requirements concerning fire protection - iacs

INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES

Requirements concerning

FIRE PROTECTION

IACS Req. 2021

CONTENTS F1 Cathodic protection on oil tankers Rev.1 June 2002 F2 Aluminium coatings on board oil tankers and chemical tankers Rev.2 Nov 2012 F3 Tank cleaning openings 1971 F4 Deleted 1987 F5 Pump room alarms Rev.1 1973 F6 Standardisation of flash points Rev.1 1996 F7 Portable instruments for measuring oxygen and flammable vapour concentrations Corr.1 Nov 2020 F8 Pressurisation of cargo tanks Rev.1 1989 F9 Lighting and sighting ports in pump room/engine room bulkheads Deleted Dec 2013 F10 Deleted 1986 F11 Deleted 1986 F12 Deleted F13 Gland seals in pump room bulkheads Rev.1 1977 F14 Deleted 1996 F15 Reinforced thickness of ballast and cargo oil piping Rev.6 Feb 2021 F16 Bow and stern loading and unloading arrangements on oil tankers Rev.1 June 2000

IACS Req. 2021

F17 Deleted 1996 F18 Deleted 1997 F19 Deleted 1988 F20 Inert gas systems Rev.7 May 2015 F21 Pump room ventilation 1974 F22 Direct loading pipes to oil tanker cargo tanks 1974 F23 Deleted 1996 F24 Temperature of steam and heating media within the cargo area Rev.2 May 1998 F25 Deleted 1987 F26 Safety aspects of double bottoms and duct keels under cargo oil tanks Rev.3 May 2004 F27 Cargo openings in the bottoms of topside tanks of ships carrying alternatively oil and grain 1978 F28 Deleted 1987 F29 Non-sparking fans Rev.6 June 2005 F30 Deleted Feb 2002 F31 Deleted F32 Fire detecting system for unattended machinery spaces 1976 F33 Prohibition of carriage in fore peak tanks of oil or other liquid substances which are flammable 1981

IACS Req. 2021

F34 Deleted July 2010 F35 Fire protection of machinery spaces Rev.8 June 2005 F36 Deleted 1989 F37 Deleted May 1998 F38 Deleted May 1998 F39 Deleted July 2002 F40 Deleted 1997 F41 Sea intakes for fire pump on ships with ICE class 1993 F42 Fire testing of flexible pipes 1995 F43 Installation requirements for analysing units for continuous monitoring of flammable vapours Rev.2 June 2002 F44 Fore peak ballast system on oil tankers Rev.2 Oct 2010 F45 Installation of BWMS on-board ships New June 2021 F46 Low pressure CO2 piping system New Aug 2021 See also M24 and Recommendations Nos. 1 and 3

F1

Page 1 of 1 IACS Req. 1971/Rev.1 2002

F1(cont)

Cathodic protection on oil tankers

F1.1 Impressed current systems are not permitted in oil cargo tanks.

F1.2 Magnesium or magnesium alloy anodes are not permitted in oil cargo tanks and tanksadjacent to cargo tanks.

F1.3 Aluminium anodes are only permitted in cargo tanks and tanks adjacent to cargo tanksin locations where the potential energy does not exceed 28 kg m (200 ft lb). The height of theanode is to be measured from the bottom of the tank to the centre of the anode, and itsweight is to be taken as the weight of the anode as fitted, including the fitting devices andinserts. However, where aluminium anodes are located on horizontal surfaces such asbulkhead girders and stringers not less than 1 m wide and fitted with an upstanding flange orface flat projecting not less than 75 mm above the horizontal surface, the height of the anodemay be measured from this surface. Aluminium anodes are not to be located under tankhatches or Butterworth openings (in order to avoid any metal parts falling on the fittedanodes), unless protected by adjacent structure.

F1.4 There is no restriction on the positioning of zinc anodes.

F1.5 The anodes should have steel cores and these should be sufficiently rigid to avoidresonance in the anode support and be designed so that they retain the anode even when itis wasted.

F1.6 The steel inserts are to be attached to the structure by means of a continuous weld ofadequate section. Alternatively they may be attached to separate supports by bolting,provided a minimum of two bolts with locknuts are used. However, approved mechanicalmeans of clamping will be accepted.

F1.7 The supports at each end of an anode should not be attached to separate items whichare likely to move independently.

F1.8 When anode inserts or supports are welded to the structure, they should be arranged sothat the welds are clear of stress raisers.

F1(1971)(Rev.1June2002)

End ofDocument

F2


F2(cont)

Aluminium coatings on board oil tankers andchemical tankersThe use of aluminium coatings containing greater than 10 percent aluminium by weight in thedry film is prohibited in cargo tanks, cargo tank deck area, pump rooms, cofferdams or anyother area where cargo vapour may accumulate.

Aluminised pipes may be permitted in ballast tanks, in inerted cargo tanks and, provided thepipes are protected from accidental impact, in hazardous areas on open deck.

Note:

1. Revision 2 of this UR is to be applied by IACS Societies from 1 January 2014 to new tankers and new applications of coating and piping on existing tankers.

F2(1971)(Rev.1May1998)(Corr.1Mar1999)(Rev.2Nov2012)

End ofDocument

F3

Page 1 of 1 IACS Req. 1971

A2(cont)

Tank cleaning openingsUllage plugs, sighting ports and tank cleaning openings are not to be arranged in enclosedspaces.

F3(1971)

End ofDocument

F4–F5

Deleted

Pump room alarms

Where audible alarms are fitted to warn of the release of fire extinguishing medium into pump rooms,they may be of the pneumatic type or electric type.

(a) Pneumatically operated alarms

In cases where the periodic testing of such alarms is required,CO2 operated alarms should not beused owing to the possibility of the generation of static electricity in the CO2 cloud. Air operatedalarms may be used provided the air supply is clean and dry.

(b) Electrically operated alarms

When electrically operated alarms are used, the arrangements are to be such that the electricactuating mechanism is located outside the pump room except where the alarms are certifiedintrinsically safe.

It was further agreed that the use of CO2 operated alarms should be discouraged.

F4

IACS Req. 1987

F5(1971)(Rev. 11973)

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F6

Standardization of flash points

In context of these Unified Requirements, oil tankers shall be considered as vessels capable of carryingoil having a flash point not exceeding 60°C (closed cup test).

