Commission Delegated Regulation (EU) 2020/411 of 19 November 2019 amending Directive 2009/45/EC of the European Parliament and the Council on safety rules and standards for passenger ships, as regards the safety requirements for passenger ships engaged on domestic voyages (Text with EEA relevance)

• .3 In ships constructed on or after 1 January 2003 where more pumps than the minimum required pumps are installed such additional pumps shall have a capacity of at least 25 m3/h and shall be capable of delivering at least the two jets of water required in paragraph.5 of this Regulation II-2/A/3.

• .3 Arrangements of fire pumps, fire mains and ready availability of water supply

• .1 Ships shall be provided with power driven fire pumps as follows:

• .1 ships certified to carry more than 500 passengers: at least three, one of which may be a main engine driven pump;

• .2 ships certified to carry up to 500 passengers or less: at least two, one of which may be a main engine driven pump.

• .2 Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil and that if they are subject to occasional duty for the transfer or pumping of oil fuel, suitable changeover arrangements are fitted.

• .3 The arrangement of sea connections, fire pumps and their sources of power shall be such as to ensure that in ship certified to carry more than 250 passengers, in the event of a fire in any one compartment all the fire pumps will not be put out of action.

In new class B ships certified to carry up to 250 passengers or less, if a fire in any one compartment could put all the pumps out of action, the alternative means of providing water for fire-fighting purposes shall be an independently driven, power-operated emergency fire pump and with its source of power and sea connection located outside the machinery space. Such an independently driven, power operated emergency fire pump shall comply with the provisions of the Fire Safety Systems Code for ships constructed on or after 1 January 2003.

• .4 In new class B ships certified to carry more than 250 passengers, the arrangements for the ready availability of water supply shall be such that at least one effective jet of water is immediately available from any hydrant in an interior location and so as to ensure the continuation of the output of water by the automatic starting of a required fire pump.

• .5 In ships with a periodically unattended machinery space or when only one person is required on watch, there shall be immediate water delivery from the fire main system at a suitable pressure, either by remote starting of one of the main fire pumps with remote starting from the navigating bridge and fire control station, if any, or permanent pressurisation of the fire main system by one of the main fire pumps.

• .6 The delivery valve of each fire pump shall be fitted with a non-return valve.

• .4 Diameter of and pressure in the fire mains

• .1 The diameter of the fire main and water service pipes shall be sufficient for the effective distribution of the maximum required discharge from two fire pumps operating simultaneously.

• .2 With two pumps simultaneously delivering through nozzles specified in paragraph.8 and sufficient hydrants to provide for the quantity of water specified in paragraph.4.1, the following minimum pressures shall be maintained at all hydrants:

Class B ships certified to carry:	New	Existing
more than 500 passengers	0,4 N/mm2	0,3 N/mm2
up to 500 passengers	0,3 N/mm2	0,2 N/mm2

• .3 The maximum pressure at any hydrant shall not exceed that at which the effective control of a fire hose can be demonstrated.

• .5 Number and position of hydrants

• .1 The number and position of hydrants shall be such that at least two jets of water not emanating from the same hydrant, one of which shall be from a single length of hose, may reach any part of the ship normally accessible to the passengers or crew while the ship is being navigated and any part of any cargo space when empty, any ro-ro cargo space or any special category space in which latter case the two jets shall reach any part of such space, each from a single length of hose. Furthermore, such hydrants shall be positioned near the accesses to the protected spaces.

• .2 In the accommodation, service and machinery spaces the number and position of the hydrants shall be such that the requirements of paragraph.5.1 may be complied with when all watertight doors and all doors in main vertical zone bulkheads are closed.

• .3 Where access is provided to a machinery space at a low level from an adjacent shaft tunnel, two hydrants shall be provided external to, but near the entrance to that machinery space. Where such access is provided from other spaces, in one of those spaces two hydrants shall be provided near the entrance of the machinery space. Such provision need not be made where the tunnel or adjacent spaces are not part of the escape route.

• .6 Pipes and hydrants

• .1 Materials readily rendered ineffective by heat shall not be used for fire mains and hydrants unless adequately protected. The pipes and hydrants shall be so placed that the fire hoses may be easily coupled to them. The arrangement of pipes and hydrants shall be such as to avoid the possibility of freezing. In ships where deck cargo may be carried, the positions of the hydrants shall be such that they are always readily accessible and the pipes shall be arranged as far as practicable to avoid risk of damage by such cargo.

• .2 A valve shall be fitted to serve each fire hose so that any fire hose may be removed while the fire pumps are at work.

• .3 In ships constructed on or after 1 January 2003 isolating valves shall be installed for all open deck fire main branches used for purposes other than fire-fighting.

• .7 Fire hoses

• .1 Fire hoses shall be of non-perishable material, approved by the Administration of the flag State, and shall be sufficient in length to project a jet of water to any of the spaces in which they may be required to be used. Each hose shall be provided with a nozzle and the necessary couplings. There shall be complete interchangeability of hose couplings and nozzles. Hoses specified in this chapter as ‘fire hoses’ shall together with any necessary fittings and tools, be kept ready for use in conspicuous positions near the water service hydrants or connections. Additionally, in interior locations in ships carrying more than 36 passengers, fire hoses shall be permanently connected to the hydrants.

• .2 There shall be at least one fire hose for each of the hydrants required by paragraph.5. The length of a fire hose should be restricted to not more than 20 metres on deck and in superstructures and to 15 metres in machinery spaces and, on smaller ships, respectively to 15 metres and 10 metres.

• .8 Nozzles

• .1.1 For the purposes of this chapter, standard nozzle sizes shall be 12 mm, 16 mm and 19 mm or as near thereto as possible. In cases where other systems are used — such as fog systems — different diameter nozzles may be permitted.

• .1.2 All nozzles shall be of an approved dual-purpose type (i.e., spray/jet type), and shall have a shutoff facility.

• .2 For accommodation and service spaces, a nozzle size greater than 12 mm need not be used.

• .3 For machinery spaces and exterior locations, the nozzle size shall be such as to obtain the maximum discharge possible from two jets at the pressure mentioned in paragraph.4 from the smallest pump, provided that a nozzle size greater than 19 mm need not be used.

