lloyd's register briefing imo fp55 · 2011-07-13 · lloyd's register, its affiliates and...

IMO FP55 Agenda preview © Lloyd's Register 2011 Overview of Agenda Items Lloyd's Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the ‘Lloyd's Register Group’. The Lloyd's Register Group assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Lloyd's Register Group entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract.

Lloyd's Register briefing

IMO FP55 Agenda preview for clients

Introduction

The 55th session of the IMO Fire Protection Sub Committee (FP) will be held from 25th to 29th July 2011, at the IMO headquarters in London. This briefing summarises subjects under discussion which are relevant to the work of Lloyd's Register. Due attention should be made to the “Advice” and “Application” sections given under each subject.

Readers should note that regulations relating to SOLAS are generally, unless expressly provided otherwise in each Annex, applicable to ships (cargo ships of 500 gross tonnage and above, and passenger ships irrespective of tonnage) engaged on international voyages. Any reference to tankers means tankers carrying crude oil or petroleum products having a flash point not exceeding 60 degree Celsius (closed cup test) or other liquid products having a similar fire hazards as per SOLAS II-2/1.6.

Overview of agenda items

The following will be the major topics for the discussion at FP55. Some of the details of discussions are given in the annexes to this document.

1. Performance testing and approval standards for fire safety systems (agenda item 3)

Draft amendments to the FSS Code chapters 3, 5, 8, 9, 12, 13 and 14 will be considered at FP55. The list of mandatory items below, once agreed by FP55, will be submitted for approval at MSC 90 (May 2012).

Draft amendments to FSS Code - Mandatory items:

1. Fixed deck foam fire-extinguishing systems (chapter 14);

2. Fire hoses and nozzles (as required by SOLAS regulation II-2/10.2.3);

3. Fire-fighters outfits (chapter 3);

4. Incorporation of unified interpretations of SOLAS chapter II-2, FSS Code, FTP Code, and related fire test procedures contained in MSC.1/Circ.1120 (chapters 3, 5, 8, 9, 12, 13 and 14); and

5. Incorporation of IACS UI SC 35 related to sources of power supply for fixed fire detection and fire alarm systems (chapter 9).

Non-mandatory items under discussion:

6. Revision of resolution A.123(V) Revised guidelines for the approval of fixed water-based fire fighting systems for ro-ro spaces and special category spaces; (Even though this is non mandatory item, It is very important to clarify application criteria)

7. Draft guidelines for the approval of helicopter facility fire-fighting appliances (helideck foam application systems);

8. Revision to MSC/Circ.850 Guidelines for the maintenance and inspection of fire-protection systems and appliances;

9. Report to BLG 16 on the use of alcohol resistant foams when carrying ethanol/gasoline blend cargoes (fixed deck foam fire extinguishing systems for cargoes introducing additional fire hazards (related to SOLAS II-2/1.6.1-1.6.2))

For details please refer to Annex 1 to this document.

IMO FP55 Agenda preview © Lloyd's Register 2011 Overview of Agenda Items

2. Requirements for ships carrying hydrogen and compressed natural gas vehicles (agenda item 4)

The FP Sub-Committee is exploring necessary safety requirements for cargo spaces of ships intended to carry hydrogen vehicles (HFCVs) and compressed natural gas vehicles (CNGVs), to identify the hazards associated with the carriage of such vehicles, including high voltage and large capacity batteries. Amendments to SOLAS regulation II-2/20 are proposed.


3. Fire resistance of ventilation ducts (agenda item 5)

It is proposed that SOLAS regulation II-2/9.7 (ventilation systems) be amended again less than a year after the amendments contained in resolution MSC.189(85) entered into force. The proposed amendments are extensive and include incorporation of relevant unified interpretations from MSC/Circ.1120, changes to the size of ducts requiring fire dampers in ducts passing through A class divisions, use of automatic fire dampers in galley ventilation ducts, and smoke control systems provisions.