IACS Req. 1971/Rev 1 1996

F6(1971)(Rev 11996)

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F7

Page 1 of 1 IACS Req. 1971/Rev.3 Corr.1 2020

Ax (cont)

Portable instruments for measuring oxygen and flammable vapour concentrations Every oil tanker is to be provided with at least two portable gas detectors capable of measuring flammable vapour concentrations in air (%LEL) and at least two portable O2 analysers. Alternatively, at least two gas detectors, each capable of measuring both oxygen and flammable vapour concentrations in air (%LEL), are to be provided. In addition, for tankers fitted with inert gas systems, at least two portable gas detectors are to be capable of measuring concentrations of flammable vapours in inerted atmosphere (% gas by volume). Note: 1. Rev.3 of this UR is to be uniformly implemented by IACS Societies on ships contracted for

construction on or after 1 July 2021.

F7 (1971) (Rev.1 1989) (Rev.2 May 1999) (Rev.3 June 2020) (Corr.1 Nov 2020)

End of Document

F8


A2(cont)

Pressurisation of cargo tanksPV valves to oil tanks should not be set at pressures in excess of 0,21 bar unless the tankscantlings have been specially considered.

F8(1971)(Rev.11989)

End ofDocument

F9


A2 (cont)

Lighting and sighting ports in pump room/engine room bulkheads Deleted Dec 2013. (According to Members’ experience, the use of lighting and sighting ports is now obsolete. Ref: 13246_IGb)

F9 (1971)

End of Document

F10, F11 and F12


A2(cont)

Deleted

Deleted

Deleted

F10

End ofDocument

F11

F12

F13

Gland seals in pump room bulkheads

Where drive shafts pass through pump room bulkhead or deck plating, gastight glands are to be fitted.The glands are to be efficiently lubricated from outside the pumproom. The seal parts of the glands are tobe of material that will not initiate sparks. The glands are to be constructed and fitted in accordance withthe relative rules for fittings attached to watertight bulkheads, and if a bellows piece is incorporated inthe design, it should be pressure tested before fitting.

F13(1972)(Rev. 11977)

IACS Req. 1989

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F14

Deleted- the requirements are now addressed by IMO Res. A.446 (XI)

F14

IACS Req. 1989/Rev 1996

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F15


F15 (cont)

Reinforced thickness of ballast and cargo oil piping F15.1 Ballast piping passing through cargo tanks and cargo oil pipes passing through segregated ballast tanks, as permitted by Regulation 19.6.3.6 of MARPOL Annex I as amended by IMO resolutions up to MEPC.314(74), are to comply with the following requirements. F15.1.1 The pipes are to be of heavy gauge steel of minimum wall thickness according to the table hereunder with welded or heavy flanged joints the number of which is to be kept to a minimum. Expansion bends only (not glands) are permitted in these lines within cargo tanks for serving the ballast tanks and within the ballast tanks for serving the cargo tanks.

Nominal diameter (mm)

Minimum wall thickness (mm)

50 6,3 100 8,6 125 9,5 150 11,0 200 and above 12,5

F15.2 The thicknesses shown in the above table refer to carbon steel. F15.3 Connection between cargo piping and ballast piping referred to above is not permitted except for emergency discharge as specified in the Unified Interpretation to Regulation 1.18 of MARPOL Annex I as amended by IMO resolutions up to MEPC.314(74). Nevertheless, provision may be made for emergency discharge of the segregated ballast by means of a connection to a cargo pump through a portable spool piece. In this case non-return valves should be fitted on the segregated ballast connections to prevent the passage of oil to the ballast tanks. The portable spool piece should be mounted in a conspicuous position in the pump room and a permanent notice restricting its use should be prominently displayed adjacent to it. Shut-off valves shall be provided to shut off the cargo and ballast lines before the spool piece is removed. F15.4 The ballast pump is to be located in the cargo pump room, or a similar space within the cargo area not containing any source of ignition. Note: 1. Rev.6 of this Unified Requirement is to be uniformly implemented by IACS Societies on

ships contracted for construction on or after 1 July 2022. 2. The “contracted for construction” date means the date on which the contract to build the

vessel is signed between the prospective owner and the shipbuilder. For further details regarding the date of “contract for construction”, refer to IACS Procedural Requirement (PR) No. 29.

F15 (1982) (Rev.4 1989) (Rev.5 1996) (Rev.6 Feb 2021)

End of Document

Bow and stern loading and unloadingarrangements on oil tankers

Where a cargo hose connection is arranged outside the cargo tank area, the pipe leading to suchconnections is to be provided with means of segregation such as a spectacle flange, removable spoolpiece or equivalent* located within the cargo area. The space within 3 m of the manifold is to beconsidered as a dangerous area with regard to electrical or incendive equipment.

* See MSC/Circ. 474.

16

IACS Req. 1972/Rev.1 2000

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F16(1972)(Rev.1June 2000)

F17

Deleted- this is of a general nature concerning operational matters and should not be categorosed as UR.

F17


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F18-19

Deleted (1997)

Deleted

F18

IACS Req. 1997

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F19

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F20

Page 1 of 3 IACS Req.1974/Rev.7 2015

F20 (cont) F20 (cont)

Inert Gas Systems F20.1 General Requirements F20.1.1 All types of inert gas systems are to comply with the following: .1 Plans in diagrammatic form are to be submitted for appraisal and should include the following:

- details and arrangement of the inert gas generating plant including all control and monitoring devices;

- arrangement of the piping system for distribution of the inert gas.

.2 An automatic control capable of producing suitable inert gas under all service

conditions is to be fitted. .3 Subsequent surveys are to be carried out at the intervals required by the

Classification Society Rules. F20.2 Requirements for All Systems on Tankers, including Chemical Tankers, to which SOLAS regulation II-2/4.5.5.1 applies F20.2.1 An inert gas system complying with the applicable requirements of Ch. 15 of the FSS Code, as amended by MSC.367 (93), is to be fitted on tankers to which SOLAS regulation II-2/4.5.5.1 applies. In applying the applicable requirements of Ch. 15 of the FSS Code, any use of the word "Administration" therein is to be considered as meaning the relevant Classification Society. The inert gas system is to be operated in accordance with SOLAS regulation II-2/16.3.3, as amended by MSC.365(93). In applying SOLAS regulation II-2/16.3.3.2, paragraph 2.2.1.2.4 of Ch. 15 of the FSS Code is to be complied with. NOTES: 1. Rev.6 is to be applied by IACS Societies on ships contracted for construction on or after

1 July 2013. 2. Rev.7 is to be applied by IACS Societies on ships constructed on or after 1 January

2016. 3. The "contracted for construction" date means the date on which the contract to build the

vessel is signed between the prospective owner and the shipbuilder. For further details regarding the date of "contract for construction", refer to IACS Procedural Requirement (PR) No. 29.

F20 (1974) (Rev.1 1983) (Rev.2 1987) (Rev.3 May 1998) (Corr. Sept 2001) (Rev.4 May 2004) (Rev.5 Nov 2005) (Rev.6 May 2012) (Rev.7 May 2015)

F20



F20.3 Additional Requirements for Nitrogen Generator Systems on Tankers, including Chemical Tankers, to which SOLAS regulation II-2/4.5.5.1 applies F20.3.1 The following requirements apply where a nitrogen generator system is fitted on board as required by SOLAS regulation II-2/4.5.5.1. For the purpose, the inert gas is to be produced by separating air into its component gases by passing compressed air through a bundle of hollow fibres, semi-permeable membranes or adsorber materials. F20.3.2 In addition to the applicable requirements of Ch. 15 of the FSS Code, as amended by MSC.367(93), the nitrogen generator system is to comply with SOLAS regulations II-2/4.5.3.4.2, 4.5.6.3 and 11.6.3.4. F20.3.3 A nitrogen generator is to consist of a feed air treatment system and any number of membrane or adsorber modules in parallel necessary to meet paragraph 2.2.1.2.4 of Ch.15 of the FSS Code, as amended by MSC.367(93). F20.3.4 The nitrogen generator is to be capable of delivering high purity nitrogen in accordance with paragraph 2.2.1.2.5 of Ch.15 of the FSS Code, as amended by MSC.367(93). In addition to paragraph 2.2.2.4 of Ch.15 of the FSS Code, as amended by MSC.367(93), the system is to be fitted with automatic means to discharge "off-spec" gas to the atmosphere during start-up and abnormal operation. F20.3.5 The system is to be provided with one or more compressors to generate enough positive pressure to be capable of delivering the total volume of gas required by 2.2.1.2 of the FSS Code, as amended by MSC.367(93). Where two compressors are provided, the total required capacity of the system is preferably to be divided equally between the two compressors, and in no case is one compressor to have a capacity less than 1/3 of the total capacity required. F20.3.6 The feed air treatment system fitted to remove free water, particles and traces of oil from the compressed air as required by 2.4.1.2 of Ch.15 of the FSS Code, as amended by MSC.367(93), is also to preserve the specification temperature. F20.3.7 The oxygen-enriched air from the nitrogen generator and the nitrogen-product enriched gas from the protective devices of the nitrogen receiver are to be discharged to a safe location* on the open deck. F20.3.8 In order to permit maintenance, means of isolation are to be fitted between the generator and the receiver. *) “safe location” needs to address the two types of discharges separately: 1. oxygen-enriched air from the nitrogen generator - safe locations on the open deck are: - outside of hazardous area; - not within 3m of areas traversed by personnel; and - not within 6m of air intakes for machinery (engines and boilers) and all ventilation inlets. 2. nitrogen-product enriched gas from the protective devices of the nitrogen receiver - safe locations on the open

deck are: - not within 3m of areas traversed by personnel; and - not within 6m of air intakes for machinery (engines and boilers) and all ventilation inlets/outlets.

F20



F20.4 Nitrogen /Inert Gas Systems Fitted for Purposes other than Inerting Required by SOLAS Reg. II-2/4.5.5.1 and 4.5.5.2 F20.4.1 This section applies to systems fitted on oil tankers, gas tankers or chemical tankers to which SOLAS regulations II-2/4.5.5.1 and 4.5.5.2 do not apply. F20.4.2 Paragraphs 2.2.2.2, 2.2.2.4, 2.2.4.2, 2.2.4.3, 2.2.4.5.1.1, 2.2.4.5.1.2, 2.2.4.5.4, 2.4.1.1, 2.4.1.2, 2.4.1.3, 2.4.1.4, 2.4.2.1 and 2.4.2.2 of Ch.15 of the FSS Code, as amended by MSC.367(93), as applicable apply to the systems. F20.4.3 The requirements of section F20.3 apply except paragraphs F20.3.1, F20.3.2, F20.3.3 and F20.3.5. F20.4.4 Materials used in inert gas systems are to be suitable for their intended purpose in accordance with the Rules of the Classification Society. F20.4.5 All the equipment is to be installed on board and tested under working conditions to the satisfaction of the Surveyor. F20.4.6 The two non-return devices as required by paragraph 2.2.3.1.1 of Ch.15 of the FSS Code, as amended by MSC.367(93) are to be fitted in the inert gas main. The non-return devices are to comply with 2.2.3.1.2 and 2.2.3.1.3 of Ch.15 of the FSS Code, as amended by MSC.367(93); however, where the connections to the cargo tanks, to the hold spaces or to cargo piping are not permanent, the non-return devices required by paragraph 2.2.3.1.1 of Ch.15 of the FSS Code, as amended by MSC.367(93) may be substituted by two non-return valves.

End of Document

Pump room ventilation

With the following arrangement of exhaust trunking there should be 20 air changes per hour on the totalvolume of the pump room:

(i) In the pump room bilges just above the transverse floor plates on bottom longitudinals, so thatair can flow over the top from adjacent spaces.

(ii) An emergency intake located about 2 m above the pump room lower grating. This emergencyintake would be used when the lower intakes are sealed off due to flooding in the bilges. Theemergency intake should have a damper fitted which is capable of being opened or closedfrom the exposed main deck and lower grating level.

(iii) The foregoing exhaust system is in association with open grating floor plates to allow the freeflow of air.

(iv) Arrangements involving a specific ratio of areas of upper emergency and lower mainventilator openings, which can be shown to result in at least the required 20 air changes perhour through the lower inlets, can be adopted without the use of dampers. When the loweraccess inlets are closed then at least 15 air changes per hour should be obtained through theupper inlets.

Direct loading pipes to oil tanker cargotanks

In order to avoid the generation of static electricity when cargo is loaded direct into tanks, the loadingpipes are to be led as low as practicable in the tank.

F21-F22

F22(1974)

IACS Req. 1987

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F21(1974)

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F23

Deleted- the requirements are overtaken by the development of MARPOL Convention.


F23

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F24-F25

Temperature of Steam and Heating Mediawithin the Cargo AreaOn oil tankers, the steam and heating media temperature within the cargo area is not to exceed 220°C.

On gas carriers and chemical tankers, the maximum temperature is to be adjusted to take into account thetemperature class of the cargoes.

Deleted

F24(1971)(Rev. 11975(Rev. 2May 1998)

IACS Req. 1971, Rev. 2 1998

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F25

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Safety aspects of double bottoms and ductkeels under cargo oil tanks

Pipe ducts in the double bottom shall comply with the following requirements:

(i) They should not communicate with the engine room.(ii) Provision shall be made for at least two exits to the open deck arranged at a

maximum distance from each other. One of these exits fitted with a watertightclosure may lead to the cargo pumproom.

