Part A - General

  7.1.1 The following basic principles underlay the provisions in this chapter and are embodied therein as appropriate, having regard to the category of craft and the potential fire hazard involved:

• .1 maintenance of the main functions and safety systems of the craft, including propulsion and control, fire detection, alarms and extinguishing capability of unaffected spaces, after fire in any one compartment on board;

• .2 division of the passenger accommodation area for category B craft, in such a way that the occupants of any compartment can escape to an alternative safe area or compartment in case of fire;

• .3 subdivision of the craft by fire-resisting boundaries;

• .4 restricted use of combustible materials and materials generating smoke and toxic gases in a fire;

• .5 detection, containment and extinction of any fire in the space of origin;

• .6 protection of means of escape and access for fire fighting; and

• .7 immediate availability of fire-extinguishing appliances.

  7.1.2 The requirements in this chapter are based on the following conditions:

• .1 Where a fire is detected, the crew immediately puts into action the fire-fighting procedures, informs the base port of the accident and prepares for the escape of passengers to alternative safe area or compartment, or, if necessary, for the evacuation of passengers.

• .2 The use of fuel with a flashpoint below 43°C is not recommended. However, fuel with a lower flashpoint, but not lower then 35°C, may be used in gas turbines only subject to compliance with the provisions specified in 7.5.1 to 7.5.6.

• .3 The repair and maintenance of the craft is carried out in accordance with the requirements given in chapters18 and 19 of this Code.

• .4 Enclosed spaces such as cinemas, discotheques, and similar spaces are not permitted. Refreshment kiosks which do not contain cooking facilities with exposed heating surfaces may be permitted. Galleys, if fitted, should be in full compliance with chapter II-2 of the Convention.

• .5 Dangerous goods may be carried provided the relevant provisions of regulations II-2/53 and 54 of the Convention are complied with.

• .6 Passenger access to vehicle spaces is prohibited during the voyage except when accompanied by a crew member responsible for fire safety. Only authorized crew members should be permitted to enter cargo spaces at sea.

  7.2.1 "Fire-resisting divisions" are those divisions formed by bulkheads and decks which comply with the following:

• .1 They should be constructed of non-combustible or fire-restricting materials which by insulation or inherent fire-resisting properties satisfy the requirements of 7.2.1.2 to 7.2.1.6.

• .2 They should be suitably stiffened.

• .3 They should be so constructed as to be capable of preventing the passage of smoke and flame up to the end of the appropriate fire protection time.

• .4 Where required, they should maintain load-carrying capabilities up to the end of the appropriate fire protection time.

• .5 They should have thermal properties such that the average temperature on the unexposed side will not rise more than 139°C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 180°C above the original temperature during the appropriate fire protection time.

• .6 A test in accordance with the test procedures for a prototype bulkhead and deck should be required to ensure that it meets the above requirements.

  7.2.2 "Fire-restricting materials" are those materials which have properties complying with the standards developed by the Organization^footnote with respect to the following:

• .1 they should have low flame-spread characteristics;

• .2 limit heat flux, due regard being paid to the risk of ignition of furniture in the compartment;

• .3 limited rate of heat release, due regard being paid to the risk of spread of fire to an adjacent compartment; and

• .4 gas and smoke should not be emitted in quantities that could be dangerous to the occupants of the craft.

  7.2.3 "Local fire", the standards for compliance with 7.2.2.2 are to be developed by the Organization^footnoteas applicable to surface materials on bulkheads, wall, and ceiling linings including their supporting structure as considered necessary.

  7.2.4 "Non-combustible material" is a material which neither burns nor gives off flammable vapours in sufficient quantity for self-ignition when heated to approximately 750°C, this being determined to the satisfaction of the Administration by an established test procedure^footnote. Any other material is a combustible material.

  7.2.5 "A standard fire test" is one in which specimens of the relevant bulkheads, decks or other constructions are exposed in a test furnace by specified test method according to the standards ^footnotedeveloped by the Organization.

