrity of bulkheads and decks are to be as prescribed in Table IX 7-3 and Table IX 7-4. The following requirements govern application of the tables: (1) Table IX 7-3 and Table IX 7-4 are to apply respectively to the bulkheads and decks separating adjacent spaces. (2) For determining the appropriate fire integrity standards to be applied to divisions between adjacent spaces, such spaces are classified according to their fire risk as shown in categories a) to k) below. Where the contents and use of a space are such that there is a doubt as to its classification for the purpose of this Chpater, or where it is possible to assign two or more classifications to a space, it is to be treated as a space within the relevant category having the most stringent boundary requirements. Smaller, enclosed rooms within a space that have less than 30% communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms are to be as prescribed in Table IX 7-3 and Table IX 7-4. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the tables. a) Control stations Spaces containing emergency sources of power and lighting. Wheelhouse and chartroom. Spaces containing the ship's radio equipment. Fire control stations. Control room for propulsion machinery when located outside the machinery space. Spaces containing centralized fire alarm equipment. b) Corridors Passenger and crew corridors and lobbies. c) Accommodation spaces Spaces as defined in of this Part excluding corridors. d) Stairways Interior stairways, lifts, totally enclosed emergency escape trunks, and escalators (other than those wholly contained within the machinery spaces) and enclosures thereto. In this connection, a stairway which is enclosed only at one level are to be regarded as part of the space from which it is not separated by a fire door. e) Service spaces (low risk) Lockers and store-rooms not having provisions for the storage of flammable liquids and having areas less than 4 m 2 and drying rooms and laundries. f) Machinery spaces of category A Spaces as defined in of this Part. g) Other machinery spaces Electrical equipment rooms (auto-telephone exchange, air-conditioning duct spaces). Spaces as defined in of this Part excluding machinery spaces of category A. h) Cargo spaces All spaces used for cargo (including cargo oil tanks) and trunkways and hatchways to such spaces, other than special category spaces. i) Service spaces (high risk) Galleys, pantries containing cooking appliances, paint and lamp rooms, lockers and store-rooms having areas of 4 m 2 or more, spaces for the storage of flammable liquids, saunas and workshops other than those forming part of the machinery spaces.

140 (iii) (iv) (v) j) Open decks Open deck spaces and enclosed promenades having little or no fire risk. Enclosed promenades are to have no significant fire risk, meaning that furnishing are to be restricted to deck furniture. In addition, such spaces are to be naturally ventilated by permanent openings. Air spaces (the space outside superstructures and deckhouses). k) Special category spaces and ro-ro space Spaces as defined in and of this Part. (3) In determining the applicable fire integrity standard of a boundary between two spaces within a main vertical zone or horizontal zone which is not protected by an automatic sprinkler system complying with the provisions of the FSS Code or between such zones neither of which is so protected, the higher of the two values given in the tables are to apply; (4) In determining the applicable fire integrity standard of a boundary between two spaces within a main vertical zone or horizontal zone which is protected by an automatic sprinkler system complying with the provisions of the FSS Code or between such zones both of which are so protected, the lesser of the two values given in the tables are to apply. Where a zone with sprinklers and a zone without sprinklers meet within accommodation and service spaces, the higher of the two values given in the tables are to apply to the division between the zones; Continuous "B" class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing, wholly or in part, to the required insulation and integrity of a division. External boundaries which are required in 9.1 of this Part to be of steel or other equivalent material may be pierced for the fitting of windows and sidescuttles provided that there is no requirement for such boundaries of passenger ships to have "A" class integrity. Similarly, in such boundaries which are not required to have "A" class integrity, doors may be constructed of materials which are to the satisfaction of the Society. Saunas are to comply with paragraph 7.1.2(c)(iv) of this Part. Table IX 7-3 Fire Integrity of Bulkheads Separating Adjacent Spaces Spaces a) b) c) d) e) f) g) h) i) j) k) Control stations a) A-0 (3) A-0 A-60 A-0 A-15 A-60 A-15 A-60 A-60 * A-60 Corridors b) C (5) A-0(1) (5) B-0 B-0 (5) B-0 (5) A-60 A-0 A-0 A-15 A-0 (4) * A-30 Accommodation spaces c) C e A-0 (1) B-0 (5) B-0 (5) A-60 A-0 A-0 A-15 A-0 (4) * A-30 A-0 (4) Stairways d) Service spaces (low risk) e) Machinery spaces of category A f) Other machinery spaces g) Cargo spaces h) Service spaces (high risks) i) Open decks j) Special category spaces and ro-ro spaces k) A-0 (1) B-0 (5) A-0 (1) B-0 (5) A-60 A-0 A-0 A-15 A-0 (4) * A-30 C (5) A-60 A-0 A-0 A-0 * A-0 * A-0 A-0 A-60 * A-60 A-0 b A-0 A-0 * A-0 * A-0 * A-0 A-0 (2) * A-30 * A-0 A-30

141 Table IX 7-4 Fire Integrity of Decks Separating Adjacent Spaces Spaces a) b) c) d) e) f) g) h) i) j) k) Control stations a) A-0 A-0 A-0 A-0 A-0 A-60 A-0 A-0 A-0 * A-60 Corridors b) A-0 * * A-0 * A-60 A-0 A-0 A-0 * A-30 Accommodation spaces c) A-60 A-0 * A-0 * A-60 A-0 A-0 A-0 * Stairways d) A-0 A-0 A-0 * A-0 A-60 A-0 A-0 A-0 * A-30 Service spaces (low risk) e) A-15 A-0 A-0 A-0 * A-60 A-0 A-0 A-0 * A-0 Machinery spaces of category A f) A-60 A-60 A-60 A-60 A-60 * A-60 (6) A-30 A-60 * A-60 Other machinery spaces g) A-15 A-0 A-0 A-0 A-0 A-0 * A-0 A-0 * A-0 Cargo spaces h) A-60 A-0 A-0 A-0 A-0 A-0 A-0 * A-0 * A-0 Service spaces (high risks) i) A-60 A-30 A-0 (4) A-30 A-0 (4) A-30 A-0 (4) A-30 A-0 A-60 A-0 A-0 A-0 * A-30 Open decks j) * * * * * * * * * - A-0 Special category spaces and ro-ro spaces k) A-60 A-30 A-30 A-30 A-0 A-60 A-0 A-0 A-30 A-0 A-30 Notes: To be applied to both Table IX 7-3 and Table IX 7-4 as appropriate. (1) For clarification as to which applies, see 7.1.2(b) and 7.1.2(e) of this Part. (2) Where spaces are of the same numerical category and superscript (2) appears, a bulkhead or deck of the rating shown in the tables is only required when the adjacent spaces are for a different purpose, (e.g., in category i)). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an "A-0" bulkhead. (3) Bulkhead separating the wheelhouse and chartroom from each other may have a "B-0" rating. No fire rating is required for those partitions separating the navigation bridge and the safety centre when the latter is within the navigation bridge. (4) See paragraphs 7.1.2(d)(3) and 7.1.2(d)(4) of this Part. (5) For the application of paragraph 7.1.2(a)(2) of this Part, "B-0" and "C", where appearing in Table IX 7-3, are to be read as "A-0". (6) Fire insulation need not be fitted if the machinery space in category g), in the opinion of the Society, has little or no fire risk. *Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material, but is not required to be of "A" class standard. However, where a deck, except in a category j) space, is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations are to be made tight to prevent the passage of flame and smoke. Divisions between control stations (emergency generators) and open decks may have air intake openings without means for closure, unless a fixed gas fire-fighting system is fitted. For the application of paragraph 7.1.2(a)(2) of this Part, an asterisk, where appearing in Table IX 7-4, except for categories h) and j), are to be read as "A-0". (e) Protection of stairways and lifts in accommodation area Stairways are to be within enclosures formed of "A" class divisions, with positive means of closure at all openings, except that: (1) a stairway connecting only two decks need not be enclosed, provided the integrity of the deck is maintained by proper bulkheads or self-closing doors in one 'tween-deck space. When a stairway is closed in one 'tween-deck space, the stairway enclosure are to be protected in accordance with the tables for decks in paragraphs 7.1.2(c) or 7.1.2(d) of this Part; and (2) stairways may be fitted in the open in a public space, provided they lie wholly within the public space. Lift trunks are to be so fitted as to prevent the passage of smoke and flame from one 'tween-deck to another and are to be provided with means of closing so as to permit the control of draught and smoke. Machinery for lifts located within stairway enclosures are to be arranged in a separate room, surrounded by steel boundaries, except that small passages for lift cables are permitted. Lifts which open into spaces other than corridors, public spaces, special category spaces, stairways and external areas are not to open into stairways included in the means of escape.

142 (f) Arrangement of cabin balconies On passenger ships, non-load bearing partial bulkheads which separate adjacent cabin balconies are to be capable of being opened by the crew from each side for the purpose of fighting fires. (g) Protection of atriums Atriums are to be within enclosures formed of "A" class divisions having a fire rating determined in accordance with Table IX 7-2 and Table IX 7-4, as applicable. Decks separating spaces within atriums are to have a fire rating determined in accordance with Table IX 7-2 and Table IX 7-4, as applicable Cargo Ships except tankers (a) Methods of protection in accommodation area One of the following methods of protection are to be adopted in accommodation and service spaces and control stations: (1) Method IC - The construction of internal divisional bulkheads of non-combustible "B" or "C" class divisions generally without the installation of an automatic sprinkler, fire detection and fire alarm system in the accommodation and service spaces, except as required by 5.4.5(a) of this Part; or (2) Method IIC - The fitting of an automatic sprinkler, fire detection and fire alarm system as required by 5.4.5(b) of this Part for the detection and extinction of fire in all spaces in which fire might be expected to originate, generally with no restriction on the type of internal divisional bulkheads; or (3) Method IIIC - The fitting of a fixed fire detection and fire alarm system as required by 5.4.5(c) of this Part, in spaces in which a fire might be expected to originate, generally with no restriction on the type of internal divisional bulkheads, except that in no case must the area of any accommodation space or spaces bounded by an "A" or "B" class division exceed 50 m 2. Consideration may be given by the Society to increasing this area for public spaces. The requirements for the use of non-combustible materials in the construction and insulation of boundary bulkheads of machinery spaces, control stations, service spaces, etc., and the protection of the above stairway enclosures and corridors will be common to all three methods outlined in paragraph 7.1.3(a) of this Part. (b) Bulkheads within accommodation area (iii) (iv) Bulkheads required to be "B" class divisions are to extend from deck to deck and to the shell or other boundaries. However, where a continuous "B" class ceiling or lining is fitted on both sides of the bulkhead, the bulkhead may terminate at the continuous ceiling or lining. Method IC - Bulkheads not required by this or other chapters for cargo ships to be "A" or "B" class divisions, are to be of at least "C" class construction. Method IIC - There are to be no restriction on the construction of bulkheads not required by this or other chapters for cargo ships to be "A" or "B" class divisions except in individual cases where "C" class bulkheads are required in accordance with Table IX 7-5. Method IIIC - There are to be no restriction on the construction of bulkheads not required for cargo ships to be "A" or "B" class divisions except that the area of any accommodation space or spaces bounded by a continuous "A" or "B" class division must in no case exceed 50 m 2, except in individual cases where "C" class bulkheads are required in accordance with Table IX 7-5. Consideration may be given by the Society to increasing this area for public spaces. (c) Fire integrity of bulkheads and decks In addition to complying with the specific provisions for fire integrity of bulkheads and decks of cargo ships, the minimum fire integrity of bulkheads and decks are to be as prescribed in Table IX 7-5 and Table IX 7-6. The following requirements are to govern application of the tables:

143 (1) Table IX 7-5 and Table IX 7-6 are to apply respectively to the bulkheads and decks separating adjacent spaces. (2) For determining the appropriate fire integrity standards to be applied to divisions between adjacent spaces, such spaces are classified according to their fire risk as shown in categories a) to k) below. Where the contents and use of a space are such that there is a doubt as to its classification for the purpose of this chapter, or where it is possible to assign two or more classifications to a space, it is to be treated as a space within the relevant category having the most stringent boundary requirements. Smaller, enclosed rooms within a space that have less than 30% communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms are to be as prescribed in Table IX 7-5 and Table IX 7-6. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the tables; a) Control stations Spaces containing emergency sources of power and lighting. Wheelhouse and chartroom. Spaces containing the ship's radio equipment. Fire control stations. Control room for propulsion machinery when located outside the machinery space. Spaces containing centralized fire alarm equipment. b) Corridors corridors and lobbies. c) Accommodation spaces Spaces as defined in of this Part, excluding corridors. d) Stairways Interior stairway, lifts, totally enclosed emergency escape trunks, and escalators (other than those wholly contained within the machinery spaces) and enclosures thereto. In this connection, a stairway which is enclosed only at one level are to be regarded as part of the space from which it is not separated by a fire door. e) Service spaces (low risk) Lockers and store-rooms not having provisions for the storage of flammable liquids and having areas less than 4 m 2 and drying rooms and laundries. f) Machinery spaces of category A Spaces as defined in of this Part. g) Other machinery spaces Electrical equipment rooms (auto-telephone exchange, air-conditioning duct spaces). Spaces as defined in of this Part excluding machinery spaces of category A. h) Cargo spaces All spaces used for cargo (including cargo oil tanks) and trunkways and hatchways to such spaces. i) Service spaces (high risk) Galleys, pantries containing cooking appliances, saunas, paint lockers and store-rooms having areas of 4 m 2 or more, spaces for the storage of flammable liquids, and workshops other than those forming part of the machinery spaces. j) Open decks Open deck spaces and enclosed promenades having little or no fire risk. To be considered in this category, enclosed promenades are to have no significant fire risk, meaning that furnishings are to be restricted to deck furniture. In addition, such spaces are to be naturally ventilated by permanent openings. Air spaces (the space outside superstructures and deckhouses). k) Ro-ro and vehicle spaces

144 Ro-ro spaces as defined in of this Part. Vehicle spaces as defined in of this Part. Table IX 7-5 Fire Integrity of Bulkheads Separating Adjacent Spaces Spaces a) b) c) d) e) f) g) h) i) j) k) Control stations a) A 0 (5) A 0 A 60 A 0 A 15 A 60 A 15 A 60 A 60 * A 60 Corridors b) C B 0 B 0 Accommodation spaces c) C (1), (2) B 0 Stairways d) A 0 (3) B 0 A 60 A 0 A 0 A 0 * A 30 A 0 (3) B 0 A 60 A 0 A 0 A 0 * A 30 B 0 B 0 A 0 (3) A 0 (3) A 60 A 0 A 0 A 0 Service spaces (low risk) e) C A 60 A 0 A 0 A 0 * A 0 Machinery spaces of category A f) * A 0 A 0 (6) A 60 * A 60 (6) Other machinery spaces g) A 0 (4) A 0 A 0 * A 0 Cargo spaces h) * A 0 * A 0 Service spaces (high risks) i) A 0 (4) * A 30 Open decks j) A 0 Ro ro and vehicle spaces k) A 30 * * A 30 Table IX 7-6 Fire Integrity of Decks Separating Adjacent Space Space below Space above a) b) c) d) e) f) g) h) i) j) k) Control stations a) A 0 A 0 A 0 A 0 A 0 A 60 A 0 A 0 A 0 * A 60 Corridors b) A 0 * * A 0 * A 60 A 0 A 0 A 0 * A 30 Accommodation spaces c) A 60 A 0 * A 0 * A 60 A 0 A 0 A 0 * A 30 Stairways d) A 0 A 0 A 0 * A 0 A 60 A 0 A 0 A 0 * A 30 Service spaces (low risk) e) A 15 A 0 A 0 A 0 * A 60 A 0 A 0 A 0 * A 0 Machinery spaces of category A f) A 60 A 60 A 60 A 60 A 60 * A 60 (8) A 30 A 60 * A 60 Other machinery spaces g) A 15 A 0 A 0 A 0 A 0 A 0 * A 0 A 0 * A 0 Cargo spaces h) A 60 A 0 A 0 A 0 A 0 A 0 A 0 * A 0 * A 0 Service spaces (high risks) i) A 60 A 0 A 0 A 0 A 0 A 60 A 0 A 0 A 0 (4) * A 30 Open decks j) * * * * * * * * * A 0 Ro-ro and vehicle spaces k) A 60 A 30 A 30 A 30 A 0 A 60 A 0 A 0 A 30 A 0 A 30 Notes: To be applied to Table IX 7-5 and Table IX 7-6 as appropriate. (1) No special requirements are imposed upon bulkheads in methods IIC and IIIC fire protection. (2) In case of method IIIC "B" class bulkheads of "B-0" rating are to be provided between spaces or groups of spaces of 50 m 2 and over in area. (3) For clarification as to which applies, see paragraphs 7.1.3(b) and 7.1.3(d) of this Part. (4) Where spaces are of the same numerical category and superscript (4) appear, a bulkhead or deck of the rating shown in the tables is only required when the adjacent spaces are for a different purpose (e.g. in category i)). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an "A-0" bulkhead. (5) Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a "B-0" rating. (6) An "A-0" rating may be used if no dangerous goods are intended to be carried or if such goods are stowed not less than 3 m horizontally from such a bulkhead. (7) For cargo spaces in which dangerous goods are intended to be carried, (h) of this Part applies. (8) Fire insulation need not be fitted if the machinery in category g) if, in the opinion of the Society, it has little or no fire risk.

145 * Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material but is not required to be of "A" class standard. However, where a deck, except an open deck, is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations are to be made tight to prevent the passage of flame and smoke. Divisions between control stations (emergency generators) and open decks may have air intake openings without means for closure, unless a fixed gas fire-fighting system is fitted. (iii) (iv) (v) Continuous "B" class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing, wholly or in part, to the required insulation and integrity of a division. External boundaries which are required in 9.1 of this Part to be of steel or other equivalent material may be pierced for the fitting of windows and sidescuttles provided that there is no requirement for such boundaries of cargo ships to have "A" class integrity. Similarly, in such boundaries which are not required to have "A" class integrity, doors may be constructed of materials which are to the satisfaction of the Society. Saunas are to comply with paragraph 7.1.2(c)(iv) of this Part. (d) Protection of stairways and lift trunks in accommodation spaces, service spaces and control stations Tankers (a) Application Stairways which penetrate only a single deck are to be protected, at a minimum, at one level by at least "B-0" class divisions and self-closing doors. Lifts which penetrate only a single deck are to be surrounded by "A-0" class divisions with steel doors at both levels. Stairways and lift trunks which penetrate more than a single deck are to be surrounded by at least "A-0" class divisions and be protected by selfclosing doors at all levels. On ships having accommodation for 12 persons or less, where stairways penetrate more than a single deck and where there are at least two escape routes direct to the open deck at every accommodation level, the "A-0" requirements of 7.1.3(d) of this Part may be reduced to "B-0". For tankers, only method IC as defined in paragraph 7.1.3(a) of this Part are to be used. (b) Fire integrity of bulkheads and decks In lieu of of this Part and in addition to complying with the specific provisions for fire integrity of bulkheads and decks of tankers, the minimum fire integrity of bulkheads and decks are to be as prescribed in Table IX 7-7 and Table IX 7-8. The following requirements are to govern application of the tables: (1) Table IX 7-7 and Table IX 7-8 are to apply respectively to the bulkhead and decks separating adjacent spaces; (2) For determining the appropriate fire integrity standards to be applied to divisions between adjacent spaces, such spaces are classified according to their fire risk as shown in categories a) to j) below. Where the contents and use of a space are such that there is a doubt as to its classification for the purpose of this Chapter, or where it is possible to assign two or more classifications to a space, it is to be treated as a space within the relevant category having the most stringent boundary requirements. Smaller, enclosed areas within a space that have less than 30% communicating openings to that space are considered separate areas. The fire integrity of the boundary bulkheads and decks of such smaller spaces are to be as prescribed in Table IX 7-7 and Table IX 7-8. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the tables; a) Control stations Spaces containing emergency sources of power and lighting. Wheelhouse and chartroom. Spaces containing the ship's radio equipment. Fire control stations. Control room for propulsion machinery when located outside the machinery space. Spaces containing centralized fire alarm equipment.

146 (iii) (iv) (v) (vi) (vii) b) Corridors Corridors and lobbies. c) Accommodation spaces Spaces as defined in of this Part, excluding corridors. d) Stairways Interior stairways, lifts, totally enclosed emergency escape trunks, and escalators (other than those wholly contained within the machinery spaces) and enclosures thereto. In this connection, a stairway which is enclosed only at one level are to be regarded as part of the space from which it is not separated by a fire door. e) Service spaces (low risk) Lockers and store-rooms not having provisions for the storage of flammable liquids and having areas less than 4 m 2 and drying rooms and laundries. f) Machinery spaces of category A Spaces as defined in of this Part. g) Other machinery spaces Electrical equipment rooms (auto-telephone exchange and air-conditioning duct spaces). Spaces as defined in of this Part excluding machinery spaces of category A. h) Cargo pump-rooms Spaces containing cargo pumps and entrances and trunks to such spaces. i) Service spaces (high risk) Galleys, pantries containing cooking appliances, saunas, paint lockers and store-rooms having areas of 4 m² or more, spaces for the storage of flammable liquids and workshops other than those forming part of the machinery spaces. j) Open decks Open deck spaces and enclosed promenades having little or no fire risk. To be considered in this category, enclosed promenades are to have no significant fire risk, meaning that furnishings are to be restricted to deck furniture. In addition, such spaces are to be naturally ventilated by permanent openings. Air spaces (the space outside superstructures and deckhouses). Continuous "B" class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing, wholly or in part, to the required insulation and integrity of a division. External boundaries which are required in 9.1 of this Part to be of steel or other equivalent material may be pierced for the fitting of windows and sidescuttles provided that there is no requirement for such boundaries of tankers to have "A" class integrity. Similarly, in such boundaries which are not required to have "A" class integrity, doors may be constructed of materials which are to the satisfaction of the Society. Exterior boundaries of superstructures and deckhouses enclosing accommodation and including any overhanging decks which support such accommodation, are to be constructed of steel and insulated to "A-60" standard for the whole of the portions which face the cargo area and on the outward sides for a distance of 3 m from the end boundary facing the cargo area. The distance of 3 m are to be measured horizontally and parallel to the middle line of the ship from the boundary which faces the cargo area at each deck level. In the case of the sides of those superstructures and deckhouses, such insulation are to be carried up to the underside of the deck of the navigation bridge. Skylights to cargo pump-rooms are to be of steel, are not to contain any glass and are to be capable of being closed from outside the pump-room. Construction and arrangement of saunas are to comply with 7.1.2(c)(iv) of this Part.

147 Table IX 7-7 Fire Integrity of Bulkheads Separating Adjacent Spaces Spaces a) b) c) d) e) f) g) h) i) j) Control stations a) A 0 (3) A 0 A 60 A 0 A 15 A 60 A 15 A 60 A 60 * Corridors b) C B 0 Accommodation spaces c) C Stairways d) B 0 A 0 (1) B 0 A 60 A 0 A 60 A 0 * B 0 A 0 (1) B 0 A 60 A 0 A 60 A 0 * B 0 B 0 A 60 A 0 A 60 A 0 * A 0 (1) A 0 (1) Service spaces (low risk) e) C A 60 A 0 A 60 A 0 * Machinery spaces of category A f) * A 0 A 0 (4) A 60 * Other machinery spaces g) A 0 (2) A 0 A 0 * Cargo pump rooms h) * A 60 * Service spaces (high risk) i) A 0 (2) * Open decks j) - Table IX 7-8 Fire Integrity of Decks Separating Adjacent Spaces Space below Spaces above a) b) c) d) e) f) g) h) i) j) Control stations a) A-0 A-0 A-0 A-0 A-0 A-60 A-0 - A-0 * Corridors b) A-0 * * A-0 * A-60 A-0 - A-0 * Accommodation spaces c) A-60 A-0 * A-0 * A-60 A-0 - A-0 * Stairways d) A-0 A-0 A-0 * A-0 A-60 A-0 - A-0 * Service spaces (low risk) e) A-15 A-0 A-0 A-0 * A-60 A-0 - A-0 * Machinery spaces of category A f) A-60 A-60 A-60 A-60 A-60 * A-60 (5) A-0 A-60 * Other machinery spaces g) A-15 A-0 A-0 A-0 A-0 A-0 * A-0 A-0 * Cargo pump-rooms h) A-0 (4) A-0 * - * Service spaces (high risk) i) A-60 A-0 A-0 A-0 A-0 A-60 A-0 - A-0 (2) * Open decks j) * * * * * * * * * - Notes: To be applied to Table IX 7-7 and Table IX 7-8 as appropriate. (1) For clarification as to which applies, see paragraphs 7.1.3(b) and 7.1.3(d) of this Part. (2) Where spaces are of the same numerical category and superscript (2) appears, a bulkhead or deck of the rating shown in the tables is only required when the adjacent spaces are for a different purpose (e.g. in category i)). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an "A-0" bulkhead. (3) Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a "B-0" rating. (4) Bulkheads and decks between cargo pump-rooms and machinery spaces of category A may be penetrated by cargo pump shaft glands and similar gland penetrations, provided that gas tight seals with efficient lubrication or other means of ensuring the permanence of the gas seal are fitted in way of the bulkheads or deck. (5) Fire insulation need not be fitted if the machinery space in category g) if, in the opinion of the Society, it has little or no fire risk. * Where an asterisk appears in the table, the division is required to be of steel or other equivalent material, but is not required to be of "A" class standard. However, where a deck, except an open deck, is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations are to be made tight to prevent the passage of flame and smoke. Divisions between control stations (emergency generators) and open decks may have air intake openings without means for closure, unless a fixed gas fire-fighting system is fitted.