4. Measures to prevent explosions on oil and chemical tankers transporting low-flash point cargoes (agenda item 6)

FP55 will consider draft amendments to SOLAS II-2/4.5.5 regarding fitting of inert gas systems to new oil and chemical tankers below 20,000 tonnes dwt. A lower application limit of 5,000 or 8,000 dwt is being discussed. For chemical tankers, an alternative such as supply of inert gas from shore side is being explored. If this alternative is accepted, FP55 will have to decide to amend SOLAS regulation II-2/4.5.5 or the IBC Code Chapter 11 (application) to cover this requirement.

In addition, FP55 will have to consider that certain cargoes require oxygen dependent inhibitors and applying inert gas systems may have an impact on specific cargoes and discuss if the selection of the inerting medium should be left to the shippers to decide according to the properties of the cargo. FP55 will consider BLG15 Sub-Committee recommendation not to amend chapter 17 of IBC Code column “h” (tank environmental controls) to incorporate future SOLAS inert gas requirements since chapter 17 applies to all ships carrying chemicals in bulk regardless of their size or date of construction. However, a proposal to amend chapters 17 and 18 to only include a reference to SOLAS II-2/4.5.5 is been proposed.

FP55 will also look at the applicability of the FSS Code chapter 15 and resolution A.567 (14) to chemical tankers.


5. Recommendation on evacuation analysis for new and existing passenger ships (agenda item 7)

It is proposed to amend the Guidelines for evacuation analysis for new and existing passenger ships (MSC.1/Circ.1238) to include a safe return to port criteria. It is suggested that the simplified evacuation analysis and the advance evacuation analysis are modified to include “identification of safe areas” and the scenarios to be considered for the analysis are increased to include “safe return to port criteria”.

In addition, amendments are proposed to include a uniform safety criteria for evacuation routes within the Guidelines on alternative design and arrangements for fire safety (MSC/Cir.1002) that outline the methodology for the engineering analysis required by SOLAS II-2/17 to a specific fire safety system, design or arrangements that deviates from the prescriptive SOLAS II-2 requirements.


6. Consideration of IACS unified interpretations (agenda item 8)

Various IACS Unified Interpretations are submitted for consideration as Maritime Safety Committee (MSC) circulars, at this session. FP55 should clarify the date of application of the MSC circulars to be agreed under this item. For details please refer to Annex 6 to this document.


7. Means of escape from machinery spaces (agenda item 10)

FP55 will continue the revision of means of escape from machinery spaces applicable to passenger and cargo ships. There are proposals to develop unified interpretation to clarify vague expressions under SOLAS regulation II-2/13.4.2 and II-2/13.4.

In addition, there is a proposal to amend SOLAS regulation II-2/13.4.1.4 regarding escape from machinery control rooms within machinery spaces in passenger ships, to cover enclosed spaces within machinery spaces of category A where crew members carry out work on a daily basis. It is further proposed that the same level of protection proposed for passenger ships should be applicable to cargo ships under SOLAS regulation II-2/13.4.2.1. To provide a safer escape routes it is also proposed that ladders being part of, or providing access to, escape routes from machinery spaces be made of steel and be covered on the lower side with a steel plate or similar to protect crew members against heat and flame.


8. Review of fire protection requirements for on-deck cargo areas (agenda item 11)

FP55 will consider a proposal to review the fire fighting requirements of SOLAS Chapter II-2 to address the risk of fire related to containerised cargoes carried on- deck. Proposed amendments to SOLAS II-2 include increasing fire main and fire pumps capacity, pressure at hydrants and number of hydrants on deck. In addition, an MSC circular on additional fire and safety measures for on–deck cargo areas of containerships carrying more than 4 tiers of containers has been drafted. The draft MSC circular includes recommendations on the use of water monitors and water mist lance as risk control options for cargo ships carrying more than 4 tiers of containers on the weather deck.