  7.2.6 Where the words "steel or other equivalent material" occur, "equivalent material" means any non-combustible material which, by itself or due to insulation provided, has structural and integrity properties equivalent to steel at the end of the applicable exposure to the standard fire test (e.g., aluminium alloy with appropriate insulation).

  7.2.7 "Low flame-spread" means that the surface thus described will adequately restrict the spread of flame, this being determined by an established test procedure^footnotedeveloped by the Organization.

  7.2.8 "Smoke-tight" or "capable of preventing the passage of smoke" means that a division made of non-combustible or fire-restricting materials is capable of preventing the passage of smoke.

  7.3.1 For the purposes of classification of space use in accordance with fire hazard risks, the following grouping should apply:

• .1 "Areas of major fire hazard" referred to in tables 7.4-1 and 7.4-2 by A, include the following spaces:

  • Machinery spaces
  • Open vehicle spaces
  • Spaces containing dangerous goods
  • Special category spaces
  • Store-rooms containing flammable liquids

• .2 "Areas of moderate fire hazard" referred to in tables 7.4-1 and 7.4-2 by B, include the following spaces:

  • Auxiliary machinery spaces, as defined in 1.4.3
  • Bond stores containing packaged beverages with alcohol content not exceeding 24% by volume
  • Crew accommodations
  • Service spaces

• .3 "Areas of minor fire hazard" referred to in tables 7.4-1 and 7.4-2 by C, include the following spaces:

  • Auxiliary machinery spaces, as defined in 1.4.4
  • Cargo spaces
  • Fuel tank compartments
  • Public spaces
  • Tanks, voids and areas of little or no fire risk

• .4 "Control stations" referred to in tables 7.4-1 and 7.4-2 by D, as defined in 1.4.13.

• .5 "Evacuation stations and external escape routes" referred to in tables 7.4-1 and 7.4-2 by E, include the following areas:

  • External stairs and open decks sued for escape routes
  • Muster stations, internal and external
  • Open deck spaces and enclosed promenades forming lifeboat and liferaft embarkation and lowering stations
  • The craft's side to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to the liferaft's and evacuation slide's embarkation areas

• .6 "Open spaces" referred to in tables 7.4-1 and 7.4-2 by F, include the following areas:

  • Open spaces locations other than evacuation stations and external escape routes and control stations.

  7.5.1 Tanks containing fuel and other flammable fluids should be separated from passenger, crew, and baggage compartments by vapour-proof enclosures or cofferdams which are suitably ventilated and drained.

  7.5.2 Fuel oil tanks should not be located in or contiguous to major fire hazard areas. However, flammable fluids of a flashpoint not less than 60°C may be located within such areas provided the tanks are made of steel or other equivalent material.

  7.5.3 Every oil fuel pipe which, if damaged, would allow oil to escape from a storage, settling or daily service tank should be fitted with a cock or valve directly on the tank capable of being closed from a position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated.

  7.5.4 Pipes, valves and couplings conveying flammable fluids should be of steel or such alternative material satisfactory to a standard^footnote, in respect of strength and fire integrity having regard to the service pressure and the spaces in which they are installed. Wherever practicable, the use of flexible pipes should be avoided.

  7.5.5 Pipes, valves and couplings conveying flammable fluids should be arranged as far from hot surfaces or air intakes of engine installations, electrical appliances and other potential sources of ignition as is practicable and be located or shielded so that the likelihood of fluid leakage coming into contact with such sources of ignition is kept to a minimum.

