6.1 General
6.1.1 General provisions
6.1.1.1 The following basic principles are underlying the provisions in this chapter and
are embodied therein as appropriate, having regard to the category of craft and the
potential fire hazard involved:
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.1 for unassisted WIG craft, 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;
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.2 for all other craft, maintenance of the safety systems of the craft,
fire-detection, alarms and extinguishing capability of unaffected spaces, after
fire in any one compartment on board;
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.3 subdivision of the craft by fire-resisting boundaries;
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.4 restricted use of combustible materials and materials generating smoke and
toxic gases in a fire;
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.5 detection, containment and extinction of any fire in the space of origin;
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.6 protection of means of escape and access for firefighting;
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.7 immediate availability of fire-extinguishing appliances; and
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.8 maintenance of structural integrity during firefighting and evacuation time.
6.1.1.2 The provisions of this chapter are based on the following conditions:
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.1 Where a fire is detected, the crew should immediately put into action the
firefighting procedures and inform the base port of the accident.
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.2 The use of fuel with a flashpoint below 43°C is not recommended. However, fuel
with a lower flashpoint may be used subject to compliance with the provisions
specified in 6.1.4.2.2 to 6.1.4.2.6. The use of fuel with a flashpoint lower than
35°C may be accepted by the Administration, provided that special safety measures
are considered.
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.3 The repair and maintenance of the craft should be carried out in accordance
with the provisions given in chapters 17 and 18.
.4 Pantries and refreshment kiosks which do not contain cooking facilities with
exposed heating surfaces should be fitted. Galleys should not be fitted.
.5 Dangerous goods should not be carried, except in accordance with requirements
developed by the Organization for this purpose.
.6 Only authorized crew members should be permitted to enter cargo spaces at sea.
6.1.2 Definitions
6.1.2.1 Fire-resisting divisions are those divisions formed by bulkheads and
decks which comply with the following:
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.1 They should be constructed of non-combustible or fire-restricting materials
which by insulation or inherent fire-resisting properties satisfy the provisions
of 6.1.2.1.2 to 6.1.2.1.6.
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.2 They should be suitably stiffened.
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.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.
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.4 Where required, they should maintain load-carrying capabilities up to the end
of the appropriate fire protection time.
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.5 They should have thermal properties such that the average temperature on the
unexposed side will not rise more than 140°C above the original temperature, nor
will the temperature at any one point, including any joint, rise more than 180°C
above the original temperature during the appropriate fire protection time.
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.6 A test of a prototype bulkhead or deck in accordance with the Fire Test
Procedures Code should be required to ensure that it meets the above
provisions.
6.1.2.2 Fire-restricting materials are those materials which have properties
complying with the Fire Test Procedures Code.
6.1.2.3 Fire Test Procedures Code means the International Code for Application of
Fire Test Procedures, 2010 (2010 FTP
Code), as defined in chapter II-2 of the Convention.
6.1.2.4 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 in accordance with the Fire Test Procedures Code. Any other
material is a combustible material.
6.1.2.5 Marine evacuation system (MES) has the same meaning as in 7.1.10.3.
6.1.2.6 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).
6.1.2.7 Low flame-spread means that the surface thus described will adequately
restrict the spread of flame, this being determined in accordance with the Fire Test
Procedures Code.
6.1.2.8 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.
6.1.3 Structural fire protection
6.1.3.1 The boundaries of fire hazard areas should be constructed of approved
non-combustible materials or other fire-restricting materials having adequate structural
properties provided the provisions of this chapter are complied with and the materials
are in compliance with the Fire Test Procedures Code.
6.1.3.2 The craft hull should be subdivided into fire hazard areas and low fire hazard
areas by the fire-resistant structures.
6.1.3.3 Structures bounding fire hazard areas should be constructed to resist the
penetration of smoke and flame for 30 min or a lesser time determined in accordance with
3.8.4.
6.1.3.4 The structures specified in 6.1.3.3 should be satisfactorily tested against the
appropriate requirements of "test procedures for fire-resisting divisions of high-speed
craft" in the Fire Test Procedures Code.
