INTERNATIONAL MARITIME ORGANIZATION
E
IMO
SUB-COMMITTEE ON FIRE PROTECTION
46th session
Agenda item 5
FP 46/5/8
30 November 2001
Original: ENGLISH
UNIFIED INTERPRETATIONS TO SOLAS CHAPTER II-2
AND RELATED FIRE TEST PROCEDURES
Interpretations to the revised SOLAS chapter II-2
Submitted by Japan
SUMMARY
Executive summary:
This document provides draft interpretations to regulations in the
revised SOLAS chapter II-2
Action to be taken:
Paragraph 4
Related documents:
MSC 73/21/Add.2, MSC/Circ.913, FP 46/5/9, FP 46/5/11, FP 46/5/10
1
Amendments to SOLAS chapter II-2 were adopted at MSC 73 by resolution MSC.99(73),
as set out in annex 7 to document MSC 73/21/Add.2, which includes new requirements for oil
fuel arrangements, fixed water-based local application fire-fighting system and emergency
escape breathing devices (EEBD).
2
Japan has found that several interpretations to regulations in the revised SOLAS
chapter II-2 are necessary in order to introduce smooth application of the regulations regarding
the requirements mentioned in paragraph 1 above. Therefore, Japan has developed a set of draft
interpretations as set out in the attached annex.
3
Japan thinks that it would be beneficial for Japan to receive any comments from other
maritime administrations to the draft interpretation before putting them into actual use and,
moreover, that it would also be beneficial to reach a consensus, within the Sub-Committee, on
the draft interpretations. Therefore, Japan submits the draft interpretation to the Sub-Committee.
Action requested of the Sub-Committee
4
The Sub-Committee is invited to note that the draft interpretation described in the
attached annex will be used by the Japanese Maritime Administration, and take actions as
appropriate.
***
For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.
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ANNEX
DRAFT INTERPRETATIONS OF THE REGULATIONS OF
CHAPTER II-2 IN SOLAS 2000
Reg. 4.2.2.3.4
Oil fuel pipes, which, if damaged, would allow oil to escape.... it shall be operated from a
position outside this space. The controls for remote operation of the valve for the emergency
generator fuel tank shall be in a separate location from the controls for remote operation of other
valves for tanks located in machinery spaces.1
Interpretation:
The control for the emergency generator fuel tank may be located in the fire control
station where the controls for the other fuel oil tanks in machinery spaces are also located,
provided that the control is isolated from the other controls with a distinctive marking.
Reg. 4.2.4
Arrangements for other flammable oils
The arrangements for the storage, distribution and utilization of other flammable oils employed
under pressure in power transmission systems, control and activating systems and heating
systems shall be such as to ensure the safety of the ship and persons on board. Suitable oil
collecting arrangements for leaks shall be fitted below hydraulic valves and cylinders.1 In
locations where means of ignition are present, such arrangements shall at least comply with the
provisions of paragraphs 2.2.3.3, 2.2.3.5, 2.2.5.3 and 2.2.6 and with the provisions of paragraphs
2.2.4 and 2.2.5.1 in respect of strength and construction.
Interpretation:
This requirement is applicable to below oil fuel pipes systems and below floor located on
machinery room, etc. where excepted hydraulic valves and cylinders located on weather
decks and in tanks, cofferdams or void spaces.
Reg. 4.5.10 Protection of cargo pump-rooms
Reg. 4.5.10.1 In tankers:
.1
cargo pumps, ballast pumps and stripping pumps, installed in cargo pump
rooms...;
.2
lighting in cargo pump-rooms, except emergency lighting1 , shall be interlocked
with ventilation such that the ventilation shall be in operation when switching on
the lighting. Failure of the ventilation system shall not cause the lighting to go out;
.3
a system for continuous monitoring of the concentration of hydrocarbon gases...;
and
.4
all pump-rooms shall be provided with bilge level monitoring devices2 together
with appropriately located alarms.
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Interpretations:
1
Where the lighting in cargo pump rooms can be commonly used as the emergency
lighting, these lighting should be interlocked with the ventilation systems unless the main
electrical power source has been lost.
2
The bilge high level alarms can be acceptable as an alternative means for the level
monitoring devices, provided that they are located a lower position to ensure an early
bilge detection in the cargo pump room and extended to the cargo control room or the
pump control station.
