Requirements concerning FIRE PROTECTION

Requirements concerning FIRE PROTECTION
INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES
Requirements concerning
FIRE PROTECTION
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
Rev.2 May 1999
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
F14
Deleted 1996
F15
Piping passing through dangerous zones
Rev.5 1996
F16
Bow and stern loading and unloading arrangements on
oil tankers
Rev.1 June 2000
Page 1
Rev.1 1977
IACS Req. 2015
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
Cargo openings in the bottoms of topside tanks of ships
carrying alternatively oil and grain
1978
F27
F28
Deleted 1987
F29
Non-sparking fans
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
Rev.6 June 2005
Page 2
IACS Req. 2015
F34
Deleted July 2010
F35
Fire protection of machinery spaces
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
Fore peak ballast system on oil tankers
Rev.2 Oct 2010
F44
Rev.8 June 2005
See also M24 and Recommendations Nos. 1 and 3
Page 3
IACS Req. 2015
F1
F1
F1
(cont)
(1971)
(Rev.1
June
2002)
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 tanks
adjacent to cargo tanks.
F1.3 Aluminium anodes are only permitted in cargo tanks and tanks adjacent to cargo tanks
in locations where the potential energy does not exceed 28 kg m (200 ft lb). The height of the
anode is to be measured from the bottom of the tank to the centre of the anode, and its
weight is to be taken as the weight of the anode as fitted, including the fitting devices and
inserts. However, where aluminium anodes are located on horizontal surfaces such as
bulkhead girders and stringers not less than 1 m wide and fitted with an upstanding flange or
face flat projecting not less than 75 mm above the horizontal surface, the height of the anode
may be measured from this surface. Aluminium anodes are not to be located under tank
hatches or Butterworth openings (in order to avoid any metal parts falling on the fitted
anodes), 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 avoid
resonance in the anode support and be designed so that they retain the anode even when it
is wasted.
F1.6 The steel inserts are to be attached to the structure by means of a continuous weld of
adequate section. Alternatively they may be attached to separate supports by bolting,
provided a minimum of two bolts with locknuts are used. However, approved mechanical
means of clamping will be accepted.
F1.7 The supports at each end of an anode should not be attached to separate items which
are likely to move independently.
F1.8 When anode inserts or supports are welded to the structure, they should be arranged so
that the welds are clear of stress raisers.
End of
Document
Page 1 of 1
IACS Req. 1971/Rev.1 2002
F2
F2
F2
(1971)
(cont)
(Rev.1
May
1998)
(Corr.1
Mar
1999)
(Rev.2
Nov
2012)
Aluminium coatings on board oil tankers and
chemical tankers
The use of aluminium coatings containing greater than 10 percent aluminium by weight in the
dry film is prohibited in cargo tanks, cargo tank deck area, pump rooms, cofferdams or any
other area where cargo vapour may accumulate.
Aluminised pipes may be permitted in ballast tanks, in inerted cargo tanks and, provided the
pipes 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.
End of
Document
Page 1 of 1
IACS Req. 1971/Rev.2 2012
F3
F3
A2
(1971)
(cont)
Tank cleaning openings
Ullage plugs, sighting ports and tank cleaning openings are not to be arranged in enclosed
spaces.
End of
Document
Page 1 of 1
IACS Req. 1971
F4–F5
Deleted
F5
(1971)
Pump room alarms
▼
▼
F4
(Rev. 1
1973)
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 be
used owing to the possibility of the generation of static electricity in the CO2 cloud. Air operated
alarms 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 electric
actuating mechanism is located outside the pump room except where the alarms are certified
intrinsically safe.
It was further agreed that the use of CO2 operated alarms should be discouraged.
▼
▼
IACS Req. 1987
F6
F6
(1971)
Standardization of flash points
(Rev 1
1996)
In context of these Unified Requirements, oil tankers shall be considered as vessels capable of carrying
oil having a flash point not exceeding 60°C (closed cup test).
▼
▼
IACS Req. 1971/Rev 1 1996
F7
F7
(1971)
(Rev. 1
1989)
(Rev.2
May 1999)
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 and at least two portable O2 analysers.
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 atomosphere.
▼
▼
IACS Req. 1999
F8
F8
A2
(1971)
(cont)
(Rev.1
1989)
Pressurisation of cargo tanks
PV valves to oil tanks should not be set at pressures in excess of 0,21 bar unless the tank
scantlings have been specially considered.