6.1.3.5 The following structures should be constructed as fire-resisting structures, in
accordance with 6.1.3.3:
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.1 sides, decks, bulkheads bounding machinery spaces and auxiliary machinery
spaces, pantries, baggage compartments, excluding uninsulated metallic divisions
in contact with the water in the displacement mode with the craft in lightweight
condition;
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.2 decks and bulkheads separating control stations from the adjacent compartments;
and
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.3 decks and bulkheads separating cargo compartments from control stations,
passenger compartments and evacuation routes.
6.1.3.6 Main load-carrying structures within areas of fire hazard should be arranged to
distribute load such that there will be no collapse of the structure of the craft when
it is exposed to fire for the appropriate fire protection time. The load-carrying
structure should also comply with the relevant provisions of 6.1.3.4 and 6.1.1.1.7.
6.1.3.7 A control station for ventilators, for fuel shut down system, remote control of
fire-extinction systems as well as indication panels of fire detection, should be
located in the craft operating compartment.
6.1.3.8 Where insulation is installed in areas in which it could come into contact with
any flammable fluids or their vapours, its surface should be impermeable to such
flammable fluids or vapours. The exposed surfaces of vapour barriers and adhesives used
in conjunction with insulation materials should have low flame spread characteristics.
6.1.3.9 Furniture and furnishings in public spaces and crew accommodation should comply
with the following standards:
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.1 all case furniture should be constructed entirely of approved non-combustible
materials, except that combustible veneers may be accepted, but should be made of
a material having low flame spread characteristics;
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.2 all other furniture, such as chairs, sofas and tables, is constructed with
frames of non-combustible materials;
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.3 all draperies, curtains and other suspended textile materials have qualities of
resistance to the propagation of flame in accordance with the Fire Test Procedures
Code;
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.4 all upholstered furniture has qualities of resistance to the ignition and
propagation of flame in accordance with the Fire Test
Procedures Code; and
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.5 all deck finish materials comply with the Fire Test
Procedures Code.
6.1.3.10 The following surfaces should, as a minimum standard, be constructed of
materials having low flame-spread characteristics:
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.1 exposed surfaces in corridors and stairway enclosures, and of bulkheads, wall
and ceiling linings in all accommodation, service spaces, control stations and
internal assembly and evacuation stations; and
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.2 surfaces in concealed or inaccessible spaces in corridors and stairway
enclosures, accommodation, service spaces, control stations corridors and stairway
enclosures.
6.1.3.11 Any thermal or acoustic insulation should be of non-combustible or of
fire-restricting material. Vapour barriers and adhesives used in conjunction with
insulation, as well as insulation of pipe fittings for cold service systems, need not be
non-combustible or fire-restricting, but they should be kept to the minimum quantity
practicable and their exposed surfaces should have low flame-spread characteristics.
6.1.3.12 Exposed surfaces in corridors and stairway enclosures, and of bulkheads
(including windows) wall and ceiling linings, in all public spaces, crew accommodation,
service spaces, control stations and internal assembly and evacuation stations should be
constructed of materials which, when exposed to fire, are not capable of producing
excessive quantities of smoke or toxic products, this being determined in accordance
with the Fire
Test Procedures Code.
6.1.3.13 In accommodation and service spaces, control stations, corridors and stairways,
air spaces enclosed behind ceilings, panelling or linings should be suitably divided by
close-fitting draught stops not more than 14 m apart.
6.1.3.14 Openings in fire-resisting divisions
6.1.3.14.1 The construction of all doors and hatches in fire-resisting divisions,
together with associated door frames, coamings and their means of securing when closed,
should provide resistance to fire as well as to the passage of smoke and flame
equivalent to that of the bulkheads in which they are situated. Also, where a
fire-resisting division is penetrated by pipes, ducts, controls, electrical cables or
for other purposes, arrangements and necessary testing should be made to ensure that the
fire-resisting integrity of the division is not impaired.
6.1.3.14.2 It should be possible for each door to be opened and closed from each side of
the bulkhead by one person only.
6.1.3.14.3 Fire doors bounding areas of major fire hazard and stairway enclosures should
satisfy the following provisions:
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.1 The doors should be either self-closing in all normal operational conditions or
kept closed at all times when not required for access.
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.2 Self-closing doors may be fitted with a hold-back system capable of both local
release and remote fail-safe release from the operating compartment. Hold-back
hooks not subject to release from the operating compartment are not permitted.
6.1.3.14.4 The provisions for integrity of fire-resisting divisions of the outer
boundaries facing open spaces of a craft should not apply to glass partitions and
windows. Similarly, the provisions for integrity of fire-resisting divisions facing open
spaces should not apply to exterior doors.