(iii) In the duct, provision shall be made for adequate mechanical ventilation.

Note: For ships to which the convention applies, refer to SOLAS 1974 (as amended),Reg II-2/4.5.2.4

_______________________________

IACS Req. 1977/Rev .3 2004

F26

F26(1977)(Rev 11996)(Rev.2June 2000)(Rev.3May 2004)

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F26-1

Revision Note: Rev.3 only updates references

F27-F28

Cargo openings in the bottoms of topsidetanks of ships carrying alternatively oil andgrain

Ships carrying alternatively oil having a flash point not exceeding 60°C (closed cup test) or other cargoes.

When ships are designed to transport alternatively oil or dry cargoes, openings which may be used forcargo operations are not permitted in bulkheads and decks separating oil cargo spaces from other spacesnot designed and equipped for the carriage of oil cargoes unless alternative approved means are providedto ensure equivalent integrity.

Deleted

IACS Req. 1986

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F28

F27(1978)

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F29

Non-sparking fans

F29.1 Introduction

A fan is considered as non-sparking if in either normal or abnormal conditions it is unlikely to producesparks.

F29.2 Design criteria

F29.2.1 The air gap between the impeller and the casing shall be not less than 0,1 of the shaft diameterin way of the impeller bearing but not less than 2 mm. It need not be more than 13 mm.

F29.2.2 Protection screens of not more than 13 mm square mesh are to be fitted in the inlet and outletventilation openings on the open deck to prevent the entrance of objects into the fan housing.

F29.3 Materials

F29.3.1 The impeller and the housing in way of the impeller are to be made of alloys which arerecognised as being spark proof by appropriate test.

F29.3.2 Electrostatic charges both in the rotating body and the casing are to be prevented by the use ofantistatic materials. Furthermore, the installation on board of the ventilation units is to be such as toensure the safe bonding to the hull of the units themselves.

F29.3.3 Tests may not be required for fans having the following combinations:

(i) impellers and/or housings of nonmetallic material, due regard being paid to the elimination of staticelectricity,

(ii) impellers and housings of non-ferrous materials,(iii) Impellers of aluminium alloys or magnesium alloys and a ferrous (including austenitic stainless

steel) housing on which a ring of suitable thickness on non-ferrous materials is fitted in way of theimpeller,

(iv) any combination of ferrous (including austenitic stainless steel)impellers and housings with not lessthan 13 mm tip design clearance.

F29.3.4 The following impellers and housings are considered as sparking and are not permitted:

(i) impellers of an aluminium alloy or magnesium alloy and a ferrous housing, regardless of tipclearance,

(ii) housing made of an aluminium alloy or a magnesium alloy and a ferrous impeller, regardless of tipclearance,

(iii) any combination of ferrous impeller and housing with less than 13 mm design tip clearance.

F29.3.5 Type tests on the finished product are to be carried out in accordance with the requirements ofthe Classification Society or an equivalent national or international standard.

F29(1973)(Rev. 11978)(Rev. 21979)Rev. 31980)(Rev. 41983)(Rev. 51994)(Rev.6June2005)

IACS Req. Rev.6 2005

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F29-1

Emergency fire pumps in cargo ships

Deleted in February 2002.

F30.1–F30.2.6

F30(1974)(Rev. 11976)(Rev. 21978)Rev. 31980)Rev. 41984)Rev. 51995)(Rev 61997)(Rev. 7Feb 2002)

IACS Req. 1984, Rev. 1997

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F30-1

F30.2.7–F30.4.2

Fire prevention for unattended machineryspacesThe whole UR F31 was deleted as the requirements are now covered by F35.

F30cont'd

IACS Req. 1984, Rev. 1995/Corr. 1997

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F31(1976)

F30-2

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F32

Fire detecting system for unattendedmachinery spaces

F32.1 An automatic fire detection system is to be fitted in the machinery spaces.

F32.2 The system is to be designed with self-monitoring properties. Power or system failures are toinitiate an audible alarm distinguishable from the fire alarm.

F32.3 The fire detection indicating panel is to be located on the navigating bridge, fire control station,or other accessible place where a fire in the machinery space will not render it inoperative.

F32.4 The fire detection indicating panel is to indicate the place of the detected fire in accordance withthe arranged fire zones by means of a visual signal. Audible signals clearly distinguishable in characterfrom any other audible signals shall be audible throughout the navigating bridge and the accommodationarea of the personnel responsible for the operation of the machinery space.

F32.5 Fire detectors are to be of types, and so located, that they will rapidly detect the onset of fire inconditions normally present in the machinery space. Consideration is to be given to avoiding falsealarms. The type and location of detectors are to be approved by the Classification Society and acombination of detector types is recommended in order to enable the system to react to more than onetype of fire symptom.

F32.6 Fire detector zones are to be arranged in a manner that will enable the operating staff to locatethe seat of the fire. The arrangement and the number of loops and the location of detector heads is to beapproved in each case. Air currents created by the machinery are not to render the detection systemineffective.

F32.7 When fire detectors are provided with the means to adjust their sensitivity, necessaryarrangements are to be ensured to fix and identify the set point.

F32.8 When it is intended that a particular loop or detector is to be temporarily switched off, this state isto be clearly indicated. Reactivation of the loop or detector is to be performed automatically after apresent time.

F32.9 The fire detection indicating panel is to be provided with facilities for functional testing.

F32.10 The fire detecting system shall be fed automatically from the emergency source of power by aseparate feeder if the main source of power fails.

F32.11 Facilities are to be provided in the fire detecting system to release manually the fire alarm fromthe following places:

Passageways having entrances to engine and boiler rooms,navigating bridge,control station in engine room.

F32.12 The testing of the fire detecting system on board is to be carried out to the satisfaction of theindividual Classification Society.

NOTERequirements on indication of the operation of each individual detecting head are left to the discretion ofeach Classification Society.

IACS Req. 1976

F32(1976)

F32-1

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F33

Prohibition of carriage in fore peak tanks ofoil or other liquid substances which areflammable

In ships of 400 tons gross tonnage and above, compartments forward o f the collision bulkhead shall notbe arranged for the carriage of oil or other liquid substances which are flammable.

IACS Req. 1981

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F33(1981)

F33-1

F34

Page 1 of 1 IACS Req. 1982 / Rev.1 1989

A2(cont)

Low-pressure carbon dioxide smotheringsystemsDeleted with effect from 1 July 2010 following entry into force of IMO Res. MSC.206(81).

F34(1982)(Rev.11989)

End ofDocument

Fire Protection of Machinery Spaces

In the implementation of the SOLAS Chapter II-2, the following requirements areto be met:

1. Reg.II-2/4.2.2.4

Air pipes from oil fuel tanks should be led to a safe position on the open deck.