End of
Document
Page 1 of 1
IACS Req. 1971/Rev.1 1989
F9
F9
A2
(1971)
(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)
End of
Document
Page 1 of 1
IACS Req. 1971
F10, F11 and F12
F10
A2
Deleted
(cont)
F11
Deleted
F12
Deleted
End of
Document
Page 1 of 1
IACS Req. 2013
F13
F13
(1972)
Gland seals in pump room bulkheads
(Rev. 1
1977)
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 to
be of material that will not initiate sparks. The glands are to be constructed and fitted in accordance with
the relative rules for fittings attached to watertight bulkheads, and if a bellows piece is incorporated in
the design, it should be pressure tested before fitting.
▼
▼
IACS Req. 1989
F14
F14
Deleted
- the requirements are now addressed by IMO Res. A.446 (XI)
▼
▼
IACS Req. 1989/Rev 1996
F15
F15
(1982)
(Rev. 4
1989)
(Rev 5.
1996)
Piping passing through dangerous zones
F15.1 Ballast piping passing through cargo tanks and cargo oil pipes passing through segregated
ballast tanks, as permitted by MARPOL Annex 1 Reg. 13F, 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.
F15.2
Nominal diameter
(mm)
Minimum wall
thickness
(mm)
50
100
125
150
200 and above
6,3
8,6
9,5
11,0
12,5
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 Reg. 1 (17) of MARPOL 73/78,
Annex 1.
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.
▼
▼
F15-1
IACS Req. 1982/Rev 5. 1996
16
F16
(1972)
(Rev.1
June
2000)
Bow and stern loading and unloading
arrangements on oil tankers
Where a cargo hose connection is arranged outside the cargo tank area, the pipe leading to such
connections is to be provided with means of segregation such as a spectacle flange, removable spool
piece or equivalent* located within the cargo area. The space within 3 m of the manifold is to be
considered as a dangerous area with regard to electrical or incendive equipment.
IACS Req. 1972/Rev.1 2000
▼
▼
* See MSC/Circ. 474.
F17
F17
Deleted
- this is of a general nature concerning operational matters and should not be categorosed as UR.
▼
▼
IACS Req. 1986/Rev 1996
F18-19
Deleted (1997)
F19
Deleted
▼
▼
F18
▼
▼
IACS Req. 1997
F20
F20
F20
(1974)
(cont)
(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)
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 II2/4.5.5.1 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 II2/16.3.3, 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.
Page 1 of 3
IACS Req.1974/Rev.7 2015
F20
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
(cont)
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 II2/4.5.3.4.2, 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.
Page 2 of 3
IACS Req.1974/Rev.7 2015
F20
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
(cont)
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
Page 3 of 3
IACS Req.1974/Rev.7 2015
F21-F22
F21
(1974)
Pump room ventilation
With the following arrangement of exhaust trunking there should be 20 air changes per hour on the total
volume of the pump room:
(i)
In the pump room bilges just above the transverse floor plates on bottom longitudinals, so that
air can flow over the top from adjacent spaces.
(ii) An emergency intake located about 2 m above the pump room lower grating. This emergency
intake would be used when the lower intakes are sealed off due to flooding in the bilges. The
emergency intake should have a damper fitted which is capable of being opened or closed
from the exposed main deck and lower grating level.
(iii) The foregoing exhaust system is in association with open grating floor plates to allow the free
flow of air.
(iv) Arrangements involving a specific ratio of areas of upper emergency and lower main
ventilator openings, which can be shown to result in at least the required 20 air changes per
hour through the lower inlets, can be adopted without the use of dampers. When the lower
access inlets are closed then at least 15 air changes per hour should be obtained through the
upper inlets.
▼
▼
F22
(1974)
Direct loading pipes to oil tanker cargo
tanks
In order to avoid the generation of static electricity when cargo is loaded direct into tanks, the loading
pipes are to be led as low as practicable in the tank.
▼
▼
IACS Req. 1987
F23
F23
Deleted
- the requirements are overtaken by the development of MARPOL Convention.
▼
▼
IACS Req. 1986/Rev 1996
F24-F25
F24
(1971)
(Rev. 1
1975
(Rev. 2
May
1998)
Temperature of Steam and Heating Media
within the Cargo Area
On 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 the
temperature class of the cargoes.