Reg. 10.5.6.2
Machinery spaces of category A above 500 m3 in volume shall, in addition to the fixed
fire-extinguishing system required in paragraph 5.1.1, be protected by an approved type of fixed
water-based or equivalent local application fire-fighting system, based on the guidelines
developed by the Organization**1 . In the case of periodically unattended machinery spaces, the
fire fighting system shall have both automatic and manual release capabilities2 . In the case of
continuously manned machinery spaces, the fire-fighting system is only required to have a
manual release capability.
**Refer to the Guidelines for the approval of fixed water-based local application fire-fighting
systems for use in category A machinery spaces (MSC/Circ.913)
Interpretations:
1
When the intended nozzle direction is not vertically downward, tests which verify the
fire-extinguishing capabilities equivalent to that specified in MSC/Circ.913 in
circumstances of actual direction should be required in addition to the type approval test
in accordance with MSC/Circ.913.
Note: For application to large main diesel engines, an inclined installation of nozzles
may be practicable aiming at the engine top from the outside of the ceiling crane
operation area.
2
The automatic release system should be designed to detect and identify a local fire
quickly and accurately to prevent unexpected activation. It is impossible for present fixed
fire detection and fire alarm systems to detect and identify a local fire quickly and
accurately. Therefore, additional flame type fire detectors capable of identifying the
position of a local fire shall be introduced to a part of the fire detecting and alarm system
required in regulation II-2/7.4.1 of SOLAS 2000. Refer to the item 2-Operational
capabilities of the systems in the appendix of this paper for detail.
Reg. 10.5.6.3
Fixed local application fire-fighting systems are to protect areas such as the following without the
necessity of engine shutdown, personnel evacuation, or sealing of the spaces:
.1
the fire hazard portions of internal combustion machinery1 used for the ship’s
main propulsion and power generation;
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.2
boiler fronts2 ;
.3
the fire hazard portions of incinerators3 ; and
.4
purifiers for heated fuel oil4 .
Interpretations:
1
Hot surfaces such as exhaust pipes without insulation or with insulation likely to be
removed frequently for maintenance and high pressure fuel oil systems installed nearby
the hot surfaces should be protected. For typical diesel engines, the area on top of the
engine, fuel oil injection pumps and turbo chargers should be protected. Where the F.O.
injection pumps are installed under the steel platform, the pumps need not be protected.
Refer to the item 1-Clarification on Protected Area in the appendix of this paper for
detail.
2
The part around burners without insulation or with insulation likely to be removed
frequently for maintenance should be protected. Oil-fired inert gas generators should be
also protected in the same manner.
3
The part around burners without insulation or with insulation likely to be removed
frequently for maintenance should be protected.
4
Whole of purifiers except operate heater and pipe lines should be protected.
Reg. 13.3.4
Emergency escape breathing devices*
*Refer to the Guidelines for the performance, location, use and care of emergency escape
breathing devices (MSC/Circ.849).
Reg. 13.3.4.1
Emergency escape breathing devices shall comply with the Fire Safety Systems Code.
emergency escape breathing devices shall be kept onboard1 .
Spare
Reg. 13.3.4.2
All ships shall carry at least two emergency escape breathing devices within accommodation
spaces1&2 .
Reg. 13.3.4.3
In passenger ships, at least two emergency escape breathing devices shall be carried in each main
vertical zone1 .
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Reg.13.3.4.4
In passenger ships carrying more than 36 passengers, two emergency escape breathing devices,
in addition to those required in paragraph 3.4.3 above, shall be carried in each main vertical
zone1 .
Reg.13.3.4.5 (omitted.)
Interpretations:
1
2
EEBD(s) should be kept within accommodation spaces as a minimum;
(1)
For cargo ships: 2 sets and 1 set of spare
(2)
For passenger ships carrying not more than 36 passengers: 2 sets for each main
vertical zone except those defined in the regulation 13.3.4.5, and 2 sets of spare
(3)
For passenger ships carrying more than 36 passengers: 4 sets for each main
vertical zone except those defined in the regulation 13.3.4.5, and 2 sets of spare
EEBD(s) should be located at fire control stations and/or staircases in the escape route for
cargo ships.
Reg. 13.4.3.1
On all ships, within the machinery spaces, emergency escape breathing devices shall be situated
ready for use at easily visible places, which can be reached quickly and easily at any time in the
event of fire. The location of emergency escape breathing devices shall take into account the
layout of the machinery space and the number of persons normally working in the spaces.1
Interpretation:
1
EEBDs should be provided as shown below for the machinery space of category A where
ignition sources such as diesel engines, oil fired burner, etc. are contained and engineers
or crews may occupy for a considerable time.
