S.I. No. 304/1983 - Merchant Shipping (Fire Appliances) (Amendment) Rules, 1983.


S.I. No. 304 of 1983.

MERCHANT SHIPPING (FIRE APPLIANCES) (AMENDMENT) RULES, 1983.

I, JAMES MITCHELL, Minister for Transport, in exercise of the powers conferred on me by section 427 of the Merchant Shipping Act, 1894 (inserted by section 11 of the Merchant Shipping (Safety Convention) Act, 1952 )), as amended by section 10 of the Merchant Shipping Act, 1966 (No. 20 of 1966), the Transport, Fuel and Power (transfer of Departmental Administration and Ministerial Functions) Order, 1959 ( S.I. No. 125 of 1959 ), and the Tourism and Transport (Alteration of Name of Department and Title of Minister) Order, 1980 ( S.I. No. 11 of 1980 ), hereby make the following rules:—

1. (1) These Rules may be cited as the Merchant Shipping (Fire Appliances) (Amendment) Rules, 1983.

(2) The Merchant Shipping (Fire Appliances) Rules, 1967 ( S.I. No. 101 of 1967 ), and these Rules may be cited together as the Merchant Shipping (Fire Appliances) Rules, 1967 and 1983.

2. The Merchant Shipping (Fire Appliances) Rules, 1967, are hereby amended by:—

(a) the insertion in Rule 2(2) of the following new definitions in the appropriate places:

"combination carrier" means a tanker designed to carry oil or solid cargoes in bulk;

"deadweight" means the difference in metric tons between the displacement of a ship at summer load waterline and the lightweight of the ship;

"dangerous goods of Classes 1 to 5" means goods classed as such in the Merchant Shipping (Dangerous Goods) Rules, 1983 ( S.I. No. 306 of 1983 );

"lightweight" means the displacement of a ship in metric tons without cargo, oil fuel, lubricating oil, ballast and fresh water in tanks, stores and crew and their effects;

"metric tons" means tons of 1,000 kilogrammes;

"passenger ship" means a ship carrying more than 12 passengers, and any reference in these Rules to a passenger steamer, wherever it occurs, shall be construed as being a reference to a passenger ship;

"pleasure craft" means a vessel primarily used for sport or recreation;

"Protocol of 1978" means the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, signed in London on behalf of the Government on the 1st day of November, 1974;

"Reid vapour pressure" means the vapour pressure of a liquid as determined by laboratory testing in a standard manner in the Reid apparatus;

"special category space" means an enclosed space, above or below the bulkhead deck, which is intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion, and into and from which such vehicles can be driven and to which passengers have access;

"water lock" means an arrangement or device, using water, to prevent the back flow of gases or vapours from cargo tanks;

(b) the substitution of the following paragraph for paragraph (3) of Rule 2:

"(3) These Rules apply to ships registered in the State and to any other ship while in any port in the State, unless—

(a) the ship is a new ship within the meaning of the Merchant Shipping (Fire Appliances) (Post-1980 Ships) Rules, 1983 ( S.I. No. 303 of 1983 ), or

(b) the ship would not have been in the port but for stress of weather or any other circumstance that neither the master, the owner nor the charterer (if any) of the ship could have prevented or forestalled, or

(c) the ship is a pleasure craft which is not a passenger ship and is of less than 45 feet in length, or

(d) the ship is a mechanically operated seagoing fishing vessel which is registered in the State under the Mercantile Marine Act, 1955 (No. 29 of 1955), or entered in the fishing boat register under Part IV of the Merchant Shipping Act, 1894.";

(c) the substitution of the following paragraph for paragraph (4) of Rule 2:

"(4) For the purposes of these Rules ships to which these Rules apply shall be arranged, and are referred to in these Rules, in the following classes:

(a) Class I — Passenger ships engaged on voyages (not being short international voyages) any of which are long international voyages,

(b) Class II — Passenger ships engaged on voyages (not being long international voyages) any of which are short international voyages,

(c) Class II(A) — Passenger ships in respect of which there is or should be in force a certificate entitled "Passenger Certificate Class II(A)" beicng a certificate for ships engaged on voyages of any kind other than international voyages,

(d) Class III — Passenger ships in respect of which there is or should be in force a certificate entitled "Passenger Certificate Class III" being a certificate for ships engaged only on voyages in the course of which they are at no time more than 70 miles by sea from their point of departure and not more than 18 miles from the coast of the State, and which are at sea only in fine weather and during restricted periods,