▼
▼
F25
Deleted
▼
▼
IACS Req. 1971, Rev. 2 1998
F26
F26
(1977)
(Rev 1
1996)
(Rev.2
June
2000)
(Rev.3
May 2004)
Safety aspects of double bottoms and duct
keels 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 watertight
closure 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
▼
▼
_______________________________
Revision Note: Rev.3 only updates references
F26-1
IACS Req. 1977/Rev .3 2004
F27-F28
F27
(1978)
Cargo openings in the bottoms of topside
tanks of ships carrying alternatively oil and
grain
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 for
cargo operations are not permitted in bulkheads and decks separating oil cargo spaces from other spaces
not designed and equipped for the carriage of oil cargoes unless alternative approved means are provided
to ensure equivalent integrity.
▼
▼
▼
F28 Deleted
IACS Req. 1986
F29
F29
(1973)
(Rev. 1
1978)
(Rev. 2
1979)
Rev. 3
1980)
(Rev. 4
1983)
(Rev. 5
1994)
(Rev.6
June
2005)
Non-sparking fans
F29.1
Introduction
A fan is considered as non-sparking if in either normal or abnormal conditions it is unlikely to produce
sparks.
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 diameter
in 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 outlet
ventilation 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 are
recognised 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 of
antistatic materials. Furthermore, the installation on board of the ventilation units is to be such as to
ensure 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 static
electricity,
(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 the
impeller,
(iv) any combination of ferrous (including austenitic stainless steel)impellers and housings with not less
than 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 tip
clearance,
(ii) housing made of an aluminium alloy or a magnesium alloy and a ferrous impeller, regardless of tip
clearance,
(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 of
the Classification Society or an equivalent national or international standard.
▼
▼
F29-1
IACS Req. Rev.6 2005
F30.1–F30.2.6
(Rev. 1
1976)
(Rev. 2
1978)
Rev. 3
1980)
Rev. 4
1984)
Rev. 5
1995)
(Rev 6
1997)
(Rev. 7
Feb 2002)
Emergency fire pumps in cargo ships
Deleted in February 2002.
▼
F30
(1974)
F30-1
IACS Req. 1984, Rev. 1997
F30.2.7–F30.4.2
F30
cont'd
▼
▼
F31
(1976)
Fire prevention for unattended machinery
spaces
The whole UR F31 was deleted as the requirements are now covered by F35.
▼
▼
F30-2
IACS Req. 1984, Rev. 1995/Corr. 1997
F32
F32
(1976)
Fire detecting system for unattended
machinery 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 to
initiate 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 with
the arranged fire zones by means of a visual signal. Audible signals clearly distinguishable in character
from any other audible signals shall be audible throughout the navigating bridge and the accommodation
area 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 in
conditions normally present in the machinery space. Consideration is to be given to avoiding false
alarms. The type and location of detectors are to be approved by the Classification Society and a
combination of detector types is recommended in order to enable the system to react to more than one
type of fire symptom.
F32.6 Fire detector zones are to be arranged in a manner that will enable the operating staff to locate
the seat of the fire. The arrangement and the number of loops and the location of detector heads is to be
approved in each case. Air currents created by the machinery are not to render the detection system
ineffective.
F32.7 When fire detectors are provided with the means to adjust their sensitivity, necessary
arrangements 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 is
to be clearly indicated. Reactivation of the loop or detector is to be performed automatically after a
present 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 a
separate 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 from
the 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 the
individual Classification Society.
NOTE
Requirements on indication of the operation of each individual detecting head are left to the discretion of
each Classification Society.
▼
▼
F32-1
IACS Req. 1976
F33
F33
(1981)
Prohibition of carriage in fore peak tanks of
oil or other liquid substances which are
flammable
In ships of 400 tons gross tonnage and above, compartments forward o f the collision bulkhead shall not
be arranged for the carriage of oil or other liquid substances which are flammable.
▼
▼
F33-1
IACS Req. 1981
F34
F34
A2
(1982)
(cont)
(Rev.1
1989)
Low-pressure carbon dioxide smothering
systems
Deleted with effect from 1 July 2010 following entry into force of IMO Res. MSC.206(81).
End of
Document
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IACS Req. 1982 / Rev.1 1989
F35
F35
(1986)
(Rev. 1
1989)
(Rev. 2
1992)
(Rev. 3
1995)
(Rev. 4
1996)
(Rev. 5
1997)
(Rev. 6
June 1999)
(Rev.7
July 2003)
(Rev.8
June 2005)
Fire Protection of Machinery Spaces
In the implementation of the SOLAS Chapter II-2, the following requirements are
to 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 contact
with electrical equipment or heated surfaces.
Any overflow pipe should have a sectional area of at least 1,25 times that of the filling
pipe and should be led to an overflow tank of adequate capacity or to a storage tank
having space reserved for overflow purposes.