4. Regulation II-2/A/4: Fixed fire-extinguishing systems (R 5

+ 8 + 9 + 10)

.1   Fixed gas fire-extinguishing systems: General (R

5.1)

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 AND EXISTING CLASS B SHIPS:

• .1 The necessary pipes for conveying fire-extinguishing medium into protected spaces shall be provided with control valves so marked as to indicate clearly the spaces to which the pipes are led. Suitable provision shall be made to prevent inadvertent admission of the medium to any space.

• .2 The piping for the distribution of fire-extinguishing medium shall be arranged and discharge nozzles so positioned that a uniform distribution of medium is obtained.

• .3 Means shall be provided to close from outside the protected spaces all openings which may admit air to or allow gas to escape from the protected space.

• .4 Means shall be provided for automatically giving audible warning of the release of fire-extinguishing medium into any space in which personnel normally work or to which they have access. The alarm shall operate for a suitable period before the medium is released.

• .5 The means of control of any fixed gas fire-extinguishing system shall be readily accessible and simple to operate and shall be grouped together in as few locations as possible at positions not likely to be cut off by a fire in a protected space. At each location there shall be clear instructions relating to the operation of the system having regard to the safety of personnel.

• .6 Automatic release of fire-extinguishing medium shall not be permitted, except as permitted in respect of local automatically operated units fitted, in addition to and independent of any required fixed fire-extinguishing system, in machinery spaces over equipment having a high fire risk or in enclosed areas of high fire risk within machinery spaces.

• .7 Where the quantity of extinguishing medium is required to protect more than one space, the quantity of medium available need not be more than the largest quantity required for any one space so protected.

• .8 Except as otherwise permitted, pressure containers required for the storage of fire-extinguishing medium, shall be located outside protected spaces in accordance with paragraph.1.11.

• .9 Means shall be provided for the crew or shore personnel to safely check the quantity of medium in the containers.

• .10 Containers for the storage of fire extinguishing medium and associated pressure components shall be designed to appropriate codes of practice having regard to their locations and maximum ambient temperatures expected in service.

• .11 When the fire-extinguishing medium is stored outside a protected space, it shall be stored in a room which shall be situated in a safe and readily accessible position and shall be effectively ventilated. Any entrance to such a storage room shall preferably be from the open deck and in any case shall be independent of the protected space.

Access doors shall open outwards, and bulkheads and decks including doors and other means of closing any opening therein, which form the boundaries between such rooms and adjoining enclosed spaces shall be gastight. For the purpose of application of the tables for fire integrity of bulkheads and decks in Regulations II-2/B/4 or II-2/B/5, as applicable, such storage rooms shall be treated as control stations.

• .12 The use of a fire-extinguishing medium, which either by itself or under expected conditions of use gives off toxic gases in such quantities as to endanger persons or gives off gases which are harmful to the environment, in fire-extinguishing systems on board new ships and in such new installations on board existing ships, is not permitted.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .13 Fixed gas fire-extinguishing systems shall comply with the provisions of the Fire Safety Systems Code.

• .14 Means shall be provided to close from outside the protected space all openings which may admit air to or allow gas escape from the protected space.

• .15 When the fire-extinguishing medium is stored outside a protected space, it shall be stored in a room which is located behind the forward collision bulkhead and is used for no other purposes. Any entrance to such a storage room shall preferably be from the open deck and shall be independent of the protected space. If the storage place is located below deck, it shall be located no more than one deck below the open deck and shall be directly accessible by a stairway or ladder from the open deck.

Spaces which are located below deck or spaces where access from the open deck is not provided shall be fitted with a mechanical ventilation system designed to take exhaust air from the bottom of the space and shall be sized to provide at least 6 air changes per hour. Access doors shall open outwards and bulkheads and decks including doors and other means of closing any opening therein, which form boundaries between such rooms and adjacent enclosed spaces, shall be gastight. For the purpose of the application of tables 4.1, 4.2, 5.1, 5.2, 5.1(a) and 5.2(a), in Part B of this Chapter, such storage rooms shall be treated as fire control stations.

NEW CLASS A, B, C AND D SHIPS AND EXISTING CLASS B SHIPS:

• .16 Where the volume of free air contained in air receivers in any space is such that, if released in such space in the event of fire, would seriously affect the efficiency of the fixed fire-extinguishing system, an additional quantity of fire-extinguishing medium shall be provided.

• .17 Suppliers of fixed fire-extinguishing installations shall provide a description of the installation, including a checklist for maintenance, in English and in the official language(s) of the flag State.

• .18 The quantity of the fire-extinguishing medium shall be checked at least once a year by either an expert authorised by the Administration, the supplier of the installation or a recognised organisation.

• .19 The periodic checking which is carried out by the ship’s chief engineer or organised by the ship’s management shall be entered in the ship’s logbook stating the scope and the time of such checking.

• .20 Non-prescribed fire extinguishing equipment which is installed e.g. in store rooms shall, in its construction and dimensioning, comply with the provisions of this Regulation II-2/A/4 for the type of installation in question.

• .21 All doors to spaces protected by CO2 installation shall be marked ‘This space is protected by a CO2 installation and shall be evacuated when the alarm equipment comes into operation’.

.2   Carbon dioxide systems (R

5.2)

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 AND EXISTING CLASS B SHIPS:

• .1.1 For cargo spaces the quantity of CO2 available shall, unless otherwise provided, be sufficient to give a minimum volume of free gas equal to 30 % of the gross volume of the largest cargo space so protected in the ship.

If there is a connection through ventilation ducts between two or more cargo spaces, these shall be considered one space. In ships used for the carriage of vehicles, the necessary quantity of CO2 shall be calculated as 45 % of the gross cubic content of the largest cargo space.

• .1.2 For machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a minimum volume of free gas equal to the larger of the following volumes, either:

• .1 40 % of the gross volume of the largest machinery space so protected, the volume to exclude that part of the casing above the level at which the horizontal area of the casing is 40 % or less of the horizontal area of the space concerned taken midway between the tank top and the lowest part of the casing; or

• .2 35 % of the gross volume of the largest machinery space protected, including the casing; provided that if two or more machinery spaces are not entirely separated they shall be considered as forming one space.

• .2 For the purpose of this paragraph the volume of free carbon dioxide shall be calculated at 0,56 m³/kg.

• .3 The fixed piping system shall be such that 85 % of the gas can be discharged into the space within 2 min.