(e) Class IV — Passenger ships in respect of which there is or should be in force a certificate entitled "Passenger Certificate Class IV" being a certificate for ships engaged only on voyages in partially smooth waters, or in smooth and partially smooth waters,

(f) Class V — Passenger ships in respect of which there is or should be in force a certificate entitled "Passenger Certificate Class V" being a certificate for ships engaged only on voyages in smooth waters,

(g) Class VI — Passenger ships in respect of which there is or should be in force a certificate entitled "Passenger Certificate Class VI" being a certificate for ships engaged only on voyages with not more than 250 passengers on board, to sea, in smooth or in partially smooth waters, in all cases in fine weather and during restricted periods, in the course of which the ships are at no time more than 15 miles, exclusive of any smooth waters, from their point of departure nor more than three miles from land,

(h) Class VII — Ships (other than ships of Classes I, VII(a), VII(T), X, XI and XII) engaged on voyages any of which are long international voyages,

( i ) Class VII(A) — Ships engaged in the whaling industry or employed as fish processing or canning factory ships, and steamers engaged in the carriage of persons employed in the whaling, fish processing or canning industries,

( j ) Class VII(T) — Tankers engaged on voyages any of which are long international voyages,

( k ) Class VIII — Ships other than ships of Classes II, VIII(T), IX, X, XI and XII and other ships engaged on voyages (not being long international voyages) any of which are short international voyages,

( l ) Class VIII(A) — Ships other than ships of Classes II(A) to VI inclusive, VIII(A) (T), IX, IX(A), X, XI, and XII and other ships engaged only on voyages which are not international voyages,

( m ) Class VIII(T) — Tankers engaged on voyages (not being long international voyages) any of which are short international voyages,

( n ) Class VIII(A) (T) —Tankers engaged only on voyages which are not international voyages,

( o ) Class IX — Tugs and tenders other than ships of Classes II, II(A), III and VI which proceed to sea but are not engaged on long international voyages,

( p ) Class IX(A) — Ships other than ships of Classes IV to VI and other ships which do not proceed to sea,

( q ) Class IX(A) (T) — Tankers which do not proceed to sea,

( r ) Class X — Fishing boats other than ships of Classes I to VI,

( s ) Class XI — Sailing ships other than fishing boats and ships of Class XII which proceed to sea,

( t ) Class XII — Pleasure craft other than ships of Classes I to VI of 45 feet in length or over.";

(d) the insertion of the following paragraphs after paragraph (2) of Rule 3:

"(3) as regards a ship of Class I, 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 may be called upon to use.

(4) Every ship of Class I shall at all times when at sea, or in port (except when out of service), be so manned and equipped as to ensure that any initial fire alarm is immediately received by a responsible member of the crew.

(5) In every ship of Class I carrying more than 36 passengers:

(i) a special alarm to summon the crew shall be fitted which may be part of the ship's general alarm system;

(ii) a public address system or other effective means of communication shall also be available throughout the accommodation and the public and service spaces.";

(e) the insertion of the following paragraph after paragraph (4) of Rule 4:

"(4A) Water from the fire main of every ship of Class I carrying more than 36 passengers shall, as far as practicable, be immediately available, such as by maintenance of pressure or by remote control of fire pumps, which control shall be easily operable and readily accessible.";

(f) the addition of the following paragraph to Rule 4:

"(7) In every ship of Class I, dual-purpose nozzles shall be provided for at least one quarter of the number of hoses required in parts of the ship other than machinery spaces.";

(g) the addition of the following paragraph to Rule 5:

"(3) In every ship of Class I there shall be provided in each special category space and cargo space intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion:

(a) at least two portable extinguishers, suitable for extinguishing oil fires, for every 40 metres length of deck space, and so arranged that at least one extinguisher is available on each side of the space and at least one extinguisher is available at each access to the space, and

(b) one foam applicator complying with the requirements of the Sixth Schedule to these Rules; not less than two such applicators shall be available in the ship for use in any such space.";

(h) the substitution of the following paragraph for paragraph (2) of Rule 6:

"(2) The Minister may exempt any ship (other than a ship engaged in the carriage of dangerous goods of Classes 1 to 5) from the requirements of this Rule if he is satisfied that to require compliance therewith would be unreasonable on account of the short duration of the voyages on which the ship is engaged.";