148 Penetration in Fire-Resisting Divisions and Prevention of Heat Transmission Where "A" class divisions are penetrated, such penetrations are to be tested in accordance with the FTP Code, subject to the provisions of 7.3.1(a)(vi) of this Part. In the case of ventilation ducts, 7.6.1(a) and 7.6.3(a) of this Part apply. However, where a pipe penetration is made of steel or equivalent material having a thickness of 3mm or greater and a length of not less than 900 mm (preferably 450 mm on each side of the division), and no openings, testing is not required. Such penetrations are to be suitably insulated by extension of the insulation at the same level of the division Where "B" class divisions are penetrated for the passage of electric cables, pipes, trunks, ducts, etc., or for the fitting of ventilation terminals, lighting fixtures and similar devices, arrangements are to be made to ensure that the fire resistance is not impaired, subject to the provisions of 7.6.3(b) of this Part. Pipes other than steel or copper that penetrate "B" class divisions are to be protected by either: (a) a fire tested penetration device, suitable for the fire resistance of the division pierced and the type of pipe used; or (b) a steel sleeve, having a thickness of not less than 1.8 mm and a length of not less than 900 mm for pipe diameters of 150 mm or more and not less than 600 mm for pipe diameters of less than 150 mm (preferably equally divided to each side of the division). The pipe are to be connected to the ends of the sleeve by flanges or couplings; or the clearance between the sleeve and the pipe are not to exceed 2.5 mm; or any clearance between pipe and sleeve are to be made tight by means of non-combustible or other suitable material Uninsulated metallic pipes penetrating "A" or "B" class divisions are to be of materials having a melting temperature which exceeds 950 C for "A-0" and 850 C for "B-0" class divisions In approving structural fire protection details, the Society are to have regard to the risk of heat transmission at intersections and terminal points of required thermal barriers. The insulation of a deck or bulkhead are to be carried past the penetration, intersection or terminal point for a distance of at least 450 mm in the case of steel and aluminium structures. If a space is divided with a deck or a bulkhead of "A" class standard having insulation of different values, the insulation with the higher value are to continue on the deck or bulkhead with the insulation of the lesser value for a distance of at least 450 mm. 7.3 Protection of Openings in Fire Resisting Divisions Openings in bulkheads and decks in passenger ships (a) Openings in "A" class divisions (iii) (iv) (v) Except for hatches between cargo, special category, store, and baggage spaces, and between such spaces and the weather decks, openings are to be provided with permanently attached means of closing which are to be at least as effective for resisting fires as the divisions in which they are fitted. The construction of doors and door frames in "A" class divisions, with the means of securing them when closed, are to provide resistance to fire as well as to the passage of smoke and flame equivalent to that of the bulkheads in which the doors are situated, this being determined in accordance with the FTP Code. Such doors and door frames are to be constructed of steel or other equivalent material. Doors approved without the sill being part of the frame, are to be installed such that the gap under the door does not exceed 12 mm. A non-combustible sill are to be installed under the door such that floor coverings do not extend beneath the closed door. Watertight doors need not be insulated. It is to be possible for each door to be opened and closed from each side of the bulkhead by one person only. Fire doors in main vertical zone bulkheads, galley boundaries and stairway enclosures other than power-operated watertight doors and those which are normally locked, are to satisfy the following requirements: (1) the doors are to be self-closing and be capable of closing with an angle of inclination of up to 3.5 opposing closure;

149 (vi) (vii) (2) the approximate time of closure for hinged fire doors are to be no more than 40s and no less than 10s from the beginning of their movement with the ship in upright position. The approximate uniform rate of closure for sliding doors are to be of no more than 0.2 m/s and no less than 0.1 m/s with the ship in upright position; (3) the doors, except those for emergency escape trunks, are to be capable of remote release from the continuously manned central control station, either simultaneously or in groups and are to be capable of release also individually from a position at both sides of the door. Release switches are to have an on-off function to prevent automatic resetting of the system; (4) hold-back hooks not subject to central control station release are prohibited; (5) a door closed remotely from the central control station are to be capable of being re-opened from both sides of the door by local control. After such local opening, the door are to automatically close again; (6) indication must be provided at the fire door indicator panel in the continuously manned central control station whether each door is closed; (7) the release mechanism are to be so designed that the door will automatically close in the event of disruption of the control system or central power supply; (8) local power accumulators for power-operated doors are to be provided in the immediate vicinity of the doors to enable the doors to be operated after disruption of the control system or central power supply at least ten times (fully opened and closed) using the local controls; (9) disruption of the control system or central power supply at one door are not to impair the safe functioning of the other doors; (10) remote-released sliding or power-operated doors are to be equipped with an alarm that sounds at least 5 s but no more than 10 s after the door being released from the central control station and before the door begins to move and continues sounding until the door is completely closed; (11) a door designed to re-open upon contacting an object in its path are to re-open not more than 1 m from the point of contact; (12) double-leaf doors equipped with a latch necessary for their fire integrity are to have a latch that is automatically activated by the operation of the doors when released by the system; (13) doors giving direct access to special category spaces which are power-operated and automatically closed need not be equipped with the alarms and remote-release mechanisms required in paragraphs 7.3.1(a)(v)(3) and 7.3.1(a)(v)(10) of this Part; (14) the components of the local control system are to be accessible for maintenance and adjusting; satisfy the following requirements: (15) power-operated doors are to be provided with a control system of an approved type which are to be able to operate in case of fire and be in accordance with the FTP Code. This system are to satisfy the following requirements: a) the control system are to be able to operate the door at the temperature of at least 200 C for at least 60 min, served by the power supply; b) the power supply for all other doors not subject to fire are not to be impaired; and c) at temperatures exceeding 200 C the control system are to be automatically isolated from the power supply and are to be capable of keeping the door closed up to at least 945 C. In ships carrying not more than 36 passengers, where a space is protected by an automatic sprinkler fire detection and alarm system complying with the provisions of the FSS Code or fitted with a continuous "B" class ceiling, openings in decks not forming steps in main vertical zones nor bounding horizontal zones are to be closed reasonably tight and such decks are to meet the "A" class integrity requirements in so far as is reasonable and practicable in the opinion of the Society. The requirements for "A" class integrity of the outer boundaries of a ship are not to apply to glass partitions, windows and sidescuttles, provided that there is no requirement for such boundaries to have "A" class integrity in 7.3.1(c)(iii) of this Part. The requirements for "A" class integrity of the outer boundaries of the ship are not to apply to exterior doors, except for those in superstructures and deckhouses facing lifesaving appliances, embarkation and external assembly station areas, external stairs and open decks used for escape routes. Stairway enclosure doors need not meet this requirement.

150 (viii) Except for watertight doors, weathertight doors (semi-watertight doors), doors leading to the open deck and doors which need to be reasonably gastight, all "A" class doors located in stairways, public spaces and main vertical zone bulkheads in escape routes are to be equipped with a self-closing hose port of material, construction and fire resistance which is equivalent to the door into which it is fitted, and are to be a 150 mm square clear opening with the door closed and are to be inset into the lower edge of the door, opposite the door hinges or, in the case of sliding doors, nearest the opening. (ix) Where it is necessary that a ventilation duct passes through a main vertical zone division, a fail-safe automatic closing fire damper are to be fitted adjacent to the division. The damper are to also be capable of being manually closed from each side of the division. The operating position are to be readily accessible and be marked in red light-reflecting colour. The duct between the division and the damper are to be of steel or other equivalent material and, if necessary, insulated to comply with the requirements of of this Part. The damper are to be fitted on at least one side of the division with a visible indicator showing whether the damper is in the open position. (b) Openings in "B" class divisions (iii) (iv) Doors and door frames in "B" class divisions and means of securing them are to provide a method of closure which are to have resistance to fire equivalent to that of the divisions, this being determined in accordance with the FTP Code except that ventilation openings may be permitted in the lower portion of such doors. Where such opening is in or under a door the total net area of any such opening or openings are not to exceed 0.05 m 2. Alternatively, a non-combustible air balance duct routed between the cabin and the corridor, and located below the sanitary unit is permitted where the crosssectional area of the duct does not exceed 0.05 m 2. All ventilation openings are to be fitted with a grill made of non-combustible material. Doors are to be non-combustible. Doors approved without the sill being part of the frame are to be installed such that the gap under the door does not exceed 25 mm. Cabin doors in "B" class divisions are to be of a self-closing type. Hold-back hooks are not permitted. The requirements for "B" class integrity of the outer boundaries of a ship are not to apply to glass partitions, windows and sidescuttles. Similarly, the requirements for "B" class integrity are not to apply to exterior doors in superstructures and deckhouses. For ships carrying not more than 36 passengers, the Society may permit the use of combustible materials in doors separating cabins from the individual interior sanitary spaces such as showers. In ships carrying not more than 36 passengers, where an automatic sprinkler system complying with the provisions of the FSS Code is fitted: (1) openings in decks not forming steps in main vertical zones nor bounding horizontal zones are to be closed reasonably tight and such decks are to meet the "B" class integrity requirements in so far as is reasonable and practicable in the opinion of the Society; and (2) openings in corridor bulkheads of "B" class materials are to be protected in accordance with the provisions of 7.1.2(b) of this Part. (c) Windows and sidescuttles (iii) Windows and sidescuttles in bulkheads within accommodation and service spaces and control stations other than those to which the provisions of 7.3.1(a)(vii) and of 7.3.1(b)(iii) of this Part apply, are to be so constructed as to preserve the integrity requirements of the type of bulkheads in which they are fitted, this being determined in accordance with the FTP Code. Notwithstanding the requirements of Table IX 7-1 to Table IX 7-4, windows and sidescuttles in bulkheads separating accommodation and service spaces and control stations from weather are to be constructed with frames of steel or other suitable material. The glass are to be retained by a metal glazing bead or angle. Windows facing life-saving appliances, embarkation and assembly stations, external stairs and open decks used for escape routes, and windows situated below liferaft and escape slide embarkation areas are to have fire integrity as required in Table IX 7-1. Windows located in the ship's side below the lifeboat embarkation area are to have fire integrity at least equal to "A-0" class. Where automatic dedicated sprinkler heads are provided for windows, "A-0" windows may be accepted as equivalent. To be considered under this paragraph, the sprinkler heads must either be:

151 (1) dedicated heads located above the windows, and installed in addition to the conventional ceiling sprinklers; or (2) conventional ceiling sprinkler heads arranged such that the window is protected by an average application rate of at least 5 litres/min/m 2 and the additional window area is included in the calculation of the area of coverage; or (3) water-mist nozzles that have been tested and approved in accordance with the guidelines approved by the IMO.* * Refer to the Revised Guidelines for approval of sprinkler systems equivalent to that referred to in SOLAS regulation II-2/12 (resolution A.800(19), as may be amended) Doors in fire-resisting divisions in cargo ships (a) The fire resistance of doors are to be equivalent to that of the division in which they are fitted, this bein g determined in accordance with the FTP Code. Doors approved as "A" class without the sill being part of the frame are to be installed such that the gap under the door does not exceed 12 mm and a non-combustible sill are to be installed under the door such that floor coverings do not extend beneath the closed door. Doors approved as "B" class without the sill being part of the frame is to be installed such that the gap under the door does not exceed 25 mm. Doors and door frames in "A" class divisions are to be constructed of steel. Doors in "B" class divisions are to be non-combustible. Doors fitted in boundary bulkheads of machinery spaces of category A are to be reasonably gastight and self-closing. In ships constructed according to method IC, the Society may permit the use of combustible materials in doors separating cabins from individual interior sanitary accommodation such as showers. (b) Doors required to be self-closing are not to be fitted with hold-back hooks. However, hold-back arrangements fitted with remote release devices of the fail-safe type may be utilized. (c) In corridor bulkheads ventilation openings may be permitted in and under the doors of cabins and public spaces. Ventilation openings are also permitted in "B" class doors leading to lavatories, offices, pantries, lockers and store rooms. Except as permitted below, the openings are to be provided only in the lower half of a door. Where such an opening is in or under a door the total net area of any such opening or openings are not to exceed 0.05 m 2. Alternatively, a non-combustible air balance duct routed between the cabin and the corridor, and located below the sanitary unit is permitted where the cross-sectional area of the duct does not exceed 0.05 m 2. Ventilation openings, except those under the door, are to be fitted with a grille made of noncombustible material. (d) Watertight doors need not be insulated. 7.4 Protection of Openings in Machinery Spaces Boundaries Application (a) The provision of this paragraph are to apply to machinery spaces of category A and, where the Society considers it desirable, to other machinery spaces Protection of openings in machinery space boundaries (a) The number of skylights, doors, ventilators, openings in funnels to permit exhaust ventilation and other openings to machinery spaces are to be reduced to a minimum consistent with the needs of ventilation and the proper and safe working of the ship. (b) Skylights are to be of steel and are not to contain glass panels. (c) Means of control are to be provided for closing power-operated doors or actuating release mechanisms on doors other than power-operated watertight doors. The control are to be located outside the space concerned, where they will not be cut off in the event of fire in the space it serves.

152 (d) In passenger ships, the means of control required in paragraph 7.4.2(c) of this Part are to be situated at one control position or grouped in as few positions as possible to the satisfaction of the Society. Such positions are to have safe access from the open deck. (e) In passenger ships, doors, other than power-operated watertight doors are to be so arranged that positive closure is assured in case of fire in the space by power-operated closing arrangements or by the provision of self-closing doors capable of closing against an inclination of 3.5 opposing closure, and having a fail-safe hold-back arrangement, provided with a remotely operated release device. Doors for emergency escape trunks need not be fitted with a fail-safe hold-back facility and a remotely operated release device. (f) Windows are not to be fitted in machinery space boundaries. However, this does not preclude the use of glass in control rooms within the machinery spaces. 7.5 Protection of Cargo Space Boundaries In passenger ships carrying more than 36 passengers, the boundary bulkheads and decks of special category and ro-ro spaces are to be insulated to "A-60" class standard. However, where a category e), i) and j) space, as defined in paragraph 7.1.2(c), is on one side of the division the standard may be reduced to "A-0". Where fuel oil tanks are below a special category space, the integrity of the deck between such spaces may be reduced to "A-0" standard In passenger ships, indicators are to be provided on the navigating bridge which are to indicate when any fire door leading to or from the special category spaces is closed In tankers, for the protection of cargo tanks carrying crude oil and petroleum products having a flashpoint not exceeding 60 C, materials readily rendered ineffective by heat are not to be used for valves, fittings, tank opening covers, cargo vent piping, and cargo piping so as to prevent the spread of fire to the cargo. 7.6 Ventilation Systems General (a) Ventilation ducts, including single and double wall ducts, are to be of steel or equivalent material except flexible bellows of short length not exceeding 600 mm used for connecting fans to the ducting in airconditioning rooms. Unless expressly provided otherwise in paragraph 7.6.1(f) of this Part, any other material used in the construction of ducts, including insulation, are to also be non-combustible. However, short ducts, not generally exceeding 2 m in length and with a free cross-sectional area* not exceeding 0.02 m 2, need not be of steel or equivalent material, subject to the following conditions: * The term free cross-sectional area means, even in the case of a pre-insulated duct, the area calculated on the basis of the inner dimensions of the duct itself and not the insulation. (iii) the ducts are to be made of non-combustible material, which may be faced internally and externally with membranes having low flame-spread characteristics and, in each case, a calorific value** not exceeding 45 MJ/m 2 of their surface area for the thickness used; ** Refer to the recommendations published by the International Organization for Standardization, in particular publication ISO 1716:2002, Reaction to the fire tests for building products Determination of the heat of combustion. the ducts are only used at the end of the ventilation device; and the ducts are not situated less than 600 mm, measured along the duct, from an opening in an "A" or "B" class division, including continuous "B" class ceiling. (b) The following arrangements are to be tested in accordance with the FTP Code: fire dampers, including their relevant means of operation, however, the testing is not required for dampers located at the lower end of the duct in exhaust ducts for galley ranges, which must be of steel and capable of stopping the draught in the duct; and duct penetrations through "A" class divisions. However, the test is not required where steel sleeves are directly joined to ventilation ducts by means of riveted or screwed connections or by welding.

153 (c) Fire dampers are to be easily accessible. Where they are placed behind ceilings or linings, these ceilings or linings are to be provided with an inspection hatch on which the identification number of the fire damper is marked. The fire damper identification number are to also be marked on any remote controls provided. (d) Ventilation ducts are to be provided with hatches for inspection and cleaning. The hatches are to be located near the fire dampers. (e) The main inlets and outlets of ventilation systems are to be capable of being closed from outside the spaces being ventilated. The means of closing are to be easily accessible as well as prominently and permanently marked and are to indicate the operating position of the closing device. (f) Combustible gaskets in flanged ventilation duct connections are not permitted within 600 mm of openings in "A" or "B" class divisions and in ducts required to be of "A" class construction. (g) Ventilation openings or air balance ducts between two enclosed spaces are not to be provided except as permitted by 7.3.1(b) and 7.3.2(b) of this Part Arrangement of ducts (a) The ventilation systems for machinery spaces of category A, vehicle spaces, ro-ro spaces, galleys, special category spaces and cargo spaces are to, in general, be separated from each other and from the ventilation systems serving other spaces. However, the galley ventilation systems on cargo ships of less than 4,000 gross tonnage and in passenger ships carrying not more than 36 passengers need not be completely separated from other ventilation systems, but may be served by separate ducts from a ventilation unit serving other spaces. In such a case, an automatic fire damper are to be fitted in the galley ventilation duct near the ventilation unit. (b) Ducts provided for the ventilation of machinery spaces of category A, galleys, vehicle spaces, ro-ro spaces or special category spaces are not to pass through accommodation spaces, service spaces, or control stations unless they comply with paragraph 7.6.2(d) of this Part. (c) Ducts provided for the ventilation of accommodation spaces, service spaces or control stations are not to pass through machinery spaces of category A, galleys, vehicle spaces, ro-ro spaces or special category spaces unless they comply with paragraph 7.6.2(d) of this Part. (d) As permitted by paragraphs 7.6.2(b) and 7.6.2(c) of this Part ducts are to be either: (iii) constructed of steel having a thickness of at least 3 mm for ducts with a free cross-sectional area of less than m 2, at least 4 mm for ducts with a free cross-sectional area of between m 2 and 0.45 m 2, and at least 5 mm for ducts with a free cross-sectional area of over 0.45 m 2 ; suitably supported and stiffened; fitted with automatic fire dampers close to the boundaries penetrated; and (iv) insulated to "A-60" class standard from the boundaries of the spaces they serve to a point at least 5 m beyond each fire damper; or (v) (vi) constructed of steel in accordance with paragraphs 7.6.2(d)(1) and 7.6.2(d)(2) of this Part; and insulated to "A-60" class standard throughout the spaces they pass through, except for ducts that pass through spaces of category i) or j) as defined in paragraph 7.1.2(c)(2) of this Part. (e) For the purposes of paragraphs 7.6.2(d)(4) and 7.6.2(d)(2) of this Part, ducts are to be insulated over their entire cross-sectional external surface. Ducts that are outside but adjacent to the specified space, and share one or more surfaces with it, are to be considered to pass through the specified space, and are to be insulated over the surface they share with the space for a distance of 450 mm past the duct.* * Sketches of such arrangements are contained in the Unified Interpretations of SOLAS chapter II-2 (MSC.1/Circ.1276, as may be amended).

154 (f) Where it is necessary that a ventilation duct passes through a main vertical zone division, an automatic fire damper are to be fitted adjacent to the division. The damper are to also be capable of being manually closed from each side of the division. The control location are to be readily accessible and be clearly and prominently marked. The duct between the division and the damper are to be constructed of steel in accordance with paragraphs 7.6.2(d)(1) and 7.6.2(d)(2) and insulated to at least the same fire integrity as the division penetrated. The damper are to be fitted on at least one side of the division with a visible indicator showing the operating position of the damper Details of fire dampers and duct penetrations (a) Ducts passing through "A" class divisions are to meet the following requirements: where a thin plated duct with a free cross sectional area equal to, or less than, 0.02 m 2 passes through "A" class divisions, the opening are to be fitted with a steel sheet sleeve having a thickness of at least 3 mm and a length of at least 200 mm, divided preferably into 100 mm on each side of a bulkhead or, in the case of a deck, wholly laid on the lower side of the decks penetrated; where ventilation ducts with a free cross-sectional area exceeding 0.02 m 2, but not more than m 2, pass through "A" class divisions, the openings are to be lined with steel sheet sleeves. The ducts and sleeves are to have a thickness of at least 3 mm and a length of at least 900 mm. When passing through bulkheads, this length are to be divided preferably into 450 mm on each side of the bulkhead. These ducts, or sleeves lining such ducts, are to be provided with fire insulation. The insulation are to have at least the same fire integrity as the division through which the duct passes; and (iii) automatic fire dampers are to be fitted in all ducts with a free cross-sectional area exceeding m 2 that pass through "A" class divisions. Each damper are to be fitted close to the division penetrated and the duct between the damper and the division penetrated are to be constructed of steel in accordance with paragraphs 7.6.2(d)(1) and 7.6.2(d)(2). The fire damper are to operate automatically, but are to also be capable of being closed manually from both sides of the division. The damper are to be fitted with a visible indicator which shows the operating position of the damper. Fire dampers are not required, however, where ducts pass through spaces surrounded by "A" class divisions, without serving those spaces, provided those ducts have the same fire integrity as the divisions which they penetrate. A duct of cross-sectional area exceeding m 2 are not to be divided into smaller ducts at the penetration of an "A" class division and then recombined into the original duct once through the division to avoid installing the damper required by this provision. (b) Ventilation ducts with a free cross-sectional area exceeding 0.02 m 2 passing through "B" class bulkheads are to be lined with steel sheet sleeves of 900 mm in length, divided preferably into 450 mm on each side of the bulkheads unless the duct is of steel for this length. (c) All fire dampers are to be capable of manual operation. The dampers are to have a direct mechanical means of release or, alternatively, be closed by electrical, hydraulic, or pneumatic operation. All dampers are to be manually operable from both sides of the division. Automatic fire dampers, including those capable of remote operation, are to have a failsafe mechanism that will close the damper in a fire even upon loss of electrical power or hydraulic or pneumatic pressure loss. Remotely operated fire dampers are to be capable of being reopened manually at the damper Ventilation systems for passenger ships carrying more than 36 passengers (a) In addition to the requirements in to 7.6.3, the ventilation system of a passenger ship carrying more than 36 passengers are to also meet the following requirements. (b) In general, the ventilation fans are to be so arranged that the ducts reaching the various spaces remain within a main vertical zone. (c) Stairway enclosures are to be served by an independent ventilation fan and duct system (exhaust and supply) which are not to serve any other spaces in the ventilation systems.