  7.5.6 Fuel with a flashpoint below 35°C should not be used. In every craft in which fuel with a flashpoint below 43°C is used, the arrangements for the storage, distribution and utilization of the fuel should be such that, having regard to the hazard of fire and explosion which the use of such fuel may entail, the safety of the craft and of persons on board is preserved. The arrangements should comply, in addition to the requirements of 7.5.1 to 7.5.5, with the following provisions:

• .1 tanks for the storage of such fuel should be located outside any machinery space and at a distance of not less than 760 mm inboard from the shell side and bottom plating, and from decks and bulkheads;

• .2 arrangements should be made to prevent overpressure in any fuel tank or in any part of the oil fuel system, including the filling pipes. Any relief valves and air or overflow pipes should discharge to a position which, in the opinion of the Administration, is safe;

• .3 the spaces in which fuel tanks are located should be mechanically ventilated using exhaust fans providing not less than six air changes per hour. The fans should be such as to avoid the possibility of ignition of flammable gas air mixtures. Suitable wire mesh guards should be fitted over inlet and outlet ventilation openings. The outlets for such exhausts should be discharged to a position which, in the opinion of the Administration, is safe. `No Smoking' signs should be posted at the entrances to such spaces;

• .4 earthed electrical distribution systems should not be used, with the exception of earthed intrinsically safe circuits;

• .5 suitable certified safe type ^footnoteelectrical equipment should be used in all spaces where fuel leakage could occur including ventilation system. Only electrical equipment and fittings essential for operational purposes should be fitted in such spaces;

• .6 a fixed vapour detection system should be installed in each space through which fuel lines pass, with alarms provided at the continuously manned control station;

• .7 every fuel tank should, where necessary, be provided with "savealls" or gutters which would catch any fuel which may leak from such tank;

• .8 safe and efficient means of ascertaining the amount of fuel contained in any tank should be provided. Sounding pipes should not terminate in any space where the risk of ignition of spillage from the sounding pipe might arise. In particular, they should not terminate in passenger or crew spaces. The use of gauge glasses is prohibited. Other means of ascertaining the amount of fuel contained in any 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 tank will not permit the release of fuel;

• .9 during bunkering operations no passenger should be on board the craft or in the vicinity of the bunkering station, and adequate 'No Smoking' and 'No Naked Lights' signs should be posted. Vessel-to-shore fuel connections should be of closed type and suitably grounded during bunkering operations;

• .10 the provision of fire detection and extinguishing systems in spaces where non-integral fuel tanks are located should be in accordance with paragraphs 7.7.1 to 7.7.4; and

• .11 refuelling of the craft should be done at the approved refuelling facilities, detailed in the route operational manual, at which the following fire appliances are provided:

  • .11.1 a suitable foam applicator system consisting of monitors and foam making branch pipes capable of delivering foam solution at a rate of not less than 500 l/min for not less than 10 min;

  • .11.2 dry powder extinguishers of total capacity not less than 50 kg; and

  • .11.3 carbon dioxide extinguishers of total capacity not less that 16 kg.

  7.6.1 The main inlets and outlets of all ventilation systems should be capable of being closed from outside the spaces being ventilated. In addition, such openings to areas of major fire hazard should be capable of being closed from a continuously manned control station.

  7.6.2 All ventilation fans should be capable of being stopped from outside the spaces which they serve, and from outside the spaces in which they are installed. Ventilation fans serving major fire hazard areas should be capable of being operated from a continuously manned control station. The means provided for stopping the power ventilation to the machinery space should be separated from the means provided for stopping ventilation of other spaces.

  7.6.3 Major fire hazard areas and main passenger spaces serving as muster stations should have separate ventilation systems and ventilation ducts. Ventilation ducts for major fire hazard areas should not pass through other spaces, and ducts for ventilation of other spaces should not pass through major fire hazard areas.

  7.6.4 Where, of necessity, a ventilation duct passes through a fire-resisting or smoke-tight division, a fail safe automatic closing fire damper should be fitted adjacent to the division. The duct between the division and the damper should be of steel or other equivalent material and insulated to the same standard as required for the fire-resisting division.

  7.6.5 Where ventilation systems penetrate decks, the arrangements should be such that the effectiveness of the deck in resisting fire is not thereby impaired and precautions should be taken to reduce the likelihood of smoke and hot gases passing from one between deck space to another through the system.