(i) the addition of the following paragraph to Rule 32:

"(5) An exemption under paragraph (4) shall not apply as regards any ship which is engaged in the carriage of dangerous goods of Classes 1 to 5 and the Minister shall not make such an exemption as regards such a ship.";

(j) the following scale is hereby substituted for the scale in Rule 36(1):

"

Tonnage of the Ships

Number

of

outputs

500 and over but under 4,000

4,000 and over

2

3

";

(k) the insertion of the following new rule after Rule 36:

"36A. Every ship of Class VII of 500 tons or over shall be provided with an automatic fire detection and alarm system, of a type approved of by the Minister, in any machinery space in which automatic and remote control systems and equipment have been installed and such installation has been so approved of in lieu of continuous manning of the space."

(l) the insertion of the following new rules after Rule 38:

"38A. (1) Subject to the exceptions contained in Rule 2(3), this Rule applies to every tanker of Class VII(T) of 20,000 tonnes deadweight or over to which these Rules apply and which is constructed or adapted to carry crude oil and petroleum products having a closed flash point not exceeding 60°C, the Reid vapour pressure of which is below that of atmospheric pressure, and other liquids having a similar fire hazard, being a tanker:

(a) for which the building contract was placed after the 1st day of June, 1979; or

(b) in the absence of such a contract, the keel of which was laid or which was at a similar stage of construction after the 1st day of January, 1980; or

(c) the delivery of which was after the 1st day of June, 1982; or

(d) which undergoes an alteration or modification of a major character:

(i) for which a contract was placed after the 1st day of June, 1979; or

(ii) in the absence of a contract, the construction work of which was begun after the 1st day of January, 1980; or

(iii) which was completed after the 1st day of June, 1982;

(2) Every tanker to which these Rules apply shall be provided with an inert gas system complying with Rule 60A and a fixed deck foam system complying with Rule 61A. For the purpose of these Rules, conversion of an existing tanker to comply with these Rules shall not be deemed to constitute an alteration or modification of a major character.

38B. (1) Subject to the exceptions contained in Rule 2(3), this Rule applies to tankers to which these Rules apply, other than those referred to in Rule 38A of these Rules, of 70,000 tonnes deadweight or over of Class VII(T) and constructed or adapted to carry the cargoes described in Rule 38A(1).

(2) Every tanker to which this Rule applies shall not later than the 1st day of December, 1983 be provided with an inert gas system, and every such system shall comply with the requirements of Rule 60A.

38C. (1) Subject to the exceptions contained in Rule 2(3), this Rule applies to tankers, to which these Rules apply, other than those referred to in Rule 38A of these Rules, of 20,000 tonnes deadweight or over but under 70,000 tonnes deadweight of Class VII(T) constructed or adapted to carry the cargoes described in Rule 38A, other than tankers of less than 40,000 tonnes deadweight carrying oil other than crude oil or other liquids having a similar fire hazard and fitted with tank washing machines having an individual throughput not greater than 60 cubic metres per hour.

(2) Every tanker to which this Rule applies shall, not later than the 1st day of May, 1985, be provided with an inert gas system, and every such system shall comply with the requirements of Rule 60A.

(3) The Minister may exempt existing tankers, other than those referred to in Rule 38A, carrying crude oil, of less than 40,000 tonnes deadweight, not fitted with tank washing machines having an individual throughput greater than 60 cubic metres per hour, from the requirement of this Rule if it would be unreasonable or impracticable to apply this requirement taking into account the ship's design characteristics.

38D. (1) Every tanker of Class VII(T) which;

(a) is a ship to which these Rules apply, and

(b) is of less than 20,000 tonnes deadweight, and

(c) operates with a tank cleaning procedure using crude oil washing, and

(d) as regards which—

(i) the building contract was placed after the 1st day of June, 1979,

(ii) in the absence of such a contract, the keel of which was laid or which was at a similar stage of construction after the 1st day of January, 1980 or

(iii) the delivery was effected after the 1st day of June, 1982, or

(iv) which undergoes an alteration or modification of a major character in the circumstances described in Rule 38A(1)(d),

shall be fitted with an inert gas system which shall comply with the requirements of Rule 60A.