9. Means for recharging air bottles for air breathing apparatuses (agenda item 15)

FP 55 will consider a proposal to amend SOLAS regulation II-2/10.10.2 to incorporate a requirement to have means for fully recharging air bottles for air breathing apparatuses on cargo ships and passenger ships carrying not more than 36 passengers, in order to ensure the same level of safety agreed for passenger ships carrying more than 36 passengers as adopted by resolution MSC.269 (85).

For details please refer to Annex 9 to this document

10. Safety provisions applicable to tenders operating from passenger ships (agenda item 16)

FP55 will consider the draft Guidelines for passenger ship tenders prepared by DE55, with a view to submitting any comments to MSC90 (May 2012) for approval. Before the guidelines are submitted for approval, FP55 will decide if fuel with a flash point of less than 43°C or 60°C should be used.


11. Development of guidelines for use of fibre reinforced plastic (FRP) within ship structures (agenda item 19)

MSC 87 tasked the DE Subcommittee and FP to consider the issue of developing guidelines for use of fibre-reinforced plastic (FRP) within ship structures. The guidelines are proposed to be applied if FRP is accepted as material to be use on ships structures within SOLAS framework (SOLAS II-2/3.43) instead of steel or other equivalent material.

Three options are proposed as a basis for the guidelines:

Option 1: Development of guidelines for the application of SOLAS regulation II-2/17 for evaluating FRP structures

In this option it is proposed to introduce guidelines on how to carry out an engineering analysis specifically for ship structures made of FRP in accordance with the alternative design and arrangements requirements of SOLAS Ch II-2 regulation 17 and the guidelines contained in MSC/Circ.1002.

Option 2: Development of FRP as a material type within the regulatory framework


This option suggests the introduction of FRP as an acceptable material for ships structures within SOLAS framework by developing fire testing standards to ensure ‘steel equivalency’. According to the proposal, this would mean that SOLAS Ch II-2 regulation 3.43 would be complied with. However in this option, the major issue of the combustibility of FRP material which, due to its nature, cannot be overcome by the material itself has not been addressed.

It is to be noted that option 2 may also imply that an amendment to SOLAS regulation II-2/3.43 is required.

Option 3: Approval of FRP based on a fire engineering analysis, in accordance with SOLAS regulation II-2/17 and MSC/Circ.1002.

This is an amalgamation of options 1 and 2 (testing standard). There are several implications that need to be discussed if this option goes forward.


12. Any other business (agenda item 22)

FP55 will consider several fire and safety related items under this agenda.

For more detail refer to Annex 12 to this document.

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 1 - Performance testing and approval standards for fire safety systems


IMO FP55 Annex 1 - Performance testing and approval standards for fire safety systems (agenda item 3)

Target completion year - 2011

Overview

Draft amendments to the FSS Code chapters 3, 5, 8, 9, 12, 13 and 14 will be considered at FP55. Also long term priority items relating to fire-extinguishing arrangements in control stations, accommodations and services spaces, fixed deck foam fire-extinguishing systems, general fire fighting equipment, helideck fire fighting appliances and other relevant amendments will be under discussion. The list of mandatory items below, once agreed by FP55, will be submitted for approval at MSC 90 (May 2012).

Draft amendments to FSS Code - Mandatory items:

1. Fixed deck foam fire-extinguishing systems (chapter 14);


3. Fire-fighters outfits (amendments to chapter 3);

4. Incorporation of unified interpretations of SOLAS chapter II-2, FSS Code, FTP Code, and related fire test procedures contained in MSC.1/Circ.1120 (chapters 3, 5, 8, 9, 12, 13 and 14); and

5. Incorporation of IACS UI SC 35 related to sources of power supply for fixed fire detection and fire alarm systems (chapter 9).

6. Study results on the draft amendments to chapter 6 of FSS Code (sections 3.2.2.2 and 3.3.2.2)

More details on mandatory items are given in Appendix 1 to this Annex.