155 (d) A duct, irrespective of its cross-section, serving more than one 'tween-deck accommodation space, service space or control station, are to be fitted, near the penetration of each deck of such spaces, with an automatic smoke damper that are to also be capable of being closed manually from the protected deck above the damper. Where a fan serves more than one 'tween-deck space through separate ducts within a main vertical zone, each dedicated to a single 'tween-deck space, each duct are to be provided with a manually operated smoke damper fitted close to the fan. (e) Vertical ducts are to, if necessary, be insulated as required by tables 9.1 and 9.2. Ducts are to be insulated as required for decks between the space they serve and the space being considered, as applicable Exhaust ducts from galley ranges (a) Requirements for passenger ships carrying more than 36 passengers In addition to the requirements in sections 7.6.1, and 7.6.3, exhaust ducts from galley ranges are to be constructed in accordance with paragraphs 7.6.2(d)(1) and 7.6.2(d)(2) and insulated to "A-60" class standard throughout accommodation spaces, service spaces, or control stations they pass through. They are to also be fitted with: (1) a grease trap readily removable for cleaning unless an alternative approved grease removal system is fitted; (2) a fire damper located in the lower end of the duct at the junction between the duct and the galley range hood which is automatically and remotely operated and, in addition, a remotely operated fire damper located in the upper end of the duct close to the outlet of the duct; (3) a fixed means for extinguishing a fire within the duct;* * Refer to the recommendations published by the International Organization for Standardization, in particular publication ISO 15371:2009, Ships and marine technology Fire-extinguishing systems for protection of galley cooking equipment. (4) remote-control arrangements for shutting off the exhaust fans and supply fans, for operating the fire dampers mentioned in paragraph 7.6.5(a)(2) and for operating the fire-extinguishing system, which are to be placed in a position outside the galley close to the entrance to the galley. Where a multi-branch system is installed, a remote means located with the above controls are to be provided to close all branches exhausting through the same main duct before an extinguishing medium is released into the system; and (5) suitably located hatches for inspection and cleaning, including one provided close to the exhaust fan and one fitted in the lower end where grease accumulates. Exhaust ducts from ranges for cooking equipment installed on open decks are to conform to paragraph 7.6.5(a), as applicable, when passing through accommodation spaces or spaces containing combustible materials. (b) Requirements for cargo ships and passenger ships carrying not more than 36 passengers When passing through accommodation spaces or spaces containing combustible materials, the exhaust ducts from galley ranges are to be constructed in accordance with paragraphs 7.6.2(d)(1) and 7.6.2(d)(2). Each exhaust duct are to be fitted with: (iii) (iv) a grease trap readily removable for cleaning; an automatically and remotely operated fire damper located in the lower end of the duct at the junction between the duct and the galley range hood and, in addition, a remotely operated fire damper in the upper end of the duct close to the outlet of the duct; arrangements, operable from within the galley, for shutting off the exhaust and supply fans; and fixed means for extinguishing a fire within the duct.* * Refer to the recommendations published by the International Organization for Standardization, in particular publication ISO 15371:2009, Ships and marine technology Fire-extinguishing systems for protection of galley cooking equipment Ventilation rooms serving machinery spaces of category A containing internal combustion machinery

156 (a) Where a ventilation room serves only such an adjacent machinery space and there is no fire division between the ventilation room and the machinery space, the means for closing the ventilation duct or ducts serving the machinery space are to be located outside of the ventilation room and machinery space. (b) Where a ventilation room serves such a machinery space as well as other spaces and is separated from the machinery space by a "A-0" class division, including penetrations, the means for closing the ventilation duct or ducts for the machinery space can be located in the ventilation room Ventilation systems for laundries in passenger ships carrying more than 36 passengers Exhaust ducts from laundries and drying rooms of category m) spaces as defined in paragraph 7.1.2(c)(2) are to be fitted with: (a) filters readily removable for cleaning purposes; (b) a fire damper located in the lower end of the duct which is automatically and remotely operated; (c) remote-control arrangements for shutting off the exhaust fans and supply fans from within the space and for operating the fire damper mentioned in paragraph 7.6.7(b); and (d) suitably located hatches for inspection and cleaning.

157 Chapter 8 Fire Fighting 8.1 Water Supply Systems Fire mains and hydrants (a) General Materials readily rendered ineffective by heat are not to be used for fire mains and hydrants unless adequately protected. The pipes and hydrants are to be so placed that the fire hoses may be easily coupled to them. The arrangement of pipes and hydrants are to be such as to avoid the possibility of freezing. Suitable drainage provisions are to be provided for fire main piping. Isolation valves are to be installed for all open deck fire main branches used for purposes other than fire fighting. In ships where deck cargo may be carried, the positions of the hydrants are to be such that they are always readily accessible and the pipes are to be arranged as far as practicable to avoid risk of damage by such cargo. (b) Ready availability of water supply The arrangements for the ready availability of water supply are to be: in passenger ships: (1) of 1,000 gross tonnage and upwards such that at least one effective jet of water is immediately available from any hydrant in an interior location and so as to ensure the continuation of the output of water by the automatic starting of one required fire pump; (2) of less than 1,000 gross tonnage by automatic start of at least one fire pump or by remote starting from the navigation bridge of at least one fire pump. If the pump starts automatically or if the bottom valve cannot be opened from where the pump is remotely started, the bottom valve are to always be kept open; and (3) if fitted with periodically unattended machinery spaces, the Society are to determine provisions for fixed water fire-extinguishing arrangement for such spaces equivalent to those required for normally attended machinery spaces; in cargo ships: (1) to the satisfaction of the Society; and (2) with a periodically unattended machinery space or when only one person is required on watch, there are to be immediate water delivery from the fire main system at a suitable pressure, either by remote starting of one of the main fire pumps with remote starting from the navigating bridge and fire control station, if any, or permanent pressurization of the fire main system by one of the main fire pumps, except that the Society may waive this requirement for cargo ships of less than 1,600 gross tonnage if the fire pump starting arrangement in the machinery space is in an easily accessible position. (c) Diameter of fire mains The diameter of the fire main and water service pipes are to be sufficient for the effective distribution of the maximum required discharge from two fire pumps operating simultaneously, except that in the case of cargo ships, other than those included in 8.6.3(b) of this Part, the diameter need only be sufficient for the discharge of 140 m 3 /h. (d) Isolating valves and relief valves Isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from the rest of the fire main are to be fitted in an easily accessible and tenable position outside the machinery spaces. The fire main are to be so arranged that when the isolating valves are shut all the hydrants on the ship, except those in the machinery space referred to above, can be supplied with water by another fire pump or an emergency fire pump. The emergency fire pump, its seawater inlet, and suction and delivery pipes and isolating valves are to be located outside the machinery space. If this arrangement cannot be made, the sea-chest may be fitted in the

158 (iii) (iv) machinery space if the valve is remotely controlled from a position in the same compartment as the emergency pump and the suction pipe is as short as practicable. Short lengths of suction or discharge piping may penetrate the machinery space, provided they are enclosed in a substantial steel casing, or are insulated to A-60 class standards. The pipes are to have substantial wall thickness, but in no case less than 11 mm, and are to be welded except for the flanged connection to the sea inlet valve. A valve are to be fitted to serve each fire hydrant so that any fire hose may be removed while the fire pumps are in operation. Relief valves are to be provided in conjunction with fire pumps if the pumps are capable of developing a pressure exceeding the design pressure of the water service pipes, hydrants and hoses. These valves are to be so placed and adjusted as to prevent excessive pressure in any part of the fire main system. In tankers, isolation valves are to be fitted in the fire main at poop front in a protected position and on the tank deck at intervals of not more than 40 m to preserve the integrity of the fire main system in case of fire or explosion. (e) Number and position of hydrants The number and position of hydrants are to be such that at least two jets of water not emanating from the same hydrant, one of which is to be from a single length of hose, may reach any part of the ship normally accessible to the passengers or crew while the ship is being navigated and any part of any cargo space when empty, any ro-ro space or any vehicle space in which latter case the two jets are to reach any part of the space, each from a single length of hose. Furthermore, such hydrants are to be positioned near the accesses to the protected spaces. In addition to the requirements in 8.1.1(e), passenger ships are to comply with the following: (1) in the accommodation, service and machinery spaces the number and position of hydrants are to be such that the requirements of 8.1.1(e) may be complied with when all watertight doors and all doors in main vertical zone bulkheads are closed; and (2) where access is provided to a machinery space of category A at a low level from an adjacent shaft tunnel, two hydrants are to be provided external to, but near the entrance to that machinery space. Where such access is provided from other spaces, in one of those spaces two hydrants are to be provided near the entrance to the machinery space of category A. Such provision need not be made where the tunnel or adjacent spaces are not part of the escape route. (f) Pressure at hydrants With the two pumps simultaneously delivering water through the nozzles specified in 8.1.3(c), with the quantity of water as specified in 8.1.1(c), through any adjacent hydrants, the following minimum pressures are to be maintained at all hydrants: (iii) for passenger ships: 4,000 gross tonnage and upwards 0.40 N/mm 2 less than 4000 gross tonnage 0.30 N/mm 2 ; for cargo ships, 6,000 gross tonnage and upwards 0.27 N/mm 2 less than 6,000 gross tonnage; 0.25 N/mm 2 the maximum pressure at any hydrant are not to exceed that at which the effective control of a fire hose can be demonstrated. (g) International shore connection Fire pumps Ships of 500 gross tonnage and upwards are to be provided with at least one international shore connection complying with the FSS Code. Facilities are to be available enabling such a connection to be used on either side of the ship. (a) Pumps accepted as fire pumps

159 Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil and that if they are subject to occasional duty for the transfer or pumping of oil fuel, suitable change-over arrangements are fitted. (b) Number of fire pumps Ships are to be provided with independently driven fire pumps as follows: in passenger ships of: 4,000 gross tonnage and upwards at least three less than 4,000 gross tonnage in cargo ships of: at least two 1,000 gross tonnage and upwards at least two less than 1,000 gross tonnage (c) Arrangement of fire pumps and fire mains (iii) Fire pumps at least two power driven pumps, one of which are to be independently driven. The arrangement of sea connections, fire pumps and their sources of power are to be as to ensure that: (1) in passenger ships of l,000 gross tonnage and upwards, in the event of a fire in any one compartment all the fire pumps will not be put out of action; and (2) in passenger ships of less than 1,000 gross tonnage and in cargo ships, if a fire in any one compartment could put all the pumps out of action, there are to be an alternative means consisting of an emergency fire pump complying with the provisions of the FSS Code with its source of power and sea connection located outside the space where the main fire pumps or their sources of power are located. Requirements for the space containing the emergency fire pump (1) Location of the space The space containing the fire pump are not to be contiguous to the boundaries of machinery spaces of category A or those spaces containing main fire pumps. Where this is not practicable, the common bulkhead between the two spaces are to be insulated to a standard of structural fire protection equivalent to that required for a control station in 7.1.2(c) of this Part. (2) Access to the emergency fire pump No direct access are to be permitted between the machinery space and the space containing the emergency fire pump and its source of power. When this is impracticable, the Society may accept an arrangement where the access is by means of an airlock with the door of the machinery space being of A-60 class standard, and the other door being at least steel, both reasonably gastight, self-closing and without any hold back arrangements. Alternatively, the access may be through a watertight door capable of being operated from a space remote from the machinery space and the space containing the emergency fire pump and unlikely to be cut off in the event of fire in those spaces. In such cases, a second means of access to the space containing the emergency fire pump and its source of power are to be provided. (3) Ventilation of the emergency fire pump space Ventilation arrangements to the space containing the independent source of power for the emergency fire pump are to be such as to preclude, as far as practicable, the possibility of smoke from a machinery space fire entering or being drawn into that space. Additional pumps for cargo ships In addition, in cargo ships where other pumps, such as general service, bilge and ballast, etc., are fitted in a machinery space, arrangements are to be made to ensure that at least one of these pumps, having the capacity and pressure required by 8.1.1(f) and 8.1.2(d) of this Part, is capable of providing water to the fire main. (d) Capacity of fire pumps Total capacity of required fire pumps

160 The required fire pumps are to be capable of delivering for fire-fighting purposes a quantity of water, at the pressure specified in 8.1.1(f) of this Part, as follows: (1) pumps in passenger ships, the quantity of water is not less than two thirds of the quantity required to be dealt with by the bilge pumps when employed for bilge pumping; and (2) pumps in cargo ships, other than any emergency pump, the quantity of water is not less than four thirds of the quantity required under 3.12 of Part VI of the Rules to be dealt with by each of the independent bilge pumps in a passenger ship of the same dimension when employed in bilge pumping, provided that in no cargo ship, other than those included in 8.6.3(b) of this Part, need the total required capacity of the fire pumps exceed 180 m 3 /h. Capacity of each fire pump Each of the required fire pumps (other than any emergency pump required in 8.1.2(c)(2) of this Part for cargo ships) are to have a capacity not less than 80% of the total required capacity divided by the minimum number of required fire pumps but in any case not less than 25 m 3 /h and each such pump are to in any event be capable of delivering at least the two required jets of water. These fire pumps are to be capable of supplying the fire main system under the required conditions. Where more pumps than the minimum of required pumps are installed such additional pumps are to have a capacity of at least 25 m 3 /h and are to be capable of delivering at least the two jets of water required in paragraph 8.1.1(e) of this Part Fire hoses and nozzles (a) General specifications Fire hoses are to be of non-perishable material approved by the Society and are to be sufficient in length to project a jet of water to any of the spaces in which they may be required to be used. Each hose are to be provided with a nozzle and the necessary couplings. Hoses specified in this chapter as "fire hoses" are to, together with any necessary fittings and tools, be kept ready for use in conspicuous positions near the water service hydrants or connections. Additionally, in interior locations in passenger ships carrying more than 36 passengers fire hoses are to be connected to the hydrants at all times. Fire hoses are to have a length of at least 10 m, but not more than: (1) 15 m in machinery spaces; (2) 20 m in other spaces and open decks; and (3) 25 m for open decks on ships with a maximum breadth in excess of 30 m. Unless one hose and nozzle is provided for each hydrant in the ship, there are to be complete interchangeability of hose couplings and nozzles. (b) Number and diameter of fire hoses (iii) Ships are to be provided with fire hoses the number and diameter of which are to be to the satisfaction of the Society. In passenger ships, there are to be at least one fire hose for each of the hydrants required by 8.1.1(e) of this Part and these hoses are to be used only for the purposes of extinguishing fires or testing the fire extinguishing apparatus at fire drills and surveys. In cargo ships: (1) of 1,000 gross tonnage and upwards, the number of fire hoses to be provided are to be one for each 30 m length of the ship and one spare but in no case less than five in all. This number does not include any hoses required in any engine or boiler room. The Society may increase the number of hoses required so as to ensure that hoses in sufficient number are available and accessible at all times, having regard to the type of ship and the nature of trade in which the ship is employed. Ships carrying dangerous goods in accordance with 13.2 of this Part are to be provided with 3 hoses and nozzles, in addition to those required above; and (2) of less than 1,000 gross tonnage, the number of fire hoses to be provided are to be calculated in accordance with the provisions of 8.1.3(b)(iii)(1) of this Part. However, the number of hoses are to in no case be less than three. (c) Size and types of nozzles

161 (iii) (iv) For the purposes of this chapter, standard nozzle sizes are to be 12 mm, 16 mm and 19 mm or as near thereto as possible. Larger diameter nozzles may be permitted at the discretion of the Society. For accommodation and service spaces, a nozzle size greater than 12 mm need not be used. For machinery spaces and exterior locations, the nozzle size are to be such as to obtain the maximum discharge possible from two jets at the pressure mentioned in 8.1.1(f) of this Part from the smallest pump, provided that a nozzle size greater than 19 mm need not be used. Nozzles are to be of an approved dual-purpose type (i.e., spray/jet type) incorporating a shutoff. 8.2 Portable Fire Extinguishers* * Refer to the Improved Guidelines for Marine Portable Fire Extinguishers adopted by the IMO by resolution A.951(23), as may be amended, and Unified interpretation of SOLAS chapter II-2 on the number and arrangement of portable fire extinguishers on board ships (MSC.1/Circ.1275, as may be amended) Type and design Portable fire extinguishers are to comply with the requirements of the FSS Code Arrangement of fire extinguishers (a) Accommodation spaces, service spaces and control stations are to be provided with portable fire extinguishers of appropriate types and in sufficient number to the satisfaction of the Society. Ships of 1,000 gross tonnage and upwards are to carry at least five portable fire extinguishers. (b) One of the portable fire extinguishers intended for use in any space are to be stowed near the entrance to that space. (c) Carbon dioxide fire extinguishers are not to be placed in accommodation spaces. In control stations and other spaces containing electrical or electronic equipment or appliances necessary for the safety of the ship, fire extinguishers are to be provided whose extinguishing media are neither electrically conductive nor harmful to the equipment and appliances. (d) Fire extinguishers are to be situated ready for use at easily visible places, which can be reached quickly and easily at any time in the event of a fire, and in such a way that their serviceability is not impaired by the weather, vibration or other external factors. Portable fire extinguishers are to be provided with devices which indicate whether they have been used Spare charges (a) Spare charges are to be provided for 100% of the first 10 extinguishers and 50% of the remaining fire extinguishers capable of being recharged on board. Not more than 60 total spare charges are required. Instructions for recharging are to be carried on board. (b) For fire extinguishers which cannot be recharged onboard, additional portable fire extinguishers of the same quantity, type, capacity and number as determined in 8.2.3(a) of this Part above are to be provided in lieu of spare charges. 8.3 Fixed Fire-Extinguishing Systems Types of fixed fire extinguishing systems (a) A fixed fire extinguishing system required by 8.4 of this Part below may be any of the following systems: a fixed gas fire-extinguishing system complying with the provisions of the FSS Code; a fixed high-expansion foam fire-extinguishing system complying with the provisions of the FSS Code; and

162 (iii) a fixed pressure water-spraying fire-extinguishing system complying with the provisions of the FSS Code. (b) Where a fixed fire-extinguishing system not required by this chapter is installed, it is to meet the requirements of the relevant regulations of this chapter and the FSS Code. (c) Fire-extinguishing systems using Halon 1211, 1301, and 2402 and perfluorocarbons are to be prohibited. (d) In general, the Society are not to permit the use of steam as a fire-extinguishing medium in fixed fireextinguishing systems. Where the use of steam is permitted by the Society, it is to be used only in restricted areas as an addition to the required fire-extinguishing system and are to comply with the requirements of the FSS Code Closing appliances for fixed gas fire-extinguishing systems Where a fixed gas fire-extinguishing system is used, openings which may admit air to, or allow gas to escape from, a protected space are to be capable of being closed from outside the protected space Storage rooms of fire extinguishing medium When the fire extinguishing medium is stored outside a protected space, it is to be stored in a room which is located behind the forward collision bulkhead, and is used for no other purposes. Any entrance to such a storage room are to preferably be from the open deck and are to be independent of the protected space. If the storage space is located below deck, it is to be located no more than one deck below the open deck and are to be directly accessible by a stairway or ladder from the open deck. Spaces which are located below deck or spaces where access from the open deck is not provided, are to be fitted with a mechanical ventilation system designed to take exhaust air from the bottom of the space and are to be sized to provide at least 6 air changes per hour. Access doors are to open outwards, and bulkheads and decks including doors and other means of closing any opening therein, which form the boundaries between such rooms and adjacent enclosed spaces are to be gastight. For the purpose of the application of Table IX 7-1 to 7-8, such storage rooms are to be treated as fire control stations Water pumps for other fire-extinguishing systems Pumps, other than those serving the fire main, required for the provision of water for fire-extinguishing systems required by this chapter, their sources of power and their controls are to be installed outside the space or spaces protected by such systems and are to be so arranged that a fire in the space or spaces protected will not put any such system out of action. 8.4 Fire Extinguishing Arrangements in Machinery Spaces Machinery spaces containing oil-fired boilers or oil fuel units (a) Fixed fire-extinguishing systems Machinery spaces of category A containing oil-fired boilers or oil fuel units are to be provided with any one of the fixed fire-extinguishing systems in of this Part. In each case, if the engine and boiler rooms are not entirely separate, or if fuel oil can drain from the boiler room into the engine-room, the combined engine and boiler rooms are to be considered as one compartment. (b) Additional fire-extinguishing arrangements* * Refer to Unified Interpretation of SOLAS chapter II-2 on the number and arrangement of portable fire extinguishers on board ships (MSC.1/Circ.1275, as may be amended). There are to be in each boiler room or at an entrance outside of the boiler room at least one portable foam applicator unit complying with the provisions of the FSS Code. There are to be at least two portable foam extinguishers or equivalent in each firing space in each boiler room and in each space in which a part of the oil fuel installation is situated. There are to be not less than one approved foam-type extinguisher of at least 135 litters capacity or equivalent in each boiler room. These extinguishers are to be provided with hoses on reels suitable for reaching any part of the boiler room. In the case of domestic boilers of less than 175 kw an approved foam-type extinguisher of at least 135 litters capacity is not required.

163 (iii) In each firing space there are to be a receptacle containing at least 0.1 m 3 sand, sawdust impregnated with soda, or other approved dry material, along with a suitable shovel for spreading the material. An approved portable extinguisher may be substituted as an alternative Machinery spaces of category A containing internal combustion machinery (a) Fixed fire-extinguishing systems Machinery spaces of category A containing internal combustion machinery are to be provided with one of the fixed fire-extinguishing systems in of this Part. (b) Additional fire-extinguishing arrangements* * Refer to Unified Interpretation of SOLAS chapter II-2 on the number and arrangement of portable fire extinguishers on board ships (MSC.1/Circ.1275, as may be amended). There is to be at least one portable foam applicator unit complying with the provisions of the FSS Code. There are to be in each such space approved foam-type fire extinguishers, each of at least 45 litters capacity or equivalent, sufficient in number to enable foam or its equivalent to be directed on to any part of the fuel and lubricating oil pressure systems, gearing and other fire hazards. In addition, there are to be provided a sufficient number of portable foam extinguishers or equivalent which are to be so located that no point in the space is more than 10 m walking distance from an extinguisher and that there are at least two such extinguishers in each such space. For smaller spaces of cargo ships the Society may consider relaxing this requirement Machinery spaces containing steam turbines or enclosed steam engines (a) Fixed fire-extinguishing systems In spaces containing steam turbines or enclosed steam engines used for main propulsion or other purposes having in the aggregate a total output of not less than 375 kw, one of the fire-extinguishing systems specified in of this Part are to be provided if such spaces are periodically unattended. (b) Additional fire-extinguishing arrangements There are to be approved foam fire extinguishers each of at least 45 litters capacity or equivalent sufficient in number to enable foam or its equivalent to be directed on to any part of the pressure lubrication system, on to any part of the casings enclosing pressure lubricated parts of the turbines, engines or associated gearing, and any other fire hazards. However, such extinguishers are not to be required if protection, at least equivalent to that required by this subparagraph, is provided in such spaces by a fixed fire-extinguishing system fitted in compliance with of this Part. There are to be a sufficient number of portable foam extinguishers* or equivalent which are to be so located that no point in the space is more than 10 m walking distance from an extinguisher and that there are at least two such extinguishers in each such space, except that such extinguishers are not to be required in addition to any provided in compliance with 8.4.1(b) of this Part. * Refer to Unified Interpretation of SOLAS chapter II-2 on the number and arrangement of portable fire extinguishers on board ships (MSC.1/Circ.1275, as may be amended) Other machinery spaces Where, in the opinion of the Society, a fire hazard exists in any machinery space for which no specific provisions for fire-extinguishing appliances are prescribed in 8.4.1, and of this Part, there are to be provided in, or adjacent to, that space such a number of approved portable fire extinguishers or other means of fire extinction as the Society may deem sufficient Additional requirements for passenger ships In passenger ships carrying more than 36 passengers, each machinery space of category A are to be provided with at least two suitable water fog applicators*.