(2) Every tanker of Class VII(T) to which these Rules apply, other than a tanker specified in paragraph (1) which operates with a tank cleaning procedure using crude oil washing, shall be fitted with an inert gas system and the system shall be to the satisfaction of the Minister and, in addition, shall comply with the requirements of Rules 38B and 38C.

(3) Any tanker of Class VII(T) to which these Rules apply, operating with a tank cleaning procedure using crude oil washing shall be provided with fixed tank washing machines only.

38E. Every tanker of Class VII(T) to which these Rules apply and which is of 2,000 tons or over not fitted with a fixed foam installation in accordance with Rules 61 or 61A shall, not later than six months after the commencement of these Rules, be provided with a mobile foam liquid fire fighting unit having a capacity of at least 100 litres of foam concentrate or alternatively two portable foam applicators each having not less than 50 litres of foam concentrate readily available, and shall be capable, by simple and rapid means of operation, of discharging foam in the area of the cargo piping manifold when such units are connected to the appropriate deck fire hydrants.

38F. Every tanker of Class VII(T) to which these Rules apply and which is under 2,000 tons shall, not later than six months after the commencement of these Rules, be provided with at least one mobile foam appliance whereby foam is immediately available, by simple and rapid means of operation, for discharge in the area of the cargo piping manifolds.

38G. In every tanker of Class VII(T) to which these Rules apply and which is of 500 tons or over, each cargo pump room shall be provided with a fixed fire extinguishing system operated from a readily accessible position outside the pump room. The system shall use water or other suitable medium.

38H. Rules 38A to 38G and Rule 60A shall apply to tankers of Classes VIII(T), VIII(A)(T), and IX(A)(T) to which these Rules apply as they apply to tankers of Class VII(T) to which these Rules apply.";

(m) the addition of the following paragraph to Rule 53:

"(7) In any ship in which automatic and remote-control systems have been provided in the machinery space, in lieu of continuous manning of the space, arrangements shall be made to ensure immediate availability of a water supply from the fire main at the required pressure either by permanent pressurisation or by suitably placed remote starting arrangements of the fire pumps.";

(n) the insertion in Rule 55(4) of the following subparagraph after subparagraph (c):

"(ca) In Category A tankers and in Category A combination carriers of 500 tons or over, respectively, all nozzles provided in accordance with these Rules shall be of dual purpose type incorporating a shut-off facility.";

(o) the insertion after Rule 60 of the following new rule:

"60A Every fixed inert gas system fitted in accordance with these Rules shall comply with the following requirements:

(a) the inert gas system shall be designed, constructed and tested to the satisfaction of the Minister; it shall be designed and operated so as to render and maintain the atmosphere of the cargo tanks including slop tanks non-flammable at all times, except when such tanks are required to be gas free; in the event that the inert gas system is unable to meet this requirement, the master or owner of the ship shall report this failure in the manner set out in Regulation 11(c) of the Protocol of 1978;

(b) such system shall be capable of—

(i) inerting empty cargo tanks, including slop tanks, by reducing the oxygen content of the atmosphere in each tank to a level at which combustion cannot be supported,

(ii) maintaining the atmosphere in any part of any cargo tank or slop tank at an oxygen content not exceeding 8 per cent. by volume and at a positive pressure at all times both in port and at sea except when it is necessary for such a tank to be gas free,

(iii) eliminating the need for air to enter a tank during normal operations except when it is necessary for such a tank to be gas free, and

(iv) purging empty cargo tanks including slop tanks of hydrocarbon gas, so that subsequent gas freeing operations will at no time create a flammable atmosphere within the tank;

(c) (i) the system shall be capable of delivering inert gas to the cargo tanks and slop tanks at a rate of at least 125 per cent. of the maximum rate of discharge capacity of the ship, expressed as a volume, and

(ii) the system shall be capable of delivering inert gas with an oxygen content of not more than 5 per cent. by volume in the inert gas supply main to the cargo tanks and slop tanks at any required rate of flow;

(d) the inert gas supply may be treated flue gas from the main or auxiliary boiler, from one or more separate gas generators or other sources or from any combination thereof; the Minister may approve of systems using inert gases other than flue gas, provided he is satisfied that an equivalent standard of safety is achieved; systems using stored carbon dioxide shall not be permitted unless the Minister is satisfied that the risk of ignition from generation of static electricity by the system itself is minimised;