• .4 Release mechanism of carbon dioxide:

• .1 Two separate controls shall be provided for releasing carbon dioxide into a protected space and to ensure the activities of the alarm. One control shall be used to discharge the gas from its storage containers. A second control shall be used for opening the valve of the piping which conveys the gas into the protected space.

• .2 The two controls shall be located inside a release box clearly identified for the particular space. If the box containing the controls is to be locked, a key to the box shall be in a break-glass type enclosure conspicuously located adjacent to the box.

• .5 The Administration of the flag State shall ensure that the spaces in which the CO² batteries are located will be properly arranged as regards their access, ventilation and communication equipment. It shall take the necessary safety measures regarding the construction, installation, marking, filling and testing of CO² cylinders, pipes and fittings, and for the control and alarm equipment for such installation.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .6 Carbon dioxide systems shall comply with the provisions of the Fire Safety Systems Code.

• .7 The Administration of the flag State shall ensure that the spaces in which the CO2 batteries are located will be properly arranged as regards their access, ventilation and communication equipment. It shall take the necessary safety measures regarding the construction, installation, marking, filling and testing of CO2, cylinders piping and fittings and for control and alarm equipment for such installation.

.3   Fixed low-expansion foam fire-extinguishing systems in machinery spaces (R 8)

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 AND EXISTING B CLASS SHIPS:

• .1 Where in any machinery space a fixed low-expansion foam fire-extinguishing system is fitted in addition to the requirements of Regulation II-2/A/6, such system shall be capable of discharging through fixed discharge outlets in not more than five minutes a quantity of foam sufficient to cover to a depth of 150 mm the largest single area over which oil fuel is liable to spread. The system shall be capable of generating foam suitable for extinguishing oil fires. Means shall be provided for effective distribution of the foam through a permanent system of piping and control valves or cocks to suitable discharge outlets and for the foam to be effectively directed by fixed sprayers on other main fire hazards in the protected space. The expansion ratio of the foam shall not exceed 12 to 1.

• .2 The means of control of any such systems shall be readily accessible and simple to operate and shall be grouped together in as few locations as possible at positions not likely to be cut off by a fire in the protected space.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .3 Fixed low-expansion foam fire-extinguishing systems in machinery spaces shall comply with the provisions of the Fire Safety Systems Code.

.4   Fixed high-expansion foam fire-extinguishing systems in machinery spaces (R 9)

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 AND EXISTING CLASS B SHIPS:

• .1 Any required fixed high-expansion foam system in machinery spaces shall be capable of rapidly discharging through fixed discharge outlets a quantity of foam sufficient to fill the greatest space to be protected at a rate of at least 1 metre in depth per minute. The quantity of foam-forming liquid available shall be sufficient to produce a volume of foam equal to five times the volume of the largest space to be protected. The expansion ratio of the foam shall not exceed 1 000 to 1.

• .2 Supply ducts for delivering foam, air intakes to the foam generator and the number of foam-producing units shall be such as will provide effective foam production and distribution.

• .3 The arrangement of the foam generator delivery ducting shall be such that a fire in the protected space will not affect the foam generating equipment.

• .4 The foam generator, its sources of power supply, foam forming liquid and means of controlling the system shall be readily accessible and simple to operate and shall be grouped in as few locations as possible at positions not likely to be cut off by a fire in the protected space.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .5 Fixed high expansion foam fire-extinguishing systems in machinery spaces shall comply with the provisions of the Fire Safety Systems Code.

.5   Fixed pressure water-spraying fire-extinguishing systems in machinery spaces (R 10)

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 AND EXISTING CLASS B SHIPS:

• .1 Any required fixed pressure water-spraying fire-extinguishing system in machinery spaces shall be provided with spraying nozzles of an approved type.

• .2 The number and arrangement of the nozzles shall be such as to ensure an effective average distribution of water of at least 5 litres/m2 per minute in the spaces to be protected. Increased application rates may be considered if necessary for particular hazardous areas. Nozzles shall be fitted above bilges, tank tops and other areas over which oil fuel is liable to spread and also above other specific fire hazards in the machinery spaces.

• .3 The system may be divided into sections, the distribution valves of which shall be operated from easily accessible positions outside the spaces to be protected and will not be readily cut off by a fire in the protected space.

• .4 The system shall be kept charged at the necessary pressure and the pump supplying the water for the system shall be put automatically into action by a pressure drop in the system.

• .5 The pump shall be capable of simultaneously supplying at the necessary pressure all sections of the system in any one compartment to be protected. The pump and its controls shall be installed outside the space or spaces to be protected. It shall not be possible for a fire in the space or spaces protected by the water-spraying system to put the system out of action.

• .6 Precautions shall be taken to prevent the nozzles from becoming clogged by impurities in the water or corrosion of piping, nozzles, valves and pump.

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003:

• .7 The pump may be driven by an independent internal combustion machinery but, if it is dependent upon power being supplied from the emergency generator fitted in compliance with the provisions of Part D of Chapter II-1, that generator shall be so arranged as to start automatically in case of main power failure so that power for the pump required by paragraph.5 is immediately available. When the pump is driven by independent internal combustion machinery it shall be so situated that a fire in the protected space will not affect the air supply to the machinery.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .8 Fixed pressure water-spraying fire-extinguishing systems in machinery spaces shall comply with the provisions of the Fire Safety Systems Code.

5. Regulation II-2/A/5: Portable fire extinguishers (R 6)

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 AND EXISTING CLASS B SHIPS:

• .1 All fire extinguishers shall be of approved types and designs.

• .2 The capacity of required portable fluid extinguishers shall be not more than 13,5-litre and not less than 9 litres. Other extinguishers shall be at least as portable as the 13,5-litre fluid extinguisher and shall have a fire-extinguishing capability at least equivalent to that of a 9-litre fluid extinguisher.

• .3 Spare charges shall be carried for 50 % of the total of each type of extinguisher on board. Another extinguisher of the same type is a spare charge for an extinguisher which cannot be readily recharged on board.

• .4 In general, portable CO2 fire extinguishers shall not be located in accommodation spaces. Where such extinguishers are provided in radio rooms, at switchboards and other similar positions, the volume of any space containing one or more extinguishers shall be such as to limit the concentration of vapour that can occur due to discharge to not more than 5 % of the net volume of the space for the purpose of this Regulation II-2/A/5. The volume of CO2 shall be calculated at 0,56 m3/kg.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .5 Portable fire extinguishers shall comply with the provisions of the Fire Safety Systems Code.

• .6 Carbon dioxide fire extinguishers shall not be placed in accommodation spaces. In control stations and other spaces containing electrical or electronic equipment or appliances necessary for the safety of the ship, fire extinguishers should be provided whose extinguishing media are neither electrically conductive nor harmful to the equipment and appliances.

• .7 Fire extinguishers shall be situated ready for use at easily visible places, which can be reached quickly and easily at any time in the event of a fire, and in such a way that their serviceability is not impaired by the weather, vibration or other external factors. Portable fire extinguishers shall be provided with devices which indicate whether they have been used.

• .8 Spare charges shall be provided for 100 % of the first 10 extinguishers and 50 % of the remaining fire extinguishers capable of being recharged on board.

• .9 For the extinguishers which cannot be recharged on board, additional portable fire extinguishers of the same quantity, type, capacity and number as determined in paragraph.13 below shall be provided in lieu of spare charges.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .10 Fire extinguishers containing an extinguishing medium which either by itself or under expected conditions of use gives off toxic gases in such quantities as to endanger persons or gives off gases which are harmful to the environment shall not be permitted.

• .11 The fire extinguishers shall be suitable for extinguishing fires which are possible in the vicinity of the fire extinguisher location.

• .12 One of the portable fire extinguishers intended for use in any space shall be located near the entrance of that space.

• .13 The minimum number of fire extinguishers shall be as follows:

• .1 in accommodation and service spaces:

the fire extinguishers shall be so located that no point in the space is more than 10 metres walking distance from an extinguisher;

• .2 an extinguisher suitable for use in high voltage areas shall be located in the proximity of any electric panel or subpanel having a power of 20 kW or more;

• .3 in galleys, the extinguishers shall be so located that no point in the space is more than 10 metres walking distance from an extinguisher;

• .4 an extinguisher shall be located in the proximity of paint lockers store rooms containing readily flammable products;

• .5 at least one extinguisher shall be located on the navigating bridge and in each control station.

• .14 Portable fire extinguishers provided for use in accommodation or service spaces shall so far as practicable have a uniform method of operation.

• .15 Periodic inspection of fire extinguishers:

the Administration of the Flag State shall ensure that portable fire extinguishers shall be periodically inspected, function-tested and pressure-tested.

6. Regulation II-2/A/6: Fire-extinguishing arrangements in machinery spaces (R 7)

Machinery spaces of category A shall be provided with:

IN NEW CLASS B, C AND D SHIPS:

• .1 any one of the following fixed fire-extinguishing systems:

• .1 a gas system complying with the relevant provisions of paragraphs.1 and.2 of Regulation II-2/A/4, or an equivalent water-based system, complying with the provisions of IMO MSC/Circ.1165 as amended, taking into consideration the date of construction of the ship;

• .2 a high-expansion foam system complying with the relevant provisions of paragraph.4 of Regulation II-2/A/4, taking into consideration the date of construction of the ship;

• .3 a pressure water-spraying system complying with the relevant provisions of paragraph.5 of Regulation II-2/A/4, taking into consideration the date of construction of the ship.

• .2 at least one set of portable air-foam equipment consisting of an air-foam nozzle of an inductor type capable of being connected to the fire main by a fire hose, together with a portable tank containing at least 20 litres of foam-making liquid and one spare tank. The nozzle shall be capable of producing effective foam suitable for extinguishing an oil fire, at a rate of at least 1,5 m3 per min.

• .3 In each such space, approved foam-type fire extinguishers, each of at least 45 litres capacity, or equivalent, sufficient in number to enable foam or its equivalent to be directed on to any part of the fuel and lubricating oil pressure systems, gearing and other fire hazards. In addition, there shall be provided a sufficient number of portable foam extinguishers or equivalent which shall be so located that no point in the space is more than 10 metres walking distance from an extinguisher and that there are at least two such extinguishers in each such space.

IN EXISTING CLASS B SHIPS:

• .4 one of the fixed fire-extinguishing systems specified in paragraph.1 above, and in addition in any space containing internal combustion engines, or oil fuel settling tanks or oil-fuel units, one foam fire-extinguisher of at least 45 litres capacity, or equivalents sufficient in number to enable foam or its equivalent to be directed on to any part of the fuel and lubricating oil pressure systems, gearing and other fire hazards, and

• .5 one portable fire extinguisher suitable for extinguishing oil fires for each 746 kW or part thereof of such machinery; provided that not less than two nor more than six such extinguishers shall be required in any such space.

The use of low expansion foam fixed system in lieu of some of the six portable fire extinguishers required by this Regulation II-2/A/6: is permitted.

IN NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .6 Each machinery space shall be provided with two suitable water fog applicators which might consist of a metal L-shaped pipe, the long limb being about 2 m in length, capable of being fitted to a fire hose, and the short limb being about 250 mm in length, fitted with a fixed water fog nozzle or capable of being fitted with a water spray nozzle.

IN NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B SHIPS:

• .7 When heated oil is used as heating medium, it may be additionally required that boiler rooms are equipped with permanently-installed or portable equipment for local systems for jet spraying of water under pressure or the spreading of foam above and below the floor for fire-extinguishing purposes

IN NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003; AND NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003, CERTIFIED TO CARRY MORE THAN 400 PASSENGERS AND EXISTING CLASS B SHIPS, CERTIFIED TO CARRY MORE THAN 400 PASSENGERS:

• .8 - .1 Machinery spaces of category A above 500 m3 in volume shall, in addition to the fixed fire-extinguishing system required in this Regulation II-2/A/6, be protected by an approved type of fixed water-based or equivalent local application fire-fighting system, based on the guidelines in IMO MSC/Circ.913 ‘Guidelines for the approval of fixed water-based local application fire-fighting systems for use in category A machinery spaces’.

In the case of periodically unattended machinery spaces, the fire-fighting system shall have both automatic and manual release capabilities. In the case of continuously manned machinery spaces the fire-fighting system is only required to have a manual release capability.