Non mandatory items under discussion:

7. Revision of resolution A.123(V) Revised guidelines for the approval of fixed water-based fire fighting systems for ro-ro spaces and special category spaces; ; (Even though this is non mandatory item, It is very important to clarify application criteria)

8. Draft guidelines for the approval of helicopter facility fire-fighting appliances (helideck foam application systems);

9. Revision to MSC/Circ.850 Guidelines for the maintenance and inspection of fire-protection systems and appliances;

10. Report to BLG 16 on the use of alcohol resistant foams when carrying ethanol/gasoline blend cargoes (fixed deck foam fire extinguishing systems for cargoes introducing additional fire hazards (related to SOLAS II-2/1.6.1-1.6.2));

Background

FP 54 divided the discussions on performance testing and approval standards for fire and safety systems. Part 1 was submitted to and approved at MSC 88 (December 2010) and Part 2 was forwarded to FP55 for completion.

Part 1 - Items that were approved at MSC 88: 1. Amendments to chapters 5, 6, 7 and 8 of the FSS Code (for subsequent adoption at MSC 90 (May 2012)); 2. Amendments to SOLAS regulations II-2/1, II-2/9, II-2/10.5.6.3.1 and II-2/20, (for subsequent adoption at MSC 90

(May 2012));


3. MSC.1/Circ.1384 - Guidelines for testing and approval of fixed high-expansion foam systems; 4. MSC.1/Circ.1385 - Scientific methods on scaling of test volume for fire test on water-mist fire-extinguishing

systems; 5. MSC.1/Circ.1386 - Amendments to the revised guidelines for the approval of equivalent water-based fire-

extinguishing systems for machinery spaces and cargo pump-rooms (MSC/Circ.1165); 6. MSC.1/Circ.1387 – Revised guidelines for the approval of fixed water-based local application fire-fighting systems

for use in category A machinery spaces (MSC/Circ.913); and 7. MSC.1/Circ.1388 – Unified interpretation of chapter 12 of the FSS Code.

Documents submitted

FP55/3 (Chairman) – Report of the working group at FP54 (part 2) submitted by the Chairman of the working group.

This document provides Part 2 of the outcome of discussions that took place during FP54. FP 55 is invited to approve the report in general and, in particular, to note:

1. use of alcohol resistant foams when carrying ethanol/gasoline blend cargoes, and recommendation that any blends containing more than 5% ethanol should be protected by alcohol resistant foams in accordance with the IBC Code (meaning that 5% ethanol should be the maximum limit for general use with non-alcohol resistant foam concentrates). The application technique is critical to properly extinguish a fire and the crew on ships carrying such cargoes should be trained accordingly.

2. Guidelines for the approval of helicopter facility fire-fighting appliances - the guidelines take into account the different operative/environmental conditions and the frequency of helicopters landing on MODUs and those on ships. After discussions the guidelines were not finalised and were send to the correspondence group (see document FP55/3/1).

FP55/3/1 (United States) – Report of the correspondence group on performance testing and approval standards for fire and safety systems.

This document provides the outcome of the discussions on several fire and safety aspects and SOLAS Chapter II-2. FP 55 is invited to approve the report in general and, in particular, to:

1. agree to the draft amendments to chapters 3, 5, 8, 9, 12, 13 and 14 of the FSS Code, concerning interpretations taken from MSC.1/Circ.1120, for submission to MSC 90 for approval and subsequent adoption ; and

2. agree to the draft amendments to chapter 9 of the FSS Code, based on the review of IACS UI SC 35, for

submission to MSC 90 for approval and subsequent adoption.