Air pipes from lubricating oil storage tanks may terminate in the machinery space,provided that the open ends are so situated that issuing oil cannot come into contactwith electrical equipment or heated surfaces.

Any overflow pipe should have a sectional area of at least 1,25 times that of the fillingpipe and should be led to an overflow tank of adequate capacity or to a storage tankhaving space reserved for overflow purposes.

An alarm device should be provided to give warning when the oil reaches apredetermined level in the tank, or alternatively, a sight glass should be provided in theoverflow pipe to indicate when any tank is overflowing. Such sight glasses should beplaced on vertical pipes only and in readily visible positions.

2. Reg.II-2/4.2.2.3.5.1

Short sounding pipes may be used for tanks other than double bottom tanks withoutthe additional closed level gauge provided an overflow system is fitted.

3. Reg.II-2/4.2.2.3

Level switches may be used below the tank top provided they are contained in a steelenclosure or other enclosures not capable of being destroyed by fire.

4. Reg.II-2/5.2.2.3

Controls required by this regulation should also be provided from the compartmentitself.

5. Reg.II-2/4.2.2.5.1

Hose clamps and similar types of attachments for flexible pipes should not bepermitted.

6. Reg.II-2/4.2.2 and 4.2.5.2

Oil fuel in storage tanks should not to be heated to temperatures within 10°C below theflash point of the fuel oil, except that where oil fuel in service tanks, settling tanks andany other tanks in supply system is heated the following arrangements should beprovided:

• the length of the vent pipes from such tanks and/or a cooling device is sufficient

F35

F35(1986)(Rev. 11989)(Rev. 21992)(Rev. 31995)(Rev. 41996)(Rev. 5 1997)(Rev. 6June 1999)(Rev.7July 2003)(Rev.8June 2005)

IACS Req. 1986, Rev.8, 2005 F35-1

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F35

for cooling the vapours to below 60°C, or the outlet of the vent pipes is located 3m away from a source of ignition;

• the vent pipes are fitted with flame screens;

• there are no openings from the vapour space of the fuel tanks into machinery spaces (bolted manholes are acceptable) ;

• enclosed spaces are not located directly over such fuel tanks, except for vented cofferdams ;

• electrical equipment is not fitted in the vapour space of the tanks, unless it is certified to be intrinsically safe.

F35cont'd

IACS Req. 1986, Rev.8 2005

F35-2

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IACS Req. 1996

F36

DeletedF36

F36-1

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IACS Req. 1989, Rev. 1998

UR F37 has been recategorised to beRecom 53.1 and deleted (May, 1998).

F38 has been re-categorised to be Recom. 53.2 and deleted (May 1998).

F37 & F38

F37

F38

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Measures to prevent explosions in cargo pump rooms on oil tankers

F 39 was deleted on 1 July 2002.

F39

IACS Req. 1993, Rev. 4 2001

F39(1993)(Rev. 11994)(Rev 21997)(Rev. 2/Corr. 11998)(Rev.3July 1999)(Rev.4May 2001)

Deleted 1997

Sea intakes for fire pump on ships with ICE Class1. On ships with ICE Class at least one of the fire pumps is to be connected to a sea chest which isprovided with de-icing arrangements.

F40

IACS Req. 1997

F41(1993)

▼▼▼▼

Fire testing of flexible pipes

1. Flexible pipes with end attachments which are required to be of fire-resisting materials, shall besubject to a fire for 30 minutes at a temperature of 800oC, while water at the maximum service pressureis circulated inside the pipe. The temperature of the water at the outlet shall not be less than 80oC. Noleak should be recorded during or after the test.

2. An alternative is to fire test the flexible pipe with flowing water at a pressure of at least 5 bar andsubsequent pressure test to twice the design pressure.

IACS Req. 1995

F42(1995)

F 42

▼▼

F42-1

F43

Installation requirements for analysing units for continuous monitoring of flammable vapours

This UR applies to gas analysing units of the sampling type located outside gas dangerous zones andfitted on board gas carriers or on board oil/chemical tankers.

Gas analysing units with non-explosion proof measuring equipment may be located in areas outsidecargo areas, e.g. in cargo control room, navigation bridge or engine room when mounted on the forwardbulkhead provided the following requirements are observed:

1. Sampling lines shall not run through gas safe spaces, except where permitted under 5.

2. The gas sampling pipes shall be equipped with flame arresters. Sample gas is to be led to theatmosphere with outlets arranged in a safe location.

3. Bulkhead penetrations of sample pipes between safe and dangerous areas shall be of approvedtype and have same fire integrity as the division penetrated. A manual isolating valve shall be fitted ineach of the sampling lines at the bulkhead on the gas safe side.

4. The gas detection equipment including sample piping, sample pumps, solenoids, analysing unitsetc. shall be located in a reasonably gas tight enclosure (e.g. a fully enclosed steel cabinet with a gasketeddoor) which is to be monitored by its own sampling point. At gas concentrations above 30% LFL insidethe enclosure the entire gas analysing unit is to be automatically shut down.

5. Where the enclosure cannot be arranged directly on the bulkhead, sample pipes shall be of steel orother equivalent material and without detachable connections, except for the connection points forisolating valves at the bulkhead and analysing units, and are to be routed on their shortest ways.

F43(1997)(Rev.1July1999)(Rev. 2June 2002)

IACS Req. 1997/Rev. 2 2002

▼ ▼

F43-1

F44


A2(cont)

Fore peak ballast system on oil tankers

The fore peak tank can be ballasted with the system serving other ballast tanks within thecargo area, provided:

• The fore peak tank is considered as a hazardous area;

• The vent pipe openings are located on open deck at an appropriate distance from sourcesof ignition. In this respect, the hazardous zones distances are to be defined in accordanceto IEC 60092-502: Electrical installations in ships - Tankers - Special features;

• Means are provided, on the open deck, to allow measurement of flammable gasconcentrations within the fore peak tank by a suitable portable instrument;

• The sounding arrangement to the fore peak tank is direct from open deck;

• The access to the fore peak tank is direct from open deck. Alternatively, indirect accessfrom the open deck to the fore peak tank through an enclosed space may be acceptedprovided that:

1. In case the enclosed space is separated from the cargo tanks by cofferdams, theaccess is through a gas tight bolted manhole located in the enclosed space and a warningsign is to be provided at the manhole stating that the fore peak tank may only be openedafter:

• it has been proven to be gas free; or• any electrical equipment which is not certified safe in the enclosed space is isolated.

2. In case the enclosed space has a common boundary with the cargo tanks and istherefore a hazardous area, the enclosed space can be well ventilated.