  7.6.6 All dampers fitted on fire-resisting or smoke-tight divisions should also be capable of being manually closed from each accessible side of the division in which they are fitted, and remotely closed from the continuously manned control station.

  7.7.1 Areas of major and moderate fire hazard and other enclosed spaces in the accommodation not regularly occupied, such as toilets, stairway enclosures and corridors should be provided with an approved automatic smoke detection system and manually operated call points to indicate at the control station the location of outbreak of a fire in all normal operating conditions of the installations. Main propulsion machinery room(s) should in addition have detectors sensing other than smoke and be supervised by TV cameras monitored from the operating compartment. Manually operated call points should be installed throughout the accommodation spaces, service spaces and, where necessary, control stations. One manually operated call point should be located at each exit from these spaces and from areas of major fire hazard.

  7.7.2 The fixed fire detection and fire alarm systems should comply with the following requirements.

• 7.7.2.1 General requirements

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

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

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

  • .4 Detectors and manually operated call points should be grouped into sections. The activation of any detector or manually operated call point should initiate a visual and audible fire signal at the control panel and indicating units. If the signals have not received attention within two minutes an audible alarm should 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 fire detection system.

  • .5 The control panel should be located in the operating compartment or in the main fire control station.

  • .6 Indicating units should, as a minimum, denote the section in which a detector or manually operated call point has operated. At least one unit should 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 craft is out of service. One indicating unit should be located in the operating compartment if the control panel is located in the space other than the operating compartment.

  • .7 Clear information should 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 spaces, service spaces and control stations should 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 should be limited as determined by the Administration. In no case should 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 In passenger craft, if there is no fire detection system capable of remotely and individually identifying each detector, a section of detectors should not serve spaces on both sides of the craft nor on more than one deck and neither should it be situated in more than one zone according to 7.11.1 except that the Administration, if it is satisfied that the protection of the craft against fire will not thereby be reduced, may permit such a section of detectors to serve both sides of the craft and more than one deck. In passenger craft fitted with individually identifiable fire detectors, a section may serve spaces on both sides of the craft and on several decks.

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

  • .11 Detectors should 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 provided that they are no less sensitive than such detectors. Flame detectors should only be used in addition to smoke or heat detectors.

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

  • .13 The function of the detection system should be periodically tested 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 should 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 should 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 should be so arranged that:

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

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

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

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

• 7.7.2.2 Installation requirements:

  • .1 Manually operated call points should be installed throughout the accommodation spaces, service spaces and control stations. One manually operated call point should be located at each exit. Manually operated call points should be readily accessible in the corridors of each deck such that no part of the corridor is more than 20 m from a manually operated call point.

  • .2 Smoke detectors should be installed in all stairways, corridors and escape routes within accommodation spaces. Consideration should be given to the installation of special purpose smoke detectors within ventilation ducting.

  • .3 Where a fixed fire detection and fire alarm system is required for the protection of spaces other than those specified in .2, at least one detector complying with 7.7.2.1.11 should be installed in each such space.

  • .4 Detectors should be located for optimum performance. Positions near beams and ventilation ducts or other positions where patterns of air flow could adversely affect performance and positions where impact or physical damage is likely should be avoided. In general, detectors which are located on the overhead should be a minimum distance of 0.5 m away from bulkheads.

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

    Type of detector	Maximum floor area per detector	Maximum distance apart between centres	Maximum distance away from bulkheads
    Heat	37 m2	9 m	4.5 m
    Smoke	74 m2	11 m	5.5 m

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

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

• 7.7.2.3 Design requirements:

  • .1 The system and equipment should 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 required by paragraph 7.7.2.2.2 should 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 should operate within sensitivity limits to the satisfaction of the Administration having regard to the avoidance of detector insensitivity or over-sensitivity.

  • .3 Heat detectors should 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 should operate within temperature limits having regard to the avoidance of detector insensitivity or over-sensitivity.

  • .4 At the discretion of the Administration, 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.

  • .5 Flame detectors referred to in 7.7.2.1.11 should have a sensitivity sufficient to determine flame against an illuminated space background and a false signal identification system.

  7.7.3 A fixed fire detection and fire alarm system for periodically unattended machinery spaces should comply with the following requirements:

• .1 The fire detection system should be so designed and the detectors so positioned as to detect rapidly the onset of fire in any part of those spaces and under any normal conditions of operation of the machinery and variations of ventilation as required by the possible range of ambient temperatures. Except in spaces of restricted height and where their use is specially appropriate, detection system using only thermal detectors should not be permitted. The detection system should initiate audible and visual alarms distinct in both respects from the alarms of any other system not indicating fire, in sufficient places to ensure that the alarms are heard and observed on the navigating bridge and by a responsible engineer officer. When the operating compartment is unmanned the alarm should sound in a place where a responsible member of the crew is on duty.

• .2 After installation, the system should be tested under varying conditions of engine operation and ventilation.

  7.7.4 Areas of major fire hazard should be protected by an approved fixed extinguishing system operable from the control position which is adequate for the fire hazard that may exist. The system should be capable of local manual control and remote control from the continuously manned control stations.

  7.7.5 In all craft where gas is used as the extinguishing medium, the quantity of gas should be sufficient to provide two independent discharges. The second discharge into the space should only be activated (released) manually from a position outside the space being protected. Where the space has a second fixed means of extinguishing installed, then the second discharge should not be required.

  7.7.6.1 The fixed fire-extinguishing systems should comply with the following requirements:

• .1 The use of a fire-extinguishing medium which, in the opinion of the Administration, either by itself or under expected conditions of use will adversely affect the earth's ozone layer and/or gives off toxic gases in such quantities as to endanger persons should not be permitted.

• .2 The necessary pipes for conveying fire-extinguishing medium into protected spaces should be provided with control valves so marked as to indicate clearly the spaces to which the pipes are led. Non-return valves should be installed in discharge lines between cylinders and manifolds. Suitable provision should be made to prevent inadvertent admission of the medium to any space.

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

• .4 Means should be provided to close all openings which may admit air to, or allow gas to escape from, a protected space.

• .5 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, such release of air within that space would seriously affect the efficiency of the fixed fire-extinguishing system, the Administration should require the provision of an additional quantity of fire-extinguishing medium.

• .6 Means should 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 should operate for a suitable period before the medium is released.

• .7 The means of control of any fixed gas fire-extinguishing system should be readily accessible and simple to operate and should 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 should be clear instructions relating to the operation of the system having regard to the safety of personnel.

• .8 Automatic release of fire-extinguishing medium should not be permitted.

• .9 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.

• .10 Pressure containers required for the storage of fire-extinguishing medium should be located outside protected spaces in accordance with 7.7.6.1.13.

• .11 Means should be provided for the crew to safely check the quantity of medium in the containers.

• .12 Containers for the storage of fire-extinguishing medium and associated pressure components should be designed to pressure codes of practice to the satisfaction of the Administration having regard to their locations and maximum ambient temperatures expected in service.

• .13 When the fire-extinguishing medium is stored outside a protected space, it should be stored in a room which should be situated in a safe and readily accessible position and should be effectively ventilated. Any entrance to such a storage room should preferably be from the open deck and in any case should be independent of the protected space. Access doors should 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, should be gas tight. Such storage rooms should be treated as control stations.

• .14 Spare parts for the system should be stored on board or at a base port.

  7.7.6.2 Carbon dioxide systems

• .1 For cargo spaces, the quantity of carbon dioxide available should, 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 craft.

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

  • .2.1 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

  • .2.2 35% of the gross volume of the largest machinery space protected, including the casing;

  provided that the above-mentioned percentages may be reduced to 35% and 30% respectively for cargo craft of less than 2,000 tons gross tonnage; provided also that if two or more machinery spaces are not entirely separate they should be considered as forming one space.