6.1.3.15 For purposes indicated in 6.1.3.9 and 6.1.3.10 it is permitted to use a
restricted amount of combustible materials which propagate flame slowly provided that
structural, active and other measures are taken for ensuring the necessary level of the
fire safety.
6.1.4 Provisions for systems and equipment
6.1.4.1 Ventilation
6.1.4.1.1 Where the methods of fire extinction used in ventilated spaces require the
isolation of those spaces to be effective, the main inlets and outlets of all
ventilation systems should be capable of being closed from outside the spaces being
ventilated. In such cases, the main inlets and outlets of ventilation systems for fire
hazard areas should be capable of being closed from the operating compartment.
6.1.4.1.2 All ventilation fans should be capable of being stopped from the operating
compartment. The operating procedures for the craft should ensure that this control is
always activated before any evacuation unless an emergency shut-off control is provided
in a position readily accessible from outside the craft.
6.1.4.1.3 Ventilation ducts for areas of fire hazard should not pass through other
spaces, and ducts for ventilation of other spaces should not pass through areas of major
fire hazard.
6.1.4.1.4 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 operating compartment.
6.1.4.1.5 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
insulated to the same standard as required for the fire-resisting division.
6.1.4.2 Fuel system
6.1.4.2.1 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.
6.1.4.2.2 Fuel oil tanks should not be located in or contiguous to areas of major fire
hazard. However, flammable fluids of a flashpoint of not less than 60°C may be located
within such areas, provided the tanks are made of steel or other equivalent material.
6.1.4.2.3 Every fuel oil pipe which, if damaged, would allow oil to escape from a
storage 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.
6.1.4.2.4 Pipes, valves and couplings conveying flammable fluids should be
of steel or such alternative material satisfactory to a standardfootnote 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.
6.1.4.2.5 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.
6.1.4.2.6 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 provisions of 6.1.4.2.1 to 6.1.4.2.5, with the
following provisions:
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.1 any part of the fuel system should be located outside the main body of the
craft or arranged in such a way that fuel vapour cannot accumulate in enclosed
spaces;
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.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;
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.3 earthed electrical distribution systems should not be used, with the exception
of earthed intrinsically safe circuits;
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.4 suitable certified safe typefootnote electrical equipment should be used in all spaces
where fuel leakage could occur, including the ventilation system. Only electrical
equipment and fittings essential for operational purposes be fitted in such
spaces;
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.5 a fixed vapour-detection system should be installed in each space through which
fuel lines pass, with alarms provided at the operating compartment;
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.6 any fuel gauge installation should be of intrinsic safe type;
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.7 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 a
type that minimises the chance of ignition of any vapour generated during
refuelling and should be suitably grounded during bunkering operations;
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.8 the provision of fire detection and extinguishing systems in spaces where
non-integral fuel tanks are located should be in accordance with 6.1.5; and
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.9 refuelling of the craft should be done at approved refuelling facilities,
detailed in the route operational manual, where fire appliances are provided,
suitable for the amount and type of fuel being bunkered.
6.1.4.3 Hydraulic system
The hydraulic liquid used should be of non-combustible type.
6.1.4.4 Exhaust system
6.1.4.4.1 Exhaust gas pipes should be arranged so that the risk of fire is kept to a
minimum. To this effect, the exhaust system should be insulated and all compartments and
structures which are contiguous with the exhaust system, or those which may be affected
by increased temperatures caused by waste gases in normal operation or in an emergency,
should be constructed of non-combustible material or be shielded and insulated with
non-combustible material to protect them from high temperatures.
6.1.4.4.2 The design and arrangement of the exhaust manifolds or pipes should be such as
to ensure the safe discharge of exhaust gases.
6.1.5 Fire detection systems
6.1.5.1 Fire hazard areas and other enclosed spaces in the accommodation not regularly
occupied, or directly observable by the operating crew, such as toilets, stairway
enclosures and corridors, should be provided with an approved automatic smoke-detection
system to indicate at the operating compartment the location of outbreak of a fire in
all normal operating conditions of the installations. Main propulsion machinery
compartments should in addition have detectors sensing other than smoke monitored from
the operating compartment. When the crew cannot see all passengers on board, manually
operated call points should be installed throughout the accommodation spaces and service
spaces. One manually operated call point should be located at each exit from these
spaces and from areas of major fire hazard, if direct communication with the operating
compartment is not possible.