• .2 Fixed local application fire-fighting systems are to protect areas such as the following without the necessity of engine shutdown, personnel evacuation or sealing of spaces:

• .1 the fire hazard portions of internal combustion machinery used for the ship’s main propulsion and power generation, and for ships built on or after 1 January 2018, the fire hazard portions of all internal combustion machinery,

• .2 boiler fronts,

• .3 the fire hazard portions of incinerators and

• .4 purifiers for heated fuel oil.

• .3 Activation of any local application system shall give a visual and distinct audible alarm in the protected space and at continuously manned stations. The alarm shall indicate the specific system activated. The system alarm requirements described within this paragraph are in addition to, and not a substitute for, the detection and fire alarm systems required elsewhere in this chapter.

7. Regulation II-2/A/7: Special arrangements in machinery spaces (R 11)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .1 The number of skylights, doors, ventilators, openings in funnels to permit exhaust ventilation and other openings to machinery spaces shall be reduced to a minimum consistent with the needs of ventilation and the proper and safe working of the ship.

• .2 Skylights shall be of steel and shall not contain glass panels. Suitable arrangements shall be made to permit the release of smoke in the event of fire, from the space to be protected.

NEW CLASS B, C AND D SHIPS:

• .3 Doors other than power-operated watertight doors, shall be so arranged that positive closure is assured in case of fire in the space, by power-operated closing arrangements or by the provision of self-closing doors capable of closing against an inclination of 3,5° opposing closure and having a fail-safe hold-back facility, provided with a remotely operated release device.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .4 Windows shall not be fitted in machinery space boundaries. This does not preclude the use of glass in control rooms within the machinery spaces.

• .5 Means of control shall be provided for:

• .1 opening and closure of skylights, closure of openings in funnels which normally allow exhaust ventilation, and closure of ventilator dampers;

• .2 permitting the release of smoke;

• .3 closing power-operated doors or actuating release mechanism on doors other than power-operated watertight doors;

• .4 stopping ventilating fans; and

• .5 stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps and other similar fuel pumps. Other similar fuel pumps means, for ships constructed on or after 1 January 2003, lubricating oil service pumps, thermal oil circulating pumps and oil separators. However, paragraph.6 of this Regulation II-2/A/7 need not apply to oily water separators.

• .6 The controls required in paragraph.5 of this Regulation II-2/A/7: and in subparagraph.2.5 of Regulation II-2/A/10shall be located outside the space concerned, where they will not be cut off in the event of fire in the space they serve. Such controls and the controls for any required fire-extinguishing system shall be situated at one control position or grouped in as few positions as possible. Such positions shall have a safe access from the open deck.

• .7 When access to any machinery space of category A is provided at a low level from an adjacent shaft tunnel, there shall be provided in the shaft tunnel, near the watertight door, a light steel fire-screen door operable from each side.

8. Regulation II-2/A/8: Automatic sprinkler, fire detection and fire alarm systems (R 12)

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 AND EXISTING CLASS B SHIPS:

• .1 Any required automatic sprinkler, fire detection and fire alarm system shall be capable of immediate operation at all times and no action by the crew shall be necessary to set it in operation. It shall be of the wet pipe type but small exposed sections may be of the dry pipe type where this is a necessary precaution. Any parts of the system which may be subjected to freezing temperatures in service shall be suitably protected against freezing. It shall be kept charged at the necessary pressure and shall have provision for a continuous supply of water as required in this Regulation II-2/A/8.

• .2 Each section of sprinklers shall include means for giving a visual and audible alarm signal automatically at one or more indicating units whenever any sprinkler comes into operation. Such units shall indicate in which section served by the system fire has occurred and shall be centralised on the navigation bridge and in addition, visible and audible alarms from the unit shall be placed in a position other than on the navigating bridge so as to ensure that the indication of fire is immediately received by the crew. The alarm system shall be such as to indicate if any fault occurs in the system.

• .3 Sprinklers shall be grouped into separate sections, each of which shall contain not more than 200 sprinklers. Any section of sprinklers shall not serve more than two decks and shall not be situated in more than one main vertical zone, unless it can be demonstrated that arrangements with a section of sprinklers serving more than two decks or situated in more than one main vertical zone will not reduce the protection of the ship against fire.

• .4 Each section of sprinklers shall be capable of being isolated by one stop valve only. The stop valve in each section shall be readily accessible and its location shall be clearly and permanently indicated. Means shall be provided to prevent the operation of the stop valves by any unauthorised person.

• .5 A gauge indicating the pressure in the system shall be provided at each section stop valve and at a central station.

• .6 The sprinklers shall be resistant to corrosion by marine atmosphere. In accommodation and service spaces the sprinklers shall come into operation within the temperature range from 68 to 79 °C, except that in locations such as drying rooms, where high ambient temperatures might be expected, the operating temperature may be increased by not more than 30 °C above the maximum deckhead temperature.

• .7 A list or plan shall be displayed at each indicating unit showing the spaces covered and the location of the zone in respect of each section. Suitable instructions for testing and maintenance shall be available.

• .8 Sprinklers shall be placed in an overhead position and spaced in a suitable pattern to maintain an average application rate of not less than 5 litres/m2 per minute over the nominal area covered by the sprinklers.

Sprinklers shall be placed as clear as possible of beams or other objects likely to obstruct the projections of water and in such positions that combustible material in the space will be well sprayed.

• .9 A pressure tank having a volume equal to at least twice that of the charge of water specified in this paragraph shall be provided. The tank shall contain a standing charge of fresh water, equivalent to the amount of water which would be discharged in one minute by the pump referred to in paragraph.12, and the arrangements shall provide for maintaining an air pressure in the tank such as to ensure that where the standing charge of fresh water in the tank has been used the pressure will be not less than the working pressure of the sprinkler, plus the pressure exerted by a head of water measured from the bottom of the tank to the highest sprinkler in the system. Suitable means of replenishing the air under pressure and of replenishing the fresh water charge in the tank shall be provided. A glass gauge shall be provided to indicate the correct level of the water in the tank.

• .10 Means shall be provided to prevent the passage of seawater into the tank. The pressure tank shall be fitted with an efficient relief valve and a pressure gauge. Stop valves or cocks shall be provided at each of the gauge connections.

• .11 An independent power pump shall be provided solely for the purpose of continuing automatically the discharge of water from the sprinklers. The pump shall be brought into action automatically by the pressure drop in the system before the standing fresh water charge in the pressure tank is completely exhausted.