164 * A water fog applicator might consist of a metal L-shaped pipe, the long limb being about 2 m in length capable of being fitted to a fire hose and the short limb being about 250 mm in length fitted with a fixed water fog nozzle or capable of being fitted with a water spray nozzle Fixed local application fire-fighting systems (a) This paragraph is to apply to passenger ships of 500 gross tonnage and above and cargo ships of 2000 gross tonnage and above. (b) Machinery spaces of category A above 500 m 3 in volume are to, in addition to the fixed fire-extinguishing system required in 8.4.1(a) of this Part, be protected by an approved type of fixed water-based or equivalent local application fire-fighting system, based on the guidelines developed by the IMO*. In the case of periodically unattended machinery spaces, the fire fighting system are to have both automatic and manual release capabilities. In the case of continuously manned machinery spaces, the fire-fighting system is only required to have a manual release capability. * Refer to the Revised Guidelines for the approval of fixed water-based local application fire-fighting systems for use in category A machinery spaces ( MSC/Circ.1387, as may be amended), Unified interpretations of the Guidelines for the approval of fixed water-based local application fire-fighting systems (MSC/Circ.1387, as may be amended) (MSC/Circ.1082, as may be amended) and Unified interpretations of SOLAS chapter II-2 (MSC.1/Circ.1276, as may be amended). (c) Fixed local application fire-fighting systems are to protect areas such as the following without the necessity of engine shutdown, personnel evacuation, or sealing of the spaces: (iii) (iv) the fire hazard portions of internal combustion machinery; boiler fronts; the fire hazard portions of incinerators; and purifiers for heated fuel oil. (d) Activation of any local application system are to give a visual and distinct audible alarm in the protected space and at continuously manned stations. The alarm are to indicate the specific system activated. The system alarm requirements described within this paragraph are in addition to, and not a substitute for, the detection and fire alarm system required elsewhere in this chapter. 8.5 Fire - Extinguishing Arrangements in Control Stations, Accommodation and Service Spaces Sprinkler and water spray systems in passenger ships (a) Passenger ships carrying more than 36 passengers are to be equipped with an automatic sprinkler, fire detection and fire alarm system of an approved type complying with the requirements of the FSS Code in all control stations, accommodation and service spaces, including corridors and stairways. Alternatively, control stations, where water may cause damage to essential equipment, may be fitted with an approved fixed fireextinguishing system of another type. Spaces having little or no fire risk such as voids, public toilets, carbon dioxide rooms and similar spaces need not be fitted with an automatic sprinkler system. (b) In passenger ships carrying not more than 36 passengers, when a fixed smoke detection and fire alarm system complying with the provisions of the FSS Code is provided only in corridors, stairways and escape routes within accommodation spaces, an automatic sprinkler system are to be installed in accordance with 5.4.3(b) of this Part. (c) A fixed pressure water-spraying fire-extinguishing system complying with the provisions of the FSS Code is to be installed on cabin balconies of ships to which of this Part applies, where furniture and furnishings on such balconies are not as defined in (a), (b), (c), (f) and (g) of of this Part Sprinkler systems for cargo ships In cargo ships in which Method IIC specified in (a)(2) of this Part is adopted, an automatic sprinkler, fire detection and fire alarm system are to be fitted in accordance with the requirements in 5.4.5(b) of this Part.

165 Spaces containing flammable liquid (a) Paint lockers are to be protected by: a carbon dioxide system, designed to give a minimum volume of free gas equal to 40% of the gross volume of the protected space; a dry powder system, designed for at least 0.5 kg powder/m 3 ; (iii) (iv) a water spraying or sprinkler system, designed for 5 litres/m 2 min. Water spraying systems may be connected to the fire main of the ship; or a system providing equivalent protection, as determined by the Society. In any case, the system are to be operable from outside the protected space. In any case, the system is to be operable from outside the protected space. (b) Flammable liquid lockers are to be protected by an appropriate fire-extinguishing arrangement approved by the Society. (c) For lockers of a deck area of less than 4 m 2, which do not give access to accommodation spaces, a carbon dioxide portable fire extinguisher sized to provide a minimum volume of free gas equal to 40% of the gross volume of the space may be accepted in lieu of a fixed system. A discharge port are to be arranged in the locker to allow the discharge of the extinguisher without having to enter into the protected space. The required portable fire extinguisher are to be stowed adjacent to the port. Alternatively, a port or hose connection may be provided to facilitate the use of fire main water Deep-fat cooking equipment Deep-fat cooking equipment installed in enclosed spaces or on open decks is to be fitted with the following: (a) an automatic or manual extinguishing system tested to an international standard acceptable to the IMO;* * Refer to the recommendations by the International Organization for Standardization, in particular, Publication ISO15371:2009, Ships and marine technology - Fire-extinguishing systems for protection of galley cooking equipment. * Refer to MSC.1/Circ.1433 "Unified Interpretations of SOLAS Regulation II-2/ and Chapter 9 of the FSS Code", as may be amended. (b) a primary and backup thermostat with an alarm to alert the operator in the event of failure of either thermostat; (c) arrangements for automatically shutting off the electrical power upon activation of the extinguishing system; (d) an alarm for indicating operation of the extinguishing system in the galley where the equipment is installed; and (e) controls for manual operation of the extinguishing system which are clearly labelled for ready use by the crew. 8.6 Fire-Extinguishing Arrangements in Cargo Spaces Fixed gas fire-extinguishing systems for general cargo (a) Except as provided for in of this Part, the cargo spaces of passenger ships of 1,000 gross tonnage and upwards are to be protected by a fixed carbon dioxide or inert gas fire-extinguishing system complying with the provisions of the FSS Code or by a fixed high expansion foam fire-extinguishing system which gives equivalent protection. (b) Where it is shown to the satisfaction of the Society that a passenger ship is engaged on voyages of such short duration that it would be unreasonable to apply the requirements of 8.6.1(a) of this Part and also in ships of less than 1,000 gross tonnage, the arrangements in cargo spaces are to be to the satisfaction of the Society, provided that the ship is fitted with steel hatch covers and effective means of closing all ventilators and other openings leading to the cargo spaces.

166 (c) Except for ro-ro and vehicle spaces, cargo spaces on cargo ships of 2,000 gross tonnage and upwards are to be protected by a fixed carbon dioxide or inert gas fire-extinguishing system complying with the provisions of the FSS Code, or by a fire-extinguishing system which gives equivalent protection. (d) The Society may exempt from the requirements of 8.6.1(c) and of this Part, cargo spaces of any cargo ship if constructed, and solely intended for, the carriage of ore, coal, grain, unseasoned timber, noncombustible cargoes or cargoes which, in the opinion of the Society, constitute a low fire risk*. Such exemptions may be granted only if the ship is fitted with steel hatch covers and effective means of closing ventilators and other openings leading to the cargo spaces. In this case, a list of cargoes intended to be carried is to be submitted to the Society for approval. * Refer to the International Maritime Solid Bulk Cargoes (IMSBC) Code, adopted by the IMO by resolution MSC.268(85), as amended, appendix 1, entry for coal, and to the Lists of solid bulk cargoes for which a fixed gas fire-extinguishing system may be exempted of for which a fixed gas fire-extinguishing system is ineffective (MSC.1/Circ.1395/Rev.1, as may be amended) Fixed gas fire-extinguishing systems for dangerous goods A ship engaged in the carriage of dangerous goods in any cargo spaces are to be provided with a fixed carbon dioxide or inert gas fire-extinguishing system complying with the provisions of the FSS Code or with a fire-extinguishing system which, in the opinion of the Society, gives equivalent protection for the cargoes carried Firefighting for ships designed to carry containers on or above the weather deck (a) Ships are to carry, in addition to the equipment and arrangements required by 8.1 of this Part, at least one water mist lance. The water mist lance are to consist of a tube with a piercing nozzle which is capable of penetrating a container wall and producing water mist inside a confined space (container, etc.) when connected to the fire main. (b) Ships designed to carry five or more tiers of containers on or above the weather deck are to carry, in addition to the requirements of paragraph 8.6.3(a) of this Part, mobile water monitors* as follows: * Refer to the Guidelines for the design, performance, testing and approval of mobile water monitors used for the protection of on-deck cargo areas of ships designed and constructed to carry five or more tiers of containers on or above the weather deck (MSC.1/Circ.1472, as may be amended). - ships with breadth less than 30 m: at least two mobile water monitors; or - ships with breadth of 30 m or more: at least four mobile water monitors. (iii) (iv) The mobile water monitors, all necessary hoses, fittings and required fixing hardware are to be kept ready for use in a location outside the cargo space area not likely to be cut-off in the event of a fire in the cargo spaces. A sufficient number of fire hydrants are to be provided such that: (1) all provided mobile water monitors can be operated simultaneously for creating effective water barriers forward and aft of each container bay; (2) the two jets of water required by 8.1.1(e) of this Part can be supplied at the pressure required by 8.1.1(f) of this Part; and (3) each of the required mobile water monitors can be supplied by separate hydrants at the pressure necessary to reach the top tier of containers on deck. The mobile water monitors may be supplied by the fire main, provided the capacity of fire pumps and fire main diameter are adequate to simultaneously operate the mobile water monitors and two jets of water from fire hoses at the required pressure values. If carrying dangerous goods, the capacity of fire pumps and fire main diameter are to also comply with (a)(v) of this Part, as far as applicable to on-deck cargo areas. The operational performance of each mobile water monitor are to be tested during initial survey on board the ship to the satisfaction of the Society. The test are to verify that: (1) the mobile water monitor can be securely fixed to the ship structure ensuring safe and effective operation; and

167 (2) the mobile water monitor jet reaches the top tier of containers with all required monitors and water jets from fire hoses operated simultaneously. 8.7 Cargo Tank Protection Fixed deck foam systems (a) For tankers of 20,000 tonnes deadweight and upwards, a fixed deck foam system are to be provided in accordance with the requirements of the FSS Code, except that, in lieu of the above, the Society, after having given consideration to the ship's arrangement and equipment, may accept other fixed installations if they afford protection equivalent to the above. The requirements for alternative fixed installations are to comply with the requirements in 8.7.1(b) of this Part. (b) In accordance with 8.7.1(a) of this Part, where the Society accepts an equivalent fixed installation in lieu of the fixed deck foam system, the installation are to: be capable of extinguishing spill fires and also preclude ignition of spilled oil not yet ignited; and be capable of combating fires in ruptured tanks. (c) Tankers of less than 20,000 tonnes deadweight are to be provided with a deck foam system complying with the requirements of the FSS Code. 8.8 Protection of Cargo Pump Rooms Fixed fire-extinguishing systems Each cargo pump-room are to be provided with one of the following fixed fire-extinguishing systems operated from a readily accessible position outside the pump-room. Cargo pump-rooms are to be provided with a system suitable for machinery spaces of category A. (a) A carbon dioxide system complying with the provisions the FSS Code and with the following: the alarms giving audible warning of the release of fire-extinguishing medium are to be safe for use in a flammable cargo vapour/air mixture; and a notice are to be exhibited at the controls stating that due to the electrostatic ignition hazard, the system is to be used only for fire extinguishing and not for inerting purposes. (b) A high-expansion foam system complying with the provisions of the FSS Code, provided that the foam concentrate supply is suitable for extinguishing fires involving the cargoes carried. (c) A fixed pressure water-spraying system complying with the provisions of the FSS Code Quantity of fire-extinguishing medium Where the extinguishing medium used in the cargo pump-room system is also used in systems serving other spaces, the quantity of medium provided or its delivery rate need not be more than the maximum required for the largest compartment. 8.9 Fire-Fighter's Outfits Types of fire-fighter's outfits (a) Fire-fighter's outfits are to comply with the FSS Code; and (b) Self-contained compressed air breathing apparatus of fire-fighter's outfits is to comply with paragraph of chapter 3 of the FSS Code by 1 July Number of fire-fighter's outfits

168 (a) Ships are to carry at least two fire-fighter's outfits. (b) In addition, in passenger ships there are to be provided: for every 80 m, or part thereof, of the aggregate of the lengths of all passenger spaces and service spaces on the deck which carries such spaces or, if there is more than one such deck, on the deck which has the largest aggregate of such lengths, two fire-fighter's outfits and, in addition, two sets of personal equipment, each set comprising the items stipulated in the FSS Code. In passenger ships carrying more than 36 passengers, two additional fire-fighter's outfits are to be provided for each main vertical zone. However, for stairway enclosures which constitute individual main vertical zones and for the main vertical zones in the fore or aft end of a ship which do not contain spaces of categories f), g), h) or l) defined in 7.1.2(c) of this Part, no additional fire-fighter's outfits are required; and ships carrying more than 36 passengers, for each pair of breathing apparatus there are to be provided one water fog applicator which are to be stored adjacent to such apparatus. (c) In addition, in tankers, two fire-fighter's outfits are to be provided. (d) The Society may require additional sets of personal equipment and breathing apparatus, having due regard to the size and type of the ship. (e) Two spare charges are to be provided for each required breathing apparatus. Passenger ships carrying not more than 36 passengers and cargo ships that are equipped with suitably located means for fully recharging the air cylinders free from contamination, need carry only one spare charge for each required apparatus. In passenger ships carrying more than 36 passengers, at least two spare charges for each breathing apparatus are to be provided. (f) Passenger ships carrying more than 36 passengers are to be fitted with a suitably located means for fully recharging breathing air cylinders, free from contamination. The means for recharging are to be either: breathing air compressors supplied from the main and emergency switchboard, or independently driven, with a minimum capacity of 60 litters /min per required breathing apparatus, not to exceed 420 litters /min; or self-contained high-pressure storage systems of suitable pressure to recharge the breathing apparatus used on board, with a capacity of at least 1,200 litters per required breathing apparatus, not to exceed 50,000 litters of free air Storage of fire-fighter's outfits (a) The fire-fighter's outfits or sets of personal equipment are to be kept ready for use in an easily accessible location that is permanently and clearly marked and, where more than one fire-fighter's outfit or more than one set of personal equipment is carried, they are to be stored in widely separated positions. (b) In passenger ships, at least two fire-fighter's outfits and, in addition, one set of personal equipment is to be available at any one position. At least two fire-fighter's outfits are to be stored in each main vertical zone Fire-fighter's communication A minimum of two two-way portable radiotelephone apparatus for each fire party for fire-fighter's communication are to be carried on board. Those two-way portable radiotelephone apparatus are to be of an explosion-proof type or intrinsically safe.

169 Chapter 9 Structural Integrity 9.1 Material of Hull, Superstructures, Structural Bulkheads, Decks and Deckhouses The hull, superstructures, structural bulkheads, decks and deckhouses are to be constructed of steel or other equivalent material. For the purpose of applying the definition of steel or other equivalent material as given in of this Part the "applicable fire exposure" are to be according to the integrity and insulation standards given in Table IX 7-1 to Table IX 7-4. For example, where divisions such as decks or sides and ends of deckhouses are permitted to have "B-0" fire integrity, the "applicable fire exposure are to be half an hour. 9.2 Structure of Aluminium Alloy Unless otherwise specified in 9.1 above, in cases where any part of the structure is of aluminium alloy, the following are to apply: (a) the insulation of aluminium alloy components of "A" or "B" class divisions, except structure which, in the opinion of the Society, is non-load-bearing, are to be such that the temperature of the structural core does not rise more than 200 C above the ambient temperature at any time during the applicable fire exposure to the standard fire test; and (b) special attention are to be given to the insulation of aluminium alloy components of columns, stanchions and other structural members required to support lifeboat and liferaft stowage, launching and embarkation areas, and "A" and "B" class divisions to ensure: that for such members supporting lifeboat and liferaft areas and "A" class divisions, the temperature rise limitation specified in 9.2.1(a) above are to apply at the end of one hour; and that for such members required to support "B" class divisions, the temperature rise limitation specified in 9.2.1(a) above are to apply at the end of half an hour. 9.3 Machinery Spaces of Category A Crowns and casings Crowns and casings of machinery spaces of category A are to be of steel construction and are to be insulated as required by Table IX 7-5 and Table IX 7-7, as appropriate Floor plating The floor plating of normal passageways in machinery spaces of category A are to be made of steel. 9.4 Materials of Overboard Fittings Materials readily rendered ineffective by heat are not to be used for overboard scuppers, sanitary discharges, and other outlets which are close to the waterline and where the failure of the material in the event of fire would give rise to danger of flooding. 9.5 Protection of Cargo Tank Structure Against Pressure or Vacuum in Tankers General The venting arrangements are to be so designed and operated as to ensure that neither pressure nor vacuum in cargo tanks are to exceed design parameters and be such as to provide for: (a) the flow of the small volumes of vapour, air or inert gas mixtures caused by thermal variations in a cargo tank in all cases through pressure/vacuum valves; and

170 (b) the passage of large volumes of vapour, air or inert gas mixtures during cargo loading and ballasting, or during discharging Openings for small flow by thermal variations Openings for pressure release required by 9.5.1(a) above are to: (a) have as great a height as is practicable above the cargo tank deck to obtain maximum dispersal of flammable vapours, but in no case less than 2 m above the cargo tank deck; and (b) be arranged at the furthest distance practicable but not less than 5 m from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery and equipment which may constitute an ignition hazard. Anchor windlass and chain locker openings constitute an ignition hazard. For tankers, the openings are to be arranged in accordance with 2.4.3(d) of this Part Safety measures in cargo tanks (a) Preventive measures against liquid rising in the venting system Provisions are to be made to guard against liquid rising in the venting system to a height which would exceed the design head of cargo tanks. This is to be accomplished by high-level alarms or overflow control systems or other equivalent means, together with independent gauging devices and cargo tank filling procedures. For the purposes of this Chapter, spill valves are not considered equivalent to an overflow system. (b) Secondary means for pressure/vacuum relief A secondary means of allowing full flow relief of vapour, air or inert gas mixtures to prevent over-pressure or under-pressure in the event of failure of the arrangements in 9.5.1(b) above is required. In addition, for tankers, the secondary means is to be capable of preventing over-pressure or under-pressure in the event of damage to, or inadvertent closing of, the means of isolation required in regulation 2.4.3(b). Alternatively, pressure sensors may be fitted in each tank protected by the arrangement required in 9.5.1(b) above, with a monitoring system in the ship's cargo control room or the position from which cargo operations are normally carried out. Such monitoring equipment are to also provide an alarm facility which is activated by detection of over-pressure or under-pressure conditions within a tank. (c) Bypasses in vent mains Pressure/vacuum valves required by 9.5.1(a) above may be provided with a bypass arrangement when they are located in a vent main or masthead riser. Where such an arrangement is provided there are to be suitable indicators to show whether the bypass is open or closed. (d) Pressure/vacuum-breaking devices One or more pressure/vacuum-breaking devices are to be provided to prevent the cargo tanks from being subject to: a positive pressure, in excess of the test pressure of the cargo tank, if the cargo were to be loaded at the maximum rated capacity and all other outlets are left shut; and a negative pressure in excess of 700 mm water gauge if cargo were to be discharged at the maximum rated capacity of the cargo pumps and the inert gas blowers were to fail. Such devices are to be installed on the inert gas main unless they are installed in the venting system required by 2.4.3(a) of this Part or on individual cargo tanks. The location and design of the devices are to be in accordance with and 9.5 of this Part Size of vent outlets Vent outlets for cargo loading, discharging and ballasting required by 9.5.1(b) above are to be designed on the basis of the maximum designed loading rate multiplied by a factor of at least 1.25 to take account of gas evolution, in order to prevent the pressure in any cargo tank from exceeding the design pressure. The master are to be provided with information regarding the maximum permissible loading rate for each cargo tank and in the case of combined venting systems, for each group of cargo tanks.

171 Chpate 10 Escape 10.1 Notification of Crew and Passengers General emergency alarm system A general emergency alarm system required by of Part VII of the Rules are to be used for notifying crew and passengers of a fire Public address systems in passenger ships A public address system or other effective means of communication complying with the requirements of of Part VII of the Rules are to be available throughout the accommodation and service spaces and control stations and open decks Means of Escape General requirements (a) Unless expressly provided otherwise in this section, at least two widely separated and ready means of escape are to be provided from all spaces or group of spaces. (b) Lifts are not to be considered as forming one of the means of escape as required by this Chapter Means of escape from control stations, accommodation and service spaces (a) General requirements (iii) (iv) (v) Stairways and ladders are to be so arranged as to provide ready means of escape to the lifeboat and liferaft embarkation deck from passenger and crew accommodation spaces and from spaces in which the crew is normally employed, other than machinery spaces. Unless expressly provided otherwise in this Chapter, a corridor, lobby, or part of a corridor from which there is only one route of escape are to be prohibited. Dead-end corridors used in service areas which are necessary for the practical utility of the ship, such as fuel oil stations and athwartship supply corridors, are to be permitted, provided such dead-end corridors are separated from crew accommodation areas and are inaccessible from passenger accommodation areas. Also, a part of a corridor that has a depth not exceeding its width is considered a recess or local extension and is permitted. All stairways in accommodation and service spaces and control stations are to be of steel frame construction except where the Society sanctions the use of other equivalent material. If a radiotelegraph station has no direct access to the open deck, two means of escape from or access to, the station are to be provided, one of which may be a porthole or window of sufficient size or other means to the satisfaction of the Society. Doors in escape routes are to, in general, open in way of the direction of escape, except that: (1) individual cabin doors may open into the cabins in order to avoid injury to persons inthe corridor when the door is opened; and (2) doors in vertical emergency escape trunks may open out of the trunk in order to permit the trunk to be used both for escape and for access. (b) Means of escape in passenger ships Escape from spaces below the bulkhead deck (1) Below the bulkhead deck two means of escape, at least one of which are to be independent of watertight doors, are to be provided from each watertight compartment or similarly restricted space or group of spaces. Exceptionally, the Society may dispense with one of the means of

172 (iii) (iv) (v) escape for crew spaces that are entered only occasionally, if the required escape route is independent of watertight doors. (2) Where the Society has granted dispensation under the provisions of (b)(1) of this Part, this sole means of escape are to provide safe escape. However, stairways are not to be less than 800 mm in clear width with handrails on both sides. Escape from spaces above the bulkhead deck Above the bulkhead deck there are to be at least two means of escape from each main vertical zone or similarly restricted space or group of spaces at least one of which are to give access to a stairway forming a vertical escape. Direct access to stairway enclosures Stairway enclosures in accommodation and service spaces are to have direct access from the corridors and be of a sufficient area to prevent congestion, having in view the number of persons likely to use them in an emergency. Within the perimeter of such stairway enclosures, only public toilets, lockers of non-combustible material providing storage for non-hazardous safety equipment and open information counters are permitted. Only corridors, lifts, public toilets, special category spaces and open ro-ro spaces to which any passengers carried can have access, other escape stairways required by paragraph (b)(iv)(1) of this Part and external areas are permitted to have direct access to these stairway enclosures. Public spaces may also have direct access to stairway enclosures except for the backstage of a theatre. Small corridors or "lobbies" used to separate an enclosed stairway from galleys or main laundries may have direct access to the stairway provided they have a minimum deck area of 4.5 m 2, a width of no less than 900 mm and contain a fire hose station. Details of means of escape (1) At least one of the means of escape required by (b)(1) and (b) of this Part are to consist of a readily accessible enclosed stairway, which are to provide continuous fire shelter from the level of its origin to the appropriate lifeboat and liferaft embarkation decks, or to the uppermost weather deck if the embarkation deck does not extend to the main vertical zone being considered. In the latter case, direct access to the embarkation deck by way of external open stairways and passageways are to be provided and are to have emergency lighting in accordance with (b) of Part VII of the Rules and slip-free surfaces underfoot. Boundaries facing external open stairways and passageways forming part of an escape route and boundaries in such a position that their failure during a fire would impede escape to the embarkation deck are to have fire integrity, including insulation values, in accordance with Table IX 7-1 to Table IX 7-4, as appropriate. (2) Protection of access from the stairway enclosures to the lifeboat and liferaft embarkation areas are to be provided either directly or through protected internal routes which have fire integrity and insulation values for stairway enclosures as determined by Table IX 7-1 to Table IX 7-4, as appropriate. (3) Stairways serving only a space and a balcony in that space are not to be considered as forming one of the required means of escape. (4) Each level within an atrium are to have two means of escape, one of which are to give direct access to an enclosed vertical means of escape meeting the requirements of (b)(iv)(1) of this Part. (5) The widths, number and continuity of escapes are to be in accordance with the requirements in the FSS Code. Marking of escape routes (1) In addition to the emergency lighting required by (b) of Part VII, the means of escape, including stairways and exits, are to be marked by lighting or photoluminescent strip indicators placed not more than 300 mm above the deck at all points of the escape route including angles and intersections. The marking must enable passengers to identify the routes of escape and readily identify the escape exits. If electric illumination is used, it is to be supplied by the emergency source of power and it is to be so arranged that the failure of any single light or cut in a lighting strip will not result in the marking being ineffective. Additionally, escape route signs and fire equipment location markings are to be of photoluminescent material or marked by lighting. The Society are to ensure that such lighting or photoluminescent equipment has been evaluated, tested and applied in accordance with the FSS Code.

173 (vi) (vii) (2) In passenger ships carrying more than 36 passengers, the requirements of the paragraph (b)(v)(1) of this Part are to also apply to the crew accommodation areas. (3) In lieu of the escape route lighting system required by (b)(v)(1) of this Part, alternative evacuation guidance systems may be accepted if approved by the Society based on the guidelines developed by the IMO*. * Refer to the Functional requirements and performance standards for the assessment of evacuation guidance systems ( MSC/Circ.1167, as may be amended) and the Interim guidelines for the testing, approval and maintenance of evacuation guidance systems used as an alternative to low-location lighting systems (MSC/Circ.1168, as may be amended). Normally locked doors that form part of an escape route (1) Cabin and stateroom doors are not to require keys to unlock them from inside the room. Neither are to there be any doors along any designated escape route which require keys to unlock them when moving in the direction of escape. (2) Escape doors from public spaces that are normally latched are to be fitted with a means of quick release. Such means are to consist of a door-latching mechanism incorporating a device that releases the latch upon the application of a force in the direction of escape flow. Quick release mechanisms are to be designed and installed to the satisfaction of the Society and, in particular: - consist of bars or panels, the actuating portion of which extends across at least one half of the width of the door leaf, at least 760 mm and not more than 1120 mm above the deck; - cause the latch to release when a force not exceeding 67 N is applied; and - not be equipped with any locking device, set screw or other arrangement that prevents the release of the latch when pressure is applied to the releasing device. Evacuation analysis for passenger ships* * Refer to the Revised Guidelines on evacuation analyses for new and existing passenger ships (MSC.1/Circ.1533), as may be amended. (1) Escape routes are to be evaluated by an evacuation analysis early in the design process. This analysis is to apply to: a) ro-ro passenger ships; and b) other passenger ships constructed on or after 1 January 2020 carrying more than 36 passengers. (2) The analysis is to be used to identify and eliminate, as far as practicable, congestion which may develop during an abandonment, due to normal movement of passengers and crew along escape routes, including the possibility that crew may need to move along these routes in a direction opposite to the movement of passengers. In addition, the analysis is to be used to demonstrate that escape arrangements are sufficiently flexible to provide for the possibility that certain escape routes, assembly stations, embarkation stations or survival craft may not be available as a result of a casualty. (c) Means of escape in cargo ships (iii) (iv) (v) General At all levels of accommodation there are to be provided at least two widely separated means of escape from each restricted space or group of spaces. Escape from spaces below the lowest open deck Below the lowest open deck the main means of escape are to be a stairway and the second escape may be a trunk or a stairway. Escape from spaces above the lowest open deck Above the lowest open deck the means of escape are to be stairways or doors to an open deck or a combination thereof. Dead-end corridors No dead-end corridors having a length of more than 7 m are to be accepted. Width and continuity of escape routes The width, number and continuity of escape routes are to be in accordance with the requirements in the FSS Code.

174 (vi) Dispensation from two means of escape Exceptionally the Society may dispense with one of the means of escape, for crew spaces that are entered only occasionally, if the required escape route is independent of watertight doors. (d) Emergency escape breathing devices* * Refer to the Guidelines for the performance, location, use and care of emergency escape breathing devices (MSC/Circ.849, as may be amended). (iii) (iv) (v) Emergency escape breathing devices are to comply with the FSS Code. Spare emergency escape breathing devices are to be kept onboard. All ships are to carry at least two emergency escape breathing devices within accommodation spaces. In passenger ships, at least two emergency escape breathing devices are to be carried in each main vertical zone. In passenger ships carrying more than 36 passengers, two emergency escape breathing devices, in addition to those required in (d)(iii) above, are to be carried in each main vertical zone. However, (d)(iii) and (d)(iv) above do not apply to stairway enclosures which constitute individual main vertical zones and for the main vertical zones in the fore or aft end of a ship which do not contain spaces of categories f), g), h) or l) defined in 7.1.2(c) of this Part Means of escape from machinery spaces (a) Means of escape on passenger ships Means of escape from each machinery space in passenger ships are to comply with the following provisions. (iii) (iv) Escape from spaces below the bulkhead deck Where the space is below the bulkhead deck the two means of escape are to consist of either: (1) two sets of steel ladders as widely separated as possible, leading to doors in the upper part of the space similarly separated and from which access is provided to the appropriate lifeboat and liferaft embarkation decks. One of these ladders are to be located within a protected enclosure that satisfies 7.1.2(c) of this Part, category b), or 7.1.2(d) of this Part, category d), as appropriate, from the lower part of the space it serves to a safe position outside the space. Self-closing fire doors of the same fire integrity standards are to be fitted in the enclosure. The ladder are to be fixed in such a way that heat is not transferred into the enclosure through non-insulated fixing points. The protected enclosure are to have minimum internal dimensions of at least 800 mm 800 mm, and are to have emergency lighting provisions; or (2) one steel ladder leading to a door in the upper part of the space from which access is provided to the embarkation deck and additionally, in the lower part of the space and in a position well separated from the ladder referred to, a steel door capable of being operated from each side and which provides access to a safe escape route from the lower part of the space to the embarkation deck. Escape from spaces above the bulkhead deck Where the space is above the bulkhead deck, the two means of escape are to be as widely separated as possible and the doors leading from such means of escape are to be in a position from which access is provided to the appropriate lifeboat and liferaft embarkation decks. Where such means of escape require the use of ladders, these are to be of steel. Dispensation from two means of escape In a ship of less than 1,000 gross tonnage, the Society may dispense with one of the means of escape, due regard being paid to the width and disposition of the upper part of the space. In a ship of 1,000 gross tonnage and above, the Society may dispense with one means of escape from any such space, including a normally unattended auxiliary machinery space, so long as either a door or a steel ladder provides a safe escape route to the embarkation deck, due regard being paid to the nature and location of the space and whether persons are normally employed in that space. In the steering gear space, a second means of escape are to be provided when the emergency steering position is located in that space unless there is direct access to the open deck. Escape from machinery control rooms

175 (v) (vi) Two means of escape are to be provided from a machinery control room located within a machinery space, at least one of which will provide continuous fire shelter to a safe position outside the machinery space. Inclined ladders and stairways All inclined ladders/stairways fitted to comply with (a) of this Part with open treads in machinery spaces being part of or providing access to escape routes but not located within a protected enclosure are to be made of steel. Such ladders/stairways are to be fitted with steel shields attached to their undersides, such as to provide escaping personnel protection against heat and flame from beneath. Escape from main workshops within machinery spaces Two means of escape are to be provided from the main workshop within a machinery space. At least one of these escape routes are to provide a continuous fire shelter to a safe position outside the machinery space. (b) Means of escape of cargo ships Means of escape from each machinery space in cargo ships are to comply with the following provisions. (iii) (iv) (v) (vi) Escape from machinery spaces of category A Except as provided in (b) of this Part, two means of escape are to be provided from each machinery space of category A. In particular, one of the following provisions are to be complied with: (1) two sets of steel ladders as widely separated as possible leading to doors in the upper part of the space similarly separated and from which access is provided to the open deck. One of these ladders are to be located within a protected enclosure that satisfies 7.1.3(c) of this Part, category d), from the lower part of the space it serves to a safe position outside the space. Self-closing fire doors of the same fire integrity standards are to be fitted in the enclosure. The ladder are to be fixed in such a way that heat is not transferred into the enclosure through non-insulated fixing points. The enclosure are to have minimum internal dimensions of at least 800 mm 800 mm, and are to have emergency lighting provisions; or (2) one steel ladder leading to a door in the upper part of the space from which access is provided to the open deck and, additionally, in the lower part of the space and in a position well separated from the ladder referred to, a steel door capable of being operated from each side and which provides access to a safe escape route from the lower part of the space to the open deck. Dispensation from two means of escape In a ship of less than 1,000 gross tonnage, the Society may dispense with one of the means of escape required under (b) of this Part, due regard being paid to the dimension and disposition of the upper part of the space. In addition, the means of escape from machinery spaces of category A need not comply with the requirement for an enclosed fire shelter listed in (b)(1) of this Part. In the steering gear space, a second means of escape are to be provided when the emergency steering position is located in that space unless there is direct access to the open deck. Escape from machinery spaces other than those of category A From machinery spaces other than those of category A, two escape routes are to be provided except that a single escape route may be accepted for spaces that are entered only occasionally, and for spaces where the maximum travel distance to the door is 5 m or less. Inclined ladders and stairways All inclined ladders/stairways fitted to comply with (b) of this Part with open treads in machinery spaces being part of or providing access to escape routes but not located within a protected enclosure are to be made of steel. Such ladders/stairways are to be fitted with steel shields attached to their undersides, such as to provide escaping personnel protection against heat and flame from beneath. Escape from machinery control rooms in machinery spaces of category "A" Two means of escape are to be provided from the machinery control room located within a machinery space. At least one of these escape routes is to provide a continuous fire shelter to a safe position outside the machinery space. Escape from main workshops in machinery spaces of category "A"

176 Two means of escape are to be provided from the main workshop within a machinery space. At least one of these escape routes are to provide a continuous fire shelter to a safe position outside the machinery space. (c) Emergency escape breathing devices* * Refer to the Guidelines for the performance, location, use and care of emergency escape breathing devices (MSC/Circ.849, as may be amended). (iii) On all ships, within the machinery spaces, emergency escape breathing devices are to be situated ready for use at easily visible places, which can be reached quickly and easily at any time in the event of fire. The location of emergency escape breathing devices are to take into account the layout of the machinery space and the number of persons normally working in the spaces. The number and location of these devices are to be indicated in the fire control plan required in (d) of this Part. Emergency escape breathing devices are to comply with the FSS Code Means of escape on passenger ships from special category and open ro-ro spaces to which any passengers carried can have access (a) In special category and open ro-ro spaces to which any passengers carried can have access, the number and locations of the means of escape both below and above the bulkhead deck are to be to the satisfaction of the Society and, in general, the safety of access to the embarkation deck are to be at least equivalent to that provided for under (b)(1), (b), (b)(iv)(1) and (b)(iv)(2) of this Part. Such spaces are to be provided with designated walkways to the means of escape with a breadth of at least 600 mm. The parking arrangements for the vehicles are to maintain the walkways clear at all times. (b) One of the escape routes from the machinery spaces where the crew is normally employed are to avoid direct access to any special category space Means of escape from ro-ro spaces At least two means of escape are to be provided in ro-ro spaces where the crew are normally employed. The escape routes are to provide a safe escape to the lifeboat and liferaft embarkation decks and are to be located at the fore and aft ends of the space Additional requirements for ro-ro passenger ships (a) General (iii) (iv) (v) Escape routes are to be provided from every normally occupied space on the ship to an assembly station. These escape routes are to be arranged so as to provide the most direct route possible to the assembly station*, and are to be marked with symbols based on the guidelines developed by the IMO.** * Refer to the Indication of the "assembly stations" in passenger ships (MSC/Circ.777, as may be amended) ** Refer to the Symbols related to lifesaving appliances and arrangements adopted by the IMO by resolution A.760(18), as amended by resolution MSC.82(70), as may be amended. The escape route from cabins to stairway enclosures are to be as direct as possible, with a minimum number of changes in direction. It is not to be necessary to cross from one side of the ship to the other to reach an escape route. It is not to be necessary to climb more than two decks up or down in order to reach an assembly station or open deck from any passenger space. External routes are to be provided from open decks, as referred to in (a) of this Part, to the survival craft embarkation stations. Where enclosed spaces adjoin an open deck, openings from the enclosed space to the open deck are to, where practicable, be capable of being used as an emergency exit. Escape routes are not to be obstructed by furniture and other obstructions. With the exception of tables and chairs which may be cleared to provide open space, cabinets and other heavy furnishings in public spaces and along escape routes are to be secured in place to prevent shifting if the ship rolls

177 or lists. Floor coverings are to also be secured in place. When the ship is underway, escape routes are to be kept clear of obstructions such as cleaning carts, bedding, luggage and boxes of goods. (b) Instruction for safe escape Decks are to be sequentially numbered, starting with "1" at the tank top or lowest deck. The numbers are to be prominently displayed at stair landings and lift lobbies. Decks may also be named, but the deck number are to always be displayed with the name. Simple "mimic" plans showing the "you are here" position and escape routes marked by arrows, are to be prominently displayed on the inside of each cabin door and in public spaces. The plan are to show the directions of escape and are to be properly oriented in relation to its position on the ship. (c) Strength of handrails and corridors Handrails or other handholds are to be provided in corridors along the entire escape route so that a firm handhold is available at every step of the way, where possible, to the assembly stations and embarkation stations. Such handrails are to be provided on both sides of longitudinal corridors more than 1.8 m in width and transverse corridors more than 1 m in width. Particular attention are to be paid to the need to be able to cross lobbies, atriums and other large open spaces along escape routes. Handrails and other handholds are to be of such strength as to withstand a distributed horizontal load of 750 N/m applied in the direction of the centre of the corridor or space, and a distributed vertical load of 750 N/m applied in the downward direction. The two loads need not be applied simultaneously. The lowest 0.5 m of bulkheads and other partitions forming vertical divisions along escape routes are to be able to sustain a load of 750 N/m to allow them to be used as walking surfaces from the side of the escape route with the ship at large angles of heel. (d) Evacuation analysis Escape routes are to be evaluated by an evacuation analysis early in the design process. The analysis are to be used to identify and eliminate, as far as practicable, congestion which may develop during an abandonment, due to normal movement of passengers and crew along escape routes, including the possibility that crew may need to move along these routes in a direction opposite the movement of passengers. In addition, the analysis are to be used to demonstrate that escape arrangements are sufficiently flexible to provide for the possibility that certain escape routes, assembly stations, embarkation stations or survival craft may not be available as a result of a casualty.

178 Chapter 11 Operational Requirements 11.1 Operational Readiness and Maintenance General requirements At all times while the ship is in service, fire protection systems and fire-fighting systems and appliances are to be maintained ready for use, including proper tested and inspection. A ship is not in service when: (a) it is in for repairs or lay-up (either at anchor or in port) or in dry-dock; (b) it is declared not in service by the owner or the owner's representative; and (c) in the case of passenger ships, there are no passengers on board Operational readiness (a) The following fire protection systems are to be kept in good order so as to ensure their required performance if a fire occurs: (iii) structural fire protection including fire resisting divisions, and protection of openings and penetrations in these divisions; fire detection and fire alarm systems; and means of escape systems and appliances. (b) Fire-fighting systems and appliances are to be kept in good working order and readily available for immediate use. Portable extinguishers which have been discharged are to be immediately recharged or replaced with an equivalent unit Maintenance, testing and inspections (a) Maintenance, testing and inspections are to be carried out based on the guidelines developed by the IMO* and in a manner having due regard to ensuring the reliability of fire-fighting systems and appliances. *Refer to the Revised Guidelines for the maintenance and inspection of fire protection systems and appliances (MSC/Circ.1432, as may be amended). (b) The maintenance plan are to be kept on board the ship and are to be available for inspection whenever required by the Society. (c) The maintenance plan are to include at least the following fire protection systems and fire-fighting systems and appliances, where installed: (iii) (iv) (v) (vi) (vii) fire mains, fire pumps and hydrants including hoses, nozzles and international shore connections; fixed fire detection and fire alarm systems; fixed fire-extinguishing systems and other fire extinguishing appliances; automatic sprinkler, fire detection and fire alarm systems; ventilation systems including fire and smoke dampers, fans and their controls; emergency shut down of fuel supply; fire doors including their controls; (viii) general emergency alarm systems; (ix) (x) emergency escape breathing devices; portable fire extinguishers including spare charges; and

179 (xi) fire-fighter's outfits. (d) The maintenance programme may be computer-based Additional requirements for passenger ships In addition to the fire protection systems and appliances listed in (c) above, ships carrying more than 36 passengers are to develop a maintenance plan for low-location lighting and public address systems Additional requirements for tankers In addition to the fire protection systems and appliances listed in (c) above, tankers are to develop a maintenance plan for: (a) inert gas systems; (b) deck foam systems; (c) fire safety arrangements in cargo pump rooms; and (d) flammable gas detectors Instructions, Onboard Training and Drills The requirements of onboard training and drills are to be in accordance with SOLAS II-2 Reg Training Manuals (a) A training manual are to be provided in each crew mess room and recreation room or in each crew cabin. (b) The training manual are to be written in the working language of the ship. (c) The training manual, which may comprise several volumes, are to contain the instructions and information required in (d) above in easily understood terms and illustrated wherever possible. Any part of such information may be provided in the form of audio-visual aides in lieu of the manual. (d) The training manual are to explain the following in detail: (iii) (iv) (v) (vi) (vii) general fire safety practice and precautions related to the dangers of smoking, electrical hazards, flammable liquids and similar common shipboard hazards; general instructions on fire-fighting activities and fire-fighting procedures including procedures for notification of a fire and use of manually operated call points; meanings of the ship's alarms; operation and use of fire-fighting systems and appliances; operation and use of fire doors; operation and use of fire and smoke dampers; and escape systems and appliances Fire control plans* * Refer to the Graphical symbols for fire control plans as adopted by the IMO by resolution A.952(23) as may be amended.

180 (a) General arrangement plans are to be permanently exhibited for the guidance of the ship's officers, showing clearly for each deck the control stations, the various fire sections enclosed by "A" class divisions, the sections enclosed by "B" class divisions together with particulars of the fire detection and fire alarm systems, the sprinkler installation, the fire-extinguishing appliances, means of access to different compartments, decks, etc., and the ventilating system including particulars of the fan control positions, the position of dampers and identification numbers of the ventilating fans serving each section. Alternatively, at the discretion of the Society, the aforementioned details may be set out in a booklet, a copy of which are to be supplied to each officer, and one copy are to at all times be available on board in an accessible position. Plans and booklets are to be kept up to date; any alterations thereto are to be recorded as soon as practicable. Description in such plans and booklets are to be in the language or languages required by the Society. If the language is neither English nor French, a translation into one of those languages are to be included. (b) A duplicate set of fire control plans or a booklet containing such plans are to be permanently stored in a prominently marked weathertight enclosure outside the deckhouse for the assistance of shore-side firefighting personnel.* * Refer to the Guidance concerning the location of fire control plans for assistance of shoreside fire-fighting personnel (MSC/Circ.451, as may be amended) Additional requirements for passenger ships (a) Fire control plans In ships carrying more than 36 passengers, plans and booklets required by this chapter are to provide information regarding fire protection, fire detection and fire extinction based on the guidelines issued by the IMO.* * Refer to the Guidelines on the information to be provided with fire control plans and booklets required by SOLAS regulations II-2/20 and 41-2 adopted by the IMO by resolution A.756(18), as may be amended Fire Safety Operational booklets Fire safety operational booklets (a) The required fire safety operational booklet are to contain the necessary information and instructions for the safe operation of the ship and cargo handling operations in relation to fire safety. The booklet are to include information concerning the crew's responsibilities for the general fire safety of the ship while loading and discharging cargo and while underway. Necessary fire safety precautions for handling general cargoes are to be explained. For ships carrying dangerous goods and flammable bulk cargoes, the fire safety operational booklet are to also provide reference to the pertinent fire-fighting and emergency cargo handling instructions contained in the International Maritime Solid Bulk Cargoes Code (hereinafter referred to as the IMSBC Code), the IBC Code, the IGC Code and the IMDG Code, as appropriate. (b) The fire safety operational booklet are to be provided in each crew mess room and recreation room or in each crew cabin. (c) The fire safety operational booklet are to be written in the working language of the ship. (d) The fire safety operational booklet may be combined with the training manuals required in of this Part Additional requirements for tankers (a) General The fire safety operational booklet referred to in above are to include provisions for preventing fire spread to the cargo area due to ignition of flammable vapours and include procedures of cargo tank gaspurging and/or gas-freeing taking into account the provisions in (b) as follows. (b) Procedures for cargo tank purging and/or gas-freeing

181 (iii) (iv) When the ship is provided with an inert gas system, the cargo tanks are to first be purged in accordance with the provisions of of this Part until the concentration of hydrocarbon vapours in the cargo tanks has been reduced to less than 2% by volume. Thereafter, gas-freeing may take place at the cargo tank deck level. When the ship is not provided with an inert gas system, the operation is to be such that the flammable vapour is discharged initially through: (1) the vent outlets as specified in 2.4.3(d) of this Part; (2) outlets at least 2 m above the cargo tank deck level with a vertical efflux velocity of at least 30 m/s maintained during the gas-freeing operation; or (3) outlets at least 2 m above the cargo tank deck level with a vertical efflux velocity of at least 20 m/s and which are protected by suitable devices to prevent the passage of flame. The above outlets are to be located not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery, which may include anchor windlass and chain locker openings, and equipment which may constitute an ignition hazard. When the flammable vapour concentration at the outlet has been reduced to 30% of the lower flammable limit, gas-freeing may be continued at cargo tank deck level. (c) Operation of inert gas system (iii) (iv) The inert gas system for tankers required in accordance with 2.4.5(a) of this Part are to be so operated as to render and maintain the atmosphere of the cargo tanks non-flammable, except when such tanks are required to be gas-free. Notwithstanding the above, for chemical tankers, the application of inert gas, may take place after the cargo tank has been loaded, but before commencement of unloading and are to continue to be applied until that cargo tank has been purged of all flammable vapours before gas-freeing. Only nitrogen is acceptable as inert gas under this provision. For tankers, if the oxygen content of the inert gas exceeds 5% by volume, immediate action are to be taken to improve the gas quality. Unless the quality of the gas improves, all operations in those cargo tanks to which inert gas is being supplied are to be suspended so as to avoid air being drawn into the cargo tanks, the gas regulating valve, if fitted, are to be closed and the off-specification gas are to be vented to atmosphere. In the event that the inert gas system is unable to meet the requirement in (c) and it has been assessed that it is impractical to effect a repair, then cargo discharge and cleaning of those cargo tanks requiring inerting are to only be resumed when suitable emergency procedures have been followed, taking into account guidelines developed by the IMO*. * Refer to the Clarification of inert gas system requirements under the Convention (MSC/Circ.485) and to the Revised Guidelines for inert gas systems (MSC/Circ.353), as amended by MSC/Circ.387, as amended.

182 Chapter 12 Alternative Design and Arrangements 12.1 General Fire safety design and arrangements may deviate from the prescriptive requirements set out in Chapter 2 to Chapter 13, provided that the design and arrangements meet the fire safety objectives and the functional requirements When fire safety design or arrangements deviate from the prescriptive requirements of this Part, engineering analysis, evaluation and approval of the alternative design and arrangements are to be carried out in accordance with this Chapter Engineering Analysis The engineering analysis is to be prepared and submitted to the Society, based on the guidelines developed by the IMO* and is to include, as a minimum, the following elements: * Refer to the Guidelines on alternative design and arrangements for fire safety (MSC/Circ.1002, as amended by MSC/Circ.1552, as may be amended). (a) determination of the ship type and space(s) concerned; (b) identification of prescriptive requirement(s) with which the ship or the space(s) will not comply; (c) identification of the fire and explosion hazards of the ship or the space(s) concerned; (iii) (iv) identification of the possible ignition sources; identification of the fire growth potential of each space concerned; identification of the smoke and toxic effluent generation potential for each space concerned; identification of the potential for the spread of fire, smoke or of toxic effluents from the space(s) concerned to other spaces; (d) determination of the required fire safety performance criteria for the ships or the space(s) concerned addressed by the prescriptive requirement(s); (iii) performance criteria are to be based on the fire safety objectives and on the functional requirements of this chapter; performance criteria are to provide a degree of safety not less than that achieved by using the prescriptive requirements; and performance criteria are to be quantifiable and measurable; (e) detailed description of the alternative design and arrangements, including a list of the assumptions used in the design and any proposed operational restrictions or conditions; and (f) technical justification demonstrating that the alternative design and arrangements meet the required fire safety performance criteria Evaluation of the Alternative Design and Arrangements The engineering analysis required in 12.2 above are to be evaluated and approved by the Society taking into account the guidelines developed by the IMO*. * Refer to the Guidelines on alternative design and arrangements for fire safety (MSC/Circ.1002, as amended by MSC/Circ.1552, as may be amended).

183 A copy of the documentation, as approved by the Administration and the Society, indicating that the alternative design and arrangements comply with this chapter are to be carried onboard the ship Re-evaluation due to Change of Conditions If the assumptions, and operational restrictions that were stipulated in the alternative design and arrangements are changed, the engineering analysis are to be carried out under the changed condition and are to be approved by the Society.

184 Chapter 13 Special Requirements 13.1 Helicopter Facilities Application (a) In addition to complying with the requirements in Chapter 2 to Chapter 12 as appropriate, ships equipped with helidecks are to comply with the requirements of this section. (b) Where helicopters land or conduct winching operations on an occasional or emergency basis on ships without helidecks, fire-fighting equipment fitted in accordance with the requirements in Chapter 5 to Chapter 9 may be used. This equipment are to be made readily available in close proximity to the landing or winching areas during helicopter operations. (c) Notwithstanding the requirements of (b) or (c) above, ro-ro passenger ships without helidecks are to comply with SOLAS regulation III/ Structure (a) Construction of steel or other equivalent material In general, the construction of the helidecks are to be of steel or other equivalent materials. If the helideck forms the deckhead of a deckhouse or superstructure, it is to be insulated to "A-60" class standard. (b) Construction of aluminium or other low melting point metals If the Society permits aluminium or other low melting point metal construction that is not made equivalent to steel, the following provisions are to be satisfied: if the platform is cantilevered over the side of the ship, after each fire on the ship or on the platform, the platform are to undergo a structural analysis to determine its suitability for further use; and if the platform is located above the ship's deckhouse or similar structure, the following conditions are to be satisfied: (1) the deckhouse top and bulkheads under the platform are to have no openings; (2) windows under the platform are to be provided with steel shutters; and (3) after each fire on the platform or in close proximity, the platform are to undergo a structural analysis to determine its suitability for further use Means of escape A helideck are to be provided with both a main and an emergency means of escape and access for fire fighting and rescue personnel. These are to be located as far apart from each other as is practicable and preferably on opposite sides of the helideck Fire-fighting appliances (a) In close proximity to the helideck, the following fire-fighting appliances are to be provided and stored near the means of access to that helideck: (iii) at least two dry powder extinguishers having a total capacity of not less than 45 kg;* carbon dioxide extinguishers of a total capacity of not less than 18 kg or equivalent;* * Refer to Unified Interpretation of SOLAS chapter II-2 on the number and arrangement of portable fire extinguishers on board ships (MSC.1/Circ.1275, as may be amended) a suitable foam application system consisting of monitors or foam making branch pipes capable of delivering foam to all parts of the helideck in all weather conditions in which helicopters can operate.

185 (iv) (v) The system are to be capable of delivering a discharge rate as required in Table IX 13-1 for at least five minutes; Table IX 13-1 Foam Discharge Rates Category Helicopter overall length Discharge rate foam solution (l / min) H1 up to but not including 15 m 250 H2 from 15m up to but not including 24 m 500 H3 from 24m up to but not including 35 m 800 the principal agent are to be suitable for use with salt water and conform to performance standards not inferior to those acceptable to the Society;* * Refer to the International Civil Aviation Organization Airport Services Manual, part 1 - Rescue and Fire fighting, Chapter 8 - Extinguishing Agent Characteristics, Paragraph Foam Specifications Table 8-1, Level "B". at least two nozzles of an approved dual-purpose type (jet/spray) and hoses sufficient to reach any part of the helideck; (vi) in lieu of the requirements of (a)(iii) through (a)(v), on ships constructed on or after 1 January 2020 having a helideck, foam firefighting appliances which comply with the provisions of the FSS Code. (vii) in addition to the requirements of 8.9 of this Part, two sets of fire-fighter's outfits; and (viii) at least the following equipment are to be stored in a manner that provides for immediate use and protection from the elements: (1) adjustable wrench; (2) blanket, fire-resistant; (3) cutters, bolt, 60 cm; (4) hook, grab or salving; (5) hacksaw, heavy duty complete with 6 spare blades; (6) ladder; (7) lift line 5 mm diameter and 15 m in length; (8) pliers, side-cutting; (9) set of assorted screwdrivers; and (10) harness knife complete with sheath Drainage facilities Drainage facilities in way of helidecks are to be constructed of steel and are to lead directly overboard independent of any other system and are to be designed so that drainage does not fall onto any part of the ship Helicopter refueling and hanger facilities Where the ship has helicopter refuelling and hangar facilities, the following requirements are to be complied with: (a) a designated area are to be provided for the storage of fuel tanks which are to be: as remote as is practicable from accommodation spaces, escape routes and embarkation stations; and isolated from areas containing a source of vapour ignition; (b) the fuel storage area are to be provided with arrangements whereby fuel spillage may be collected and drained to a safe location; (c) tanks and associated equipment are to be protected against physical damage and from a fire in an adjacent space or area; (d) where portable fuel storage tanks are used, special attention are to be given to:

186 (iii) (iv) design of the tank for its intended purpose; mounting and securing arrangements; electric bonding; and inspection procedures; (e) storage tank fuel pumps are to be provided with means which permit shutdown from a safe remote location in the event of a fire. Where a gravity fuelling system is installed, equivalent closing arrangements are to be provided to isolate the fuel source; (f) the fuel pumping unit is to be connected to one tank at a time. The piping between the tank and the pumping unit is to be of steel or equivalent material, as short as possible, and protected against damage; (g) electrical fuel pumping units and associated control equipment are to be of a type suitable for the location and potential hazards; (h) fuel pumping units are to incorporate a device which will prevent over-pressurization of the delivery or filling hose; (j) equipment used in refuelling operations are to be electrically bonded; "NO SMOKING" signs are to be displayed at appropriate locations; (k) hanger, refuelling and maintenance facilities are to be treated as category A machinery spaces with regard to structural fire protection, fixed fire-extinguishing and detection system requirements; (l) enclosed hanger facilities or enclosed spaces containing refuelling installations are to be provided with mechanical ventilation, as required by of this Part for closed ro-ro spaces of cargo ships. Ventilation fans are to be of non-sparking type; and (m) electric equipment and wiring in enclosed hanger or enclosed spaces containing refuelling installations are to comply with (b), (c) and (d) of this Part Operations manual and fire -fighting service (a) Each helicopter facility are to have an operations manual, including a description and a checklist of safety precautions, procedures and equipment requirements. This manual may be part of the ship's emergency response procedures. (b) The procedures and precautions to be followed during refuelling operations are to be in accordance with recognized safe practices and contained in the operations manual. (c) Fire-fighting personnel consisting of at least two persons trained for rescue and fire-fighting duties and firefighting equipment are to be immediately available at all times when helicopter operations are expected. (d) Fire-fighting personnel are to be present during refuelling operations. However, the fire-fighting personnel are not to be involved with refuelling activities. (e) On-board refresher training are to be carried out and additional supplies of fire-fighting media are to be provided for training and testing of the equipment Carriage of Dangerous Goods* * Refer to the Interim guidelines for open-top containerships MSC/Circ.608/Rev.1, as may be amended General requirements

187 (a) In addition to complying with the requirements of Chapter 2 to Chapter 11, Section 13.1 and 13.3* as appropriate, ship types and cargo spaces, referred to in (b), intended for the carriage of dangerous goods are to comply with the requirements of this section, as appropriate, except when carrying dangerous goods in limited quantities** and excepted quantities*** unless such requirements have already been met by compliance with the requirements elsewhere in this Part. The types of ships and modes of carriage of dangerous goods are referred to in (b) and in Table IX Cargo ships of less than 500 gross tonnage are to comply with this section, but the Society may reduce the requirements. * Refer to part 7 of the General Introduction to the IMDG Code. ** Refer to chapter 3.4 of the General Introduction to the IMDG Code. *** Refer to chapter 3.5 of the IMDG Code. (b) The following ship types and cargo spaces are to govern the application of Table IX 13-2 and 13-3: (iii) (iv) (v) ships and cargo spaces not specifically designed for the carriage of freight containers, but intended for the carriage of dangerous goods in packaged form including goods in freight containers and portable tanks; purpose-built container ships and cargo spaces intended for the carriage of dangerous goods in freight containers and portable tanks; ro-ro ships and ro-ro spaces intended for the carriage of dangerous goods; ships and cargo spaces intended for the carriage of solid dangerous goods in bulk; and ships and cargo spaces intended for carriage of dangerous goods other than liquids and gases in bulk in shipborne barges Special requirements Unless otherwise specified, the following requirements are to govern the application of Table IX 13-2, 13-3 and 13-4 to both "on-deck" and "under-deck" stowage of dangerous goods where the numbers of the following paragraphs are indicated in the first column of the tables. (a) Water supplies Arrangements are to be made to ensure immediate availability of a supply of water from the fire main at the required pressure either by permanent pressurization or by suitably placed remote arrangements for the fire pumps. The quantity of water delivered are to be capable of supplying four nozzles of a size and at pressures as specified in 8.1 of this Part, capable of being trained on any part of the cargo space when empty. This amount of water may be applied by equivalent means to the satisfaction of the Society. (iii) Means are to be provided for effectively cooling the designated underdeck cargo space by at least 5 litres/min per square metre of the horizontal area of cargo spaces, either by a fixed arrangement of spraying nozzles or flooding the cargo space with water. Hoses may be used for this purpose in small cargo spaces and in small areas of larger cargo spaces at the discretion of the Society. However, the drainage and pumping arrangements are to be such as to prevent the build-up of free surfaces. The drainage system are to be sized to remove no less than 125% of the combined capacity of both the water spraying system pumps and the required number of fire hose nozzles. The drainage system valves are to be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells are to be of sufficient holding capacity and are to be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment. If this is not possible, the adverse effect upon stability of the added weight and free surface of water are to be taken into account to the extent deemed necessary by the Society in its approval of the stability information.* (iv) (v) * Refer to the Recommendation on fixed fire-extinguishing systems for special cargo spaces as adopted by the Organization by resolution A.123(V), as may be amended. Provision to flood a designated under-deck cargo space with suitable specified media may be substituted for the requirements in (a)(iii) of this Part. The total required capacity of the water supply are to satisfy (a) and (a)(iii) of this Part, if applicable, simultaneously calculated for the largest designated cargo space. The capacity

188 requirements of (a) of this Part are to be met by the total capacity of the main fire pump(s) not including the capacity of the emergency fire pump, if fitted. If a drencher system is used to satisfy (a)(iii) of this Part, the drencher pump are to also be taken into account in this total capacity calculation. (b) Sources of ignition Electrical equipment and wiring are not to be fitted in enclosed cargo spaces or vehicle spaces unless it is essential for operational purposes in the opinion of the Society. However, if electrical equipment is fitted in such spaces, it is to be of a certified safe type* for use in the dangerous environments to which it may be exposed unless it is possible to completely isolate the electrical system (e.g. by removal of links in the system, other than fuses). Cable penetrations of the decks and bulkheads are to be sealed against the passage of gas or vapour. Through runs of cables and cables within the cargo spaces are to be protected against damage from impact. Any other equipment which may constitute a source of ignition of flammable vapour are not to be permitted. * Refer to the recommendations of the International Electrotechnical Commission, in particular, publication IEC on Electrical installations in ships. (c) Detection system Ro-ro spaces are to be fitted with a fixed fire detection and fire alarm system complying with the requirements of the FSS Code. All other types of cargo spaces are to be fitted with either a fixed fire detection and fire alarm system or a sample extraction smoke detection system complying with the requirements of the FSS Code. If a sample extraction smoke detection system is fitted, particular attention are to be made to paragraph in Chapter 10 of the FSS Code in order to prevent the leakage of toxic fumes into occupied areas. (d) Ventilation arrangement (iii) (e) Bilge pumping Adequate power ventilation are to be provided in enclosed cargo spaces. The arrangement are to be such as to provide for at least six air changes per hour in the cargo space based on an empty cargo space and for removal of vapours from the upper or lower parts of the cargo space, as appropriate. The fans are to be such as to avoid the possibility of ignition of flammable gas air mixtures. Suitable wire mesh guards are to be fitted over inlet and outlet ventilation openings. Natural ventilation are to be provided in enclosed cargo spaces intended for the carriage of solid dangerous goods in bulk, where there is no provision for mechanical ventilation. (iii) (iv) (v) Where it is intended to carry flammable or toxic liquids in enclosed cargo spaces, the bilge pumping system are to be designed to protect against inadvertent pumping of such liquids through machinery space piping or pumps. Where large quantities of such liquids are carried, consideration are to be given to the provision of additional means of draining those cargo spaces. If the bilge drainage system is additional to the system served by pumps in the machinery space, the capacity of the system are to be not less than 10 m3/h per cargo space served. If the additional system is common, the capacity need not exceed 25 m3/h. The additional bilge system need not be arranged with redundancy. Whenever flammable or toxic liquids are carried, the bilge line into the machinery space are to be isolated either by fitting a blank flange or by a closed lockable valve. Enclosed spaces outside machinery spaces containing bilge pumps serving cargo spaces intended for carriage of flammable or toxic liquids are to be fitted with separate mechanical ventilation giving at least 6 air changes per hour. If the space has access from another enclosed space, the door are to be self-closing. If bilge drainage of cargo spaces is arranged by gravity drainage, the drainage are to be either led directly overboard or to a closed drain tank located outside the machinery spaces. The tank are to be provided with a vent pipe to a safe location on the open deck. Drainage from a cargo space into bilge wells in a lower space is only permitted if that space satisfies the same requirements as the cargo space above.

189 (f) Personnel protection Four sets of full protective clothing resistant to chemical attack are to be provided in addition to the fire-fighter's outfits required by 8.9 of this Part and are to be selected taking into account the hazards associated with the chemicals being transported and the standards developed by the IMO according to the class and physical state*. The protective clothing are to cover all skin, so that no part of the body is unprotected. * For solid bulk cargoes, the protective clothing should satisfy the equipment provisions specified in the respective schedules of the IMSBC Code for the individual substances. For packaged goods, the protective clothing should satisfy the equipment provisions specified in emergency procedures (EmS) of the Supplement to the IMDG Code for the individual substances. At least two self-contained breathing apparatuses additional to those required by Chapter 8 of this Part are to be provided. Two spare charges suitable for use with the breathing apparatus are to be provided for each required apparatus. Passenger ships carrying not more than 36 passengers and cargo ships that are equipped with suitably located means for fully recharging the air cylinders free from contamination, need carry only one spare charge for each required apparatus. (g) Portable fire extinguishers* * Refer to Unified interpretation of SOLAS chapter II-2 on the number and arrangement of portable fire extinguishers on board ships (MSC.1/Circ.1275, as may be amended). Portable fire extinguishers with a total capacity of at least 12 kg of dry powder or equivalent are to be provided for the cargo spaces. These extinguishers are to be in addition to any portable fire extinguishers required elsewhere in this chapter. (h) Insulation of machinery space boundaries Bulkheads forming boundaries between cargo spaces and machinery spaces of category A are to be insulated to "A-60" class standard, unless the dangerous goods are stowed at least 3 m horizontally away from such bulkheads. Other boundaries between such spaces are to be insulated to "A-60" class standard. (j) Water spray system Each open ro-ro space having a deck above it and each space deemed to be a closed ro-ro space not capable of being sealed, are to be fitted with an approved fixed pressure water-spraying system for manual operation which are to protect all parts of any deck and vehicle platform in the space, except that the Society may permit the use of any other fixed fire-extinguishing system that has been shown by full-scale test to be no less effective. However, the drainage and pumping arrangements are to be such as to prevent the build-up of free surfaces. The drainage system are to be sized to remove no less than 125% of the combined capacity of both the water spraying system pumps and the required number of fire hose nozzles. The drainage system valves are to be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells are to be of sufficient holding capacity and are to be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment. If this is not possible the adverse effect upon stability of the added weight and free surface of water are to be taken into account to the extent deemed necessary by the Society in its approval of the stability information. * Refer to the Recommendation on fixed fire-extinguishing systems for special cargo spaces as adopted by the Organization by resolution A.123(V), as may be amended. Separation of ro-ro spaces In ships having ro-ro spaces, a separation are to be provided between a closed ro-ro space and an adjacent open ro-ro space. The separation are to be such as to minimize the passage of dangerous vapours and liquids between such spaces. Alternatively, such separation need not be provided if the ro-ro space is considered to be a closed cargo space over its entire length and are to fully comply with the relevant special requirements of this Chapter. In ships having ro-ro spaces, a separation are to be provided between a closed ro-ro space and the adjacent weather deck. The separation are to be such as to minimize the passage of dangerous vapours and liquids between such spaces. Alternatively, a separation need not be provided if the arrangements of the closed ro-ro spaces are in accordance with those required for the dangerous goods carried on adjacent weather deck.

190 Table IX 13-2 Application of the Requirements to Different Modes of Carriage of Dangerous Goods in Ships and Cargo Spaces (b) Weather decks to (v) inclusive Not specifically designed Container cargo spaces Closed roro cargo spaces5 (iii) Open roro cargo spaces x x x x x (iv) Solid dangerous goods in bulk x x x x x x x x x x x x x x x (v) Shipborne x x x x x (4) x x x - For application of x (4) x x x x (1) x (1) x x x x requirements of 13.2 to different classes of x (4) x (4) x x x x x dangerous goods x x x x x see Table IX x x - - x x x x (2) x x x (3) x x x - - Where "x" appears in Table IX 13-2 it means this requirement is applicable to all classes of dangerous goods as given in the appropriate line of Table IX 13-4, except as indicated by the notes. Notes: (1) For classes 4 and 5.1 solids not applicable to closed freight containers. For classes 2, 3, 6.1 and 8 when carried in closed freight containers, the ventilation rate may be reduced to not less than two air changes per hour. For classes 4 and 5.1 liquids when carried in closed freight containers, the ventilation rate may be reduced to not less than two air changes per hour. For the purpose of this requirement, a portable tank is a closed freight container. (2) Applicable to decks only. (3) Applies only to closed ro-ro spaces, not capable of being sealed. (4) In the special case where the barges are capable of containing flammable vapours or alternatively if they are capable of discharging flammable vapours to a safe space outside the barge carrier compartment by means of ventilation ducts connected to the barges, these requirements may be reduced or waived to the satisfaction of the Society. (5) Special category spaces are to be treated as closed ro-ro spaces when dangerous goods are carried. barges x

191 Table IX 13-3 Application of the Requirements to Different Classes of Dangerous Goods for Ships and Cargo Spaces Carrying Solid Dangerous Goods in Bulk 13.2 Class (6) x x - x - - x x x - x - - x 3.2 x x (7) x x (8) - - x (8) x (7) x _ x (9) x (7) x x (7),(9) - - x (7),(9) x x x x x x x 3.6 x x x x x x x 3.8 x x x x (7) - - x (10) Notes: (6) The hazards of substances in this class which may be carried in bulk are such that special consideration must be given by the Society to the construction and equipment of the ship involved in addition to meeting the requirements enumerated in this table. (7) Only applicable to Seedcake containing solvent extractions, to Ammonium nitrate and to Ammonium nitrate fertilizers. (8) Only applicable to Ammonium nitrate and to Ammonium nitrate fertilizers. However, a degree of protection in accordance with standards contained in the International Electrotechnical Commission (IEC) publication 60079, Electrical Apparatus for Explosive Gas Atmospheres, is sufficient. (9) Only suitable wire mesh guards are required. (10) The requirements of the IMSBC Code, as amended, are sufficient.

192 solids liquids liquids 23 C FP (15) 60 C liquids FP (15) < 23 C solids liquid s liquid s 23 C FP (15) 60 C liquids FP (15) < 23 C solid 23 C FP (15) 60 C FP (15) < 23 C Non-flammable Table IX 13-4 Application of the Requirements to Different Classes of Dangerous Goods for Ships and Cargo Spaces Carrying Solid Dangerous Goods in Bulk (b) S (16) to flammable (20) liquids (21) x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x - x - x - x x (18) x x x (17) 3.3 x x x x - x x x x x x x x - x x x x x x x x x - - x x - x (11) x (11) x x x (11) - x x - x (11) x x - - x (11) x x x x x (17) x x x x - x x (19) x (19) x x x x x x x x x x x x x x x x x x x x x (14) x x x x x x x - x x - - x x x (12) - x x x x x x x x x x x (13) x x x - - x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x

193 Notes: (11) When "mechanically-ventilated spaces" are required by the IMDG Code. (12) Stow 3 m horizontally away from the machinery space boundaries in all cases. (13) Refer to the IMDG Code. (14) As appropriate for the goods to be carried. (15) FP means flashpoint. (16) Under the provisions of the IMDG Code, stowage of class 5.2 dangerous goods under deck or in enclosed ro - ro spaces is prohibited. (17) Only applicable to dangerous goods evolving flammable vapour listed in the IMDG Code. (18) Only applicable to dangerous goods having a flashpoint less than 23 C listed in the IMDG Code. (19) Only applicable to dangerous goods having a subsidiary risk class 6.1. (20) Under the provisions of the IMDG Code, stowage of class 2.3 having subsidiary risk class 2.1 under deck or in enclosed ro-ro spaces is prohibited. (21) Under the provisions of the IMDG Code, stowage of class 4.3 liquids having a flashpoint less than 23 C under deck or in enclosed ro-ro spaces is prohibited Protection of Vehicle, Special Category and Ro-Ro Spaces General requirements (a) Application In addition to complying with the requirements from Chapter 2 to Chapter 11, as appropriate, vehicle, special category and ro-ro spaces are to comply with the requirements of this section. (b) Basic principles for passenger ships (iii) The basic principle underlying the provisions of this section is that the main vertical zoning required by 7.1 of this Part may not be practicable in vehicle spaces of passenger ships and, therefore, equivalent protection must be obtained in such spaces on the basis of a horizontal zone concept and by the provision of an efficient fixed fire-extinguishing system. Based on this concept, a horizontal zone for the purpose of this section may include special category spaces on more than one deck provided that the total overall clear height for vehicles does not exceed 10 m. The basic principle underlying the provisions of (b) of this Part are also applicable to ro-ro spaces. The requirements of ventilation systems, openings in "A" class divisions and penetrations in "A" class divisions for maintaining the integrity of vertical zones in this chapter are to be applied equally to decks and bulkheads forming the boundaries separating horizontal zones from each other and from the remainder of the ship Precaution against ignition of flammable vapours in closed vehicle spaces, closed ro-ro spaces and special category spaces (a) Ventilation systems* * Refer to the Design Guidelines and operational recommendations for ventilation systems in ro-ro cargo spaces (MSC/Circ. 729, as may be amended) Capacity of ventilation systems There are to be provided an effective power ventilation system sufficient to give at least the following air changes: (1) Passenger ships a) Special category spaces 10 air changes per hour b) Closed ro-ro and vehicle spaces other than special category spaces for ships carrying more than 36 passengers 10 air changes per hour

194 (iii) (iv) (v) c) Closed roro and vehicle spaces other than special category spaces for ships carrying not more than 36 passengers 6 air changes per hour (2) Cargo ships 6 air changes per hour The Society may require an increased number of air changes when vehicles are being loaded and unloaded. Performance of ventilation systems (1) In passenger ships, the power ventilation system are to be separate from other ventilation systems. The power ventilation system are to be operated to give at least the number of air changes required in (a) of this Part at all times when vehicles are in such spaces, except where an air quality control system in accordance with (a)(4) of this Part is provided. Ventilation ducts serving such cargo spaces capable of being effectively sealed are to be separated for each such space. The system are to be capable of being controlled from a position outside such spaces. (2) In cargo ships, the ventilation fans are to normally be run continuously and give at least the number of air changes required in (a) of this Part whenever vehicles are on board, except where an air quality control system in accordance with (a)(4) of this Part is provided. Where this is impracticable, they are to be operated for a limited period daily as weather permits and in any case for a reasonable period prior to discharge, after which period the ro-ro or vehicle space are to be proved gas-free. One or more portable combustible gas detecting instruments are to be carried for this purpose. The system are to be entirely separate from other ventilation systems. Ventilation ducts serving ro-ro or vehicle spaces are to be capable of being effectively sealed for each cargo space. The system are to be capable of being controlled from a position outside such spaces. (3) The ventilation system are to be such as to prevent air stratification and the formation of air pockets. (4) For all ships, where an air quality control system is provided based on the guidelines developed by the IMO, the ventilation system may be operated at a decreased number of air changes and/or a decreased amount of ventilation. This relaxation does not apply to spaces to which at least ten air changes per hour is required by (b) of this Part and spaces subject to (d) and 13.4 of this Part. Indication of ventilation systems Means are to be provided on the navigation bridge to indicate any loss of the required ventilating capacity. Closing appliances and ducts (1) Arrangements are to be provided to permit a rapid shutdown and effective closure of the ventilation system from outside of the space in case of fire, taking into account the weather and sea conditions. (2) Ventilation ducts, including dampers, within a common horizontal zone are to be made of steel. In passenger ships, ventilation ducts that pass through other horizontal zones or machinery spaces are to be "A-60" class steel ducts constructed in accordance with 7.6.2(d) and 7.6.2(d) of this Part. Permanent openings Permanent openings in the side plating, the ends or deckhead of the space are to be so situated that a fire in the cargo space does not endanger stowage areas and embarkation stations for survival craft and accommodation spaces, service spaces and control stations in superstructures and deckhouses above the cargo spaces. (b) Electrical equipment and wiring Except as provided in (b) of this Part, electrical equipment and wiring are to be of a type suitable for use in an explosive petrol and air mixture.* * Refer to the recommendations of the International Electrotechnical Commission, in particular, publication 60079, Electrical apparatus for explosive gas atmospheres.

195 In case of other than special category spaces below the bulkhead deck, notwithstanding the provisions in (b) of this Part, above a height of 450 mm from the deck and from each platform for vehicles, if fitted, except platforms with openings of sufficient size permitting penetration of petrol gases downwards, electrical equipment of a type so enclosed and protected as to prevent the escape of sparks are to be permitted as an alternative on condition that the ventilation system is so designed and operated as to provide continuous ventilation of the cargo spaces at the rate of at least ten air changes per hour whenever vehicles are on board. (c) Electrical equipment and wiring in exhaust ventilation ducts Electrical equipment and wiring, if installed in an exhaust ventilation duct, are to be of a type approved for use in explosive petrol and air mixtures and the outlet from any exhaust duct are to be sited in a safe position, having regard to other possible sources of ignition. (d) Other ignition sources Other equipment which may constitute a source of ignition of flammable vapours are not to be permitted. (e) Scuppers and discharges Scuppers are not to be led to machinery or other spaces where sources of ignition may be present Detection and alarm (a) Fixed fire detection and fire alarm systems Except as provided in (c) of this Part, there are to be provided a fixed fire detection and fire alarm system complying with the requirements of the FSS Code. The fixed fire detection system are to be capable of rapidly detecting the onset of fire. The type of detectors and their spacing and location are to be to the satisfaction of the Society taking into account the effects of ventilation and other relevant factors. After being installed the system are to be tested under normal ventilation conditions and are to give an overall response time to the satisfaction of the Society. (b) Sample extraction smoke detection systems Except open ro-ro spaces, open vehicle spaces and special category spaces, a sample extraction smoke detection system complying with the requirements of the FSS Code may be used as an alternative of the fixed fire detection and fire alarm system required in (a) of this Part. (c) Special category spaces An efficient fire patrol system are to be maintained in special category spaces. However, if an efficient fire patrol system is maintained by a continuous fire watch at all times during the voyage, a fixed fire detection and fire alarm systems is not required. Manually operated call points are to be spaced so that no part of the space is more than 20 m from a manually operated call point, and one are to be placed close to each exit from such spaces Structural protection Notwithstanding the provisions of of this Part, in passenger ships carrying more than 36 passengers, the boundary bulkheads and decks of special category spaces and ro-ro spaces are to be insulated to "A-60" class standard. However, where a category e), i) and j) space, as defined in 7.1.2(c) of this Part, is on one side of the division the standard may be reduced to "A-0". Where fuel oil tanks are below a special category space or a ro-ro space, the integrity of the deck between such spaces, may be reduced to "A-0" standard Fire-extinction (a) Fixed fire-extinguishing systems Vehicle spaces and ro-ro spaces, which are not special category spaces and are capable of being sealed from a location outside of the cargo spaces, are to be fitted with one of the following fixed fireextinguishing systems: (1) a fixed gas fire-extinguishing system complying with the provisions of the FSS Code;

196 (iii) (iv) (2) a fixed high-expansion foam fire-extinguishing system complying with the provisions of the FSS Code; or (3) a fixed water-based fire fighting system for ro-ro spaces and special category spaces complying with the provisions of the FSS Code and (a) to (a)(iv) of this Part. Vehicle spaces and ro-ro spaces not capable of being sealed and special category spaces are to be fitted with a fixed water-based fire-fighting system for ro-ro spaces and special category spaces complying with the provisions of the FSS Code which are to protect all parts of any deck and vehicle platform in such spaces. Such a water-based fire-fighting system are to have: (1) a pressure gauge on the valve manifold; (2) clear marking on each manifold valve indicating the spaces served; (3) instructions for maintenance and operation located in the valve room; and (4) a sufficient number of drainage valves to ensure complete drainage of the system. The Society may permit the use of any other fixed fire-extinguishing system* that has been shown that it is not less effective by a full-scale test in conditions simulating a flowing petrol fire in a vehicle space or a ro-ro space in controlling fires likely to occur in such a space. * Refer to Guidelines for the approval of fixed water-based fire-fighting systems for ro-ro spaces and special category spaces equivalent to that referred to in resolution A.123(V) (MSC.1/Circ.1272, as may be amended) and Revised Guidelines for the design and approval of fixed water-based fire-fighting systems for ro-ro spaces and special category spaces When fixed pressure water-spraying systems are fitted, in view of the serious loss of stability which could arise due to large quantities of water accumulating on the deck or decks during the operation of the fixed pressure water-spraying system, the following arrangements are to be provided: (1) in passenger ships: a) in the spaces above the bulkhead deck, scuppers are to be fitted so as to ensure that such water is rapidly discharged directly overboard, taking into account the guidelines developed by the IMO*; * Refer to Drainage of fire-fighting water from enclosed vehicle and ro-ro spaces and special category spaces for passenger and cargo ships (MSC.1/Circ.1234, as may be amended) b) discharge valves for scuppers - in ro-ro passenger ships, discharge valves for scuppers, fitted with positive means of closing operable from a position above the bulkhead deck in accordance with the requirements of the International Convention on Load Lines in force, are to be kept open while the ships are at sea; - any operation of valves specified above are to be recorded in the log-book; c) in the spaces below the bulkhead deck, the Society may require pumping and drainage facilities to be provided additional to the requirements of 3.12 of Part VI of the Rules. In such case, the drainage system are to be sized to remove no less than 125% of the combined capacity of both the water-spraying system pumps and the required number of fire hose nozzles, taking into account the guidelines developed by the IMO. The drainage system valves are to be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells are to be of sufficient holding capacity and are to be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment; (2) in cargo ships, the drainage and pumping arrangements are to be such as to prevent the build-up of free surfaces. In such case, the drainage system are to be sized to remove no less than 125% of the combined capacity of both the water-spraying system pumps and the required number of fire hose nozzles, taking into account the guidelines developed by the IMO.* The drainage system valves are to be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells are to be of sufficient holding capacity and are to be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment. If this is not possible, the adverse effect upon stability of the added weight and free surface of water are to be taken into account to the extent deemed necessary by the Society in its approval of the stability information**. Such information are to be included in the stability information supplied to the master as required by SOLAS Regulation II-1/5-1. * Refer to Drainage of fire-fighting water from enclosed vehicle and ro-ro spaces and special category spaces for passenger and cargo ships (MSC.1/Circ.1234, as may be amended)

197 (v) ** Refer to the Recommendation on fixed fire-extinguishing systems for special category spaces, adopted by the IMO by resolution A.123(V), as may be amended. On all ships, for closed vehicles and ro-ro spaces and special category spaces, where fixed pressure water-spraying systems are fitted, means are to be provided to prevent the blockage of drainage arrangements, taking into account the guidelines developed by the IMO*.. * Refer to Drainage of fire-fighting water from enclosed vehicle and ro-ro spaces and special category spaces for passenger and cargo ships (MSC.1/Circ.1234, as may be amended). (b) Portable fire extinguishers Portable extinguishers are to be provided at each deck level in each hold or compartment where vehicles are carried, spaced not more than 20 m apart on both sides of the space. At least one portable fire-extinguisher are to be located at each access to such a cargo space. * Refer to Unified interpretation of SOLAS chapter II-2 on the number and arrangement of portable fire extinguishers on board ships (MSC.1/Circ.1275, as may be amended). In addition to the provision of (b) of this Part, the following fire extinguishing appliances are to be provided in vehicle, ro-ro and special category spaces intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion: (1) at least three water-fog applicators; and (2) one portable foam applicator unit complying with the provisions of the FSS Code, provided that at least two such units are available in the ship for use in such ro-ro spaces Requirements for Vehicle Carriers Carrying Motor Vehicles with Compressed Hydrogen or Natural Gas in Their Tanks for Their Own Propulsion as Cargo Application In addition to complying with the requirements of 13.3 of this Chapter, as appropriate, vehicle spaces of vehicle carriers intended for the carriage of motor vehicles with compressed hydrogen or compressed natural gas in their tanks for their own propulsion as cargo are to comply with the requirements in to of this section Requirements for spaces intended for carriage of motor vehicles with compressed natural gas in their tanks for their own propulsion as cargo (a) Electrical equipment and wiring All electrical equipment and wiring are to be of a certified safe type for use in an explosive methane and air mixture.* * Refer to the recommendations of the International Electrotechnical Commission, in particular, publication IEC (b) Ventilation arrangement Electrical equipment and wiring, if installed in any ventilation duct, are to be of a certified safe type for use in explosive methane and air mixtures. The fans are to be such as to avoid the possibility of ignition of methane and air mixtures. Suitable wire mesh guards are to be fitted over inlet and outlet ventilation openings. (c) Other ignition sources Other equipment which may constitute a source of ignition of methane and air mixtures are not to be permitted Requirements for spaces intended for carriage of motor vehicles with compressed hydrogen in their tanks for their own propulsion as cargo (a) Electrical equipment and wiring All electrical equipment and wiring are to be of a certified safe type for use in an explosive hydrogen and air mixture.*

198 * Refer to the recommendations of the International Electrotechnical Commission, in particular, publication IEC (b) Ventilation arrangement Electrical equipment and wiring, if installed in any ventilation duct, are to be of a certified safe type for use in explosive hydrogen and air mixtures and the outlet from any exhaust duct are to be sited in a safe position, having regard to other possible sources of ignition. The fans are to be designed such as to avoid the possibility of ignition of hydrogen and air mixtures. Suitable wire mesh guards are to be fitted over inlet and outlet ventilation openings. (c) Other ignition sources Other equipment which may constitute a source of ignition of hydrogen and air mixtures are not to be permitted Detection When a vehicle carrier carries as cargo one or more motor vehicles with either compressed hydrogen or compressed natural gas in their tanks for their own propulsion, at least two portable gas detectors are to be provided. Such detectors are to be suitable for the detection of the gas fuel and be of a certified safe type for use in the explosive gas and air mixture Casualty Threshold, Safe Return to Port and Safe Areas Application Passenger ships, as the length is defined in the International Convention on Load Lines in force, of 120 m or more or having three or more main vertical zones are to comply with the provisions of this section Casualty threshold The casualty threshold, in the context of a fire, includes: (a) loss of space of origin up to the nearest "A" class boundaries, which may be a part of the space of origin, if the space of origin is protected by a fixed fire extinguishing system; or (b) loss of the space of origin and adjacent spaces up to the nearest "A" class boundaries, which are not part of the space of origin Safe return to port* * Refer to the Interim Explanatory Notes for the Assessment of Passenger Ship Systems' Capabilities After a Fire or Flooding Casualty (MSC.1/Circ.1369, as may be amended) When fire damage does not exceed the casualty threshold indicated in of this Part, the ship are to be capable of returning to port while providing a safe area as defined in 1.5 of this Part. To be deemed capable of returning to port, the following systems are to remain operational in the remaining part of the ship not affected by fire: (a) propulsion; (b) steering systems and steering-control systems; (c) navigational systems; (d) systems for fill, transfer and service of fuel oil; (e) internal communication between the bridge, engineering spaces, safety centre, fire-fighting and damage control teams, and as required for passenger and crew notification and mustering; (f) external communication; (g) fire main system;

199 (h) fixed fire-extinguishing systems; (j) fire and smoke detection system; bilge and ballast system; (k) power-operated watertight and semi-watertight doors; (l) systems intended to support "safe areas" as indicated in (a); (m) flooding detection systems; and (n) other systems determined by the Society to be vital to damage control efforts Safe area(s) (a) Functional requirements: (iii) (iv) the safe area(s) is to generally be internal space(s); however, the use of an external space as a safe area may be allowed by the Society taking into account any restriction due to the area of operation and relevant expected environmental conditions; the safe area(s) is to provide all occupants with the following basic services* to ensure that the health of passengers and crew is maintained: * Refer to the Interim Explanatory Notes for the Assessment of Passenger Ship Systems' Capabilities After a Fire or Flooding Casualty (MSC.1/Circ.1369, as may be amended) (1) sanitation; (2) water; (3) food; (4) alternate space for medical care; (5) shelter from the weather; (6) means of preventing heat stress and hypothermia; (7) light; and (8) ventilation; ventilation design are to reduce the risk that smoke and hot gases could affect the use of the safe area(s); and means of access to life-saving appliances are to be provided from each area identified or used as a safe area, taking into account that a main vertical zone may not be available for internal transit. (b) Alternate space for medical care Alternate space for medical care are to conform to a standard acceptable to the Society.** ** Refer to the Guidance on the establishment of medical and sanitation related programmes for passenger ships (MSC/Circ.1129, as may be amended) Design Criteria for Systems to Remain Operational After a Fire Casualty Application Passenger ships having length, as defined in the International Convention on Load Lines in force, of 120 m or more or having three or more main vertical zones are to comply with the provisions of this section. This section is to provide design criteria for systems required to remain operational for supporting the orderly evacuation and abandonment of a ship, if the casualty threshold as defined in of this Chapter, is exceeded Systems* * Refer to the Interim Explanatory Notes for the Assessment of Passenger Ship Systems' Capabilities After a Fire or Flooding Casualty (MSC.1/Circ.1369/Add.1, as may be amended)

200 (a) In case any one main vertical zone is unserviceable due to fire, the following systems are to be so arranged and segregated as to remain operational: (iii) (iv) (v) (vi) fire main; internal communications (in support of fire-fighting as required for passenger and crew notification and evacuation); means of external communications; bilge systems for removal of fire-fighting water; lighting along escape routes, at assembly stations and at embarkation stations of life-saving appliances; and guidance systems for evacuation are to be available. (b) The above systems are to be capable of operation for at least 3 hours based on the assumption of no damage outside the unserviceable main vertical zone. These systems are not required to remain operational within the unserviceable main vertical zones. (c) Cabling and piping within a trunk constructed to an "A-60" standard are to be deemed to remain intact and serviceable while passing through the unserviceable main vertical zone for the purposes of (a) above. An equivalent degree of protection for cabling and piping may be approved by the Society Safety centre on passenger ships Application Passenger ships are to have on board a safety centre complying with the requirements of this section to provide a space to assist with the management of emergency situations Location and arrangement The safety centre are to either be a part of the navigation bridge or be located in a separate space adjacent to and having direct access to the navigation bridge, so that the management of emergencies can be performed without distracting watch officers from their navigational duties Layout and ergonomic design The layout and ergonomic design of the safety centre are to take into account the guidelines developed by the IMO*, as appropriate. * Refer to guidelines to be developed by the IMO Communications Means of communication between the safety centre, the central control station, the navigation bridge, the engine control room, the storage room(s) for fire extinguishing system(s) and fire equipment lockers is to be provided Control and monitoring of safety systems Notwithstanding the requirements set out elsewhere in the Convention, the full functionality (operation, control, monitoring or any combination thereof, as required) of the safety systems listed below are to be available from the safety centre: (a) all powered ventilation systems; (b) fire doors; (c) general emergency alarm system; (d) public address system; (e) electrically powered evacuation guidance systems; (f) watertight and semi-watertight doors;

201 (g) indicators for shell doors, loading doors and other closing appliances; (h) water leakage of inner/outer bow doors, stern doors and any other shell door; (j) television surveillance system; fire detection and alarm system; (k) fixed fire-fighting local application system(s); (l) sprinkler and equivalent systems; (m) water-based systems for machinery spaces; (n) alarm to summon the crew; (o) atrium smoke extraction system; (p) flooding detection systems; and (q) fire pumps and emergency fire pumps.

202 Chapter 14 Ships not Engaged on International Voyages 14.1 General Application Requirements of this Chapter are to apply to ships as described in (a), (b) and (c): (a) Passenger ships not engaged on international voyages are to comply with the requirements of this Chapter in addition to Chapter (b) Cargo ships other than tankers not engaged on international voyages are to comply with the requirements of this Chapter and Chapter (c) Tankers not engaged on international voyages are to comply with the requirements of this Chapter and Chapter (d) Light structure crafts are to either comply with: Rules and Regulations for the Construction and Classification of Ships of Fibreglass Reinforced Plastics; or Rules for the Construction and Classification of Aluminum Vessels. This depends on the materials in which the hull structure is constructed Statutory requirements Notwithstanding the requirements of this Chapter, the ships are to comply with the relevant regulations of the Administration Equivalency Refer to the provisions specified in 1.2 of Chapter Plans and Supporting Data Refer to the provisions specified in 1.3 of Chapter 1.

203 Chapter 14-1 Ships not Engaged on International Voyages: Passenger Ships General Application (a) The requirements of this Chapter apply to the following passenger ships: Ships of Grade I passenger ships for greater coastal service, of 100 gross tonnage and upwards, or carrying more than150 passengers; and Ships of Grade II passenger ships for coastal water service or protected water service, of less than 100 gross tonnage, and carrying not more than 150 passengers. (b) Requirements of Chapter 14 are also to be complied with Special consideration Where the requirements of this Chapter are impractical to a ship (e.g., considering the ship's type, size and service area), special consideration may be given by the Society Probability of Ignition Ships of Grade I All the requirements in Chapter 2 except 2.1 and 2.4 are to apply Ships of Grade II In lieu of those specified in Chapter 2, furniture and furnishing provided in accommodation spaces and control stations are to be of those restrict fire risk as specified in of this Part Fire Growth Potential Ships of Grade I All the requirements in Chapter 3 except are to apply. Furniture is not to be provided in corridor and stairways Ships of Grade II In lieu of those specified in Chapter 3, the following requirements are to apply: (a) Furniture is not to be provided in corridor and stairways notwithstanding the requirements of of this Part. (b) Materials for exposed surfaces of corridors and stairway enclosures, ceilings and linings in accommodation spaces and control stations are to have low flame-spread characteristics notwithstanding the requirements of 3.2.2(d) of this Part Smoke Generation Potential and Toxicity Ships of Grade I All the requirements in Chapter 4 are to apply Ships of Grade II Only the requirements in 4.1 are to apply.

204 Detection and Alarm Ships of Grade I All the requirements in Chapter 5 are to apply Ships of Grade II Unless otherwise specified as follows, the requirements in Chapter 5 are to apply: (a) Protection of machinery spaces - installation For passenger ships having ro-ro cargo spaces or spaces other than cargo spaces for carriage of motor vehicles with fuel for their own propulsion, whose main propulsion machinery has in the aggregate a total power output of not less than 750 kw, the fixed fire detection and fire alarm systems may not be required in the machinery spaces notwithstanding the requirements of of this Part. (b) Manually operated call points Manually operated call points in accommodation spaces, service spaces and control stations are not to be required notwithstanding the requirements of 5.6 of this Part Control of Smoke Spread For Ships of Grade I, all the requirements in Chapter 6 are to apply Containment of Fire Ships of Grade I In lieu of those specified in Chapter 7, the following requirements are to apply: (a) Fire integrity The fire integrity of bulkheads and decks which separate spaces is to comply with Table IX and Table IX in accordance with the adjacent spaces notwithstanding the requirements of 7.1.2(c), 7.1.2(c), 7.1.2(d), 7.1.2(d) of this Part. (b) All the requirements in Chapter 7 are to apply except that the requirements of 7.1.2(a), 7.1.2(b), 7.1.2(c), 7.1.2(c), 7.1.2(c)(iv), 7.1.2(d), 7.1.2(d), 7.1.2(d)(v), 7.1.3, 7.1.4, 7.3.1(a)(v)(7) to 7.3.1(a)(v)(11), 7.3.1(a)(viii), 7.3.1(a)(ix), 7.3.1(b), 7.3.2, 7.5.1, and 7.6.4(b) of this Part are not to apply (b)(2) may apply to corridor bulkheads where not required to be "A" class, notwithstanding the number of passengers. In applying 7.1.2(b)(iii), where continuous "B" class ceilings and linings are used, they need not to be of at least the same fire resistance as the bulkhead. In applying 7.1.2(e)(1), fire integrity of the stairway enclosure may be that complies with Table IX or Table IX (a)(vi) may apply, notwithstanding the number of passengers (b) applies only to the exhaust ducts from galley ranges passing through accommodation spaces or spaces containing combustible materials Ships of Grade II In lieu of those specified in Chapter 7, the following requirements are to apply: (a) For passenger ships having special category spaces, the fire integrity of bulkheads and decks at boundary adjacent to machinery space category A and galley is to comply with Table IX and Table IX in accordance with the adjacent spaces notwithstanding the requirements of 7.1.2(c), 7.1.2(c), 7.1.2(d), 7.1.2(d) of this Part. (b) Openings in bulkheads and decks in passenger ships

205 "A" class doors in bulkheads at boundaries adjacent to special category spaces other than power-operated watertight door or key locked doors are to be of self closing type and to be capable of closing under an against inclination of 3.5 degrees notwithstanding the requirements of 7.3.1(a)(v) of this Part. (c) Fire integrity The fire integrity of bulkheads and decks at the boundaries between special category spaces are to comply with Table IX notwithstanding the requirements of 7.5 and of this Part. (d) Exhaust ducts from galley ranges Requirements of of this Part applies only to the exhaust ducts from galley ranges passing through accommodation spaces or spaces containing combustible materials. (e) 7.2.1, 7.3.1(a), 7.3.1(a), 7.3.1(a)(iv), 7.3.1(a)(vi) and of this Part only apply to passenger ships having special category spaces (a)(vi) of this Part: Openings in bulkheads and decks in passenger ships, is to apply to, regardless of the number of passengers. Table IX Fire Integrity of Bulkheads Separating Adjacent Spaces Spaces a) b) c) d) e) f) g) h) i) j) k) l) m) n) Control stations a) B-0 A-0 A-0 A-0 A-0 B-0 Stairways b) A-0 A-0 A-0 A-0 A-0 Corridors c) C A-0 Evacuation stations and external escape routes A-0 B-0 A-60 A-60 A-60 A-0 A-0 A-60 A-60 A-60 A-60 B-0 A-15 A-0 B-15 B-0 A-30 A-0 B-15 B-0 A-0 A-0 A-15 A-30 A-15 A-0 B-0 A-0 A-15 A-30 A-0 d) - - A-0 (2) A-0 (2) A-0 (2) A-0 (2) A-0 A-0 A-15 A-0 Open deck spaces e) - Accommodation spaces of minor fire risk f) A-0 B-0 B-0 C A-0 B-0 B-15 C A-0 B-0 B-15 C A-0 B-0 B-0 C A-0 A-0 A-0 A-0 A-15 A-0 A-0 B-0 A-30 A-0 A-30 A-30 A-0 A-15 A-0 A-0 A-30 A-0 Accommodation spaces of moderate fire risk g) B-15 C B-15 C B-0 C A-0 A-15 A-0 A-60 A-15 A-0 A-60 A-15 Accommodation spaces of greater fire risk h) B-15 C B-0 C A-0 A-30 A-0 A-60 A-15 A-0 A-60 A-15 Sanitary spaces and similar spaces Auxiliary machinery spaces of little or no fire risk i) C A-0 A-0 A-0 A-0 A-0 j) A-0 (1) A-0 A-0 A-0 A-0 Auxiliary machinery spaces of moderate fire risk k) A-0 A-0 A-0 A-30 (3) A-15 Machinery spaces l) A-0 (1) A-0 A-60 Store rooms, workshops, pantries, etc. m) A-0 (1) A-0 Other spaces in which flammable liquids are stowed n) A-30 (3) A-15 See notes below Table IX