(e) a flue gas isolating valve shall be fitted in the inert gas supply main between the boiler uptake and the flue gas scrubber; such isolating valve shall be provided with indicators to show whether it is open or shut, and precautions shall be taken to maintain it gas-tight and keep the seating clear of soot and arrangements shall be made so that boiler soot blowers cannot be operated when the corresponding flue gas valve is open;

(f) (i) a flue gas scrubber shall be fitted which will effectively cool the volume of gas specified in paragraph (c) of this Rule and remove solids and sulphur combustion products; the cooling water arrangements shall be such that an adequate supply of water will always be available without interfering with any essential services on the ship and provision shall also be made for an alternative supply of cooling water,

(ii) filters or equivalent devices shall be fitted to minimise the amount of water carried over to the inert gas blowers, and

(iii) the scrubber shall be located aft of all cargo tanks, slop tanks, cargo pump rooms and cofferdams separating these spaces from machinery spaces;

(g) (i) at least two blowers shall be fitted, which together shall be capable of delivering to the cargo tanks and slop tanks at least the volume of gas required by paragraph (c);

(ii) the inert gas system shall be designed so that the maximum pressure which it can exert on any cargo tank or slop tank will not exceed the test pressure of any such tank; suitable shut-off arrangements shall be provided on the suction and discharge connections of each blower; arrangements shall be provided to enable the functioning of the inert gas plant to be stabilized before commencing cargo discharge and if the blowers are to be used for gas freeing their air inlets shall be provided with blanking arrangements, and

(iii) the blowers shall be located aft of all cargo tanks, slop tanks, cargo pump rooms and cofferdams separating these spaces from machinery spaces;

(h) (i) the design and location of scrubber and blowers with relevant piping and fittings shall be such as to prevent flue gas leakages into enclosed spaces, and

(ii) to permit safe maintenance, an additional water seal or other effective means of preventing flue gas leakage shall be fitted between the flue gas isolating valves and scrubber or incorporated in the gas entry to the scrubber;

(i) (i) a gas regulating valve shall be fitted in the inert gas supply main; such regulating valve shall be automatically controlled to close as required by subparagraphs (ii) and (iii) of paragraph (s); it should also be capable of automatically regulating the flow of inert gas to the cargo tanks and slop tanks unless means are provided to control automatically the speed of the inert gas blowers, required by paragraph (g), and

(ii) such regulating valve referred to in subparagraph (i) of this paragraph shall be located at the forward bulkhead of the most forward gas-safe space through which the inert gas supply main passes;

(j) (i) at least two non-return devices, one of which shall be a water seal, shall be fitted in the inert gas supply main, in order to prevent the return of hydrocarbon vapour to the machinery spaces uptakes or to any gas-safe spaces under all normal conditions of trim, list and motion of the ship; such devices shall be located between the automatic valve required by paragraph (i) and the aftermost connection to any cargo tank, slop tank or cargo pipeline,

(ii) the said devices shall be located in the cargo tank area on deck,

(iii) the water seal referred to in subparagraph (i) of this paragraph shall be capable of being supplied by two separate pumps, each of which shall be capable of maintaining an adequate supply at all times,

(iv) the arrangement of the seal and its associated provisions shall be such that it will prevent back-flow of hydrocarbon vapours and will ensure the proper functioning of the seal under operating conditions,

(v) provision shall be made to ensure that the water seal is protected against freezing, in such a way that the integrity of the seal is not impaired by overheating,

(vi) a water loop or other arrangement approved by the Minister shall also be fitted to all associated water supply and drain piping and all venting or pressure sensing piping leading to gas safe spaces, and means shall be provided to prevent such loops from being emptied by vacuum,

(vii) the deck water seal and all loop arrangements shall be capable of preventing return of hydrocarbon vapours at a pressure equal to the test pressure of the cargo tanks,

(viii) the second non-return device mentioned in subparagraph (i) of this paragraph shall be a non-return valve or equivalent capable of preventing the return of vapours or liquids or both, and fitted forward of the deck water seal required by subparagraph (i) of this paragraph; it shall be provided with either positive means of closure or an additional valve having such means of closure located forward of the non-return valve to isolate the deck water seal from the inert gas main to the cargo tanks and slop tanks, and

(ix) as an additional safeguard against the possible leakage of hydrocarbon liquids or vapours back from the deck main, means shall be provided to permit the section of the line between the valve having positive means of closure referred to in subparagraph (viii) of this paragraph, and the valve referred to in paragraph (i), to be vented in a safe manner when the first of these valves is closed;