• .12 The pump and the piping system shall be capable of maintaining the necessary pressure at the level of the highest sprinkler to ensure a continuous output of water sufficient for the simultaneous coverage of a minimum area of 280 m2 at the application rate specified in paragraph.8. For new class C and D ships of less than 40 metres in length with a total protected area of less than 280 m2, the Administration may specify the appropriate area for sizing of pumps and alternative supply components.

• .13 The pump shall have fitted on the delivery side a test valve with a short open-ended discharge pipe. The effective area through the valve and the pipe shall be adequate to permit the release of the required pump output while maintaining the pressure in the system specified in paragraph.9.

• .14 The sea inlet to the pump shall wherever possible be in the space containing the pump and shall be so arranged that when the ship is afloat it will not be necessary to shut off the supply of seawater to the pump for any purpose other than the inspection or repair of the pump.

• .15 The sprinkler pump and tank shall be situated in a position reasonably remote from any machinery space and shall not be situated in any space required to be protected by the sprinkler system.

• .16 There shall be not less than two sources of power supply for the seawater pump and automatic alarm and detection system. Where the sources of power for the pump are electrical, these shall be a main generator and an emergency source of power. One supply for the pump shall be taken from the main switchboard, and one from the emergency switchboard by separate feeders reserved solely for that purpose. The feeders shall be so arranged as to avoid galleys, machinery spaces and other enclosed spaces of high fire risk except in so far as it is necessary to reach the appropriate switchboards, and shall be run to an automatic changeover switch situated near the sprinkler pump. This switch shall permit the supply of power from the main switchboard so long as a supply is available therefrom, and to be so designed that upon failure of that supply it will automatically change over to the supply from the emergency switchboard. The switches on the main switchboard and the emergency switchboard shall be clearly labelled and normally kept closed. No other switch shall be permitted in the feeders concerned. One of the sources of power supply for the alarm and detection system shall be an emergency source. Where one of the sources of power for the pump is an internal combustion engine it shall, in addition to complying with the provisions of paragraph.15, be so situated that a fire in any protected space will not affect the air supply to the machinery.

• .17 The sprinkler system shall have a connection from the ship’s fire main by way of a lockable screw-down non-return valve at the connection which will prevent a backflow from the sprinkler system to the fire main.

• .18 A test valve shall be provided for testing the automatic alarm for each section of sprinklers by a discharge of water equivalent to the operation of one sprinkler. The test valve for each section shall be situated near the stop valve for that section.

• .19 Means shall be provided for testing the automatic operation of the pump on reduction of pressure in the system.

• .20 Switches shall be provided at one of the indicating positions referred to in paragraph.2 which will enable the alarm and the indicators for each section of sprinklers to be tested.

• .21 At least 6 spare sprinkler heads shall be provided for each section.

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .22 The automatic sprinkler, fire detection and fire alarm systems shall be of an approved type, complying with the provisions of the Fire Safety System Code.

• .23 For new C and D class ships of less than 40 metres in length and with a total protected area of less than 280 m2, the Administration of the Flag State may specify the appropriate area for sizing of pumps and alternative components.

9. Regulation II-2/A/9: Fixed fire detection and fire alarm systems (R 13)

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003 AND EXISTING CLASS B SHIPS:

• .1 General

• .1 Any required fixed fire detection and fire alarm system with manually operated call points shall be capable of immediate operation at all times.

• .2 Power supplies and electric circuits necessary for the operation of the system shall be monitored for loss of power or fault conditions as appropriate. Occurrence of a fault condition shall initiate a visual and audible fault signal at the control panel which shall be distinct from a fire signal.

• .3 There shall be not less than two sources of power supply for the electrical equipment used in the operation of the fire detection and fire alarm system, one of which shall be an emergency source. The supply shall be provided by separate feeders reserved solely for that purpose. Such feeders shall run to an automatic changeover switch situated in or adjacent to the control panel for the fire detection system.

• .4 Detectors and manually operated call points shall be grouped into sections. The activation of any detector or manually operated call point shall initiate a visual and audible fire signal at the control panel and indicating units. If the signals have not received attention within 2 minutes an audible alarm shall be automatically sounded throughout the crew accommodation and service spaces, control stations and machinery spaces. This alarm sounder system need not be an integral part of the detection system.

• .5 The control panel shall be located on the navigating bridge or in the main fire control station.

• .6 Indicating units shall, as a minimum, denote the section in which a detector or manually operated call point has operated. At least one unit shall be so located that it is easily accessible to responsible members of the crew at all times, when at sea or in port, except when the ship is out of service. One indicating unit shall be located on the navigating bridge if the control panel is located in the main fire control station.

• .7 Clear information shall be displayed on or adjacent to each indicating unit about the spaces covered and the location of the sections.

• .8 Where the fire detection system does not include means of remotely identifying each detector individually, no section covering more than one deck within accommodation, service and control stations shall normally be permitted except a section which covers an enclosed stairway. In order to avoid delay in identifying the source of fire, the number of enclosed spaces included in each section shall be limited as determined by the Administration of the flag State. In no case shall more than 50 enclosed spaces be permitted in any section. If the detection system is fitted with remotely and individually identifiable fire detectors, the sections may cover several decks and serve any number of enclosed spaces.

• .9 If there is no fire detection system capable of remotely and individually identifying each detector, a section of detectors shall not serve spaces on both sides of the ship nor on more than one deck and neither shall it be situated in more than one main vertical zone except that the Administration of the flag State, if it is satisfied that the protection of the ship against fire will not thereby be reduced, may permit such a section of detectors to serve both sides of the ship and more than one deck. In ships fitted with individually identifiable fire detectors, a section may serve spaces on both sides of the ship and on several decks but may not be situated in more than one main vertical zone.

• .10 A section of fire detectors which covers a control station, a service space or an accommodation space shall not include a machinery space.

• .11 Detectors shall be operated by heat, smoke or other products of combustion, flame or any combination of these factors. Detectors operated by other factors indicative of incipient fires may be considered by the Administration of the flag State provided that they are not less sensitive than such detectors. Flame detectors shall only be used in addition to smoke or heat detectors.

• .12 Suitable instructions and component spares for testing and maintenance shall be provided.