(1)
For the engine room: each 1 set for the engine control room and the work shop
and 2 sets along the escape route including 1 set installed at the foot of escape
ladder other than the escape trunk. Special consideration will be given based on
the layout of the machinery space, however, 3 sets of EEBDs should be provided
as a minimum.
(2)
For the machinery space of category A other than engine rooms: 1 set along the
escape route. Where easy escape to a safe space is surely expected, EEBD is not
required.
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APPENDIX
SUPPLEMENT TO THE INTERPRETATIONS
1
Clarification on Protected Area
For typical diesel engines, the detail of the area on top of the engine including fuel oil injection
pumps and turbo chargers is shown in the followings.
2
(1)
Length:
Between both ends on top of cylinders. Where turbo charger(s) is installed at
either end of the engine, the turbo charger should be included.
Breadth:
Between inlets of exhaust gas chamber(s) and the fuel oil injection pumps.
Height:
Between the top of cylinders and the fuel oil injection pumps.
Operational capabilities of the systems – Action Procedures for the use of the
systems in case of local fire
In case of manned machinery spaces*1
Act.1 Detect a local fire by watch in the machinery space.
Act.2 Shutdown fuel oil for the object. In case of the fire on the running generator
engine, shutdown may be taken place after transferring the power supply to the
stand-by generator. Where blackout has occurred*2 before the completion of the
transfer, the automatic start of a stand-by generator should be confirmed.
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Act.3 Activate the system*2 by manual operation for suppression of the fire (activation
alarms work), then the main fire-extinguishing system may be activated if
necessary.
Note: Act.2 may be omitted depend on the scale of the fire.
(2)
In case of unmanned machinery spaces (fire recognized in early stage)
Act.1 Detect a local fire by a fire detection system*3 and alarm to manned stations.
Act.2 Confirm the fire in the machinery space and judge the position of the fire.
Act.3 Follow the Act.2 in the above-mentioned case (1). (After the Act.2 in case (1), the
system will be activated automatically*4 by the 2nd fire detection.)
(3)
In case of unmanned machinery spaces (fire not recognized in early stage)
Act.1 Detect a local fire by a fire detection system*3 and alarm to manned stations.
Act.2 The 2nd fire detection activates the system automatically*4 . (activation alarms
work)
Act.3 Confirm a fire in the machinery space and judge the position of the fire.
Act.4 Shutdown fuel oil for the object. In case of the fire on the running generator
engine, shutdown may be taken place after transferring of the power supply to the
stand-by generator. Where blackout has occurred*2 before the completion of the
transfer, the automatic start of a stand-by generator should be confirmed.
Act.5 The main fire-extinguishing system may be activated, if necessary, and the system
may be stopped, if appropriate.
*1
In case of manned machinery spaces, an automatic release system, if provided, should be
cut off.
*2
Where blackout has occurred after the activation of the systems, the systems should be reactivated when the stand-by generator comes to run.
*3
An automatic release system should be achieved by the combined fire detecting system
consisting of fire detectors provided in accordance with the requirements of
regulation II-2/7.4.1 of the Convention and additional flame type fire detectors dedicated
to each protected area for detecting the specific fire immediately and for preventing an
accidental release. First fire detection (may be achieved by a flame type fire detector)
provides only the fire alarm (and starts the stand-by generator, if possible), then, 2nd fire
detection by any one of conventional detectors in the machinery space provides the
system activation and its alarm. In this context, these two detections of fire alarms need
not to be distinct from each other.
*4
Manual operation should be available to override the automatic release system.
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3
Influence of water mist on electrical equipment
Considerations should be given to the influence of water mist on the electrical equipment
essential for the ship’s operation in the area covered by the water mist which is considered
relatively larger than the effective area assigned by MSC/Circ.913. Generator engines should be
so arranged as to prevent the loss of electrical power supply by isolating them each other. Due to
the difficulty of such isolation especially in small ships, the generators should be provided with
some effective protections to complement the incomplete isolation. The protection of IP44 and
above is considered effective against water mist. Lower ratings of IP grade combined with small
alternations on the generator casings such as extended air inlet hoods and air filters may be
acceptable providing that it is verified by an endurance test of 20 minutes carried out under the
simulated condition.
__________
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