(k) (i) the inert gas main may be divided into two or more branches forward of the non-return devices required by paragraph (j),

(ii) (1) the inert gas supply main shall be fitted with branch piping leading to each cargo tank and slop tank. Branch piping for inert gas shall be fitted with either stop valves or equivalent means of control for isolating each tank; where stop valves are fitted they shall be provided with locking arrangements, which shall be under the control of a responsible ship's officer;

(2) in combination carriers, the arrangement to isolate the slop tanks containing oil or oil residues from other tanks shall consist of blank flanges; where in addition, there are also empty cargo tanks which are not required to be isolated from the inert gas main, then the arrangements for isolating the slop tanks from these tanks should be such as to:

(aa) prevent the passage of hydrocarbon gas from the slop tanks to the empty tanks, and

(bb) facilitate monitoring of and, if necessary, topping up of the pressure in the slop tanks, and in any empty cargo tanks if those cargo tanks are being kept in the inerted condition,

(iii) means shall be provided to protect cargo tanks and slop tanks against the effect of over-pressure or vacuum caused by thermal variations when such tanks are isolated from the inert gas main,

(iv) piping systems shall be so designed as to prevent the accumulation of cargo or water in the pipelines under all normal conditions, and

(v) suitable arrangements shall be provided to enable the inert gas main to be connected to an external supply of inert gas;

(l) the arrangements for the venting of all vapours displaced from the cargo tanks during loading or ballasting shall comply with Rule 70(3) of the Merchant Shipping (Cargo Ship Construction and Survey) Rules, 1983 ( S.I. No. 301 of 1983 ), 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;

(m) the arrangements for inerting, purging or gas freeing of empty tanks as required in paragraph (b) shall be approved by 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,

(i) on individual cargo tanks or slop tanks the gas outlet pipe, if fitted, shall be positioned as far as practicable from the inert gas/air inlet and in accordance with Rule 70(3) of the Merchant Shipping (Cargo Ship Construction and Survey) Rules, 1983, the inlet of such outlet pipes may be located at either deck level or at not more than 1 metre above the bottom of the tank,

(ii) the cross sectional area of such a gas outlet pipe referred to in subparagraph (i) of this paragraph shall be such that an exit velocity of at least 20 metres per second can be maintained when any three tanks are being simultaneously supplied with inert gas; the outlets shall extend not less than 2 metres above deck level,

(iii) each gas outlet referred to in subparagraph (ii) of this paragraph shall be fitted with suitable blanking arrangements,

(iv) if a connection is fitted between the inert gas supply main and the cargo piping system,

(I) arrangements shall be made to ensure an effective isolation having regard to the high pressure difference which may exist between the systems; the said arrangements shall consist of two shut-off valves with an arrangement to vent the space between the valves in a safe manner or an arrangement consisting of a spool-piece with associated blanks, and

(II) the valve separating the inert gas supply main from the cargo main shall be a non-return valve with a positive means of closure;

(n) (i) one or more pressure-vacuum breaking devices shall be provided on the inert gas supply main to prevent the cargo tanks from being subject to—

(I) a positive pressure in excess of the test pressure of the cargo tank if the cargo were to be loaded at the maximum rate for which they are designed and all other outlets are left shut, and

(II) a negative pressure in excess of 700 millimetres water gauge if cargo were to be discharged at the maximum rated capacity of the cargo pumps and the inert gas blower were to fail,

(ii) the location and design of the devices referred to in subparagraph (i) of this paragraph shall be in accordance with Rule 70(3) of the Merchant Shipping (Cargo Ship Construction and Survey) Rules, 1983;

(o) means shall be provided for continuously indicating the temperature and pressure of the inert gas at the discharge side of the gas blowers whenever these gas blowers are operating,

(p) instrumentation shall be fitted for continuously indicating and permanently recording, when the inert gas is being supplied—

(i) the pressure of the inert gas supply main forward of the non-return devices required by paragraph (j)(i),and

(ii) the oxygen content of the inert gas supply main on the discharge side of the gas blower,

the devices referred to in subparagraph (i) of this paragraph shall be placed in the cargo control room where provided; where no cargo control room is provided, they shall be placed in a position easily accessible to the officer in charge of cargo operations, and in addition meters shall be fitted—