In respect to all paragraphs of this unified requirement, the hazardous area classification is tobe defined in accordance to IEC 60092-502: Electrical installations in ships - Tankers -Special features.

Notes:

1. Rev.2 of this UR is to be uniformly implemented by IACS Societies on ships contractedfor construction on or after 1 January 2012.

2. The “contracted for construction” date means the date on which the contract to build thevessel is signed between the prospective owner and the shipbuilder. For further detailsregarding the date of “contract for construction”, refer to IACS Procedural Requirement(PR) No. 29.

F44(June2000)(Rev.1Aug 2008)(Rev.2Oct 2010)

End ofDocument

F45


F45 (June 2021)

Installation of BWMS on-board ships 1 General 1.1 Application 1.1.1 This Unified Requirement details fire safety measures, in addition to that required by SOLAS II-2, related to the installation of Ballast Water Management Systems onboard any ship. This UR is to be read in conjunction with IACS UR M74 rev.2 - Ballast Water Management Systems. 1.1.2 The requirements of this UR apply for BWMS technologies as listed in Table 1. BWMS with alternative technologies are to be specially considered by the Classification Society. 1.2 Definitions 1.2.1 Airlock An airlock is a space enclosed by gastight steel bulkheads with two gastight doors spaced not more than 2.5 m apart. The doors shall be self-closing without any holding back arrangements. Air locks shall have mechanical ventilation and shall not be used for other purposes. An audible and visual alarm system to give a warning on both sides of the air lock shall be provided to indicate if more than one door is moved from the closed position. The air lock space shall be monitored for dangerous gas as defined in UR M74 §2.3. 1.2.2 Ballast Water Management System (BWMS) Ballast Water Management System means any system defined in paragraph 2.1 of UR M74, Rev.2. Note: 1. This UR is to be uniformly implemented by IACS Societies for BWMS: i) For existing ships, where the application for approval for the [installation] plans of BWMS is dated on or after 1 July 2022; or ii) For new ships contracted for construction on or after 1 July 2022. 2. The “contracted for construction” date means the date on which the contract to build the vessel is signed between the prospective owner and the shipbuilder. For further details regarding the date of “contracted for construction”, refer to IACS Procedural Requirement (PR) No.29.

F45


F45 (Cont)

Table 1 - Categorization of BWMS technologies BWMS’s Technology category* 1 2 3a 3b 3c 4 5 6 7a 7b 8

Characteristics In-li

ne U

V or

UV

+ Ad

vanc

ed O

xida

tion

Tech

nolo

gy (A

OT)

or U

V +

TiO

2 or

UV

+ Pl

asm

a

In-li

ne F

locc

ulat

ion

In-li

ne m

embr

ane

sepa

ratio

n an

d de

-oxy

gena

tion

(inje

ctio

n of

N2

from

a N

2 G

ener

ator

)

In-li

ne d

e-ox

ygen

atio

n (in

ject

ion

of In

ert G

as fr

om In

ert

Gas

Gen

erat

or)

In-ta

nk d

e-ox

ygen

atio

n w

ith In

ert G

as G

ener

ator

In-li

ne fu

ll flo

w e

lect

roly

sis

In-li

ne s

ide

stre

am e

lect

roly

sis

(2)

In-li

ne (s

tore

d) c

hem

ical

inje

ctio

n

In-li

ne s

ide-

stre

am o

zone

inje

ctio

n w

ithou

t gas

/liqu

id

sepa

ratio

n ta

nk a

nd w

ithou

t Dis

char

ge tr

eatm

ent t

ank

In-li

ne s

ide-

stre

am o

zone

inje

ctio

n w

ith g

as/li

quid

se

para

tion

tank

and

Dis

char

ge w

ater

trea

tmen

t tan

k

In-ta

nk p

aste

uriz

atio

n an

d de

-oxy

gena

tion

with

N2

gene

rato

r

Des

-infe

ctio

n w

hen

balla

stin

g Making use of active substance X

In-ta

nk te

chno

logy

: No

trea

tmen

t w

hen

balla

stin

g or

de-

balla

stin

g

X X X X X

In-ta

nk te

chno

logy

: No

trea

tmen

t w

hen

balla

stin

g or

de-

balla

stin

g Full flow of ballast water is passing through the BWMS X X X X X X

Only a small part of ballast water is passing through the BWMS to generate the active substance

X

Afte

r-tr

eatm

ent

whe

n de

-bal

last

ing Full flow of ballast water is passing

through the BWMS X X

Injection of neutralizer X X X X X

Not required by the Type Approval Certificate issued by the Administration

X X

Examples of dangerous gas as defined in UR M74 §2.3 (1) O2

N2

CO2 CO

H2 Cl2

H2 Cl2 (1)

O2 O3 N2

O2 N2

Notes: (1) To be investigated on a case by case basis based on the result of the IMO (GESAMP) MEPC report for Basic and Final approval in accordance with the G9 Guideline. (2) In-line side stream electrolysis may also be applied in-tank in circulation mode (no treatment when ballasting or de-ballasting)

Footnote: * Taking into consideration future developments of BWMS technologies, some additional technologies may be considered in this Table 1 by identifying their characteristics in the same manner as for the above BWMS cat.1, 2, 3a, 3b, 3c, 4, 5, 6, 7a, 7b and 8.

F45


F45 (Cont)

1.2.3 Ballast Water Management Room (BWMR) A Ballast Water Management Room is any space containing equipment belonging to the Ballast Water Management System. A space containing remote controls for the BWMS or a space dedicated to the storage of liquid or solid chemicals for BWMS need not be considered as a BWMR for the purposes of this UR. 1.2.4 BWMS storing, introducing or generating chemicals. In general, BWMS storing, introducing or generating chemicals refer to:

- In-line flocculation (cat.2 as per Table 1), - Chemical injection (cat.6 as per Table 1) and - BWM technologies using neutralizers injection (cat.4, 5, 6 and 7 as per Table 1)

BWMS that do not store, introduce or generate toxic or flammable chemicals may be specially considered as detailed in Table 2 below.

Table 2: Requirements that may be reduced for BWMS storing, introducing or generating chemicals depending on the chemicals.

Requirement Conditions to be met before reducing the requirement

2.3.4 The stored chemicals are neither toxic nor flammable

3.1.1 The BWMS does not use any flammable or toxic chemical substances

3.3.1 No dangerous gas as defined in UR M74 §2.3 will be generated by the BWMS

6.1.1 No toxic chemical is stored and no toxic gas will be generated by the BWMS

7.1.1 7.1.3 7.1.6

No toxic chemical is used or will be generated by the BWMS

The IMO reports issued during the basic and final approval procedures of the BWMS that make use of active substances (G9 Guidelines) and ‘’safety hazard’’ as listed in Ch.17 of IMO IBC code are to be considered for this purpose. Note: Chemicals include additives for BWMS.

F45


F45 (Cont)

2 Fire categorization 2.1 General BWMR shall be classified as follows for the purpose of applying the requirements of SOLAS Chapter II-2:

• BWMR containing oil-fired inert gas generators (i.e. BWMS cat.3b and 3c as per Table 1) shall be treated as machinery spaces of category A

• Other BWMR shall be considered as other machinery spaces and shall be

categorized, depending on the ship type (10) or (11) according to SOLAS II-2/9.2.2.3 or (7) according to SOLAS II-2/9.2.2.4, II-2/9.2.3 and II-2/9.2.4

2.2 BWMS located in the cargo area of tankers Notwithstanding the above, where a BWMS is located in the cargo area of a tanker as allowed by UR M74, the BWMR shall be categorized as (8), a cargo pump-room, according to SOLAS II-2/9.2.4.2.2 for determining the extent of fire protection to be provided. Note: The cargo area of a tanker is defined in para 2.2 of UR M74 Rev.2. 2.3 Storage of chemicals 2.3.1 Spaces where the storage of liquid or solid chemicals for BWMS is intended shall be categorized as store-rooms for the purpose of applying the requirements of SOLAS Chapter II-2, i.e.:

• On passenger ships carrying more than 36 passengers:

- “Other spaces in which flammable liquids are stowed” as defined in SOLAS II-2/9.2.2.3.2.2(14), if flammable products are stored

- “Store-rooms, workshops, pantries, etc.” as defined in SOLAS II-2/9.2.2.3.2.2(13)

otherwise

• On other ships:

- “Cargo pump-rooms” as defined in SOLAS II-2/9.2.4.2.2.2(8) if located in the cargo area of a tanker

- “Service spaces (low risk)” as defined in SOLAS II-2/9.2.2.4.2.2(5), SOLAS II-

2/9.2.3.3.2.2(5) or II-2/9.2.4.2.2.2(5) if the surface area is less than 4m2 and if no flammable products are stored

- “Service spaces (high risk)” as defined in SOLAS II-2/9.2.2.4.2.2(9), SOLAS II-

2/9.2.3.3.2.2(9) or II-2/9.2.4.2.2.2(9) otherwise Note: It is understood that only chemical injection (cat.6 as per Table 1), in-line flocculation (cat.2 as per Table 1) and technologies using neutralizer injection (cat.4, 5, 6 and 7 as per Table 1) will require chemical or additive storage. 2.3.2 Where the storage of chemicals is foreseen in the same room as the ballast water management machinery, this room shall be considered both as a store-room and as a

F45


F45 (Cont)

machinery space in line with 2.1. 2.3.3 When the chemical substances are stored inside integral tanks, the ship's shell plating shall not form any boundary of the tank. 2.3.4 Tanks containing chemicals shall be segregated from accommodation, service spaces, control stations, machinery spaces not related to the BWMS and from drinking water and stores for human consumption by means of a cofferdam, void space, cargo pump-room, empty tank, oil fuel storage tank, BWMR or other similar space. On-deck stowage of permanently attached deck tanks or installation of independent tanks in otherwise empty hold spaces should be considered as satisfying this provision. 3 BWMR location and boundaries 3.1 BWMS using chemical substances 3.1.1 For BWMS storing, introducing or generating chemicals, the BWMR and chemical substance storage rooms are not to be located in the accommodation area. Any ventilation exhaust or other openings from these rooms shall be located not less than 3m from entrances, air inlets and openings to accommodation spaces. This requirement need not apply in case the BWMS is located in the engine room. 3.2 Ozone-based BWMS 3.2.1 Ozone-based BWMS – i.e. cat.7a and 7b - shall be located in dedicated compartment, separated from any other space by gastight boundaries. Access to the BWMR from any other enclosed space shall be through airlock only, except if the only access to that space is from the open deck. Access to the ozone based BWMR may be provided through the engine room only provided:

• Access from the engine room to the BWMR is through airlock and, • An alarm repeater is provided in the BWMR, which will repeat any alarm activated in

the engine room.

3.2.2 A sign shall be affixed on the door providing personnel with a warning that ozone may be present and with the necessary instructions to be followed before entering the room 3.3 General 3.3.1 BWMR containing equipment for BWMS of the following types shall be equipped with tested gastight and self-closing doors without any holding back arrangements:

• BWMS storing, introducing or generating chemical substances • De-oxygenation based on inert gas generator • Electrolysis • Ozone injection

Doors leading to the open deck need however not to be self-closing.

F45


F45 (Cont)

4 Fire fighting 4.1 Fixed fire-extinguishing system 4.1.1 Where fitted, fixed fire extinguishing systems shall comply with the relevant provisions of the Fire Safety Systems Code 4.1.2 Ozone-based BWMS BWMR containing equipment related to ozone-based BWMS shall be provided with a fixed fire extinguishing system suitable for category A machinery spaces and capable of manual release. 4.1.3 Where a fixed fire-extinguishing system is provided in the BWMR, it should be compatible with the BWMS and the chemical products that are used, produced or stored in the BWMR. Specific attention shall be paid to potential chemical reactions between the fire extinguishing medium and chemical products used for water treatment. Especially, water-based fire-extinguishing systems should be avoided in case of sulfuric acid storage. 4.1.4 Foam fixed fire-extinguishing system For all kinds of BWMS, in case a foam fire extinguishing system is installed in the BWMR, its efficiency shall not be impaired by chemicals used by the BWMS where relevant. 4.1.5 Where a fixed fire-extinguishing system is installed in the BWMR, automatic shutdown of the BWMS upon release of the fixed fire extinguishing system shall be arranged. Any need for cooldown necessary for safe shutdown to be considered in the shutdown sequence. 4.1.6 Where BWMS that includes air or O2 storage is located in a room covered by a fixed gas fire-extinguishing system, air or O2 storage shall be taken into account for the gas capacity calculation, unless the discharge pipe from safety valves for air or O2 storage are led directly to outside the room. 4.2 Portable fire-fighting equipment 4.2.1 There shall be at least one portable fire extinguisher that complies with the provisions of the Fire Safety Systems Code and suitable for electrical fires in the BWMR containing UV-type BWMS. 5 Fire prevention 5.1 Equipment protection 5.1.1 Overcurrent or overvoltage protection is to be installed to protect UV type BWMS. 5.1.2 Electrolysis reactors are to be provided with at least with two independent means of monitoring operation. The monitoring system shall initiate audible and visual alarms and automatic shutdown of the BWMS in the event that an anomaly is detected. Requirements for shutdown arrangement are clarified in UR M74. 3.1.9. Note: If a pressure relief valve is also provided, the vent of this valve is to be led to a safe location on the open deck, as clarified in UR M74. The valve should be positioned to optimally remove gas from the electrolysis reactor.