FP55/3/2 (Italy) – Clarification of unintentional omission and incorrect references in the FSS Code as amended by resolution MSC.311(88)

Italy seeks clarification on the omission of “continuously manned central control station” and highlights incorrect references to IEC standards in the FSS Code chapter 9, as amended by resolution MSC.311(88). Italy is concern that the amendments due to entry into force diminish current safety level requirements for cargo ships, because it allows the location of the control panel of the detection system in a space (fire control station) that may be left unmanned.

FP55/3/3 (Bahamas, Australia) – The fitting of a warning alarm to the fireman’s outfit

It is proposed to amend FSS Code chapter 3, paragraph 2.1.2 to mandate breathing apparatus being fitted with a warning device which will alert the user of low pressure on the cylinder or when at least 200 litres of air remains within the cylinder, in order to provide full protection to seafarers and to harmonize with international standards. It is recognised that standards exist for such warning alarms, notably within the European Standard EN 137:2006, and that the vast majority of equipment used on board ship will be fitted with a warning alarm. However, to guard against the possibility that some equipment may be manufactured without an alarm, the co-sponsors propose an amendment to the FSS Code.


FP55/3/4 (Japan) – Study results on the draft amendments to chapter 6 of FSS Code.

Japan is not in favour to include the exemption on the filling rate for spaces with the deck height of 3 m or less in paragraphs 3.2.2.2 and 3.3.2.2 of the draft amendments to chapter 6 of the FSS Code. However, if this goes forward, it needs to be clarified that the reduction of the filling rate shall apply to vehicle or ro-ro spaces and special category spaces with the deck height of 3 m or less only if the decks are gas-tight, and if necessary, relevant wordings (e.g., separated with gas-tight decks) should be added to avoid misunderstanding or further interpretation.


Appendix 1 of Annex 1 – brief explanation of mandatory to be discussed under Performance testing and approval standards for fire safety systems.

Mandatory items

1. Fixed deck foam fire-extinguishing systems (chapter 14)

FP53 when considering deck foam systems to oil tankers and chemical tankers, had agreed that the requirements for chemical tankers in SOLAS and the IBC Code were in need of revision and proposed that ships carrying flammable chemicals listed in chapters 17 and 18 of the IBC Code should be required to meet the higher IBC Code foam application rates regardless of flashpoint. BLG 14 disagreed on having IBC Code carriage requirements within the FSS Code and requested MSC87 to create a separate agenda to discuss the matter in more detail at subsequent meetings ( BLG15 - February 2011).

BLG15 concluded that chapter 17 and 18 carriage requirements should stay within the IBC Code and proposed to delete the text proposed by FP53 from chapter 14. FSS Code chapter 14 will instead only refer to the IBC Code and SOLAS II-2/1.6 regarding foam solutions and foam concentrates that are relevant to the IBC Code (chapters 17 and 18).

Advice for clients: There will be no changes to the current practice.

Application: New Oil tankers and chemical tankers.


Further discussions will take place to seek agreement on inclusion of various ISO standards as footnotes in the FSS Code.

Advice for clients: There will be no changes to the current practice.

Application: it is expected the draft amendments, if agreed, would apply to new cargo ships of 500 gross tonnage and above and passenger ships irrespective of tonnage.

3. Fire-fighters outfits (chapter 3)

3.1 Various ISO standards will be further considered for inclusion as footnotes into FSS Code chapter 3 (personnel protection). 3.2 In addition, it is been proposed to fit a low pressure audible alarm on the fireman’s outfit breathing apparatus. It is proposed to amend FSS Code chapter 3, paragraph 2.1.2 to mandate breathing apparatus being fitted with a warning device which will alert the user of low pressure on the cylinder or when at least 200 litres of air remains within the cylinder, in order to provide full protection to seafarers and to harmonise with international standards.

Lloyd’s Register position: support the introduction of this requirement.