• .13 The function of the detection system shall be periodically tested to the satisfaction of the Administration of the flag State 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.

All detectors shall be of a type such that they can be tested for correct operation and restored to normal surveillance without the renewal of any component.

• .14 The fire detection system shall not be used for any other purpose, except that closing of fire doors and similar functions may be permitted at the control panel.

• .15 Fire detection systems with a zone address identification capability shall be so arranged that:

• — a loop cannot be damaged at more than one point by a fire;

• — means are provided to ensure that any fault (e.g. power break, short circuit, earth) occurring in the loop will not render the whole loop ineffective,

• — all arrangements are made to enable the initial configuration of the system to be restored in the event of failure (electrical, electronic, informatic),

• — the first initiated fire alarm will not prevent any other detector to initiate further fire alarms.

• .2 Installation requirements

• .1 Manually operated call points 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 metres from a manually operated call point.

• .2 Smoke detectors shall be installed in all stairways, corridors and escape routes within accommodation spaces.

• .3 Where a fixed fire detection and fire alarm is required for the protection of spaces other than those specified in paragraph.2.2 above, at least one detector complying with paragraph.1.11 shall be installed in each such space.

• .4 Detectors shall be located for optimum performance. Positions near beams and ventilation ducts or other positions where patterns of airflow could adversely affect performance and positions where impact or physical damage is likely, shall be avoided. In general, detectors which are located on the overhead shall be a minimum distance of 0,5 metres away from bulkheads.

• .5 The maximum spacing of detectors shall be in accordance with the table below:

Type of detector	Maximum floor area per detector (m2)	Maximum distance apart between centres (m)	Maximum distance away from bulkheads (m)
Heat	37	9	4,5
Smoke	74	11	5,5

The Administration of the flag State may require or permit other spaces based upon test data which demonstrate the characteristics of the detectors.

• .6 Electrical wiring which forms part of the system shall be so arranged as to avoid galleys, machinery spaces, and other enclosed spaces of high fire risk except where it is necessary to provide for fire detection or fire alarm in such spaces or to connect to the appropriate power supply.

• .3 Design requirements

• .1 The system and equipment shall be suitably designed to withstand supply voltage variation and transients, ambient temperature changes, vibration, humidity, shock, impact and corrosion normally encountered in ships.

• .2 Smoke detectors to be installed in stairways, corridors and escape routes within accommodation spaces as required by paragraph.2.2 shall be certified to operate before the smoke density exceeds 12,5 % obscuration per metre, but not until the smoke density exceeds 2 % obscuration per metre.

Smoke detectors to be installed in other spaces shall operate within sensitivity limits to the satisfaction of the Administration of the flag State having regard to the avoidance of detector insensitivity or oversensitivity.

• .3 Heat detectors shall be certified to operate before the temperature exceeds 78 °C but not until the temperature exceeds 54 °C, when the temperature is raised to those limits at a rate less than 1 °C per minute. At higher rates of temperature rise, the heat detector shall operate within temperature limits to the satisfaction of the Administration of the flag State having regard to the avoidance of detector insensitivity or oversensitivity.

• .4 The permissible temperature of operation of heat detectors may be increased to 30 °C above the maximum deckhead temperature in drying rooms and similar spaces of a normal high ambient temperature.

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .4.1 The fixed fire detection and fire alarm systems shall be of an approved type, complying with the provisions of the Fire Safety Systems Code.

• .4.2 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 metres from a manually operated call point.

NEW CLASS A, B, C AND D SHIPS:

• .5 In addition to the above provisions, the Administration of the flag State shall ensure that safety provisions on the installations regarding their independence from other installations or systems, the corrosion resistance of their components, the electrical power supply to their control system, and the availability of instructions for their operation and maintenance shall be complied with.

10. Regulation II-2/A/10: Arrangements for oil fuel, lubricating oil and other flammable oils (R 15)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .1 Limitations in the use of oil as fuel

• .1 Except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60 °C shall be used.

• .2 In emergency generators, oil fuel with a flashpoint of not less than 43 °C may be used.

• .3 Subject to such additional precautions as it may consider necessary and on condition that the ambient temperature of the space in which such oil fuel is stored or used shall not be allowed to rise to within 10 °C below the flashpoint of the oil fuel, the Administration of the flag State may permit the general use of oil fuel having a flashpoint of less than 60 °C but not less than 43 °C. For ships constructed on or after 1 January 2003 oil fuel having a flashpoint of less than 60 °C but not less than 43 °C may be permitted subject to the following:

• .3.1 fuel oil tanks except those arranged in double bottom compartments shall be located outside of machinery spaces of category A;

• .3.2 provisions for the measurement of oil temperature are provided on the suction pipe of the oil fuel pump;

• .3.3 stop valves and/or cocks are provided on the inlet side and outlet side of the oil fuel strainers and;

• .3.4 pipe joints of welded construction or of circular cone type or spherical type union joint are applied as much as possible.

The flashpoint of oils shall be determined by an approved closed cup method.

• .4 In ships, to which part G of chapter II-1 is applicable, the use of oil fuel having a lower flashpoint than otherwise specified in paragraph 1.1 is permitted.

• .2 Oil fuel arrangements

In a ship in which oil fuel is used, the arrangements for the storage, distribution and utilisation 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:

• .1.1 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.

• .1.2 By heated oil is meant oil the temperature of which after heating is higher than 60 °C or higher than the current flashpoint of the oil, if this is lower than 60 °C.

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

• .3 As far as practicable, oil fuel tanks shall be part of the ship’s structure and shall be located outside machinery spaces. Where oil fuel tanks, other than double bottom tanks, are necessarily located adjacent to or within machinery spaces, 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 they shall not contain oil fuel having a flashpoint of less than 60 °C. The use of freestanding oil fuel tanks shall be avoided and shall be prohibited in machinery spaces.

• .4 No oil fuel tank shall be situated where spillage or leakage therefrom can constitute a hazard by falling on heated surfaces. 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.

• .5 Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage, settling or daily service tank, having a capacity of 500 litres or above, situated above the double bottom, 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 additional valve is fitted in the machinery space it shall be operated from a position outside this space.

• .1 In ships constructed on or after 1 January 2003 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 located in machinery spaces.

• .2 In ships constructed on or after 1 January 2012 having a gross tonnage of less than 500, fuel tanks above the double bottom shall be fitted with a cock or valve.