F45


F45 (Cont)

5.2 Fire detection 5.2.1 A fixed fire detection and fire alarm system complying with the provisions of the Fire Safety Systems Code shall be installed in spaces containing an inert gas generator or an ozone generator. 5.2.2 A section of fire detectors which covers a control station, a service space or an accommodation space is not to include a BWMR containing equipment related to ozone based BWMS. 6 Ventilation 6.1 Ventilation arrangement 6.1.1 The ventilation systems for BWMR containing BWMS of the following types shall be independent of the ventilation systems serving any other spaces:

• BWMS storing, introducing or generating chemical substances. • De-oxygenation, including pasteurization and de-oxygenation (cat.3 and cat.8 as per

Table 1) • Electrolysis • Ozone injection

6.1.2 The ventilation exhaust for BWMR containing a nitrogen generator shall be located in the lower part of the room in order to efficiently evacuate dangerous gases – as defined in UR M74 §2.3 - heavier than air. 6.1.3 The ventilation exhaust for BWMR containing electrolysis systems shall be located so as to be able to efficiently evacuate dangerous gases – as defined in UR M74 §2.3 - that could be generated during the electrolysis process. Due regard shall be paid to the expected quantity and density of such gases when designing the ventilation exhaust. 6.1.4 The following requirements apply to ventilation ducts serving BWMR for ozone-based BWMS:

• The part of the ducts located outside of the BWMR shall be made of steel having a thickness of at least 3 mm for ducts with a free cross-sectional area of less than 0.075 m2, at least 4 mm for ducts with a free cross-sectional area of between 0.075 m2 and 0.45 m2, and at least 5 mm for ducts with a free cross-sectional area of over 0.45 m2; and

• The ducts shall be suitably supported and stiffened

• The outside openings of the ducts shall be fitted with protective screens of not more

than 13 mm square mesh. 6.1.5 The ventilation system for BWMR containing ozone-based BWMS or ventilation system for hydrogen de gas arrangement as required by UR M74 3.3.1.5 shall be interlocked with the BWMS such that:

• In case of loss of ventilation (primary and secondary), a visual and audible alarm shall be triggered both inside and outside the BWMR and at a place where a responsible member of the crew is on duty. If the ventilation is not restored after a pre-set time, the

F45


F45 (Cont)

BWMS shall then be automatically shut down. Any need for cooldown necessary for safe shutdown is to be considered in the shutdown sequence.

• It shall not be possible to start the BWMS without the ventilation running

For ventilation systems serving BWMR and containing or conveying a dangerous gas, relevant requirements in UR M74 3.3 are to be satisfied. 6.2 Ventilation rate 6.2.1 An adequate power ventilation system shall be provided in enclosed BWMR. 6.2.2 The ventilation capacity shall be at least 30 air changes per hour where explosive or toxic gases may be generated during operation of the BWMS. The IMO reports issued during the basic and final approval procedures of the BWMS that make use of active substances (G9 Guidelines) and ‘’safety hazard’’ as listed in Ch.17 of IBC code are to be used as references for identifying those cases. 6.2.3 The ventilation capacity may be reduced as follows:

• Flocculation-type BWMS 6 air changes per hour

• De-oxygenation, incl. pasteurization and de-oxygenation (cat.3 and cat.8 as per Table 1) 6 air changes per hour

• Full flow electrolysis 6 air changes per hour

• Side-stream electrolysis 20 air changes per hour

• Ozone injection 20 air changes per hour

• Chemical injection 6 air changes per hour

Note: More stringent ventilation capacity requirements may arise from other regulations e.g. IBC Code requirements for spaces located in the cargo area. 7 Personal equipment 7.1.1 Suitable protection equipment shall be available onboard for the protection of the crew members who are engaged in the servicing, maintenance and repair of BWMS storing, introducing or generating chemicals, as recommended by the product manufacturers. The protection equipment shall consist of large aprons, special gloves with long sleeves, suitable footwear, coveralls of chemical-resistant materials, and tight fitting goggles or face shields or both. The protective clothing and equipment shall cover all skin so that no part of the body is unprotected. This protection equipment is to be provided separately without taking into account equipment required by other mandatory requirements. 7.1.2 Work clothes and protective equipment shall be kept in easily accessible places and in special lockers. Such equipment shall not be kept within accommodation spaces, with the exception of new, unused equipment and equipment which has not been used since undergoing a thorough cleaning process. Notwithstanding the above, storage rooms for such equipment within accommodation spaces if adequately segregated from living spaces such as cabins, passageways, dining rooms, bathrooms, etc.

F45


F45 (Cont)

7.1.3 When a BWMS storing, introducing or generating chemicals is installed on board, suitably marked decontamination showers and an eyewash shall be available in a convenient location in close proximately to the BWMS and the chemical store room(s). 7.1.4 An emergency escape breathing apparatus (EEBD) is to be provided in the BWMR. This emergency escape breathing apparatus may be one of the EEBDs provided in accordance with the requirements of SOLAS II-2/13. An EEBD need not be required for BWMS of cat.1 as per Table 1. 7.1.5 A personal ozone detector, calibrated as per the manufacturer’s specifications, shall be provided for each person engaged in the servicing, maintenance and repair of BWMS utilizing ozone. 7.1.6 A two-way portable radiotelephone apparatus dedicated for the BWMS service, maintenance and repair shall be provided, in addition to those required by SOLAS for fire-fighting purposes. This two-way radiotelephone apparatus is to be properly identified in order to avoid mix-up with the apparatus intended for fire-fighting operations. Where the BWMS may release explosive gases, this two-way radiotelephone apparatus shall be of a certified safe type suitable for use in zone 1 hazardous areas, as defined in IEC Publication 60079. Where the BWMS stores, utilizes or introduces chemicals, the apparatus shall undergo deep cleaning or de-contamination after use. A two-way portable radiotelephone apparatus need not be required for BWMS of cat.1 as per Table 1.

End of Document

F46


F46 (Aug 2021)

Low pressure CO2 piping system (FSS Code Ch.5.2.2) Where a low-pressure CO2 system is fitted, the piping system is to be designed in such a way that the CO2 pressure at the nozzles should not be less than 1 N/mm2. Note: 1. This Unified Requirement is to be uniformly implemented by IACS Societies on ships

constructed on or after 1 July 2022.

End of Document

requirements concerning fire protection - iacs

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