Advice for all clients:

Builders/ designers/ manufacturers: The new requirement will pose stricter approval arrangements of the breathing apparatus equipment. This may result in a small cost increase. Owners: If the proposal is accepted, it may be necessary to update training notes, operational procedures and in addition training may be required for crews who have not used this equipment before. Advice for Flag Administrations and Recognized Organizations: If accepted, Flag and ROs to ensure the requirement is met for new ships on or after a date to be decided by FP 55 or the Maritime Safety committee.

Application: cargo ships of 500 gross tonnage and above, and passenger ships irrespective of tonnage. Once concluded it is to be decided whether the amendment will apply to new ships only or will also cover existing ships.


4. Incorporation of unified interpretations of SOLAS chapter II-2, FSS Code, FTP Code, and related fire test procedures contained in MSC.1/Circ.1120 (chapters 3, 5, 8, 9, 12, 13 and 14)

The following proposals are made to incorporate relevant MSC/Circ.1120 interpretations into the FSS Code:

a. Chapter 3 – Personnel protection: A reference to the International Electrotechnical Commission (IEC) 60079 (electrical apparatus for explosive gas atmosphere) to be included.

b. Chapter 5 - Fixed gas fire-extinguishing systems: The amendments addresses, spaces not separated by A-0

class divisions with independent ventilation to be considered as the same space; further instructions for crew to check the quantity of fire extinguishing systems (e.g. carbon dioxide systems and other types of extinguishing media); means are to be provided to automatically give visual and audible warnings of the release of fire-extinguishing medium into ro-ro spaces, container holds equipped with integral reefer containers, spaces accessible by doors or hatches and other spaces in which personnel normally work or have access.

c. Chapter 8 - Automatic sprinkler, fire detection and fire alarm systems: Clarify that the “nominal area” cover by

sprinklers is to be taken as the gross horizontal projection of the area to be covered.

d. Chapter 9 - Fixed fire detection and fire alarm systems: A warning is included for detectors installed in cold places to be tested using procedures that are applicable for that type of location. In addition, reference to IEC 60068-2-1, is included.

e. Chapter 12 - Fixed emergency fire pumps: Electric heating of the diesel engine cooling water or lubricating oil

system is to be fitted to avoid failing when manually starting diesel engine in its cold condition. In addition, if manual starting fails the Administration may permit compressed air, electricity or other sources of stored energy to be used as means of starting.

f. Chapter 13 - Arrangement of means of escape: Details for intermediate landings are included.

g. Chapter 14 – Fixed deck foam systems: Additional foam concentrate is to be provided for the operation of 2

nozzles, the simultaneous use of the minimum required jets of water is to be achieved on deck over the full length of the ship, in the accommodation, service spaces, control stations and machinery spaces. In addition, location of monitors with regard to cargo tanks is clarified and the number of foam applicators required on tankers is set to a minimum of four.

Lloyd’s Register position: in general support the draft amendments. It is recommended, for chapter 8, FP 55 should define what is meant by gross horizontal projection.

Advice for clients: Amendments to chapters 3, 5, 8, 9, 12, 13 and 14 only incorporate unified interpretations already in use under MSC.1/Circ.1120. There should not be impact to current practice.

Application: cargo ships of 500 gross tonnage and above, and passenger ships irrespective of tonnage

5. Incorporation of IACS UI SC 35 related to sources of power supply for fixed fire detection and fire alarm systems (chapter 9)

FP53 agreed that IACS unified interpretation SC 35 (SOLAS regulation II-2/13.1.3), related to sources of power supply for fixed fire detection and fire alarm systems, was necessary to clarify existing FSS Code chapter 9 (fixed fire detection and fire alarm systems) requirements. Draft amendments to chapter 9 are proposed on this basis. The amendments cover the operation of automatic changeover switch and the use of batteries of adequate capacity to ensure continuous changeover operation to avoid loss of fire detection capabilities. The use of accumulator batteries is proposed to be included as an option for the supply of emergency source of power.

Advice for all clients: No changes to current practice


Application: cargo ships of 500 gross tonnage and above, and passenger ships irrespective of tonnage ships. