S.I. No. 380/2023 - Merchant Shipping (Fire Protection) (No. 2) Rules 2023

Notice of the making of this Statutory Instrument was published in

“Iris Oifigiúil” of 25th July, 2023.

ARRANGEMENT OF RULES

CONTENTS

I, JACK CHAMBERS, Minister of State at the Department of Transport, in exercise of the powers conferred on me by section 84 of the Merchant Shipping Act 2010 (No. 14 of 2010), as adapted by the Transport (Alteration of Name of Department and Title of Minister) Order 2011 ( S.I. No. 141 of 2011 ) and the Transport (Delegation of Ministerial Functions) Order 2023 ( S.I. No. 211 of 2023 ), and for the purpose of giving effect to the provisions of Chapter II-2 of the annex to the International Convention for the Safety of Life at Sea, 1974, hereby make the following rules:

PART 1

PRELIMINARY

Citation

1. These Rules may be cited as the Merchant Shipping (Fire Protection) (No. 2) Rules 2023.

Interpretation

2. (1) In these Rules –

“accommodation spaces” means –

(a) public spaces;

(b) corridors;

(c) lavatories;

(d) cabins;

(e) offices;

(f) hospitals;

(e) cinemas;

(f) game and hobby rooms;

(g) barber shops;

(h) pantries containing no cooking appliances, and similar spaces;

“‘A’ class division” means a division formed by bulkheads and decks which is:

(a) constructed of steel or other equivalent material;

(b) suitably stiffened;

(c) 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:

(d) so constructed as to be capable of preventing the passage of smoke and flame to the end of the 60 minute standard fire test; and

(e) the Minister has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise;

“all ships” means ships, irrespective of type, constructed before, on or after 1 July 2002;

“atrium” means a public space within a single main vertical zone spanning 3 or more open decks;

“automatic fire damper” means a fire damper that closes independently in response to exposure to fire products;

“automatic smoke damper” means a smoke damper that closes independently in response to exposure to smoke or hot gases;

“‘B’ class division” means a division formed by bulkheads, decks, ceilings or linings which:

(a) is constructed of approved non-combustible materials and all materials used in the construction and erection of a “B” class division are non-combustible, with the exception that combustible veneers may be permitted provided they meet other appropriate requirements of these Rules;

(b) has 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:

(c) is so constructed as to be capable of preventing the passage of flame to the end of the first 30 minutes of the standard fire test; and

(d) the Minister has required a test of a prototype division in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise;

“bulkhead deck” means the uppermost deck up to which the transverse watertight bulkheads are carried;

“cabin balcony” means an open deck space that is provided for the exclusive use of the occupants of a single cabin and has direct access from such a cabin;

“cargo area” means that part of a ship that contains:

(a) cargo holds, cargo tanks, slop tanks and cargo pump-rooms including pump-rooms, cofferdams, ballast and void spaces adjacent to cargo tanks, and

(b) deck areas throughout the entire length and breadth of the part of a ship over the spaces mentioned in paragraph (a);

“cargo ship” means a ship that is not a passenger ship;

“cargo spaces” means spaces used for cargo, cargo oil tanks, tanks for other liquid cargo and trunks to such spaces;

“central control station” means a control station in which the following control and indicator functions are centralised:

(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 and fire alarms;

(i) communication systems including telephones; and

(j) microphones to public address systems;

“‘C’ class division” means a division constructed of approved non-combustible materials which is not required to meet requirements relative to the passage of smoke and flame or limitations relative to the temperature rise. Combustible veneers shall be permitted provided they meet the requirements of these Rules;

“chemical tanker” means 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 International Bulk Chemical Code;

“closed ro-ro space” means a ro-ro space which is neither an open ro-ro space nor a weather deck;

“closed vehicle space” means a vehicle space that is neither an open vehicle space nor a weather deck;

“combination carrier” means a cargo ship designed to carry both oil and solid cargoes in bulk;

“combustible material” means any material other than a non-combustible material;

“continuous ‘B’ class ceiling or lining” means a ‘B’ class ceiling or lining that terminates at an ‘A’ or ‘B’ class division;

“continuously manned central control station” means a central control station that is continuously manned by a responsible member of the crew;

“control stations” means 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 centralised. Spaces where the fire recording or fire control equipment is centralised are also considered to be a fire control station;

“crude oil” means any oil occurring naturally in the earth, whether or not treated to render it suitable for transportation, and includes:

(a) crude oil from which certain distillate fractions may have been removed, and

(b) crude oil to which certain distillate fractions may have been added;

“dangerous goods” means those goods referred to in the IMDG Code;

“deadweight” means the difference in tonnes between the displacement of a ship in water of a specific gravity of 1.025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship;

“fire damper” means, for the purpose of implementing Rules 68, 69, 70, 71, 72, 73, 74 and 75, 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;

“Fire Protection Rules” means Merchant Shipping (Fire Protection) Rules 2023 ( S.I. No. 379 of 2023 );

“Fire Safety Systems Code” means the International Code for Fire Safety Systems as adopted by the Maritime Safety Committee of the IMO by resolution MSC.98(73), as may be amended by the IMO, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of Article VIII of the present Safety Convention concerning the amendment procedures applicable to the Annex other than Chapter I;

“Fire Test Procedures Code” means:

(a) the International Code for Application of Fire Test Procedures as adopted by the Maritime Safety Committee of the IMO by resolution MSC.61(67), as may be amended by the IMO, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of Article VIII of the present Safety Convention concerning the amendment procedures applicable to the Annex other than Chapter I; or

(b) in the case of a ship constructed on or after 1 July 2012, the International Code for Application of Fire Test Procedures, 2010 (2010 FTP Code) as adopted by the Maritime Safety Committee of the IMO by resolution MSC.307(88), as may be amended by the IMO, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of Article VIII of the Safety Convention concerning the amendment procedures applicable to the Annex other than Chapter I;

“flashpoint” means the temperature in degrees 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” means 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 International Gas Carrier Code;

“helicopter facility” means a helideck including any refuelling and hangar facilities;

“helicopter landing area” means an area on a ship designated for occasional or emergency landing of helicopters but not designed for routine helicopter operations;

“helideck” means 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;

“IMDG Code” means the International Maritime Dangerous Goods (IMDG) Code adopted by the Maritime Safety Committee of the IMO by Resolution MSC.122(75), in its updated version;

“IMO” means International Maritime Organization;

“IMSBC Code” means the International Maritime Solid Bulk Cargoes (IMSBC) Code adopted by the Maritime Safety Committee of the IMO by Resolution MSC.268(85), in its updated version;

“International Bulk Chemical Code” means the International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk adopted by the Maritime Safety Committee of the IMO by Resolution MSC.4(48), as may be amended by the IMO, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of Article VIII of the Safety Convention concerning the amendment procedures applicable to the Annex other than Chapter I;

“International Gas Carrier Code” means the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk as adopted by the Maritime Safety Committee of the IMO by resolution MSC.5(48), as may be amended by the IMO, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of Article VIII of the Safety Convention concerning the amendment procedures applicable to the Annex other than Chapter I;

“lightweight” means 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;

“load line length” means the length of a ship as ascertained in accordance with the Merchant Shipping (Load Line) Rules 2001 ( S.I. No. 424 of 2001 );

“low flame-spread” means that the surface thus described will adequately restrict the spread of flame, this being determined in accordance with the Fire Test Procedures Code;

“machinery spaces” means 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” means those spaces and trunks to such spaces that 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 375kW; or

(c) any oil-fired boiler or oil fuel unit, or any oil-fired equipment other than boilers, such as inert gas generators or incinerators;

“main vertical zones” means 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;

“manual fire damper” means a fire damper that is intended to be opened or closed by the crew by hand at the damper itself;

“manual smoke damper” means a smoke damper intended to be opened or closed by the crew by hand at the damper itself;

“non-combustible material” means a material that 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 Fire Test Procedures Code;

“oil fuel unit” means 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 greater than 0.18 N/mm²;

“open ro-ro space” means 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 per cent of the total area of the space sides;

“open vehicle space” means a vehicle space that is either open at both ends, or has an opening at one end and is provided with adequate natural ventilation effective over the entire length through permanent openings distributed in the side plating or deckhead or from above, having a total area of at least 10 per cent of the total area of the space sides;

“passenger ship” means a ship that carries more than 12 passengers;

“prescriptive requirements” means the construction characteristics, limiting dimensions, or fire safety systems specified in Part 2, 3, 4, 5 or 7;

“public spaces” means those portions of the accommodation that are used for halls, dining rooms, lounges and similar permanently enclosed spaces;

“remotely operated fire damper” means a fire damper that is closed by the crew through a control located at a distance away from the controlled damper;

“remotely operated smoke damper” means a smoke damper that is closed by the crew through a control located at a distance away from the controlled damper;

“rooms containing furniture and furnishings of restricted fire risk” for the purpose of Rules 46 to 75 means 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 or 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 0.8 kg/m², this being determined in accordance with the Fire Test Procedures 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 Fire Test Procedures Code; and

(g) bedding components have qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code;

“ro-ro spaces” means 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” means a passenger ship with ro-ro spaces or special category spaces;

“safe area” in the context of a casualty means, 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 on board to protect them from hazards to life or health and provide them with basic services;

“safety centre” means 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;

“Safety Convention” means the International Convention for the Safety of Life at Sea signed in London on behalf of the Government on 1 November 1974 together with the Protocol to the International Convention for the Safety of Life at Sea signed in London on behalf of the Government on 17 February 1978 and the Protocol to the International Convention for the Safety of Life at Sea signed in London on behalf of the Government on 11 November 1988 and any amendments made to it up to and including those adopted by the 99th session of the Maritime Safety Committee of the International Maritime Organization held between 16 and 25 May 2018 and which have entered into force in respect of the State pursuant to Article VIII prior to the passing of the Merchant Shipping (Investigation of Marine Casualties) (Amendment) Act 2022 (No. 8 of 2022) on 16 May 2022;

“sauna” means a hot room with temperatures normally varying between 80°C and 120°C where the heat is provided by a hot surface (such as by an electrically-heated oven). The hot room may also include the space where the oven is located and adjacent bathrooms;

“service spaces” means 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;

“smoke damper” means 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;

“special category spaces” means 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 10m;

“standard fire test” means 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 Fire Test Procedures Code;

“steel or other equivalent material” means steel or any non-combustible material which, by itself or due to insulation provided, has structural and integrity properties equivalent to steel at the end of the applicable exposure to the standard fire test (an example is aluminium alloy with appropriate insulation);

“tanker” means a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an inflammable nature;

“vehicle carrier” means a cargo ship which only carries cargo in ro-ro spaces or vehicle spaces, and which is designed for the carriage of unoccupied motor vehicles without cargo, as cargo;

“vehicle spaces” means cargo spaces intended for carriage of motor vehicles with fuel in their tanks for their own propulsion;

“weather deck” means a deck that is completely exposed to the weather from above and from at least two sides;

“winching area” means 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.

Application

3. (1) Unless expressly provided otherwise, these Rules:

(a) shall apply to ships constructed on or after 1 July 2002 and engaged on international voyages;

(b) shall not apply to:

(i) ships of war and troop ships;

(ii) cargo ships of less than 500 tonnes gross tonnage;

(iii) ships not propelled by mechanical means;

(iv) wooden ships of primitive build;

(v) pleasure yachts not engaged in trade;

(vi) fishing vessels.

(2) In these Rules:

(a) “ships constructed” means ships the keels of which are laid or which are at a similar stage of construction;

(b) “a similar stage of construction” means the stage at which:

(i) construction identifiable with a specific ship begins; and

(ii) assembly of that ship has commenced comprising at least 50 tonnes or one per cent of the estimated mass of all structural material, whichever is less; and

(c) a cargo ship, whenever built, which is converted to a passenger ship shall be treated as a passenger ship constructed on the date on which such a conversion commences.

(3) Ships constructed before 1 July 2002 shall comply with:

(a) Rules 5, 7(6) and 7(8), as appropriate;

(b) Rules 118(1)(a) and (c), 118(2), 118(3), 118(4), 118(5), 118(6) and Part 5, with the exception of Rules 133(3) and 133(4) as appropriate;

(c) Rules 92(3) and 102(7), in the case of new installations only;

(d) Rule 101, in the case of passenger ships of 2,000 gross tonnage and greater;

(e) Rules 30(4)(b) and 33, in the case of a passenger ship;

(f) Rule 24(1).

(4) Ships constructed on or after 1 July 2002 and before 1 July 2010 shall comply with Rules 68(1), 71(4)(b), 71(4)(c) and 73(2).

(5) (a) The following ships, with cargo spaces intended for the carriage of packaged dangerous goods, shall comply with Rules 144 to 154, except when carrying dangerous goods specified as classes 6.2 and 7 in the IMDG Code and dangerous goods in limited quantities, having regard to Chapter 3.4 of the IMDG Code, and excepted quantities, having regard to Chapter 3.5 of the IMDG Code, in accordance with Tables 1 and 3 to Rule 143, not later than the date of the first renewal survey on or after 1 January 2011:

(i) cargo ships of 500 gross tonnage and greater and passenger ships constructed on or after 1 September 1984 and before 1 January 2011; and

(ii) cargo ships of less than 500 gross tonnage constructed on or after 1 February 1992 and before 1 January 2011.

(b) Notwithstanding the provisions of subparagraph (a):

(i) cargo ships of 500 gross tonnage and greater and passenger ships constructed on or after 1 September 1984 and before 1 February 1992 are not required to comply with Rule 147 provided that they comply with Rule 152(5)(f) of the Fire Protection Rules;

(ii) cargo ships of 500 gross tonnage and greater and passenger ships constructed on or after 1 September 1984 and before 1 July 1998 are not required to comply with Rule 154;

(iii) cargo ships of less than 500 gross tonnage constructed on or after 1 February 1992 and before 1 July 1998 are not required to comply with Rule 154;

(iv) cargo ships of 500 gross tonnage and greater and passenger ships constructed on or after 1 February 1992 and before 1 July 2002 are not required to comply with Rule 147 provided that they comply with Rule 152(5)(f) of the Fire Protection Rules; and

(v) cargo ships of 500 gross tonnage and greater and passenger ships constructed on or after 1 September 1984 and before 1 July 2002 are not required to comply with Rules 145, 149, 150 and 153 provided that they comply with Rule 152(5)(a), (b), (c), (d), (j), (k), (l) and (o) of the Fire Protection Rules.

(6) Ships constructed before 1 July 2012 shall comply with Rule 106(1)(b).

(7) Vehicle carriers constructed before 1 January 2016, including those constructed before 1 July 2012, shall comply as appropriate with Rule 163(1)(b).

(8) Tankers constructed before 1 January 2016, including those constructed before 1 July 2012, shall comply with Rule 133(6)(a), (b) and (d).

(9) Rules 19(1) and (3) apply to ships constructed on or after 1 July 2002 and before 1 January 2016, and Rule 20 applies to all ships constructed before 1 January 2016.

(10) Rule 96(3) applies to ships constructed before 1 January 2020.

Classification of ships

4. (1) The ships to which these Rules apply shall be arranged in the following classes:

(a) Passenger ships:

(b) Ships other than passenger ships:

(2) In this Rule –

“long international voyage” means an international voyage which is not a short international voyage within the meaning of the Merchant Shipping (Safety Convention) Act 1952 (No. 29 of 1952);

“partially smooth waters” has the meaning assigned to it in Rule 4(2) of the Fire Protection Rules;

“sea” does not include any smooth or partially smooth waters;

“smooth waters” has the meaning assigned to it in Rule 4(2) of the Fire Protection Rules;

“voyage” includes an excursion.

Repairs, alterations, modifications and outfitting

5. (1) All ships that undergo repairs, alterations, modifications and outfitting related thereto shall continue to comply with at least the requirements previously applicable to these ships. Such ships, if constructed before 1 July 2002, shall, as a rule, comply with the requirements for ships constructed on or after that date to at least the same extent as they did before undergoing such repairs, alterations, modifications or outfitting.

(2) Repairs, alterations and modifications that substantially alter the dimensions of a ship or the passenger accommodation spaces, or substantially increase a ship’s service life and outfitting related thereto shall meet the requirements for ships constructed on or after 1 July 2002 in so far as the Minister deems reasonable and practicable.

Exemptions

6. (1) The Minister may, if he or she considers that the sheltered nature and conditions of the voyage are such as to render the application of any specific requirements of these Rules unreasonable or unnecessary, exempt from those requirements individual ships or classes of ships which, in the course of their voyage, do not proceed more than 20 miles from the nearest land.

(2) In the case of passenger ships which are employed in special trades for the carriage of large numbers of special trade passengers, such as the pilgrim trade, the Minister, if satisfied that it is impracticable to enforce compliance with the requirements of these Rules, may exempt such ships from those requirements, provided that they comply fully with the provisions of:

(a) the Rules annexed to the Special Trade Passenger Ships Agreement, 1971; and

(b) the Rules annexed to the Protocol on Space Requirements for Special Trade Passenger Ships, 1973.

Application of requirements for tankers

7. (1) Requirements for tankers in these Rules shall 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 Reid vapour pressure which is below the atmospheric pressure or other liquid products having a similar fire hazard.

(2) (a) Where liquid cargoes other than those referred to in paragraph (1), or liquefied gases which introduce additional fire hazards, are intended to be carried, additional safety measures shall be required, having due regard to the provisions of the International Bulk Chemical Code, the Bulk Chemical Code, the International Gas Carrier Code, and the Gas Carrier Code, as appropriate.

(b) 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 is not effective, is considered to be a cargo introducing additional fire hazards in this context. The following additional measures are required:

(i) the foam shall be of alcohol resistant type;

(ii) the type of foam concentrates for use in chemical tankers shall be to the satisfaction of the Minister taking into account the IMO Guidelines for performance and testing criteria and surveys of expansion foam concentrates for fire-extinguishing systems for chemical tankers; and

(iii) the capacity and application rates of the foam extinguishing system shall comply with Chapter 11 of the International Bulk Chemical 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 minutes of foam generation may be accepted.

(3) For the purpose of this Rule, a liquid cargo with a vapour pressure greater than 1.013 bar absolute at 37.8°C is considered to be a cargo introducing additional fire hazards. Ships carrying such substances shall comply with paragraph 15.14 of the International Bulk Chemical Code. When ships operate in restricted areas and at restricted times, the Minister may agree to waive the requirements for refrigeration systems in accordance with paragraph 15.14.3 of the International Bulk Chemical Code.

(4) Liquid cargoes with a flashpoint exceeding 60°C other than oil products or liquid cargoes subject to the requirements of the International Bulk Chemical Code are considered to constitute a low fire risk, not requiring the protection of a fixed foam extinguishing system.

(5) Tankers carrying petroleum products with a flashpoint exceeding 60°C (closed cup test), as determined by an approved flashpoint apparatus, shall comply with Rules 80(4) and 106(4) and the requirements for cargo ships other than tankers, except that, in lieu of the fixed fire-extinguishing system required in Rule 103, they shall be fitted with a fixed deck foam system which shall comply with the provisions of the Fire Safety Systems Code.

(6) Combination carriers constructed before, on or after 1 July 2002 shall not carry cargoes other than oil unless all cargo spaces are empty of oil and gas-freed or unless the arrangements provided in each case have been approved by the Minister taking into account the IMO Guidelines for inert gas systems.

(7) Chemical tankers and gas carriers shall comply with the requirements for tankers, except where alternative and supplementary arrangements are provided to the satisfaction of the Minister, having due regard to the provisions of the International Bulk Chemical Code and the International Gas Carrier Code, as appropriate.

(8) The requirements of Rule 27(a) and (d) shall apply, and a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted on all tankers constructed before 1 July 2002 by the date of the first scheduled dry-docking after 1 July 2002, but not later than 1 July 2005. Sampling points or detector heads shall 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 shall not be higher than 10 per cent of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the pump-room and cargo control room to alert personnel to the potential hazard. Existing monitoring systems already fitted that have a pre-set level not greater than 30 per cent of the lower flammable limit may be accepted.

PART 2

PREVENTION OF FIRE AND EXPLOSION

Limitations in the use of oils as fuel

8. The following limitations shall apply to the use of oil as fuel:

(1) except as otherwise permitted by this Rule, oil fuel with a flashpoint of less than 60°C shall not be used;

(2) in emergency generators, oil fuel with a flashpoint of not less than 43°C may be used;

(3) the use of oil fuel having a flashpoint of less than 60°C but not less than 43°C may be permitted in certain circumstances such as 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 conditions:

(a) fuel oil tanks, except those arranged in double bottom compartments, shall be located outside of machinery spaces of category A;

(b) provisions for the measurement of oil temperature are provided on the suction pipe of the oil fuel pump;

(c) stop valves and/or cocks are provided on the inlet side and outlet side of the oil fuel strainers; and

(d) pipe joints of welded construction or of circular cone type or spherical type union joint are applied as much as possible;

(4) (a) in gas carriers to which Part G of Chapter II-1 of the Safety Convention is not applicable and which use their cargoes as fuel and comply with the requirements of the International Gas Carrier Code, or which use other low-flashpoint gaseous fuels provided that the fuel storage and distribution systems design and arrangements for such gaseous fuels comply with the requirements of the International Gas Carrier Code for gas as a cargo, the use of fuel having a lower flashpoint than otherwise specified in this Rule may be permitted provided that such fuel is not stored in any machinery space and subject to approval by the Minister;

(b) in cargo ships to which Part G of Chapter II-1 of the Safety Convention is applicable, the use of oil fuel having a lower flashpoint than otherwise specified in this Rule is permitted in compliance with the requirements of the International Code of Safety for Ships using Gases or Other Low-flashpoint Fuels (IGF Code) in its updated version.

Arrangements for oil fuel

9. In a ship in which oil fuel is used, the arrangements for the storage, distribution and utilization of the oil fuel shall be such as to ensure the safety of the ship and persons on board and shall at least comply with the following provisions:

(1) As far as practicable, parts of the oil fuel system containing heated oil under pressure exceeding 0.18 N/mm² shall not 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 shall be adequately illuminated.

(2) The ventilation of machinery spaces shall be sufficient under normal conditions to prevent accumulation of oil vapour.

(3) Fuel oil, lubrication oil and other flammable oils shall not be carried in forepeak tanks.

(4) As far as practicable, oil fuel tanks shall be part of the ships structure and shall 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 shall be contiguous to the machinery space boundaries, and shall preferably have a common boundary with the double bottom tanks, and the area of the tank boundary common with the machinery spaces shall be kept to a minimum. Where such tanks are situated within the boundaries of machinery spaces of category A, they shall not contain oil fuel having a flashpoint of less than 60°C. In general, the use of free-standing oil fuel tanks shall be avoided. When such tanks are employed, their use shall be prohibited in category A machinery spaces on passenger ships. Where permitted, they shall be placed in an oil-tight spill tray of ample size having a suitable drain pipe leading to a suitably sized spill oil tank.

(5) An oil fuel tank shall not be situated where spillage or leakage therefrom can constitute a fire or explosion hazard by falling on heated surfaces.

(6) Where oil fuel pipes, if damaged, would allow oil to escape from a storage, settling or daily service tank having a capacity of 500 litres and greater situated above the double bottom, the oil fuel pipes shall 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 shall 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 shall be operated from a position outside this space. The controls for remote operation of the valve for the emergency generator fuel tank shall be in a separate location from the controls for remote operation of other valves for tanks located in machinery spaces.

(7) (a) A safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank shall be provided.

(b) Where sounding pipes are used, they shall not terminate in any space where the risk of ignition of spillage from the sounding pipe might arise. In particular, they shall not terminate in passenger or crew spaces. As a general rule, they shall not terminate in machinery spaces. However, where the Minister considers that these latter requirements are impracticable, termination of sounding pipes in machinery spaces may be permitted subject to all of the following requirements being met:

(i) an oil-level gauge is provided that meets the requirements of subparagraph (c);

(ii) 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

(iii) the termination of sounding pipes are fitted with self-closing blanking devices and with a small-diameter 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 shall be made so as to ensure that any spillage of oil fuel through the control cock involves no ignition hazard.

(c) Other oil-level gauges may be used in place of sounding pipes, subject to the following conditions:

(i) in a passenger ship, such gauges shall not require penetration below the top of the tank and their failure or overfilling of the tanks shall not permit release of fuel; and

(ii) in a cargo ship, the failure of such gauges or overfilling of the tank shall not permit release of fuel into the space. The use of cylindrical gauge glasses is prohibited. The Minister may permit the use of oil-level gauges with flat glasses and self-closing valves between the gauges and fuel tanks.

(d) The means prescribed in subparagraph (c) that are acceptable to the Minister shall be maintained in proper condition to ensure their continued accurate functioning in service.

(8) Provisions shall 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 shall discharge to a position where there is no risk of fire or explosion from the emergence of oils and vapour and shall not lead into crew spaces, passenger spaces nor into special category spaces, closed ro-ro cargo spaces, machinery spaces or similar spaces.

(9) Oil fuel pipes and their valves and fittings shall be of steel or other approved material, except that restricted use of flexible pipes shall be permissible in positions where the Minister is satisfied that they are necessary having regard to the recommendations published by the International Organisation for Standardization, in particular ISO 15540:1999 and ISO 15541:1999. Such flexible pipes and end attachments shall be of approved fire-resisting materials of adequate strength and shall be constructed to the satisfaction of the Minister. 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.

(10) External high-pressure fuel delivery lines between the high-pressure fuel pumps and fuel injectors shall 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 shall include a means for collection of leakages and arrangements shall be provided with an alarm in case of a fuel line failure.

(11) Oil fuel lines shall not be located immediately above or near units of high temperature including boilers, steam pipelines, exhaust manifolds, silencers or other equipment required to be insulated in accordance with paragraph (15). As far as practicable, oil fuel lines shall be arranged far apart from hot surfaces, electrical installations or other sources of ignition and shall 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 shall be kept to a minimum.

(12) Components of a diesel engine fuel system shall 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 shall be constructed having regard to their ability to prevent pressurized oil fuel leaks while in service and after maintenance.

(13) In multi-engine installations that are supplied from the same fuel source, means of isolating the fuel supply and spill piping to individual engines shall be provided. The means of isolation shall not affect the operation of the other engines and shall be operable from a position not rendered inaccessible by a fire on any of the engines.

(14) Where the Minister permits the conveying of oil and combustible liquids through accommodation and service spaces, the pipes conveying oil or combustible liquids shall be of a material approved by the Minister having regard to the fire risk.

(15) (a) Surfaces with temperatures above 220°C, which may be impinged as a result of a fuel system failure, shall be properly insulated.

(b) Precautions shall 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

10. (1) The arrangements for the storage, distribution and utilization of oil used in pressure lubrication systems shall be such as to ensure the safety of the ship and persons on board.

(2) The arrangements made in machinery spaces of category A, and whenever practicable in other machinery spaces, shall at least comply with Rule 9(1), (5) to (9), (11) and (15) except that:

(a) 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

(b) sounding pipes may be authorized in machinery spaces; however, the requirements of Rule 9(7)(b)(i) and (iii) are not required to be applied on condition that the sounding pipes are fitted with appropriate means of closure.

(3) Rule 9(6) shall also apply to lubricating oil tanks except those having a capacity less than 500 litres, 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

11. (1) 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 shall be such as to ensure the safety of the ship and persons on board.

(2) Suitable oil collecting arrangements for leaks shall be fitted below hydraulic valves and cylinders. In locations where means of ignition are present, such arrangements shall at least comply with Rule 9(5), (7)(a), (11) and (15) and with Rule 9(8) and (9) in respect of strength and construction.

Arrangements for oil fuel in periodically unattended machinery spaces

12. In addition to the requirements of Rules 9, 10 and 11, the oil fuel and lubricating oil systems in a periodically unattended machinery space shall comply with the following:

(1) where daily service oil fuel tanks are filled automatically, or by remote control, means shall be provided to prevent overflow spillages. Other equipment which treats flammable liquids automatically, including oil fuel purifiers, which, whenever practicable, shall be installed in a special space reserved for purifiers and their heaters, shall have arrangements to prevent overflow spillages; and

(2) where daily service oil fuel tanks or settling tanks are fitted with heating arrangements, a high temperature alarm shall be provided if the flashpoint of the oil fuel can be exceeded.

Arrangements for gaseous fuel for domestic purposes

13. (1) Gaseous fuel systems used for domestic purposes shall be approved by the Minister.

(2) Storage of gas bottles shall be located on the open deck or in a well-ventilated space that opens only to the open deck.

Miscellaneous items of ignition sources and ignitability

14. (1) Electric radiators, if used, shall be fixed in position and so constructed as to reduce fire risks to a minimum. No such radiators shall 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.

(2) Waste receptacles shall be constructed of non-combustible materials with no openings in the sides or bottom.

(3) In spaces where penetration of oil products is possible, the surface of insulation shall be protected against and be impervious to oil or oil vapours.

(4) Primary deck coverings, if applied within accommodation and service spaces and control stations, or if applied on cabin balconies of a passenger ship constructed on or after 1 July 2008, shall be of approved material which will not readily ignite, this being determined in accordance with the Fire Test Procedures Code.

Cargo areas of tankers – separation of cargo oil tanks

15. (1) Cargo pump-rooms, cargo tanks, slop tanks and cofferdams shall be positioned forward of machinery spaces. However, oil fuel bunker tanks are not required to be forward of machinery spaces. Cargo tanks and slop tanks shall 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 shall be considered as equivalent to a cargo pump-room within the context of this Rule 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 are not required to comply with Rule 105. The lower portion of the pump-room 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 Minister may permit a recess in excess of such height, but not exceeding one half of the moulded depth above the keel.

(2) Main cargo control stations, control stations, accommodation and service spaces (excluding isolated cargo handling gear lockers) shall 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 shall be arranged in such a way that a single failure of a deck or bulkhead shall not 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 paragraph (1) is not required to be taken into account when the position of these spaces is being determined.

(3) Where deemed necessary, the Minister 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 litres capacity or equivalent shall 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 shall be arranged in such a way that a single failure of a deck or bulkhead shall not 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 Minister 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.

(4) The following provisions apply in combination carriers only:

(a) The slop tanks shall be surrounded by cofferdams except where the boundaries of the slop tanks are part of the hull, main cargo deck, cargo pump-room bulkhead or oil fuel bunker tank. These cofferdams shall not be open to a double bottom, pipe tunnel, pump-room or other enclosed space, nor shall they be used for cargo or ballast and shall not be connected to piping systems serving oil cargo or ballast. Means shall 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 shall not be open to the double bottom, pipe tunnel or other enclosed space; however, openings provided with gastight bolted covers may be permitted;

(b) Means shall be provided for isolating the piping connecting the pump-room with the slop tanks referred to in subparagraph (a). The means of isolation shall consist of a valve followed by a spectacle flange or a spool piece with appropriate blank flanges. This arrangement shall be located 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, shall 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 shall have no connection to other systems. Separation from other systems by means of removal of spool pieces may be accepted;

(c) Hatches and tank cleaning openings to slop tanks shall only be permitted on the open deck and shall be fitted with closing arrangements. Except where they consist of bolted plates with bolts at watertight spacing, these closing arrangements shall be provided with locking arrangements under the control of the responsible ship’s officer; and

(d) Where cargo wing tanks are provided, cargo oil lines below deck shall be installed inside these tanks. The Minister may permit cargo oil lines to be placed in special ducts provided these are capable of being adequately cleaned and ventilated to the satisfaction of the Minister. Where cargo wing tanks are not provided, cargo oil lines below deck shall be placed in special ducts.

(5) Where the fitting of a navigation position above the cargo area is shown to be necessary, it shall be for navigation purposes only and it shall 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 shall be that required for control stations, as specified in Rule 60 and other provisions for tankers, as applicable.

(6) Means shall 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 shall be given to the arrangements associated with stern loading.

Cargo areas of tankers – restriction on boundary openings

16. (1) Except as permitted in paragraph (2), access doors, air inlets and openings to accommodation spaces, service spaces, control stations and machinery spaces shall not face the cargo area. They shall 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 per cent 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.

(2) The Minister may permit access doors in boundary bulkheads facing the cargo area or within the 5 m limits specified in paragraph (1), 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 shall 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 paragraph (1). Wheelhouse doors and windows may be located within the limits specified in paragraph (1) so long as they are designed to ensure that the wheelhouse can be made rapidly and efficiently gas and vapour tight.

(3) Windows and sidescuttles facing the cargo area and on the sides of the superstructures and deckhouses within the limits specified in paragraph (1) shall be of the fixed (non-opening) type. Such windows and sidescuttles, except wheelhouse windows, shall be constructed to “A-60” class standard except in the case of a ship constructed on or after 1 July 2008, where “A-O” class standard is acceptable for windows and sidescuttles outside the limit specified in Rule 60(5).

(4) Where there is permanent access from a pipe tunnel to the main pump-room, a watertight door shall be fitted complying with the following requirements:

(a) doors provided to ensure the watertight integrity of internal openings which are used while at sea shall be sliding watertight doors capable of being remotely closed from the bridge and shall be operable locally from each side of the bulkhead. Indicators shall be provided at the control position showing whether the doors are open or closed and an audible alarm shall be provided at the door closure. The power, control and indicators shall be operable in the event of main power failure and particular attention shall be paid to minimising the effect of control system failure. Each power-operated sliding watertight door shall be provided with an individual hand-operated mechanism and it shall be possible to open and close the door by hand at the door itself from both sides;

(b) in addition to the bridge operation, the watertight door shall be capable of being manually closed from outside the main pump-room entrance; and

(c) the watertight door shall be kept closed during normal operations of the ship except when access to the pipe tunnel is required.

(5) 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 gas tightness of the bulkhead or deck is maintained.

(6) The arrangement of ventilation inlets and outlets and other deckhouse and superstructure boundary space openings shall be such as to complement the provisions of Rule 17 and Rule 112. Such vents, especially for machinery spaces, shall be situated as far aft as practicable. Due consideration in this regard shall be given when the ship is equipped to load or discharge at the stern. Sources of ignition such as electrical equipment shall be so arranged as to avoid an explosion hazard.

Cargo tank venting

17. (1) The venting systems of cargo tanks shall be entirely distinct from the air pipes of the other compartments of a ship. The arrangements and position of openings in the cargo tank deck from which emission of flammable vapours can occur shall 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 paragraphs (2) to (5) and Rule 112 shall apply.

(2) 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.

(3) Where the arrangements are combined with other cargo tanks, either stop valves or other acceptable means shall be provided to isolate each cargo tank. Where stop valves are fitted, they shall be provided with locking arrangements which shall be under the control of the responsible ship’s officer. There shall be a clear visual indication of the operational status of the valves or other acceptable means. Where tanks have been isolated, it shall 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 Rule 112(1)(a). In the case of a tanker constructed on or after 1 January 2017, any isolation shall also 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 Rule 112(1)(b).

(4) 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 shall be fitted with a means for over-pressure or under-pressure protection as required in Rule 112(4).

(5) The venting arrangements shall be connected to the top of each cargo tank and shall 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 shall be provided to drain the vent lines to a cargo tank.

(6) The venting system shall be provided with safety devices to prevent the passage of flame into the cargo tanks. The design, testing and locating of these devices shall comply with the European Union (Marine Equipment) Regulations 2017 ( S.I. No. 177 of 2017 ). Ullage openings shall not be used for pressure equalization. They shall be provided with self-closing and tightly sealing covers. Flame arresters and screens are not permitted in these openings.

(7) (a) Vent outlets for cargo loading, discharging and ballasting required by Rule 112(1)(b) shall:

(i) permit the free flow of vapour mixtures, or

(ii) permit the throttling of the discharge of the vapour mixtures to achieve a velocity of not less than 30 m/s;

(iii) be so arranged that the vapour mixture is discharged vertically upwards;

(iv) where the method is by free flow of vapour mixtures, be such that the outlet shall 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

(v) 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 shall be provided with high velocity devices of an approved type.

(b) The arrangements for the venting of vapours displaced from the cargo tanks during loading and ballasting shall comply with this Rule and Rule 112 and shall 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.

(8) In combination carriers, the arrangements for isolating slop tanks containing oil or oil residues from other cargo tanks shall consist of blank flanges which will remain in position at all times when cargoes other than liquid cargoes referred to in Rule 7(1) are carried.

Ventilation

18. (1) Cargo pump-rooms shall be mechanically ventilated and discharges from the exhaust fans shall be led to a safe place on the open deck. The ventilation of these rooms shall have sufficient capacity to minimize the possibility of accumulation of flammable vapours. The number of air changes shall be at least 20 per hour, based upon the gross volume of the space. The air ducts shall be arranged so that all of the space is effectively ventilated. The ventilation shall be of the suction type using fans of the non-sparking type.

(2) In combination carriers, cargo spaces and any enclosed spaces adjacent to cargo spaces shall 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 shall be provided in cargo pump-rooms, pipe ducts and cofferdams, as referred to in Rule 15(4), adjacent to slop tanks. Suitable arrangements shall be made to facilitate measurement of flammable vapours in all other spaces within the cargo area. Such measurements shall be made possible from the open deck or easily accessible positions.

Inert gas systems – application

19. (1) In the case of tankers of 20,000 tonnes deadweight and greater constructed on or after 1 July 2002 and before 1 January 2016, the protection of the cargo tanks shall be achieved by a fixed inert gas system in accordance with the requirements of the Fire Safety Systems Code, except that, in lieu of the above, the Minister, after having given consideration to the ship’s arrangement and equipment, may accept other fixed installations if they afford equivalent protection. The requirements for alternative fixed installations shall comply with the requirements in Rule 22.

(2) In the case of tankers of 8,000 tonnes deadweight and greater constructed on or after 1 January 2016 when carrying cargoes described in Rule 7(1) and (2), the protection of the cargo tanks shall be achieved by a fixed inert gas system in accordance with the requirements of the Fire Safety Systems Code, except that the Minister may accept other equivalent systems or arrangements that comply with the requirements in Rule 22.

(3) Tankers operating with a cargo tank cleaning procedure using crude oil washing shall be fitted with an inert gas system complying with the Fire Safety Systems Code and with fixed tank washing machines. Inert gas systems fitted on tankers constructed on or after 1 July 2002 and before 1 January 2016 shall comply with the Fire Safety Systems Code.

(4) Tankers required to be fitted with inert gas systems shall comply with the following provisions:

(a) double hull spaces shall be fitted with suitable connections for the supply of inert gas;

(b) where hull spaces are connected to a permanently fitted inert gas distribution system, means shall be provided to prevent hydrocarbon gases from the cargo tanks entering the double hull spaces through the system; and

(c) where such spaces are not permanently connected to an inert gas distribution system, appropriate means shall be provided to allow connection to the inert gas main.

Inert gas systems of chemical tankers and gas carriers

20. The requirements for inert gas systems contained in the Fire Safety Systems Code are not required to be applied to chemical tankers constructed before 1 January 2016 and all gas carriers:

(1) when carrying cargoes described in Rule 7(1), provided that they comply with the Regulation for inert gas systems on chemical tankers adopted by the IMO by Resolution A.567(14) and Corr.1; or

(2) when carrying flammable cargoes other than crude oil or petroleum products such as cargoes listed in Chapters 17 and 18 of the International Bulk Chemical Code, provided that the capacity of tanks used for their carriage does not exceed 3,000 m³ and the individual nozzle capacities of tank washing machines do not exceed 17.5 m³/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 m³/h.

General requirements for inert gas systems

21. (1) The inert gas system shall be capable of inerting, purging and gas freeing empty tanks and maintaining the atmosphere in cargo tanks with the required oxygen content.

(2) Tankers fitted with a fixed inert gas system shall be provided with a closed ullage system.

Requirements for equivalent systems

22. (1) The Minister may, having considered a ship’s arrangement and equipment, accept other fixed installations that comply with paragraph (3).

(2) In the case of a tanker of 8,000 tonnes deadweight and greater but less than 20,000 tonnes deadweight constructed on or after 1 January 2016, in lieu of fixed installations as required by paragraph (1), the Minister may accept other equivalent arrangements or means of protection that comply with paragraph (3).

(3) Where an installation equivalent to a fixed inert gas system or an equivalent arrangement is installed, it shall:

(a) 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

(b) 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

23. (1) Arrangements for purging and/or gas freeing shall be such as to minimize the hazards due to dispersal of flammable vapours in the atmosphere and to flammable mixtures in a cargo tank.

(2) The procedure for cargo tank purging and/or gas freeing shall be carried out in accordance with Rule 133.

(3) The arrangements for inerting, purging or gas-freeing of empty tanks as required in Rule 21(1) shall be to the satisfaction of the Minister and shall be such that the accumulation of hydrocarbon vapours in pockets formed by the internal structural members in a tank is minimised and that:

(a) on individual cargo tanks, the gas outlet pipe, if fitted, shall be positioned as far as practicable from the inert gas/air inlet and in accordance with Rules 17 and 112. 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;

(b) the cross-sectional area of such gas outlet pipe referred to in subparagraph (a) shall be such that an exit velocity of at least 20 m/s can be maintained when any 3 tanks are being simultaneously supplied with inert gas. Their outlets shall extend not less than 2 m above deck level; and

(c) each gas outlet referred to in subparagraph (b) shall be fitted with suitable blanking arrangements.

Gas measurement and detection

24. (1) Tankers, including tankers constructed prior to 1 July 2002, shall be equipped with at least one portable instrument for measuring oxygen and one portable instrument for measuring flammable vapour concentrations, together with a sufficient set of spares. Suitable means shall be provided for the calibration of such instruments.

(2) In double-hull and double-bottom spaces, suitable portable instruments for measuring oxygen and flammable vapour concentrations shall be provided. In selecting these instruments, due attention shall be given to their use in combination with the fixed gas sampling line systems referred to in paragraph (3).

(3) Where the atmosphere in double-hull spaces cannot be reliably measured using flexible gas sampling hoses, such spaces shall be fitted with permanent gas sampling lines. The configuration of gas sampling lines shall be adapted to the design of such spaces.

(4) In double-hull and double-bottom spaces, the materials of construction and the dimensions of gas sampling lines shall be such as to prevent restriction. Where plastic materials are used, they shall be electrically conductive.

(5) (a) In addition to the requirements in paragraphs (1), (2), (3) and (4), an oil tanker of 20,000 tonnes deadweight and greater constructed on or after 1 January 2012 shall be provided with a fixed hydrocarbon gas detection system complying with the Fire Safety Systems 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.

(b) Oil tankers provided with constant operative inerting systems for such spaces as those referred to in subparagraph (a), are not required to be equipped with fixed hydrocarbon gas detection equipment.

(c) A cargo pump-room that is subject to Rule 27 is not required to comply with the requirements of this paragraph.

Air supply to double hull and double bottom spaces

25. Double hull and double bottom spaces shall be fitted with suitable connections for the supply of air.

Protection of cargo area

26. Drip pans for collecting cargo residues in cargo lines and hoses shall be provided in the area of pipe and hose connections under the manifold area. Cargo hoses and tank washing hoses shall have electrical continuity over their entire lengths including couplings and flanges (except shore connections) and should be earthed for removal of electrostatic charges.

Protection of cargo pump-rooms

27. The following requirements shall apply in tankers:

(a) cargo pumps, ballast pumps and stripping pumps, installed in cargo pump-rooms and driven by shafts passing through pump-room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft glands, bearings and pump casings. A continuous audible and visual alarm signal shall be automatically effected in the cargo control room or the pump control station;

(b) lighting in cargo pump-rooms, except emergency lighting, shall be interlocked with ventilation such that the ventilation shall be in operation when switching on the lighting. Failure of the ventilation system shall not cause the lighting to go out;

(c) a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted. Sampling points or detector heads shall 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 shall not be higher than 10 per cent of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the pump-room, engine control room, cargo control room and navigation bridge to alert personnel to the potential hazard; and

(d) all pump-rooms shall be provided with bilge level monitoring devices together with appropriately located alarms.

Control of air supply and flammable liquid to the space

28. (1) The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the spaces being ventilated. The means of closing shall be easily accessible as well as prominently and permanently marked and shall indicate whether the shutoff is open or closed.

(2) Power ventilation of accommodation spaces, service spaces, cargo spaces, control stations and machinery spaces shall be capable of being stopped from an easily accessible position outside the space being served. This position shall not be readily cut off in the event of a fire in the spaces served.

(3) In a passenger ship carrying more than 36 passengers, power ventilation, except machinery space and cargo space ventilation and any alternative system which may be required in accordance with Rule 42, shall be fitted with controls so grouped that all fans may be stopped from either of two separate positions which shall be situated as far apart as practicable. Fans serving power ventilation systems to cargo spaces shall be capable of being stopped from a safe position outside such spaces.

Means of control in machinery spaces

29. (1) Means of control shall be provided for:

(a) opening and closure of skylights, closure of openings in funnels which normally allow exhaust ventilation and closure of ventilator dampers;

(b) stopping ventilating fans. Controls provided for the power ventilation serving machinery spaces shall be grouped so as to be operable from two positions, one of which shall be outside such spaces. The means provided for stopping the power ventilation of the machinery spaces shall be entirely separate from the means provided for stopping ventilation of other spaces;

(c) 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, paragraphs (2) and (3) are not required to apply to oily water separators.

(2) The controls required in paragraph (1) and in Rule 9(6) shall be located outside the space concerned so they will not be cut off in the event of fire in the space they serve.

(3) In a passenger ship, the controls required in paragraphs (1) and (2) and in Rule 43(3) and Rule 66(4) and the controls for any required fire-extinguishing system shall be situated at one control position or grouped in as few positions as possible to the satisfaction of the Minister. Such positions shall have a safe access from the open deck.

(4) (a) In the case of periodically unattended machinery spaces, the Minister shall give special consideration to maintaining the fire integrity of the machinery spaces, the location and centralization of the fire-extinguishing system controls, the required shutdown arrangements, with regard, inter alia, to such matters as ventilation and fuel pumps, and that additional fire-extinguishing appliances and other fire-fighting equipment and breathing apparatus may be required.

(b) In a passenger ship, the requirements arising from paragraph (a) shall be at least equivalent to those of machinery spaces normally attended.

Fire protection materials – use of non-combustible materials

30. (1) Insulating materials shall 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, are not required to be of non-combustible materials, but they shall be kept to the minimum quantity practicable and their exposed surfaces shall have low flame spread characteristics.

(2) In a passenger ship, except in cargo spaces, all linings, grounds, draught stops and ceilings shall be of non-combustible material except in mail rooms, baggage rooms, saunas or refrigerated compartments of service spaces.

(3) In a cargo ship, all linings, ceilings, draught stops and their associated grounds shall be of non-combustible materials in the following spaces:

(a) accommodation and service spaces and control stations for ships where Method IC is specified as referred to in Rule 55; and

(b) 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 Rule 55.

(4) On a passenger ship:

(a) partial bulkheads or decks used to subdivide a space for utility or artistic treatment shall be of non-combustible materials;

(b) linings, ceilings and partial bulkheads or decks used to screen or to separate adjacent cabin balconies shall be of non-combustible materials.

Fire protection materials – use of combustible materials

31. (1) (a) Subject to subparagraph (b), in a passenger ship, “A”, “B” or “C” class divisions in accommodation and service spaces and cabin balconies which are faced with combustible materials, facings, mouldings, decorations and veneers shall comply with paragraphs (3), (4) and (5) and Rules 34 and 35.

(b) The provisions of paragraph (4) are not required to be applied to cabin balconies.

(c) Traditional wooden benches and wooden linings on bulkheads and ceilings are permitted in saunas and such materials are not required to be subject to the calculations prescribed in paragraphs (3) and (4).

(2) In a cargo ship, 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 paragraphs (3), (4) and (5) and Rules 34(1) and 35(1).

(3) Combustible materials used on the surfaces and linings specified in paragraphs (1) and (2) shall have a calorific value not exceeding 45 MJ/m² of the area for the thickness used. The requirements of this paragraph shall not apply to the surfaces of furniture fixed to linings or bulkheads.

(4) Where combustible materials are used in accordance with paragraphs (1) or (2), they shall comply with the following requirements:

(a) the total volume of combustible facings, mouldings, decorations and veneers in accommodation and service spaces shall not 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 is not required to be included in the calculation of the total volume of combustible materials; and

(b) in the case of a ship fitted with an automatic sprinkler system complying with the provisions of the Fire Safety Systems Code, the volume referred to in subparagraph (a) may include some combustible material used for the erection of “C” Class divisions.

(5) The following surfaces shall have low flame-spread characteristics in accordance with the Fire Test Procedures Code:

(a) In a passenger ship:

(i) exposed surfaces in corridors and stairway enclosures and of bulkhead and ceiling linings in accommodation and service spaces (except saunas) and control stations;

(ii) surfaces and grounds in concealed or inaccessible spaces in accommodation and service spaces and control stations; and

(iii) exposed surfaces of cabin balconies, except for natural hard wood decking systems.

(b) In a cargo ship:

(i) exposed surfaces in corridors and stairway enclosures and of ceilings in accommodation and service spaces (except saunas) and control stations; and

(ii) surfaces and grounds in concealed or inaccessible spaces in accommodation and service spaces and control stations.

Furniture in stairway enclosures of passenger ships

32. (1) Furniture in stairway enclosures shall be limited to seating. It shall be fixed, limited to 6 seats on each deck in each stairway enclosure, be of restricted fire risk determined in accordance with the Fire Test Procedures Code, and shall not restrict the passenger escape route.

(2) Notwithstanding paragraph (1), the Minister 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 shall not be permitted in passenger and crew corridors forming escape routes in cabin areas. In addition, lockers of non-combustible material, providing storage for non-hazardous safety equipment required by these Rules, may be permitted.

(3) 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

33. (1) On passenger ships, furniture and furnishings on cabin balconies shall comply with the requirements of paragraph (2) unless such balconies are protected by a fixed pressure water-spraying and fixed fire detection and fire alarm systems complying with Rule 41(5) and Rule 102(3).

(2) (a) Case furniture such as desks, wardrobes, dressing tables, bureaux, or dressers shall be 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 or tables shall be constructed with frames of non-combustible materials.

(c) Draperies, curtains and other suspended textile materials shall have qualities of resistance to the propagation of flame not inferior to those of wool having a mass of 0.8 kg/m², this being determined in accordance with the Fire Test Procedures Code.

(d) Upholstered furniture and bedding components shall have qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code.

Paints, varnishes and other finishes

34. (1) Paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the Fire Test Procedures Code.

(2) In the case of a passenger ship constructed on or after 1 July 2008, paints, varnishes and other finishes used on exposed surfaces of cabin balconies, excluding natural hard wood decking systems, shall not be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the Fire Test Procedures Code.

Primary deck coverings

35. (1) Primary deck coverings, if applied within accommodation and service spaces and control stations, shall 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 Fire Test Procedures Code.

(2) In the case of a passenger ship constructed on or after 1 July 2008, primary deck coverings on cabin balconies shall not give rise to smoke, toxic or explosive hazards at elevated temperatures, this being determined in accordance with the Fire Test Procedures Code.

PART 3

SUPPRESSION OF FIRE

Fire detection and alarm – general requirements

36. (1) In the case of a ship constructed on or after 1 July 2002 and before 1 July 2010, a fixed fire detection and fire alarm system shall be provided in accordance with this Rule.

(2) A fixed fire detection and fire alarm system and a sample extraction smoke detection system required in this Rule and other Rules in this Part shall be of an approved type and comply with the Fire Safety Systems Code.

(3) Where a fixed fire detection and fire alarm system is required for the protection of spaces other than those specified in Rule 39(1), at least one detector complying with the Fire Safety Systems Code shall be installed in each such space.

(4) In the case of a ship constructed on or after 1 July 2010, a fixed fire detection and fire alarm system for passenger ships shall be capable of remotely and individually identifying each detector and manually operated call point.

Initial and periodical tests

37. (1) The functioning of fixed fire detection and fire alarm systems required by these Rules shall be tested under varying conditions of ventilation after installation.

(2) The functioning of fixed fire detection and fire alarm systems shall be periodically tested to the satisfaction of the Minister 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.

Protection of machinery spaces

38. (1) A fixed fire detection and fire alarm system shall be installed in:

(a) periodically unattended machinery spaces;

(b) machinery spaces where:

(i) the installation of automatic and remote control systems and equipment has been approved in lieu of continuous manning of the space; and

(ii) the main propulsion and associated machinery, including the main sources 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) in the case of a ship constructed on or after 1 July 2012, enclosed spaces containing incinerators.

(2) (a) The fixed fire detection and fire alarm system required in accordance with paragraph (1) shall 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.

(b) Except in spaces of restricted height and where their use is specially appropriate, detection systems using only thermal detectors shall not be permitted.

(c) The detection system shall 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 shall sound in a place where a responsible member of the crew is on duty.

Protection of accommodation and service spaces and control stations

39. (1) Smoke detectors shall be installed in all stairways, corridors and escape routes within accommodation spaces in accordance with paragraphs (2), (3) and (4). Consideration shall be given to the installation of special purpose smoke detectors within ventilation ducting.

(2) In a passenger ship carrying more than 36 passengers:

(a) a fixed fire detection and fire alarm system shall 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;

(b) smoke detectors are not required to 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 are not required to be fitted with a fixed fire detection and alarm system;

(c) in the case of a ship constructed on or after 1 July 2010, detectors fitted in cabins, when activated, shall also be capable of emitting, or cause to be emitted, an audible alarm within the space where they are located.

(3) In a passenger ship carrying not more than 36 passengers, there shall be installed throughout each separate zone, whether vertical or horizontal, in all accommodation and service spaces and, where it is considered necessary by the Minister, in control stations, except spaces which afford no substantial fire risk such as void spaces and sanitary spaces, 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. In the case of a ship constructed on or after 1 July 2010, detectors fitted in cabins, when activated, shall 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 Fire Safety Systems 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.

(4) In a passenger ship, the entire main vertical zone containing the atrium shall be protected throughout with a smoke detection system.

(5) In a cargo ship, accommodation and service spaces and control stations shall be protected by a fixed fire detection and fire alarm system or an automatic sprinkler, fire detection and fire alarm system as set out below, depending on a protection method adopted in accordance with Rule 55:

(a) Method IC – A fixed fire detection and fire alarm system shall 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 Fire Safety Systems Code shall 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 and sanitary spaces. In addition, a fixed fire detection and fire alarm system shall 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 shall 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 and sanitary spaces. In addition, a fixed fire detection and fire alarm system shall be so installed and arranged as to provide smoke detection in all corridors, stairways and escape routes within accommodation spaces.

(6) In a passenger ship, a fixed fire detection and fire alarm system or a sample extraction smoke detection system shall be provided in any cargo space which, in the opinion of the Minister, is not accessible, except where it is shown to the satisfaction of the Minister that the ship is engaged on voyages of such short duration that it would be unreasonable to apply this requirement.

(7) Manually operated call points complying with the Fire Safety Systems Code shall be installed throughout the accommodation spaces, service spaces and control stations. One manually operated call point shall be located at each exit. Manually operated call points shall 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.

Fire patrols in passenger ships

40. (1) In a passenger ship carrying more than 36 passengers, an efficient patrol system shall be maintained so that an outbreak of fire may be promptly detected. Each member of the fire patrol shall be trained to be familiar with the arrangements of the ship as well as the location and operation of any equipment he or she may be called upon to use.

(2) The construction of ceiling and bulkheads shall 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 Minister there is no risk of fire originating in such places.

(3) Each member of the fire patrol shall be provided with a two-way portable radiotelephone apparatus.

Fire alarm signalling systems in passenger ships

41. (1) A passenger ship shall at all times when at sea or in port (except when not in service) be so manned or equipped as to ensure that any initial fire alarm is immediately received by a responsible member of the crew.

(2) The control panel of fixed fire detection and fire alarm systems shall be designed on the fail-safe principle whereby an open detector circuit shall cause an alarm condition.

(3) In the case of a passenger ship carrying more than 36 passengers:

(a) the fire detection alarms for the systems required by Rule 39(2) shall be centralized in a continuously manned central control station. In addition, controls for remote closing of the fire doors and shutting down the ventilation fans shall be centralized in the same location;

(b) the ventilation fans shall be capable of reactivation by the crew at the continuously manned control station. The control panels in the central control station shall be capable of indicating open or closed positions of fire doors and closed or off status of the detectors, alarms and fans.

(c) the control panel shall be continuously powered and shall have an automatic change-over to standby power supply in case of loss of normal power supply. The control panel shall be powered from the main source of electrical power and the emergency source of electrical power defined in Rule 1(2) of the Merchant Shipping (Passenger Ship Construction and Survey) Rules 1985 ( S.I. No. 274 of 1985 ) unless other equivalent arrangements are accepted by the Minister.

(4) A special alarm, operated from the navigation bridge or fire control station, shall be fitted to summon the crew. This alarm may be part of the ship’s general alarm system and shall be capable of being sounded independently of the alarm to the passenger spaces.

(5) A fixed fire detection and fire alarm system complying with the provisions of the Fire Safety Systems Code shall be installed on cabin balconies of ships to which Rule 33 applies, when furniture and furnishings on such balconies are not in compliance with Rule 33(2).

Control of smoke spread – protection of control stations outside machinery spaces

42. (1) Practicable measures shall be taken for the protection of 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.

(2) Alternative and separate means of air supply shall be provided and air inlets of the two sources of supply shall be so disposed that the risk of both inlets drawing in smoke simultaneously is minimised.

(3) At the discretion of the Minister, the requirements of paragraphs (1) and (2) may not apply to control stations situated on, and opening onto, an open deck or where local closing arrangements would be equally effective. In the case of a ship constructed on or after 1 July 2010, 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.

Release of smoke from machinery spaces

43. (1) The provisions of this Rule apply to machinery spaces of category A and, where the Minister considers desirable, to other machinery spaces.

(2) Suitable arrangements shall be made to permit the release of smoke, in the event of fire, from the space to be protected, subject to the provisions of Rule 66(2). The normal ventilation systems may be acceptable for this purpose.

(3) Means of control shall be provided for permitting the release of smoke and such controls shall be located outside the space concerned so that, in the event of fire, they will not be cut off from the space they serve.

(4) In a passenger ship, the controls required by paragraph (3) shall be situated at one control position or grouped in as few positions as possible to the satisfaction of the Minister. Such positions shall have a safe access from the open deck.

Draught stops

44. Air spaces enclosed behind ceilings, panelling or linings shall 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 and trunks, shall be closed at each deck.

Smoke extraction systems in atriums of passenger ships

45. In a passenger ship, atriums shall be equipped with a smoke extraction system. The smoke extraction system shall be activated by the required smoke detection system and be capable of manual control. The fans shall be sized such that the entire volume within the space can be exhausted in 10 minutes or less.

Containment of fire – thermal and structural boundaries

46. Ships of all types shall be subdivided into spaces by thermal and structural divisions having regard to the fire risks of the spaces.

Passenger ships – main vertical zones and horizontal zones

47. (1) In a ship carrying more than 36 passengers, the hull, superstructure and deckhouses shall be subdivided into main vertical zones by “A-60” class divisions. Steps and recesses shall be kept to a minimum, but where they are necessary they shall also be “A-60” class divisions. Where a category (5), (9) or (10) space defined in Rule 49(2)(b) 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 a passenger ship carrying not more than 36 passengers, the hull, superstructure and deckhouses in way of accommodation and service spaces shall be subdivided into main vertical zones by “A” class divisions. These divisions shall have insulation values in accordance with Tables 1 and 2 to Rule 51.

(3) As far as practicable, the bulkheads forming the boundaries of the main vertical zones above the bulkhead deck shall 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 m² 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.

(4) The bulkheads referred to in paragraph (3) shall extend from deck to deck and to the shell or other boundaries.

(5) 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 shall extend between adjacent main vertical zone bulkheads and to the shell or exterior boundaries of the ship and shall be insulated in accordance with the fire insulation and integrity values given in Table 2 to Rule 51.

(6) Subject to paragraph (7), on a ship 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 shall be substituted and specifically approved by the Minister. Service spaces and ship stores shall not be located on ro-ro decks unless protected in accordance with the applicable requirements.

(7) Notwithstanding paragraph (6), in a ship with special category spaces, such spaces shall comply with the applicable provisions of Rules 156 to 163 and where such compliance would be inconsistent with other requirements for passenger ships specified in these Rules, the requirements of Rules 156 to 163 shall prevail.

Passenger ships – bulkheads within a main vertical zone

48. (1) In a passenger ship carrying more than 36 passengers, bulkheads which are not required to be “A” class divisions shall be at least “B” class or “C” class divisions as prescribed in Tables 1 and 2 in Rule 49.

(2) In a passenger ship carrying not more than 36 passengers, bulkheads within accommodation and service spaces which are not required to be “A” class divisions shall be at least “B” class or “C” class divisions as prescribed in Tables 1 and 2 to Rule 51. In addition, corridor bulkheads, where not required to be “A” class divisions, shall be “B” class divisions which shall extend from deck to deck except:

(a) 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 shall be of material which, in thickness and composition, is acceptable in the construction of “B” class divisions, but which shall be required to meet “B” class integrity standards only in so far as is reasonable and practicable in the opinion of the Minister; and

(b) in the case of a ship protected by an automatic sprinkler system complying with the provisions of the Fire Safety Systems 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 Rule 51. All doors and frames in such bulkheads shall be of non-combustible materials and shall have the same fire integrity as the bulkhead in which they are fitted.

(3) Bulkheads required to be “B” class divisions, except corridor bulkheads as prescribed in paragraph (2), shall 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.

Passenger ships – fire integrity of bulkheads and decks in ships carrying more than 36 passengers

49. (1) 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 shall be as prescribed in Tables 1 and 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 shall be determined to the satisfaction of the Minister.

(2) The following requirements shall govern application of the Tables:

(a) Table 1 shall apply to bulkheads not bounding either main vertical zones or horizontal zones. Table 2 shall apply to decks not forming steps in main vertical zones nor bounding horizontal zones;

(b) (i) in order to determine 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 (1) to (14) 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 Rule, or where it is possible to assign two or more classifications to a space, it shall be treated as a space within the relevant category having the most stringent boundary requirements;

(ii) smaller, enclosed rooms within a space that have less than 30 per cent communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms shall be as prescribed in Tables 1 and 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:

(1) Control stations, including:

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 centralised fire alarm equipment;

spaces containing centralised emergency public address system stations and equipment;

(2) Stairways, including:

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 that is enclosed at only one level shall be regarded as part of the space from which it is not separated by a fire door;

(3) Corridors, including passenger and crew corridors and lobbies;

(4) Evacuation stations and external escape routes, including:

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;

(5) Open deck spaces, including:

open deck spaces and enclosed promenades clear of lifeboat and liferaft embarkation and lowering stations. To be considered in this category, enclosed promenades shall have no significant fire risk, meaning that furnishings shall be restricted to deck furniture. In addition, such spaces shall be naturally ventilated by permanent openings;

air spaces (the space outside superstructures and deckhouses);

(6) Accommodation spaces of minor fire risk, including:

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 m²;

(7) Accommodation spaces of moderate fire risk, including:

spaces as in category (6) 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 greater;

isolated lockers and small store-rooms in accommodation spaces having areas less than 4 m² (in which flammable liquids are not stowed);

sale shops, in the case of a ship constructed before 1 July 2010;

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 m² or less);

specie rooms;

operating rooms;

(8) Accommodation spaces of greater fire risk, including:

public spaces containing furniture and furnishings of other than restricted fire risk and having a deck area of 50 m² or greater;

barber shops and beauty parlours;

saunas;

sale shops, in the case of a ship constructed on or after 1 July 2010;

(9) Sanitary and similar spaces, including:

communal sanitary facilities, showers, baths, water closets;

small laundry rooms;

indoor swimming pool area;

isolated pantries containing no cooking appliances in accommodation spaces;

private sanitary facilities shall be considered a portion of the space in which they are located;

(10) Tanks, voids and auxiliary machinery spaces having little or no fire risk, including:

water tanks forming part of the ship’s structure;

voids and cofferdams;

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 aforementioned spaces and other closed trunks such as pipe and cable trunks;

(11) Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk, including:

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 (10) 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 fire pumps, bilge pumps;

closed trunks serving the aforementioned spaces;

(12) Machinery spaces and main galleys, including:

main propulsion machinery rooms (other than electric propulsion motor rooms) and boiler rooms;

auxiliary machinery spaces other than those in categories (10) and (11) which contain internal combustion machinery or other oil-burning, heating or pumping units;

main galleys and annexes;

trunks and casings to the aforementioned spaces;

(13) Store-rooms, workshops, pantries, including:

main pantries not annexed to galleys;

main laundry;

large drying rooms (having a deck area greater than 4 m²);

miscellaneous stores;

mail and baggage rooms;

garbage rooms;

workshops (not part of machinery spaces or galleys);

lockers and store-rooms having areas greater than 4 m², other than those spaces that have provisions for the storage of flammable liquids;

(14) Other spaces in which flammable liquids are stowed, including:

paint lockers;

store-rooms containing flammable liquids (including dyes and medicines);

laboratories (in which flammable liquids are stowed);

(c) where a single value is shown for the fire integrity of a boundary between two spaces, that value shall apply in all cases;

(d) notwithstanding the provisions of Rule 48, there are no special requirements for material or integrity of boundaries where only a dash appears in the Tables;

(e) the Minister shall determine in respect of category (5) spaces whether the insulation values in Table 1 shall apply to ends of deckhouses and superstructures, and whether the insulation values in Table 2 shall apply to weather decks. In no case shall the requirements of category (5) of Tables 1 or 2 necessitate enclosure of spaces which in the opinion of the Minister are not required to be enclosed.

(3) 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.

TABLE 1

Bulkheads not bounding either main vertical zones or horizontal zones

Notes: See notes following Table 2 to this Rule.

TABLE 2

Decks not forming steps in main vertical zones nor bounding horizontal zones

Notes: To be applied to Tables 1 and 2 to Rule 49.

a Where adjacent spaces are in the same numerical category and superscript “a” appears, a bulkhead or deck between such spaces is not required to be fitted if deemed unnecessary by the Minister. For example, in category (12) a bulkhead may 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 required between a galley and a machinery space even though both spaces are in category (12).

b 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”.

c Where public toilets are installed completely within the stairway enclosure, the public toilet bulkhead within the stairway enclosure may be of “B” class integrity.

d Where spaces of categories (6), (7), (8) and (9) are located completely within the outer perimeter of the assembly station, the bulkheads of these spaces may be of “B-0” class integrity. Control positions for audio, video and light installations may be considered as part of the assembly station.

Construction and arrangement of saunas

50. (1) The perimeter of the sauna shall be of “A” class boundaries and may include changing rooms, showers and toilets. The sauna shall be insulated to “A-60” standard against other spaces except those inside of the perimeter and spaces of categories (5), (9) and (10).

(2) Bathrooms with direct access to saunas may be considered as part of the saunas. In such cases, the door between the sauna and the bathroom is not required to 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 shall 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 shall be at least 500 mm or the combustible materials shall be protected.

(4) The traditional wooden benches may be used in the sauna.

(5) The sauna door shall open outwards by pushing.

(6) Electrically heated ovens shall be provided with a timer.

Passenger ships – fire integrity of bulkheads and decks in ships carrying not more than 36 passengers

51. (1) 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 shall be as prescribed in Tables 1 and 2 to this Rule.

(2) The following requirements shall govern application of Tables 1 and 2 to this Rule:

(a) Tables 1 and 2 shall apply respectively to the bulkheads and decks separating adjacent spaces;

(b) (i) in order to determine 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 (1) to (11) 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 Rule, or where it is possible to assign two or more classifications to a space, it shall be treated as a space within the relevant category having the most stringent boundary requirements;

(ii) smaller, enclosed rooms within a space that have less than 30 per cent communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms shall be as prescribed in Tables 1 and 2 to this Rule. 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:

(1) Control stations, including:

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 centralised fire alarm equipment.

(2) Corridors, including passenger and crew corridors and lobbies.

(3) Accommodation spaces, excluding corridors.

(4) Stairways, including:

interior stairways, lifts, totally enclosed emergency escape trunks, 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 shall be regarded as part of the space from which it is not separated by a fire door.

(5) Service spaces of low risk, including lockers and store-rooms not having provisions for the storage of flammable liquids and having areas less than 4 m², and drying rooms and laundries.

(6) Machinery spaces of category A.

(7) Other machinery spaces, including:

electrical equipment rooms, auto-telephone exchange and air-conditioning duct spaces;

machinery spaces as defined in Rule 2, excluding machinery spaces of category A.

(8) Cargo spaces, including all spaces used for cargo (including cargo oil tanks) and trunkways and hatchways to such spaces, other than special category spaces.

(9) Service spaces of high risk, including:

galleys, pantries containing cooking appliances, paint and lamp rooms, lockers and store- rooms having areas of 4 m² or greater, spaces for the storage of flammable liquids, saunas and workshops other than those forming part of the machinery spaces.

(10) Open decks, including:

open deck spaces and enclosed promenades having little or no fire risk. Enclosed promenades shall have no significant fire risk, meaning that furnishing shall be restricted to deck furniture. In addition, such spaces shall be naturally ventilated by permanent openings;

air spaces, being the space outside superstructures and deckhouses.

(11) Special category spaces and ro-ro spaces;

(c) 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 Fire Safety Systems Code or between such zones neither of which is so protected, the higher of the two values given in the Tables shall apply;

(d) 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 Fire Safety Systems Code or between such zones both of which are so protected, the lesser of the two values given in the Tables shall 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 shall apply to the division between the zones.

(3) 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.

(4) External boundaries which are required in Rule 108 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 a passenger ship to have “A” class integrity. Similarly, in such boundaries which are not required to have “A” class integrity, doors may be constructed of alternative materials where no reduction of safety occurs to the satisfaction of the Minister.

(5) A sauna shall comply with Rule 50.

TABLE 1

Fire integrity of bulkheads separating adjacent spaces

See notes following Table 2 to this Rule.

TABLE 2

Fire integrity of decks separating adjacent spaces

Notes: To be applied to both Tables 1 and 2 to Rule 51 as appropriate:

a For clarification as to which applies, see Rules 48 and 52.

b Where spaces are of the same numerical category and superscript “b” appears, a bulkhead or deck of the rating shown in the Tables is only required when the adjacent spaces are for a different purpose, such as in category (9). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an “A-0” bulkhead.

c Bulkheads separating the wheelhouse and chartroom from each other may have a “B-0” rating. In the case of a ship constructed on or after 1 July 2010, a fire rating is not required for those partitions separating the navigation bridge and the safety centre when the latter is within the navigation bridge.

d See Rules 51(2)(c) and (d).

e For the application of Rule 47(2), “B-0” and “C”, where appearing in Table 1, shall be read as “A-0”.

f Fire insulation is not required to be fitted if the machinery space in category (7), in the opinion of the Minister, 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 (10) space, is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations shall 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 Rule 47(2), an asterisk, where appearing in Table 2, except for categories (8) and (10), shall be read as “A-0”.

Protection of stairways and lifts in accommodation area

52. (1) A stairway shall be within enclosures formed of “A” class divisions, with positive means of closure at all openings, except that:

(a) a stairway connecting only two decks is not required to 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 shall be protected in accordance with the Tables for decks in Rule 49 or 51; and

(b) stairways may be fitted in the open in a public space, provided they lie wholly within the public space.

(2) Lift trunks shall be so fitted as to prevent the passage of smoke and flame from one ‘tween-deck to another and shall be provided with means of closing so as to permit the control of draught and smoke. Machinery for lifts located within stairway enclosures shall be arranged in a separate room, surrounded by steel boundaries, except that small passages for lift cables are permitted. Lifts that open into spaces other than corridors, public spaces, special category spaces, stairways and external areas shall not open into stairways included in the means of escape.

Arrangement of cabin balconies

53. On a passenger ship constructed on or after 1 July 2008, non-load bearing partial bulkheads which separate adjacent cabin balconies shall be capable of being opened by the crew from each side for the purpose of fighting fires.

Protection of atriums

54. In the case of a ship constructed on or after 1 July 2010:

(a) atriums shall be within enclosures formed of “A” class divisions having a fire rating determined in accordance with Table 2 to Rule 49 and Table 2 to Rule 51, as applicable;

(b) decks separating spaces within atriums shall have a fire rating determined in accordance with Table 2 to Rule 49 and Table 2 to Rule 51, as applicable.

Cargo ships except tankers – methods of protection in accommodation area

55. (1) In accommodation and service spaces and control stations in a cargo ship, other than a tanker, one of the following methods of protection shall be adopted:

(a) 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 Rule 39(5)(a); or

(b) Method IIC – The fitting of an automatic sprinkler, fire detection and fire alarm system as required by Rule 39(5)(b) 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

(c) Method IIIC – The fitting of a fixed fire detection and fire alarm system as required by Rule 39(5)(c), 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 50m².

(2) The requirements for the use of non-combustible materials in the construction and insulation of boundary bulkheads of such spaces as machinery spaces, control stations and service spaces, and the protection of the above stairway enclosures and corridors shall be common to all three methods outlined in paragraph (1).

Cargo ships except tankers – bulkheads within accommodation area

56. (1) In a cargo ship, other than a tanker, bulkheads required to be “B” class divisions shall 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. One of the following methods of protection shall be adopted:

(a) Method IC – Bulkheads not required by this or other Rules for cargo ships to be “A” or “B” class divisions shall be of at least “C” class construction;

(b) Method IIC – There shall be no restriction on the construction of bulkheads not required by this or other Rules for cargo ships to be “A” or “B” class divisions except in individual cases where “C” class bulkheads are required in accordance with Table 1 to Rule 57;

(c) Method IIIC – There shall be no restriction on the construction of bulkheads not required forcargo ships to be “A” or “B” class divisions except that the area of any accommodation space orspaces bounded by a continuous “A” or “B” class division must in no case exceed 50 m², except inindividual cases where “C” class bulkheads are required in accordance with Table 1 to Rule 57.

Cargo ships except tankers – fire integrity of bulkheads and decks

57. (1) In a cargo ship, other than a tanker, in addition to complying with the specific provisions for fireintegrity of bulkheads and decks of cargo ships, the minimum fire integrity of bulkheads and decks shall be as prescribed in Tables 1 and 2 to this Rule.

(2) The following requirements shall govern application of Tables 1 and 2:

(a) Tables 1 and 2 shall apply respectively to the bulkheads and decks separating adjacent spaces;

(b) (i) in order to determine 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 (1) to (11) 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 Rule, or where it is possible to assign two or more classifications to a space, it shall be treated as a space within the relevant category having the most stringent boundary requirements;

(ii) smaller, enclosed rooms within a space that have less than 30 per cent communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms shall be as prescribed in Tables 1 and 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:

(1) Control stations, including:

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 centralised fire alarm equipment.

(2) Corridors and lobbies.

(3) Accommodation spaces, excluding corridors.

(4) Stairways, including:

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 shall be regarded as part of the space from which it is not separated by a fire door.

(5) Service spaces (low risk), including lockers and store-rooms not having provisions for the storage of flammable liquids and having areas less than 4 m² and drying rooms and laundries.

(6) Machinery spaces of category A.

(7) Other machinery spaces, including:

electrical equipment rooms, auto-telephone exchange and air-conditioning duct spaces;

machinery spaces, excluding machinery spaces of category A.

(8) Cargo spaces, including all spaces used for cargo (including cargo oil tanks) and trunkways and hatchways to such spaces.

(9) Service spaces (high risk), including:

galleys, pantries containing cooking appliances, saunas, paint lockers and store-rooms having areas of 4 m² or greater, spaces for the storage of flammable liquids, and workshops other than those forming part of the machinery spaces.

(10) Open decks, including:

open deck spaces and enclosed promenades having little or no fire risk. To be considered in this category, enclosed promenades shall have no significant fire risk, meaning that furnishings shall be restricted to deck furniture. In addition, such spaces shall be naturally ventilated by permanent openings;

air spaces, being the space outside superstructures and deckhouses.

(11) Ro-ro spaces and vehicle spaces.

(3) 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.

(4) External boundaries that are required in Rule 108 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 that are not required to have “A” class integrity, doors may be constructed of alternative materials where no reduction of safety occurs, to the satisfaction of the Minister.

(5) A sauna shall comply with Rule 50.

TABLE 1

Fire integrity of bulkheads separating adjacent spaces

See Notes following Table 2 to this Rule.

TABLE 2

Fire integrity of decks separating adjacent spaces

Notes: To be applied to Tables 1 and 2 to Rule 57, as appropriate:

a No special requirements are imposed upon bulkheads in Methods IIC and IIIC fire protection.

b In the case of Method IIIC, “B” class bulkheads of “B-0” rating shall be provided between spaces or groups of spaces of 50 m² and greater in area.

c For clarification as to which requirement applies, see Rules 56 and 58.

d Where spaces are of the same numerical category and superscript “d” appears, a bulkhead or deck of the rating shown in the Tables is only required when the adjacent spaces are for a different purpose (for example in category (9)). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an “A-0” bulkhead.

e Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a “B-0” rating.

f 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.

g For cargo spaces in which dangerous goods are intended to be carried, Rule 152 applies.

h Bulkheads and decks separating ro-ro spaces shall be capable of being closed reasonably gastight and such divisions shall have “A” class integrity in so far as reasonable and practicable, if in the opinion of the Minister it has little or no fire risk.

i Fire insulation is not required to be fitted in the machinery space in category (7) if, in the opinion of the Minister, it 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 an open deck, is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations shall 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.

Cargo ships except tankers – protection of stairways and lift trunks in accommodation spaces, service spaces and control stations

58. (1) In a cargo ship, other than a tanker, stairways that penetrate only a single deck shall be protected, at a minimum, at one level by at least “B-0” class divisions and self-closing doors. Lifts that penetrate only a single deck shall be surrounded by “A-0” class divisions with steel doors at both levels. Stairways and lift trunks that penetrate more than a single deck shall be surrounded by at least “A-0” class divisions and be protected by self-closing doors at all levels.

(2) On a cargo ship, other than a tanker, 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 paragraph (1) may be reduced to “B-0”.

Tankers – method of protection in accommodation area

59. In a tanker, the method of protection in accommodation and service spaces and control stations shall be in accordance with Method IC in Rule 55(1)(a).

Tankers – fire integrity of bulkheads and decks

60. (1) In a tanker, in addition to complying with the specific provisions for the fire integrity of bulkheads and decks of tankers, the minimum fire integrity of bulkheads and decks shall be as prescribed in Tables 1 and 2 to this Rule.

(2) The following requirements shall govern application of Tables 1 and 2:

(a) Tables 1 and 2 shall apply respectively to the bulkhead and decks separating adjacent spaces;

(b) (i) in order to determine 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 (1) to (10) 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 Rule, or where it is possible to assign two or more classifications to a space, it shall be treated as a space within the relevant category having the most stringent boundary requirements;

(ii) smaller, enclosed areas within a space that have less than 30 per cent communicating openings to that space are considered separate areas. The fire integrity of the boundary bulkheads and decks of such smaller spaces shall be as prescribed in Tables 1 and 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:

(1) Control stations, including:

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 centralised fire alarm equipment.

(2) Corridors and lobbies.

(3) Accommodation spaces, excluding corridors.

(4) Stairways, including:

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 that is enclosed only at one level shall be regarded as part of the space from which it is not separated by a fire door.

(5) Service spaces (low risk), including lockers and store-rooms not having provisions for the storage of flammable liquids and having areas less than 4 m² and drying rooms and laundries.

(6) Machinery spaces of category A.

(7) Other machinery spaces, including:

electrical equipment rooms, auto-telephone exchange and air-conditioning duct spaces;

machinery spaces, excluding machinery spaces of category A.

(8) Cargo pump-rooms, including spaces containing cargo pumps and entrances and trunks to such spaces.

(9) Service spaces (high risk), including galleys, pantries containing cooking appliances, saunas, paint lockers and store-rooms having areas of 4 m² or greater, spaces for the storage of flammable liquids and workshops other than those forming part of the machinery spaces.

(10) Open decks, including:

open deck spaces and enclosed promenades having little or no fire risk. To be considered in this category, enclosed promenades shall have no significant fire risk, meaning that furnishings shall be restricted to deck furniture. In addition, such spaces shall be naturally ventilated by permanent openings;

air spaces, being the space outside superstructures and deckhouses.

(3) 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.

(4) External boundaries, which are required in Rule 108 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 that are not required to have “A” class integrity, doors may be constructed of alternative materials where no reduction of safety occurs, to the satisfaction of the Minister.

(5) Exterior boundaries of superstructures and deckhouses enclosing accommodation and including any overhanging decks that support such accommodation shall be constructed of steel and insulated to “A-60” standard for the whole of the portions that 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 shall be measured horizontally and parallel to the middle line of the ship from the boundary that faces the cargo area at each deck level. In the case of the sides of those superstructures and deckhouses, such insulation shall be carried up to the underside of the deck of the navigation bridge.

(6) Skylights to cargo pump-rooms shall be of steel, shall not contain any glass and shall be capable of being closed from outside the pump-room.

(7) The construction and arrangement of a sauna shall comply with Rule 50.

TABLE 1

Fire integrity of bulkheads separating adjacent spaces

See Notes following Table 2 to this Rule.

TABLE 2

Fire integrity of decks separating adjacent spaces

Notes: To be applied to Tables 1 and 2 to Rule 60 as appropriate.

a For clarification as to which applies, see Rules 56 and 58.

b Where spaces are of the same numerical category and superscript “b” appears, a bulkhead or deck of the rating shown in the Tables is only required when the adjacent spaces are for a different purpose, such as in category (9). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an “A-0” bulkhead.

c Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a “B-0” rating.

d 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 gastight seals with efficient lubrication or other means of ensuring the permanence of the gas seal are fitted in way of the bulkheads or deck.

e Fire insulation is not required to be fitted in the machinery space in category (7) if, in the opinion of the Minister, 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 shall 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.

Penetrations in fire-resisting divisions and prevention of heat transmission

61. (1) Where “A” class divisions are penetrated, such penetrations shall be tested in accordance with the Fire Test Procedures Code, subject to Rule 62(3). In the case of ventilation ducts, Rules 68(2) and 70(1) apply. However, where a pipe penetration is made of steel or equivalent material having a thickness of 3 mm 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 shall be suitably insulated by extension of the insulation at the same level of the division.

(2) Where “B” class divisions are penetrated for the passage of electric cables, pipes, trunks and ducts or for the fitting of ventilation terminals, lighting fixtures and similar devices, arrangements shall be made to ensure that the fire resistance is not impaired, subject to Rule 70(2). Pipes, other than steel or copper pipes, that penetrate “B” class divisions shall 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 greater, 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 shall be connected to the ends of the sleeve by flanges or couplings; or the clearance between the sleeve and the pipe shall not exceed 2.5 mm; or any clearance between pipe and sleeve shall be made tight by means of non-combustible or other suitable material.

(3) Uninsulated metallic pipes penetrating “A” or “B” class divisions shall be of materials having a melting temperature that exceeds 950°C for “A-0” and 850°C for “B-0” class divisions.

(4) In approving structural fire protection details, the Minister shall have regard to the risk of heat transmission at intersections and terminal points of required thermal barriers. The insulation of a deck or bulkhead shall 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 shall continue on the deck or bulkhead with the insulation of the lesser value for a distance of at least 450 mm.

Protection of openings in bulkheads and decks in passenger ships – openings in “A” class divisions

62. (1) In a passenger ship:

(a) except in the case of hatches between cargo, special category, store, and baggage spaces, and between such spaces and the weather decks, openings shall be provided with permanently attached means of closing which shall be at least as effective for resisting fires as the divisions in which they are fitted;

(b) the construction of doors and door frames in “A” class divisions, with the means of securing them when closed, shall 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 Fire Test Procedures Code. Such doors and door frames shall be constructed of steel or other equivalent material. Doors approved without the sill being part of the frame, which are installed on or after 1 July 2010, shall be installed such that the gap under the door does not exceed 12 mm. A non-combustible sill shall be installed under the door such that floor coverings do not extend beneath the closed door;

(c) watertight doors are not required to be insulated;

(d) it shall be possible for each door to be opened and closed from each side of the bulkhead by one person only.

(2) In a passenger ship, fire doors in main vertical zone bulkheads, galley boundaries and stairway enclosures other than power-operated watertight doors and those which are normally locked, shall satisfy the following requirements:

(a) the doors shall be self-closing and be capable of closing with an angle of inclination of up to 3.5° opposing closure;

(b) the approximate time of closure for hinged fire doors shall be no more than 40 seconds and no less than 10 seconds from the beginning of their movement with the ship in upright position. The approximate uniform rate of closure for sliding doors shall be of no more than 0.2 m/s and no less than 0.1 m/s with the ship in upright position;

(c) the doors, except those for emergency escape trunks, shall be capable of remote release from the continuously manned central control station, either simultaneously or in groups, and shall also be capable of release individually from a position at both sides of the door. Release switches shall have an on-off function to prevent automatic resetting of the system;

(d) hold-back hooks not subject to central control station release shall be prohibited;

(e) a door closed remotely from the central control station shall be capable of being re-opened from both sides of the door by local control. After such local opening, the door shall automatically close again;

(f) indication shall be provided at the fire door indicator panel in the continuously manned central control station whether each door is closed;

(g) the release mechanism shall be so designed that the door will automatically close in the event of disruption of the control system or central power supply;

(h) local power accumulators for power-operated doors shall be provided in the immediate vicinity of the doors to enable the doors to be operated at least ten times (fully opened and closed) after disruption of the control system or central power supply using the local controls;

(i) disruption of the control system or central power supply at one door shall not impair the safe functioning of the other doors;

(j) remote-released sliding or power-operated doors shall be equipped with an alarm that begins to sound at least 5 seconds but no more than 10 seconds after the door is released from the central control station and before the door begins to move, and continues to sound until the door is completely closed;

(k) a door designed to re-open upon contacting an object in its path shall re-open not more than 1 m from the point of contact;

(l) double-leaf doors equipped with a latch necessary for their fire integrity shall have a latch that is automatically activated by the operation of the doors when released by the fire door control system;

(m) doors giving direct access to special category spaces that are power-operated and automatically closed are not required to be equipped with the alarms and remote-release mechanisms required in subparagraphs (c) and (j);

(n) the components of the local control system shall be accessible for maintenance and adjusting;

(o) power-operated doors shall be provided with a control system of an approved type which shall be able to operate in case of fire and be in accordance with the Fire Test Procedures Code. The control system shall satisfy the following requirements:

(i) the system shall be able to operate the door at a temperature of at least 200°C for at least 60 minutes, served by the power supply;

(ii) the power supply for all other doors not subject to fire shall not be impaired; and

(iii) at temperatures exceeding 200°C, the control system shall be automatically isolated from the power supply and shall be capable of keeping the door closed at temperatures of up to at least 945°C.

(3) In a passenger ship carrying not more than 36 passengers, where a space is protected by an automatic sprinkler fire detection and alarm system complying with the provisions the Fire Safety Systems Code or fitted with a continuous “B” class ceiling, openings in decks not forming steps in main vertical zones nor bounding horizontal zones shall be closed reasonably tight and such decks shall meet the “A” class integrity requirements in so far as is reasonable and practicable in the opinion of the Minister.

(4) The requirements for “A” class integrity of the outer boundaries of a passenger ship shall not apply to glass partitions, windows and sidescuttles, provided that there is no requirement for such boundaries to have “A” class integrity in accordance with Rule 64(3). The requirements for “A” class integrity of the outer boundaries of the ship shall not 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 are not required to meet this requirement.

(5) In a passenger ship, except for watertight doors, weathertight doors (semi-watertight doors), doors leading to the open deck and doors that need to be reasonably gastight, all “A” class doors located in stairways, public spaces and main vertical zone bulkheads in escape routes shall be equipped with a self-closing hose port. The material, construction and fire resistance of the hose port shall be equivalent to the door into which it is fitted, and shall be a 150 mm square clear opening with the door closed and shall be inset into the lower edge of the door, opposite the door hinges or, in the case of sliding doors, nearest the opening.

(6) In a passenger ship, where it is necessary that a ventilation duct passes through a main vertical zone division, a fail-safe automatic closing fire damper shall be fitted adjacent to the division. The damper shall also be capable of being manually closed from each side of the division. The operating position shall be readily accessible and shall be marked in red light-reflecting colour. The duct between the division and the damper shall be of steel or other equivalent material and, if necessary, insulated to comply with the requirements of Rule 61(1). The damper shall be fitted on at least one side of the division with a visible indicator showing whether the damper is in the open position.

Protection of openings in bulkheads and decks in passenger ships – openings in “B” class divisions

63. (1) In a passenger ship:

(a) doors and door frames in “B” class divisions and means of securing them shall provide a method of closure which shall have resistance to fire equivalent to that of the divisions, this being determined in accordance with the Fire Test Procedures 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 shall not exceed 0.05 m². 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 m². All ventilation openings shall be fitted with a grill made of non-combustible material. Doors shall be non-combustible. Doors approved without the sill being part of the frame, which are installed on or after 1 July 2010, shall be installed such that the gap under the door does not exceed 25 mm;

(b) cabin doors in “B” class divisions shall be of a self-closing type. Hold-back hooks are not permitted;

(c) the requirements for “B” class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles. Similarly, the requirements for “B” class integrity shall not apply to exterior doors in superstructures and deckhouses. In a ship carrying not more than 36 passengers, the Minister may permit the use of combustible materials in doors separating cabins from the individual interior sanitary spaces such as showers.

(2) In a passenger ship carrying not more than 36 passengers, where an automatic sprinkler system complying with the provisions of the Fire Safety Systems Code is fitted, the following requirements shall apply:

(a) openings in decks not forming steps in main vertical zones nor bounding horizontal zones shall be closed reasonably tight and such decks shall meet the “B” class integrity requirements in so far as is reasonable and practicable in the opinion of the Minister; and

(b) openings in corridor bulkheads of “B” class materials shall be protected in accordance with Rule 48.

Protection of openings in bulkheads and decks in passenger ships – windows and sidescuttles

64. (1) Windows and sidescuttles in bulkheads within accommodation and service spaces and control stations, other than those to which the provisions of Rules 62(3) and 63(1)(c) apply, shall 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 Fire Test Procedures Code.

(2) Notwithstanding the requirements of Tables 1 and 2 to Rule 49 and Tables 1 and 2 to Rule 51, windows and sidescuttles in bulkheads separating accommodation and service spaces and control stations from weather shall be constructed with frames of steel or other suitable material. The glass shall be retained by a metal glazing bead or angle.

(3) Subject to paragraph (4), 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 shall have fire integrity in accordance with the requirements in Table 1 to Rule 49. 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 shall be either:

(a) dedicated heads located above the windows, and installed in addition to the conventional ceiling sprinklers; or

(b) conventional ceiling sprinkler heads arranged such that the window is protected by an average application rate of at least 5 litres/min/m² and the additional window area is included in the calculation of the area of coverage; or

(c) in the case of a ship constructed on or after 1 July 2010, water-mist nozzles that have been tested and approved in accordance with the IMO “Revised Guidelines for approval of sprinkler systems equivalent to that referred to in SOLAS regulation II-2/12” in IMO Resolution A.800(19) in its updated version.

Windows located in the ship’s side below the lifeboat embarkation area shall have fire integrity at least equal to “A-0” class.

(4) Notwithstanding the requirements in paragraph (3), the following requirements shall apply to a passenger ship constructed on or after 1 January 2020:

(a) in a ship carrying more than 36 passengers, windows facing survival craft, embarkation and assembly stations, external stairs and open decks used for escape routes, and windows situated below life raft and escape slide embarkation areas shall have fire integrity in accordance with Table 1 to Rule 49. Where automatic dedicated sprinkler heads are provided for windows, “A-0” windows may be accepted as equivalent. To be considered under this subparagraph, the sprinkler heads must either be:

(i) dedicated heads located above the windows and installed in addition to the conventional ceiling sprinklers; or

(ii) conventional ceiling sprinkler heads arranged such that the window is protected by an average application rate of at least 5 litres/min/m² and the additional window area is included in the calculation of the area of coverage; or

(iii) water-mist nozzles that have been tested and approved in accordance with the IMO “Revised Guidelines for approval of sprinkler systems equivalent to that referred to in SOLAS regulation II-2/12” in IMO Resolution A.800(19) in its updated version.

Windows located in the ship’s side below the lifeboat embarkation area shall have fire integrity at least equal to “A-0” class;

(b) in a ship carrying not more than 36 passengers, windows facing survival craft and escape slide, embarkation areas and windows situated below such areas shall have fire integrity at least equal to “A-0” class.

Doors in fire-resisting divisions in cargo ships

65. (1) In a cargo ship, the fire resistance of doors shall be equivalent to that of the division in which they are fitted, this being determined in accordance with the Fire Test Procedures Code. Doors approved as “A” class without the sill being part of the frame, which are installed on or after 1 July 2010, shall be installed such that the gap under the door does not exceed 12 mm and a non-combustible sill shall 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, which are installed on or after 1 July 2010, shall be installed such that the gap under the door does not exceed 25 mm. Doors and door frames in “A” class divisions shall be constructed of steel. Doors in “B” class divisions shall be non-combustible. Doors fitted in boundary bulkheads of machinery spaces of category A shall be reasonably gastight and self-closing. In a cargo ship constructed according to Method IC, the Minister may permit the use of combustible materials in doors separating cabins from individual interior sanitary accommodation such as showers.