206 Spaces below deck Spaces above deck Table IX Fire Integrity of Decks Separating Adjacent Spaces a) b) c) d) e) f) g) h) i) j) k) l) m) n) Control stations a) A-30 A-0 A-30 A-0 A-15 A-0 A-0 Stairways b) A-0 A-0 A-0 A-0 Corridors c) Evacuation stations and external escape routes A-15 A-0 A-0 Open deck spaces e) A-0 A-0 Accommodation spaces of minor fire risk Accommodation spaces of moderate fire risk Accommodation spaces of greater fire risk Sanitary spaces and similar spaces Auxiliary machinery spaces of little or no fire risk Auxiliary machinery spaces of moderate fire risk A-0 B-0 A-0 A-0 B-0 A-0 B-0 A-0 B-0 d) A-0 A-0 A-0 A-0 - f) A-60 g) A-60 h) A-60 A-15 A-0 A-30 A-0 A-60 A-15 i) A-0 A-0 A-0 B-0 A-0 A-0 A-15 A-0 A-60 A-0 A-0 B-0 A-0 - A-15 A-0 A-30 A-0 A-0 A-0 B-0 A-0 B-0 A-0 B-0 A-0 B-0 A-0 A-15 A-0 A-30 A-0 A-0 A-0 A-0 A-60 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-30 A-0 A-0 B-0 A-0 B-0 A-0 B-0 A-0 B-0 A-0 B-0 A-15 B-0 A-0 B-0 A-15 B-0 A-0 B-0 A-0 B-0 A-0 B-0 A-15 B-0 A-30 B-0 A-0 B-0 A-15 B-0 A-0 B-0 A-0 A-0 B-0 B-0 A-0 B-0 A-0 B-0 A-30 B-0 A-60 B-0 A-0 B-0 A-0 B-0 A-0 B-0 A-0 B-0 A-0 B-0 A-0 B-0 A-0 A-0 A-30 A-0 A-60 A-15 A-30 A-0 A-30 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-15 A-0 A-30 A-0 A-15 A-0 A-30 A-0 A-30 A-0 A-0 B-0 A-0 A-0 A-0 A-0 A-15 A-0 A-30 A-0 A-30 A-0 A-0 A-0 A-0 A-0 A-0 j) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 (1) A-0 A-0 A-0 A-0 k) A-60 A-60 A-15 A-60 A-15 A-30 A-0 A-0 A-0 A-15 A-0 A-30 A-0 A-0 A-0 A-0 (1) A-0 A-0 Machinery spaces l) A-60 A-60 A-60 A-60 A-0 A-60 A-60 A-60 A-0 A-0 A-30 A-30 (1) A-0 A-60 Store rooms, workshops, pantries, etc. Other spaces in which flammable liquids are stowed m) A-60 n) A-60 See notes below Table IX A-30 A-0 A-60 A-30 A-15 A-0 A-60 A-30 A-15 A-0 A-0 B-0 A-60 A-0 A-15 A-0 A-30 A-0 A-30 A-0 A-60 A-15 A-30 A-0 A-60 A-15 A-0 B-0 A-0 A-0 A-30 (3) A-15 A-0 A-0 A-0 A-0 A-15 (3) A-0 A-30 (3) A-0 A-30 (3) A-0 A-0 A-30 (3) A-0

207 Table IX Fire Integrity of Bulkheads and Decks Separating Adjacent Space from Special Category Spaces Spaces Bulkheads and Decks Bulkheads Decks above special category spaces Decks below special category spaces Control stations a) A-60 A-60 A-30 Stairways b) A-30 A-60 A-0 Corridors c) A-30 A-60 A-0 Evacuation stations and external escape routes d) A-0 A-60 A-0 Open deck spaces e) A-0 A-0 A-0 Accommodation spaces of minor fire risk Accommodation spaces of moderate fire risk Accommodation spaces of greater fire risk Sanitary spaces and similar spaces Auxiliary machinery spaces of little or no fire risk Auxiliary machinery spaces of moderate fire risk f) g) h) A-15 A-0 A-30 A-0 A-60 A-15 A-30 A-0 A-60 A-15 A-60 A-15 A-15 A-0 A-30 A-0 A-30 A-0 i) A-0 A-0 A-0 j) A-0 A-0 A-0 k) A-0 A-0 A-0 Machinery spaces l) A-60 A-30 A-60 Store rooms, workshops, pantries, etc. Other spaces in which flammable liquids are stowed m) A-0 A-30 (3) A-0 A-0 n) A-60 A-30 A-60 Notes: To be applied to Table IX , Table IX and Table IX Refer to 7.1.2(c)(2) for the contents and use of the spaces, except the following spaces: (a) Corridors: corridors and lobbies. (b) Evacuation stations: open deck spaces and enclosed promenades forming lifeboat or liferaft embarkation and lowering stations. (c) Open deck spaces: open deck spaces and enclosed promenades clear of lifeboat and liferaft embarkation lowering stations and the spaces clear of spaces outside superstructures and lowering stations. 2 Where the contents and use of a space are such that there is a doubt as to its classification for the purpose of this Chapter, or where it is possible to assign two or more classifications to a space, it is to be treated as a space within the relevant category having the most stringent boundary requirements. 3. The superscript (1), (2) and (3) to the notations in the table means: (1): Where adjacent spaces are of the same numerical category, a bulkhead or deck of the rating shown in the table is only required when the adjacent spaces are for a different purpose. (2): Where all bulkheads are divisions at boundary adjacent to muster stations, the division may be "B-0". (3): See note 6(c) below. 4. "C" means "C" class division or non-combustible division constructed of combustible materials where the spaces in both sides of bulkheads are fitted with automatic sprinkler system. 5. "-" may be division other than "A", "B" and "C" class division. 6. Where two divisions in the table appear, the divisions are to comply with the following. (a) The division is to be one upper tier of two divisions in the table. (b) Notwithstanding (a) above, the division at boundary between two spaces which is protected by an automatic sprinkler system may be one in lower tier of two divisions in the table.

208 Fire Fighting (c) Notwithstanding (a) above, where superscript (3) appears, the division at boundary between space which is protected by an automatic sprinkler system and space which is not protected by an automatic sprinkler system may be one in lower tier of two divisions in the table Ships of Grade I Unless otherwise specified as follows, the requirements in Chapter 8 are to apply: (a) Arrangement of fire pumps and fire mains Notwithstanding the requirements of 8.1.2(c) of this Part: - in passenger ships of less than 3,000 gross tonnage, a fixed emergency fire pump complying with the following requirements may be accepted when provided in such a compartment that a fire in any one compartment will not render all fire pumps inoperable; and - in passenger ships of less than 1,000 gross tonnage, the emergency fire pump may not be of fixed type. The emergency fire pump is to comply with 8.1.2(c)(2) of this Part and its source of power and sea connection are not to be provided in machinery spaces of category A. The emergency fire pump is to be arranged aft of the collision bulkhead. Where the pump is provided in the space separated from the spaces always attended by the crew, means are to be provided to be remotely operated at the navigation bridge or the fire control station in addition to the local operation. (b) Fire-fighter's outfits Notwithstanding the requirements of 8.9.2(b) of this Part: The number of fire-fighter's outfits are to be each two sets of fire-fighter's outfits and personal equipment for every 80 m, or part thereof, of the aggregate of the length of all passenger spaces and service spaces on the deck which carries such spaces or, if there is more than one such deck, on the deck which has the largest aggregate of such lengths. (c) 8.1.1(g) of this Part may not to apply Ships of Grade II Unless otherwise specified as follows, the requirements in Chapter 8 are to apply: (a) Number and total capacity of fire pump Notwithstanding the requirements of 8.1.1(f), 8.1.2(b) and 8.1.2(d) of this Part: One independently power driven fire pump may be accepted. The fire pumps are to be capable of delivering a quantity of water more than two thirds of quantity which bilge pumps can draw, and maintaining 0.3 MPa pressure at all hydrants. In passenger ships of less than 100 gross tonnage, 4 buckets or bailers painted in red may be accepted when widely separated for immediate use. For passenger ships for Protected Water Service, the number of buckets or bailers may be reduced to 2. (b) Number and position of hydrants Except special category spaces, the number and position of hydrants may be such that at least one jet of water may reach any part of the ship normally accessible to the passenger or crew while the ship is being navigated and any part of any cargo space (when empty) notwithstanding the requirements of 8.1.1(e) of this Part. (c) Ready availability of water supply Fire hoses may not be permanently connected with the fire hydrants notwithstanding the requirements of 8.1.1(b) and 8.1.3(a) of this Part. (d) Arrangement of fire extinguishers The number of portable liquid fire extinguisher, foam fire extinguisher or powder fire extinguisher (only the extinguisher which extinguishing medium is phosphate) is to be such that no point in the accommodation

209 space and service space is more than 15 m walking distance from any extinguisher and that there are at least two such extinguishers in each decks notwithstanding the requirements of 8.2.2(a) of this Part. (e) Fixed fire-extinguishing systems A fixed fire extinguishing system may not be provided in spaces only having oil fuel units notwithstanding the requirements of 8.4.1(a) of this Part. (f) Additional fire-extinguishing arrangements Either foam fire extinguisher of 45 litters capacity, carbon dioxide gas fire extinguisher with a mass of 16 kg or powder fire extinguisher with a mass of 23 kg may be accepted in the boiler room containing oil-fired boilers notwithstanding the requirements of 8.4.1(b) of this Part. Either a portable foam extinguisher, carbon dioxide gas fire extinguisher or powder fire extinguisher may be accepted in each firing space in the boiler room and in each space in which a part of oil fuel installation is situated notwithstanding the requirements of 8.4.1(b)(iii) of this Part. (g) Machinery spaces of category A containing internal combustion machinery Notwithstanding the requirements of of this Part: - Either a portable foam fire extinguisher of 45 litters capacity, carbon dioxide gas fire extinguisher with a mass of 16 kg or powder fire extinguisher with a mass of 23 kg may be accepted in spaces containing internal combustion machinery (main engine or auxiliary which has in the aggregate a total power output of not less than 750 kw). Additionally the number of portable foam fire extinguisher, carbon dioxide gas fire extinguisher or powder fire extinguisher is to be such that no point in that spaces is more than 10 m walking distance from any extinguisher and that there are at least two such extinguishers in that spaces. - For ships having special category spaces and the main propulsion machinery which has in the aggregate a total power output of not less than 750 kw, a fixed fire extinguishing system is to be provided. (h) Automatic sprinkler, fire detection and fire alarm system Automatic sprinkler, fire detection and fire alarm systems are not required in the space except for special category spaces and machinery spaces in ships to which the requirement in (a) does not apply notwithstanding the requirements of 8.5.1(a) of this Part. (j) Spaces containing flammable liquid Either a portable foam fire extinguisher, carbon dioxide gas fire extinguisher or powder fire extinguisher may be accepted at outside the entrance of paint lockers and pump rooms notwithstanding the requirements of of this Part. Storage of fire-fighter's outfits Only each two sets of fire-fighter's outfits and personal equipment are accepted provided that they are ready for use and stored in an easily accessible and widely separated position notwithstanding the requirements of of this Part. (k) The following requirements are not to apply as deemed appropriate by the Society: 8.1.1(b)(2), 8.1.1(e)(2), 8.1.1(g), 8.4.1(b), (excluding (h) above), 8.4.5, 8.4.6, 8.9.2(b) and 8.9.2(c) of this Part Structural Integrity Unless otherwise specified as follows, the requirements in Chapter 9 are to apply: Ships of Grade I All the requirements in Chapter 9 are to apply, as applicable Ships of Grade II (a) All the requirements in Chapter 9 are to apply, as applicable.

210 (b) The hull, superstructures, structural bulkheads, decks and deckhouses may be constructed of noncombustible materials or fire retardant FRP*, as deemed appropriate by the Socety in consideration as follows: (iii) (iv) (v) (vi) (vii) ship size and operation area; structural fire protection time (in compliance with FTP Code); fire alarm and fire detection system; fire extinguishing system; escape arrangements; life-saving appliances; and other relevant arrangements or devices as deemed necessary by the Society. * Fire retardance of FRP is to be tested by an authorized laboratory in accordance with a recognized standard accepted by the Society, and its approval document is required Escape Unless otherwise specified as follows, the requirements in Chapter 10 are to apply: Ships of Grade I (a) Dead-end corridors are not to exceed 7 m in length notwithstanding the requirements of (a) of this Part. (b) Direct access to stairway enclosures Notwithstanding the requirements of (b)(iii) of this Part: Stairway enclosures in accommodation spaces and service spaces are to have direct access to corridors and not to confuse passengers's judgement in emergency. In addition, stairway enclosures are not to have direct access to passenger spaces, crew spaces, spaces for the stowage of fireman's outfit, etc. or enclosed spaces containing combustibles of fire risk. (c) Escape routes from machinery spaces of category A For ships of less than 1,000 gross tonnage, the escape routes from machinery spaces of category A may be of two exits and two sets of ladders widely separated each other as far as practicable notwithstanding the requirements of (a) and (a) of this Part. (d) Means of escape from a machinery control room located within a machinery space is to be 1 or more notwithstanding the requirements of (a)(iv) of this Part Ships of Grade II (a) Marking of escape routes Notwithstanding the requirements of (b)(v) of this Part: Passenger ships other than Ro-Ro passenger ships may not be provided with low location lighting systems and fire equipment location markings on escape route. For Ro-Ro passenger ships of less than 1,000 gross tonnage, escape instruction and fire equipment location markings on escape route may not be of photoluminescent material nor marked by lighting. (b) Escape routes from machinery spaces of category A The escape routes from machinery spaces of category A may be of two exits and two sets of ladders widely separated each other as far as practicable notwithstanding the requirements of (a) and (a) of this Part. (c) Emergency escape breathing devices (EEBDs) The EEBDs are to comply with the following to (iv) notwithstanding the requirements of (d) and (c) of this Part:

211 (iii) (iv) Passenger ships of less than 1,600 gross tonnage need not be provided with EEBDs. For passenger ships of 1,600 gross tonnage or more, 2 sets of EEBDs are to be provided for machinery spaces containing internal combustion machinery used for main propulsion. Where the accommodation spaces are not located under the lowest open deck and have escape routes direct to open decks at each deck level, EEBDs are not required for such spaces. In addition to the provisions of above, 1 set of spare EEBD is to be provided Operational Requirements For Ships of Grade I and Ships of Grade II, the requirements relating to fire control plans may not apply as deemed appropriate by the Society Alternative Design and Arrangements The provisions in Chapter 12 may be referred for both Ships of Grade I and Ships of Grade II Special Requirements Ships of Grade I (a) In lieu of the requirements of construction for fire protection specified in 13.1 to 13.3 of this Part, the following requirements are to apply: Helicopter Facilities The helicopter winching deck (a winching area for helicopter on a weather deck) provided in Ro-Ro passenger ships are to comply with the requirements specified in 13.1 of this Part. Protection of vehicle, special category and ro-ro spaces (1) The fire integrity of bulkheads and decks at boundaries adjacent to special category spaces is to comply with Table IX notwithstanding the requirements of of this Part. (2) (b), (b)(iii) and of this Part. (b) Unless otherwise specified as follows, the requirements of fire detection and extinction in 13.1 to 13.3 of this Part are to apply. Helicopter Facilities Ships of Grade II For ro-ro passenger ships, the fire fighting appliances specified in of this Part are to be provided on the helicopter winching deck. Protection of vehicle, special category and ro-ro spaces A fixed high-expansion foam fire-extinguishing system may be provided as a fixed fire-extinguishing system in the special category space notwithstanding the requirements of (a) and (a)(iii) of this Part. (a) In lieu of the requirements of construction for fire protection specified in 13.1 to 13.3 of this Part, the following requirements are to apply: Protection of vehicle, special category and ro-ro spaces (a)(1), (a)(1), (a)(3), (a)(v), (b) and (c) of this Part. However, for (a)(v), spaces in a superstructure above cargo spaces or accommodation spaces, service spaces or control stations in a deckhouse may be excluded. (b) Unless otherwise specified as follows, the requirements of fire detection and extinction in 13.1 to 13.3 of this Part are to apply. Fixed fire-extinguishing systems

212 A fixed high-expansion foam fire-extinguishing system may be accepted as a fixed fire-extinguishing system in special category spaces notwithstanding the requirements of (a) and (a)(iii) of this Part. Manually operated call points & Portable fire extinguishers (c) and (b) of this Part may not apply as deemed appropriate by the Society.

213 Chapter 14-2 Ships not Engaged on International Voyages: Cargo Ships Other than Tankers General Application (a) The requirements of this Chapter apply to cargo ships not engaged on international voyages, including: cargo ships of 100 gross tonnage and upwards; and cargo ships of less than 100 gross tonnage. (b) Requirements of Chapter 14 are also to be complied with Dangerous goods - chemicals, and/or liquefied gasses in bulk Ships carrying dangerous goods - chemicals, and/or liquefied gasses in bulk, are to comply with IMDG, IGC, and IBC Codes, as applicable Special consideration Where the requirements of this Chapter are impractical to a ship (e.g., considering the ship's type, size and service area), special consideration may be given by the Society Requirements for Cargo Ships of 100 Gross Tonnage and Upwards The requirements from Chapter 2 to Chapter 13 of this Part are to apply unless otherwise specified/modified in this section to cargo ships of 100 gross tonnage and upwards Notwithstanding the provisions of 2.1.2(c)(v)(1)a) of this Part, the Society may dispense with an additional oillevel gauge The requirements of 2.1.2(e) of this Part relating to the protection of high-pressure oil fuel piping is not to apply to diesel engines having a maximum continuous output of less than 375 kw, and installed in the space other than machinery spaces of category A, provided that a suitable enclosure for the fuel injection piping system on such a engine is fitted Notwithstanding the provisions of 8.1.1(g) of this Part, the international shore connection need not be provided Notwithstanding the provisions of 8.2.3(a) of this Part, the spare charges are to be provided for 10% of the total fire extinguishers Notwithstanding the provisions of of this Part, the exhibition and the storage of the fire control plans and a booklet may be dispensed with by the Society Notwithstanding the provisions of (b) and (a) of this Part, the contents of the fire safety operational booklets and the maintenance plan are to be limited to those for installations other than the following equipment: (a) automatic sprinkler systems; (b) fixed inert gas systems; and (c) fire detection and fire alarm systems.

214 Requirements for Cargo Ships of Less than 100 Gross Tonnage Statutory requirement specified in are to be applied to cargo ships of less than 100 gross tonnage. The requirements of may be applied as deemed necessary by the Society.

215 Chapter 14-3 Ships not Engaged on International Voyages: Tankers General Application (a) In principle, tankers not engaged on international voyages are to comply with the requirements of Chapter 2 to Chapter 13. (b) Requirements of Chapter 14 are also to be complied with Dangerous goods - chemicals, and/or liquefied gasses in bulk Ships carrying dangerous goods - chemicals, and/or liquefied gasses in bulk, are to comply with IMDG, IGC, and IBC Codes, as applicable Special consideration Where the requirements of this Chapter are impractical to a ship (e.g., considering the ship's type, size and service area), special consideration may be given by the Society.

216

217 [ PART XI ] AMENDMENT TO "THE RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017" PART XI MATERIALS

218 [ PART XI ] List of major changes in Part XI from 2017 edition Revised

219 [ PART XI ] Rules for the construction and classification of steel ships 2017 have been partly amended as follows: Chapter 1 Test Specimens and Mechanical Tests Paragraph has been amended as follows: Testing machines (a) All tests are to be carried out by competent personnel on machines of approved types. Testing machines are to be maintained in a satisfactory and accurate condition, and are to be rechecked and recalibrated at approximately annual intervals. This calibration is to be traced to a nationally recognized authority and is to be to the satisfaction of the Society. The accuracy of test machines is to be within 1%. A record of such rechecking and recalibration is to be kept on a file for information. (b) Tensile test machine load cells are to be calibrated with an accuracy within 1% in accordance with ISO or other recognised standard. (c) Impact testing machines are to be calibrated in accordance with ISO or other recognised standard.

220

221 [ PART XII ] AMENDMENT TO "THE RULES FOR THE CONSTRUCTION AND CLASSIFICATION OF STEEL SHIPS 2017" PART XII WELDING

222 [ PART XII ] List of major changes in Part XII from 2017 edition & New 2.3.1(b) Revised Revised 2.8 Revised Revised Fig. XII 3-4 Revised

223 [ PART XII ] Rules for the construction and classification of steel ships 2017 have been partly amended as follows: Chapter 2 Welding Procedures Paragraph & has been added as follows: Welding of the test assemblies and testing of test specimens are to be witnessed by the Surveyor If tack welds and/or start and stop points are a condition of the weld process they are to be fused into the joint and are to be included in the test assemblies. Paragraph 2.3.1(b) has been amended as follows: Test assemblies (b) The test assembly is to be made by welding together 2 plates of minimum dimensions specified as following 150 mm in width and of sufficient length for preparing all necessary test specimens required. For manual or semi-automatic welding minimum width = minimum length = For automatic welding minimum width = minimum length = 3 t, but not less than 150 mm. 6 t, but not less than 350 mm. 4 t, but not less than 200 mm. at least 1000 mm. where t means thickness of plates. As far as possible, plates are to have a size which can simulate the heat transfer during the production of welding. Plates are to be so cut that the final rolling direction is parallel to the weld, unless otherwise specified. Paragraph has been amended as follows: Welding joints of the test assemblies are to be subjected to a surface inspection and radiographic examination or other non-destructive examinations for whole length to ascertain in compliance with the requirements given in 1.4 of this Part, prior to the preparation of test specimens. The soundness of the weld is to be complied, unless otherwise specified, with ISO 5817 level B for ferrous materials or ISO level B for aluminum alloy, or equivalent specifications. In case that any post-weld heat treatment is required or specified, non-destructive testing is to be performed after heat treatment. For quenched and tempered steels with specified minimum yield strength of 420 N/mm 2 and above the non-destructive testing is to be delayed for a minimum of 48 hours, unless heat treatment has been carried out.

224 [ PART XII ] Paragraph 2.8 has been amended as follows: 2.8 Test Record Welding conditions for test assemblies and test results are to be recorded in welding procedure test record The results of assessing each test piece (including repeat tests) is to be contained in the test report for each welding procedure test. The relevant items listed for the WPS of these requirements are to be included The test report that the test piece was made according to the particular welding procedure is to be signed by the Surveyor witnessing the test and is to include the Society's identification. Paragraph has been amended as follows: Hydrogen tests (a) The hydrogen tests are to be carried out through the mercury method, thermal conductivity detector method or gas chromatography method according to as specified in the Standard ISO 3690., Four weld assemblies are to be prepared. The temperature of the specimens and minimum holding time are to be complied with following, according to the measuring method respectively: Measuring Method Test Temperature ( C) Minimum Holding Time (h) Thermal Gas Conductivity Chromatography Detector Method (1) Note: The use of hot carrier gas extraction method may be considered subject to verification of the testing procedure to confirm that collection and measurement of the hydrogen occurs continuously until all of the diffusible hydrogen is quantified. The use of the glycerin method as described in (b) & (c) below or other methods may be admitted at the Society discretion.deemed appropriate by the Society. (b) Preparation of test specimens Four test specimens are to be prepared, measuring 12 mm by 25 mm in cross section by about 125 mm in length. Before welding, specimens are to be weighed to the nearest 0.1g. On the 25 mm surface of each test specimen, a single bead of welding is to be deposited about 100 mm length, by a 4 mm electrode, fusing about 150 mm of the electrode. The welding is to be carried out with an arc as short as possible and with a current of about 150 amp. Electrodes, prior to welding, can be submitted to the normal drying process recommended by the manufacturer. (iii) Within 30 seconds of the completion of the welding of each specimen, the slag is to be removed and the specimen quenched in water at approximately 20 C. After 30 seconds in the water, specimens are to be cleaned, dried and placed in an apparatus suitable for the collection of hydrogen by displacement of glycerin. The glycerin is to be kept at a temperature of 45 C during the test. All four specimens are to be welded and placed in the hydrogen collecting apparatus within 30 minutes.

225 (c) Test procedures [ PART XII ] Specimens are to be kept immersed in the glycerin for a period of 48 hours and, after removal, are to be cleaned in water and spirit dried and weighed to the nearest 0.1 g to determine the amount of weld deposited. The amount of gas evolved is to be measured to the nearest 0.05 cm 3 and corrected for temperature and pressure to 0 C and 760 mmhg. (d) Test requirements The individual and average content of diffusible hydrogen contents of the four specimens are is to be reported, and the average value in cm 3 per 100 grams for tests on four specimens is not to exceed the following: Grade Suffixes Diffusible Hydrogen Contents Measuring Method H15 15 (1) Mercury method H10 10 (2) Thermal conductivity detector method Glycerine method H5 (3) 5 Mercury method Thermal conductivity detector method Notes: (1) 10 cm 3 per 100 grams where the glycerine method is used. (2) 5 cm 3 per 100 grams where the glycerine method is used. (3) The glycerine method is not to be used for the welding consumables with H5 mark. Diffusible Hydrogen Content ( cm 3 /g ) Grade Suffixes Mercury Method Glycerin Method H H H Note: For H5 only the mercury method is to be used. (e) For the welding materials of higher strength steels and extra high strength steels, the diffusible hydrogen content is generally not to exceed the grade of hydrogen content: Grade Grade of Hydrogen Content 1Y, 2Y, 3Y, 4Y H10 2Y40, 3Y40, 4Y40, 2Y47, 3Y47, 4Y47 H10 ny42, ny46, ny50 H10 ny55, ny62, ny69 Note: Where n = 3, 4 or 5 H5

226 [ PART XII ] Fig. XII 3-4 has been amended as follows: (a) Butt welds Plate Downhand (Flat) Horizontal Vertical Overhead Pipe Horizontally rotating Horizontally fixed Vertically fixed (b) Fillet welds for plates Downhand (Flat) Horizontal Vertical Overhead Fig. XII 3-4 Welding Positions of Test Assembly

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