• .3 In ships constructed before 1 January 2012 having a gross tonnage of less than 500 the cock or the valve mentioned in the first paragraph shall also be fitted in fuel tanks having a capacity of less than 500 litres and situated above the double bottom, not later than the first periodical survey on or after 1 January 2012.

• .6 Safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank shall be provided.

NEW CLASS B, C AND D SHIPS:

• .1 Sounding pipes 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, sounding pipes shall not terminate in machinery spaces. However, where the Administration of the flag State considers that these latter requirements are impracticable, it may permit termination of sounding pipes in machinery spaces on condition that all the following requirements are met:

• .1.1 in addition, an oil-level gauge is provided meeting the requirements of subparagraph.2.6.2;

• .1.2 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;

• .1.3 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. Provision shall be made as to ensure that any spillage of oil fuel through the control cock involves no ignition hazard.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .2 Other means of ascertaining the amount of oil fuel contained in any oil fuel tank may be permitted if such means do not require penetration below the top of the tank, and providing their failure or overfilling of the tanks will not permit release of fuel.

• .3 Means prescribed in subparagraph.2.6.2 shall be maintained in the proper condition to ensure their continued accurate functioning in service.

• .7 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. Any relief valves and air or overflow pipes 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 spaces, machinery spaces or similar spaces, situated in ships constructed on or after 1 January 2003.

• .8 Oil fuel pipes and their valves and fittings shall be of steel or other approved material, except that restricted use of flexible pipes may be permitted. Such flexible pipes and end attachments shall be of approved fire-resisting materials of adequate strength.

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.

NEW CLASS B, C AND D SHIPS:

• .9 All 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 for an alarm to be given in case of a fuel line failure.

• .10 All surfaces with temperatures above 220 °C which may be impinged as a result of a fuel system failure shall be properly insulated.

• .11 Oil fuel lines shall be screened or otherwise suitably protected to avoid as far as practicable oil spray or oil leakages onto hot surfaces, into machinery air intakes, or other sources of ignition. The number of joints in such piping systems shall be kept to a minimum.

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .12 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. 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.

• .13 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 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 pressurised oil fuel leaks while in service and after maintenance.

• .14 In multi-engine installations which 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.

• .15 Where the Administration of the flag State may permit 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 Administration having regarded of the fire risk.

• .16 Existing class B ships shall comply with the requirements of paragraphs.2.9 to.2.11, except that a suitable enclosure of engines having an output of 375 kW or less having fuel injection pumps serving more than one injector may be used as an alternative to the jacketed piping system in paragraph.2.9.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .3 Lubricating oil arrangements

The arrangements for the storage, distribution and utilisation of oil used in pressure lubrication systems shall be such as to ensure the safety of the ship and persons on board, and such arrangements in machinery spaces shall at least comply with the provisions of paragraphs.2.1,.2.4,.2.5,.2.6,.2.7,.2.8,.2.10 and.2.11, except that:

• .1 this does not preclude the use of sight-flow glasses in lubricating systems provided that they are shown by test to have a suitable degree of fire resistance. If sight-flow glasses are used, the pipe shall be provided with valves in both ends. The valve at the lower end of the pipe shall be of a self-closing type;

• .2 sounding pipes may be authorised in machinery spaces; the requirements of paragraphs.2.6.1.1 and.2.6.1.3 need not be applied on condition that the sounding pipes are fitted with appropriate means of closure.

For ships constructed on or after 1 January 2003 the provisions of paragraph 10.2.5 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 of the ship or where it is determined that the unintended operation of a quick closing valve on the lubricating oil tank would endanger the safe operation of the main propulsion and essential auxiliary machinery.

• .4 Arrangements for other flammable oils

The arrangements for the storage, distribution and utilisation 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. In locations where means of ignition are present, such arrangements shall at least comply with the provisions of paragraphs.2.4,.2.6,.2.10 and.2.11 and with the provisions of paragraphs.2.7 and.2.8 in respect of strength and construction.

• .5 Periodically unattended machinery spaces

In addition to the requirements of provisions 1 to 4, the oil fuel and lubricating oil systems 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, e.g. 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;

• .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.

• .6 Prohibition of carriage of flammable oils in forepeak tanks

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

11. Regulation II-2/A/11: Firefighter’s outfit (R 17)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .1 For ships constructed before 1 July 2019, a firefighter’s outfit shall consist of:

• .1.1 Personal equipment comprising:

• .1 protective clothing of material to protect the skin from the heat radiating from the fire and from burns and scalding by steam. The outer surface shall be water-resistant;

• .2 boots and gloves of rubber or other electrically non-conducting material;

• .3 a rigid helmet providing effective protection against impact;

• .4 an electric safety lamp (hand lantern) of an approved type with a minimum burning period of three hours;

• .5 a firefighter’s axe.

• .1.2 A breathing apparatus of an approved type consisting of a self-contained compressed-air-operated breathing apparatus (SCBA), the volume of air contained in the cylinders of which shall be at least 1 200 litres, or other self-contained breathing apparatus which shall be capable of functioning for at least 30 minutes. Every SCBA shall be provided with fully charged spare cylinders having a spare storage capacity of at least 2 400 litres of free air except that:

• (i) if the ship is carrying five or more SCBA, the total spare storage capacity of free air need not to exceed 9 600 litres; or

• (ii) if the ship is equipped with means for recharging the air cylinders with full pressure with air, free from contamination, the spare storage capacity of the fully charged spare cylinders of each SCBA shall be at least 1 200 litres of free air, and the total spare storage capacity of free air provided in the ship shall not be required to exceed 4 800 litres of free air.

All air cylinders for SCBA’s shall be interchangeable.

• .1.3 Self-contained compressed air breathing apparatus of fire-fighter’s outfits shall by 1 July 2019 comply with paragraph 2.1.2.2 of chapter 3 of the Fire Safety Systems Code.

• .1a For ships constructed on or after 1 July 2019, the fire-fighter’s outfits shall comply with the Fire Safety Systems Code. Every breathing apparatus shall be provided with fully charged spare cylinders having a spare storage capacity of at least 2 400 litres of free air except that:

• (i) if the ship is carrying five or more breathing apparatus, the total spare storage capacity of free air need not to exceed 9 600 litres; or