• .3 For the purpose of this paragraph the volume of free carbon dioxide should be calculated at 0.56 m³/kg.

• .4 For machinery spaces, the fixed piping system should be such that 85% of the gas can be discharged into the space within 2 min.

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

• .6 The two controls should 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 should be in a break-glass type enclosure conspicuously located adjacent to the box.

  7.7.7 Control stations, accommodation spaces and service spaces should be provided with portable fire extinguishers of appropriate types. At least five portable extinguishers should be provided, and so positioned as to be readily available for immediate use. In addition, at least one extinguisher suitable for machinery space fires should be positioned outside each machinery space entrance.

  7.7.8 Fire pumps, and appropriate associated equipment, or alternative effective fire-extinguishing systems should be fitted as follows:

• .1 At least two independently driven pumps should be arranged. Each pump should have at least two thirds the capacity of a bilge pump as determined by 10.3.5 and 10.3.6 but not less than 25 m³/h. Each fire pump should be able to deliver sufficient quantity and pressure of water to simultaneously operate the hydrants as required by .4.

• .2 The arrangement of the pumps should be such that in the event of a fire in any one compartment all the fire pumps will not be put out of action.

• .3 Isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from the rest of the fire main should be fitted in an easily accessible and tenable position outside the machinery spaces. The fire main should be so arranged that when the isolating valves are shut all the hydrants on the craft, except those in the machinery space referred to above, can be supplied with water by a fire pump not located in this machinery space through pipes which do not enter this space.

• .4 Hydrants should be arranged so that any location on the craft can be reached by the water jets from two fire hoses from two different hydrants, one of the jets being from a single length of hose. Special category spaces hydrants should be located so that any location within the space can be reached by two water jets from two different hydrants, each jet being supplied from a single length of hose.

• .5 Each fire hose should be of non-perishable material and have a maximum length approved by the Administration. Fire hoses, together with any necessary fittings and tools, should be kept ready for use in conspicuous positions near the hydrants. All fire hoses in interior locations should be connected to the hydrants at all times. One fire hose should be provided for each hydrant as required by .4.

• .6 Each fire hose should be provided with a nozzle of an approved dual purpose type (i.e. spray/jet type) incorporating a shutoff.

  7.9.1 There should be permanently exhibited, for the guidance of the master and officers of the craft, fire control plans showing clearly for each deck the following positions: the control stations, the sections of the craft which are enclosed by fire-resisting divisions together with particulars of the fire alarms, fire detection systems, the sprinkler installations, the fixed and portable fire-extinguishing appliances, the means of access to the various compartments and decks in the craft, the ventilating system including particulars of the master fan controls, the positions of dampers and identification numbers of the ventilating fans serving each section of the craft, the location of the international shore connection, if fitted, and the position of all means of control referred to in 7.5.3, 7.6.2, 7.7.1 and 7.7.4. The text of such plans^footnoteshould be in the official language of the flag State.

However, if the language is neither English nor French, a translation into one of those languages should be included.

  7.9.2 A duplicate set of fire control plans or a booklet containing such plans should be permanently stored in a prominently marked weathertight enclosure outside the deckhouse for the assistance of shore side fire-fighting personnel.

  7.9.3 Openings in fire-resisting divisions

• 7.9.3.1 Except for the hatches between cargo, special category, store, and baggage spaces and between such spaces and the weather decks, all openings should be provided with permanently attached means of closing which should be at least as effective for resisting fires as the divisions in which they are fitted.

• 7.9.3.2 It should be possible for each door to be opened and closed from each side of the bulkhead by one person only.

• 7.9.3.3 Fire doors bounding major fire hazard areas and stairway enclosures should satisfy the following requirements:

  • .1 The doors should be self-closing and be capable of closing with an angle of inclination of up to 3.5° opposing closure, and should have an approximately uniform rate of closure of no more than 40 s and no less than 10 s with the craft in the upright position.

  • .2 Remote-controlled sliding or power-operated doors should be equipped with an alarm that sounds at least 5 s but no more than 10 s before the door begins to move and continue sounding until the door is completely closed. Doors designed to reopen upon contacting an object in their paths should reopen sufficiently to allow a clear passage of at least 0.75 m, but no more than 1 m.

  • .3 All doors should be capable of remote and automatic release from a continuously manned central control station, either simultaneously or in groups, and also individually from a position at both sides of the door. Indication should be provided at the fire control panel in the continuously manned control station whether each of the remote-controlled doors is closed. The release mechanism should be so designed that the door will automatically close in the event of disruption of the control system or central power supply. Release switches should have an on-off function to prevent automatic resetting of the system. Hold-back hooks not subject to control station release should be prohibited.

  • .4 Local power accumulators for power-operated doors should be provided in the immediate vicinity of the doors to enable the doors to be operated at least ten times (fully opened and closed) using the local controls

  • .5 Double-leaf doors equipped with a latch necessary to their fire integrity should have a latch that is automatically activated by the operation of the doors when released by the system.

  • .6 Doors giving direct access to special category spaces which are power-operated and automatically closed need not be equipped with alarms and remote-release mechanisms required in .2 and .3.

• 7.9.3.4 The requirements for integrity of fire-resisting divisions of the outer boundaries facing open spaces of a craft should not apply to the glass partitions, windows and sidescuttles. Similarly, the requirements for integrity of fire-resisting divisions facing open spaces should not apply to exterior doors in superstructures and deckhouses.

  7.10.1 All craft other than category A passenger craft should carry at least two fireman's outfits complying with the requirements of 7.10.3.

• 7.10.1.1 In addition, there should be provided in category B passenger craft for every 80 m, or part thereof, of the aggregate of the length of all passenger spaces and service spaces on the deck which carries such spaces or, if there is more than one such deck, on the deck which has the largest aggregate of such length, two fireman's outfits and two sets of personal equipment, each set comprising the items stipulated in 7.10.3.1.1 to 7.10.3.1.3;

• 7.10.1.2 In category B passenger craft, for each pair of breathing apparatus there should be provided one water fog applicator which should be stored adjacent to such apparatus.

• 7.10.1.3 The Administration may require additional sets of personal equipment and breathing apparatus, having due regard to the size and type of the craft.

  7.10.2 The fireman's outfits or sets of personal equipment should be so stored as to be easily accessible and ready for use and, where more than one fireman's outfit or more than one set of personal equipment is carried, they should be stored in widely separated positions. In passenger craft, at least two fireman's outfits and one set of personal equipment should be available at any one control station.

  7.10.3 A fireman's outfit should consist of:

• .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 or gases. The outer surface should be water-resistant;

  • .2 boots and gloves of rubber or other electrically non-conductive 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 3 h; and

  • .5 an axe.

• .2 A breathing apparatus of an approved type which may be either:

  • .1 a smoke helmet or smoke mask which should be provided with a suitable air pump and a length of air hose sufficient to reach from the open deck, well clear of hatch or doorway, to any part of the holds or machinery spaces. If, in order to comply with this subparagraph, an air hose exceeding 36 m in length would be necessary, a self-contained breathing apparatus should be substituted or provided in addition as determined by the Administration, or

  • .2 a self-contained compressed-air-operated breathing apparatus, the volume of air contained in the cylinders of which should be at least 1,200 1, or other self-contained breathing apparatus which should be capable of functioning for at least 30 min. A number of spare charges, suitable for use with the apparatus provided, should be available on board.

• .3 For each breathing apparatus, a fireproof lifeline of sufficient length and strength should be provided capable of being attached by means of a snaphook to the harness of the apparatus or to a separate belt in order to prevent the breathing apparatus becoming detached when the lifeline is operated.