An alarm device should be provided to give warning when the oil reaches a
predetermined level in the tank, or alternatively, a sight glass should be provided in the
overflow pipe to indicate when any tank is overflowing. Such sight glasses should be
placed 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 without
the 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 steel
enclosure 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 compartment
itself.
5.
Reg.II-2/4.2.2.5.1
Hose clamps and similar types of attachments for flexible pipes should not be
permitted.
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 the
flash point of the fuel oil, except that where oil fuel in service tanks, settling tanks and
any other tanks in supply system is heated the following arrangements should be
provided:
the length of the vent pipes from such tanks and/or a cooling device is sufficient
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•
IACS Req. 1986, Rev.8, 2005
F35-1
F35
F35
cont'd
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.
▼
▼
F35-2
IACS Req. 1986, Rev.8 2005
F36
F36
Deleted
▼
▼
F36-1
IACS Req. 1996
F37 & F38
UR F37 has been recategorised to be
Recom 53.1 and deleted (May, 1998).
F38
F38 has been re-categorised to be Recom.
53.2 and deleted (May 1998).
▼
▼
F37
▼
▼
IACS Req. 1989, Rev. 1998
F39
F39
(1993)
(Rev. 1
1994)
(Rev 2
1997)
(Rev. 2/
Corr. 1
1998)
(Rev.3
July 1999)
(Rev.4
May 2001)
Measures to prevent explosions in
cargo pump rooms on oil tankers
F 39 was deleted on 1 July 2002.
IACS Req. 1993, Rev. 4 2001
Deleted 1997
F41
(1993)
Sea intakes for fire pump on ships
with ICE Class
▼
▼
F40
1.
On ships with ICE Class at least one of the fire pumps is to be connected to a sea chest which is
provided with de-icing arrangements.
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IACS Req. 1997
F 42
F42
(1995)
Fire testing of flexible pipes
1.
Flexible pipes with end attachments which are required to be of fire-resisting materials, shall be
subject to a fire for 30 minutes at a temperature of 800oC, while water at the maximum service pressure
is circulated inside the pipe. The temperature of the water at the outlet shall not be less than 80oC. No
leak 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 and
subsequent pressure test to twice the design pressure.
▼
▼
F42-1
IACS Req. 1995
F43
F43
(1997)
(Rev.1
July
1999)
(Rev. 2
June
2002)
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 and
fitted on board gas carriers or on board oil/chemical tankers.
Gas analysing units with non-explosion proof measuring equipment may be located in areas outside
cargo areas, e.g. in cargo control room, navigation bridge or engine room when mounted on the forward
bulkhead 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.
atmosphere with outlets arranged in a safe location.
Sample gas is to be led to the
3.
Bulkhead penetrations of sample pipes between safe and dangerous areas shall be of approved
type and have same fire integrity as the division penetrated. A manual isolating valve shall be fitted in
each of the sampling lines at the bulkhead on the gas safe side.
4.
The gas detection equipment including sample piping, sample pumps, solenoids, analysing units
etc. shall be located in a reasonably gas tight enclosure (e.g. a fully enclosed steel cabinet with a gasketed
door) which is to be monitored by its own sampling point. At gas concentrations above 30% LFL inside
the 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 or
other equivalent material and without detachable connections, except for the connection points for
isolating valves at the bulkhead and analysing units, and are to be routed on their shortest ways.
▼
▼
F43-1
IACS Req. 1997/Rev. 2 2002
F44
F44
A2
(June
(cont)
2000)
(Rev.1
Aug 2008)
(Rev.2
Oct 2010)
Fore peak ballast system on oil tankers
The fore peak tank can be ballasted with the system serving other ballast tanks within the
cargo 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 sources
of ignition. In this respect, the hazardous zones distances are to be defined in accordance
to IEC 60092-502: Electrical installations in ships - Tankers - Special features;
•
Means are provided, on the open deck, to allow measurement of flammable gas
concentrations 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 access
from the open deck to the fore peak tank through an enclosed space may be accepted
provided that:
1. In case the enclosed space is separated from the cargo tanks by cofferdams, the
access is through a gas tight bolted manhole located in the enclosed space and a warning
sign is to be provided at the manhole stating that the fore peak tank may only be opened
after:
•
•
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 is
therefore a hazardous area, the enclosed space can be well ventilated.
In respect to all paragraphs of this unified requirement, the hazardous area classification is to
be 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 contracted
for construction on or after 1 January 2012.
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.
End of
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IACS Req. 2000/Rev.2 2010
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