6.1.5.2 The fixed fire-detection and fire alarm systems should comply with the following
provisions.
6.1.5.2.1 General requirements
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.1 Any required fixed fire-detection and fire alarm system with manually operated
call points should be capable of immediate operation at all times.
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.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.
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.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 system,
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.
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.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 thirty seconds, 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 detection system.
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.5 The control panel should be located in the operating compartment.
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.6 Indicating units should, as a minimum, denote the section in which a detector
or manually operated call point has operated. One unit should be located in the
operating compartment. In craft other than category A, another indicating unit
should be located as far away from the operating compartment as practicable, in a
location that 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.
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.7 Clear information should be displayed on or adjacent to each indicating unit
about the spaces covered and the location of the sections.
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.8 Where the fire-detection system does not include means of remotely identifying
each detector individually, no section covering more than one deck 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 not more than 10 unless the detection system is
fitted with remotely and individually identifiable fire detectors, in which case
the sections may cover several decks and serve any number of enclosed spaces.
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.9 A section of fire detectors which covers the operating compartment, a service
space or an accommodation space, should not include any other fire hazard area.
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.10 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.
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.11 Operating procedures for the craft should include regular testing of the
function of the detection system and its components in accordance with the
manufacturer's recommendations.
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.12 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.
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.13 Fire-detection systems with a zone address identification capability should be
so arranged that:
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.1 a loop cannot be damaged at more than one point by a fire;
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.2 means are provided to ensure that any fault (e.g. power break, short
circuit, earth) occurring in the loop should render the whole loop
ineffective;
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.3 arrangements are made to enable the initial configuration of the system
to be restored in the event of failure (electrical, electronic, informatic);
and
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.4 the first initiated fire alarm should not prevent initiation of further
fire alarms by any other detector.
6.1.5.2.2 Installation provisions
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.1 Manually operated call points should be installed throughout the accommodation
spaces and service spaces. One manually operated call point should be located at
each exit and in each corridor at intervals of no more than 20 m.
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.2 Smoke detectors should be installed in all stairways, corridors and escape
routes within accommodation spaces at intervals of not more than 20 m.
Consideration should be given to the installation of special purpose smoke
detectors within ventilation ducting.
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.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 6.1.5.2.1.10 should be installed in each such space.
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.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 deckheads or ceilings
should be a minimum distance of 0.5 m away from bulkheads.
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.5 The maximum spacing of detectors should be in accordance with the table
below:
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| 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
|
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The Administration may require or permit other spacings, based upon test data
which demonstrate the characteristics of the detectors.
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.6 Electrical wiring which forms part of the system should be so arranged as to
avoid any enclosed spaces of 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.
6.1.5.2.3 Design provisions
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.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.
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.2 Smoke detectors, referred to in paragraph 6.1.5.2.2.2 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.
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.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 to detector insensitivity or over-sensitivity.
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.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.
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.5 Flame detectors corresponding to 6.1.5.2.1.10 should have sensitivity
sufficient to determine flame against an illuminated space background and a false
signal identification system.
6.1.5.3 A fixed fire-detection and fire alarm system for machinery spaces should comply
with the following provisions:
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.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 especially appropriate, detection systems
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.
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.2 After installation, the system should be tested under varying conditions of
engine operation and ventilation.
6.1.6 Firefighting systems and equipment
6.1.6.1 General provisions
6.1.6.1.1 All craft should be provided with the necessary number of portable fire
extinguishers according to 6.1.6.2.
6.1.6.1.2 Unassisted craft certified for carriage of more than 80 passengers and cargo
craft of more than 50 m in length should be fitted with a fixed water firefighting
system for operation in the displacement mode as follows:
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.1 At least one independently driven fire pump. The capacity of the
fire pump, acting through a fire main and hoses, should be sufficient to project
at least one jet of water to each part of the craft. This should be based on a
length of throw of 12 m from nozzle of 12 mm diameter. The minimum pump capacity
should be 10 m3/h.
.2 The fire main should be so arranged that a water jet can be
projected to each part of the craft through a single length of hose not exceeding
20 m. At least two fire hydrants should be provided.
.3 Each fire hose should be of non-perishable material. 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 .2.