(I) in the navigating bridge, to indicate at all times the pressure referred to in subparagraph (i) of this paragraph and the pressure in the slop tanks of combination carriers, whenever those tanks are isolated from the inert gas supply main, and

(II) in the machinery control room or in the machinery space, to indicate the oxygen content referred to in subparagraph (ii) of this paragraph;

(q) portable instruments for measuring oxygen and flammable vapour concentration shall be provided; in addition, suitable arrangement shall be made on each cargo tank and slop tank such that the condition of the tank atmosphere can be determined using these portable instruments;

(r) suitable means shall be provided for the zero and span calibration of both fixed and portable gas concentration measurement instruments, referred to in paragraphs (p) and (q);

(s) (i) audible and visual alarms shall be provided to indicate—

(I) low water pressure or low water flow rate to the flue gas scrubber referred to in subparagraph (f) (i),

(II) high water level in the flue gas scrubber referred to in subparagraph (f)(i),

(III) high gas temperature referred to in paragraph (o),

(IV) failure of the inert gas blower referred to in paragraph (g),

(V) oxygen content in excess of 8 per cent, by volume referred to in subparagraph (p)(ii),

(VI) failure of the power supply to the automatic control system for the gas regulating valve and to the indicating devices referred to in paragraph (i) and paragraph (p),

(VII) low water level in the water seal referred to in subparagraph (j)(i),

(VIII) gas pressure less than 100 millimetres water gauge referred to in subparagraph (p)(i); the alarm arrangement for this gas pressure shall be such as to ensure that the pressure in slop tanks in combination carriers can be monitored at all times, and

(IX) high gas pressure referred to in sub-paragraph (p)(i),

(ii) automatic shut down of the inert gas blowers and gas regulating valve shall be arranged in accordance with limits to the satisfaction of the Minister in respect of the pressure flow rate and temperature referred to in subparagraphs (i) (I), (i)(II) and (i)(III) of this paragraph,

(iii) automatic shut down of the aforesaid gas regulating valve shall be arranged so as to take account of failure of the inert gas blowers referred to in paragraph (g),

(iv) in relation to the matter specified in subparagraph (i) (V) of this paragraph, whenever the oxygen content of the inert gas exceeds 8 per cent., immediate action shall be taken to reduce the oxygen level; unless the quality of the gas improves, all in-tank operations shall be suspended so as to avoid air being drawn into the tanks and the isolation valve referred to in subparagraph (j) (viii) shall be closed,

(v) the alarms required to indicate the matters specified in subparagraphs (i) (V), (i) (VI) and (i) (VIII) of this paragraph shall be fitted in the machinery space and cargo control room, where provided, but in any event in such a position that they are immediately received by responsible members of the crew,

(vi) In relation to the alarm required to indicate the matter specified in subparagraph (i) (VII) of this paragraph, the Minister shall be satisfied as to the maintenance of an adequate reserve of water at all times and the integrity of the arrangements to permit the automatic formation of the water seal when the gas flow ceases; the audible and visual alarm on the low level of water in the water seal shall operate when the inert gas is not being supplied, and

(vii) an audible alarm system, independent of that required by subparagraph (i) (VIII) of this paragraph, or automatic shut down of cargo pumps shall be provided to operate on predetermined limits of low pressure in the inert gas main being reached;

( t ) all tankers fitted with a fixed inert gas system in accordance with this Rule shall be provided with a closed ullage system;

( u ) a detailed instruction manual shall be provided on board by the owner and it shall cover the operational, safety and maintenance requirements and occupational health hazards relevant to the inert gas system and its application to the cargo tank system; the manual shall include guidance on procedures to be followed in the event of a fault or failure of the inert gas system.";

( p ) the insertion after Rule 61 of the following new rule:

"61A. Every fixed deck foam system fitted in accordance with these Rules shall comply with each of the following requirements:

( a ) the arrangements for providing foam shall be capable of delivering foam to the entire cargo tank area as well as into any cargo tank, the deck of which has been ruptured,

( b ) the deck foam system shall be capable of simple and rapid operation and the main control station for the system shall be suitably located outside the cargo tank area, adjacent to the accommodation spaces and readily accessible and operable in the event of fire in the areas protected,

( c ) the rate of supply of foam solution shall be not less than whichever of the following is the greater:

(i) 0.6 litre per minute per square metre of the cargo deck area, where cargo deck area means the maximum breadth of the ship times the total longitudinal extent of the cargo tank spaces, or

(ii) 6 litres per minute per square metre of the horizontal sectional area of the single tank having the largest such area,

( d ) the system shall be capable of supplying sufficient foam concentrate to ensure at least twenty minutes of foam generation when using solution rates specified in subparagraph (i) or (ii) of this paragraph, whichever is the greater; the foam expansion ratio (being the ratio of the volume of foam produced to the volume of the mixture of water and foam making concentrate supplied) shall not exceed 12 to 1: Provided that where systems essentially produce low expansion foam but at an expansion ratio slightly in excess of 12 to 1, the quantity of foam solution available shall be calculated as for 12 to 1 expansion ratio systems, and

( e ) foam from the fixed foam system shall be supplied by means of monitors and foam applicators. Each monitor shall be capable of supplying at least 50 per cent. of the required foam rate.";

( q ) the substitution of the following paragraphs for paragraph (c) of Rule 63(1):

"(c) a fireman's axe;

( d ) protective clothing of material to protect the skin from the heat radiating from the fire and from burns and scalding by steam, and the outer surface of such clothing shall be water-resistant;

( e ) boots and gloves of rubber or other electrically non-conducting material; and

( f ) a rigid helmet providing effective protection against impact.";

( r ) the insertion after Rule 64 of the following new rule:

"64A. (1) On any helicopter landing area on any ship to which these Rules apply there shall be provided and stored adjacent to the means of access to that area—

( a ) dry powder extinguishers of total capacity not less than 45 kilogrammes,

( b ) a suitable foam applicator system consisting of monitors or foam making branch pipes capable of delivering foam solution at a rate of not less than 6 litres per minute per square metre of the area contained within a circle of diameter D metres for not less than five minutes;

( c ) carbon dioxide extinguishers of total capacity of not less than 16 kilogrammes, which shall be so equipped as to enable it to be applied to the engine area of any helicopter using the landing area;

Provided that where a ship is provided with foam arrangements complying with the requirements of either Rule 38A, 38E or 38F of these Rules, this requirement need not be complied with.

(2) The arrangement of water service pipes, hydrants, hoses and nozzles shall be such that at least two jets of water can reach any part of a helicopter landing area referred to in paragraph (i) and, where helicopter refuelling facilities are provided, any part of the fuel storage tanks and associated pumps and piping.

(3) All nozzles provided in accordance with paragraph (2) shall be of dual purpose type.

(4) In every ship to which these Rules apply and which is provided with helicopter refuelling facilities, at least two portable extinguishers suitable for fighting oil fires shall be provided adjacent to the fuel storage tanks and associated pumps and piping in addition to any portable extinguishers required by these Rules.

(5) For the purpose of this Rule, "D" is the distance across the main rotor and tail rotor in the fore and aft line of a helicopter with a single main rotor, and across both rotors for a tandem rotor helicopter.";

( s ) the insertion of the following paragraph after paragraph (2) of Rule 67:

"(3) The Minister may, on such condition as he thinks fit exempt any ship, being a ship to which Rule 38G or 55(4)(ca) applies from any or all of the requirements of those Rules if he is satisfied that the requirement in question is either impracticable or unreasonable in the case of that ship."; and

( t ) the insertion of the following new Schedule after the Fifth Schedule:

SIXTH SCHEDULE.

Portable Foam Applicator Unit.

Rule 5 (3) (b)

1. Every portable foam applicator unit provided in compliance with these Rules shall be provided with—

( a ) an induction type of air-foam nozzle capable of being connected to the fire main by means of a fire hose;

( b ) a portable tank containing at least 20 litres foam concentrate from which the nozzle specified in paragraph (a) can induce the contents; and

( c ) a spare tank identical to that specified in paragraph (b).

2. The nozzle referred to in Article 1 of this Schedule shall be suitable for delivering foam solution (which is the mixture of water and foam concentrate) at the rate of at least 200 litres per minute.

3. The foam expansion rate (i.e. the ratio of the volume of foam produce to the volume of foam solution) shall not exceed 12 to 1."

GIVEN under my Official Seal, this 18th day of October, 1983.

JAMES MITCHELL,

Minister for Transport.

EXPLANATORY NOTE.

These Rules implement the provisions of the International Convention for the Safety of Life at Sea, 1974, and the Protocol of 1978 thereto, relating to fire appliances in respect of existing ships.