.4 Each fire hose should be provided with a nozzle of an approved
dual purpose type (i.e. spray/jet type) incorporating a shutoff.
6.1.6.1.3 In addition, fire hazard areas other than crew accommodation and service
spaces in all craft should be protected by approved fixed extinguishing system(s)
adequate for the fire hazard that may exist and operable from the operating compartment.
For this purpose, main machinery located outside of the watertight and weathertight
structure of the craft should be treated as fire hazard areas. In craft other than
assisted craft, the system(s) should also be capable of local manual control.
6.1.6.1.4 The firefighting system should meet the provisions of 6.1.6.1 to 6.1.6.3.
Depending on size, craft characteristics and operational area, alternative arrangements
may be accepted by the Administration.
6.1.6.2 Portable fire extinguishers
Operating compartments, public spaces and service spaces should be provided with
portable fire extinguishers of appropriate types. Sufficient portable extinguishers
should be provided and so positioned as to be readily available for immediate use.
However, the total number of portable fire extinguishers provided needs not exceed the
total number of enclosed spaces in the craft but should not be less than two for the
smallest of craft. Each extinguisher for use in a personnel compartment should be
designed to minimize the hazard of toxic gas concentration. In addition, at least one
extinguisher suitable for machinery space fires should be positioned outside each
machinery space.
6.1.6.3 Gas fire-extinguishing systems
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, the
second discharge should not be required.
6.1.6.3.1 General provisions
The fixed fire-extinguishing systems should comply with the following provisions:
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.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.
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.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.
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.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.
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.4 Means should be provided to close all openings which may admit air to, or allow
gas to escape from, a protected space.
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.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.
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.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.
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.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 the
operating compartment and, for craft other than assisted craft, in another readily
accessible location as far away from the operating compartment as practicable but
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.
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.8 Automatic release of fire-extinguishing medium should not be permitted.
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.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.
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.10 Pressure containers required for the storage of fire-extinguishing medium
should be located outside protected spaces in accordance with 6.1.6.3.1.13.
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.11 Means should be provided for the crew to safely check the quantity of medium
in the containers.
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.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.
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.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
rooms.
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.14 Spare parts for the system should be stored on board or at a base port.
6.1.6.3.2 Carbon dioxide systems
In addition to 6.1.6.3.1, the following should be met for CO2 systems:
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.1 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:
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.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.
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.2 For the purpose of this paragraph the volume of free carbon dioxide should be
calculated at 0.56 m3/kg.
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.3 For machinery spaces, the fixed piping system should be such that 85% of the
gas can be discharged into the space within 2 min.
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.4 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 if the CO2 protects more than one space.
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.5 The two controls should be located inside a release box clearly identified for
the particular space if the CO2 protects more than one 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.
6.1.7 Fire control plans
6.1.7.1 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 6.1.4.1.2, 6.1.4.2.3, 6.1.5.1. The text of such
plansfootnote should be in the official language of the flag state.
However, if the language is neither English, French nor Spanish, a translation into one
of those languages should be included.
6.1.7.2 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 firefighting personnel.
6.1.8 Fireman's outfit
6.1.8.1 Unassisted craft certified for carriage of more than 80 passengers and cargo
craft of more than 50 m in length should carry a fireman's outfit complying with the
requirements of 6.1.8.3.
6.1.8.1.1 In addition, there should be provided in unassisted 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, one fireman's outfit
and one set of personal equipment, comprising the items stipulated in 6.1.8.3.1.1 to
6.1.8.3.1.3.
6.1.8.1.2 The Administration may require additional sets of personal equipment and
breathing apparatus, having due regard to the size and type of the craft.
6.1.8.2 Any fireman's outfits and sets of personal equipment should be so stored,
adjacent to the operating compartment, as to be easily accessible and ready for use.
6.1.8.3 A fireman's outfit should consist of:
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.1 Personal equipment comprising:
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.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;
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.2 boots and gloves of rubber or other electrically non-conductive material;
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.3 a rigid helmet providing effective protection against impact;
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.4 an electric safety lamp (hand lantern) of an approved type with a minimum
burning period of 3 h; and
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.5 an axe.
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.2 A breathing apparatus of an approved type which may be either:
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.1 a smoke helmet or smoke mast, 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 craft. 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
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.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 l, 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.
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.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.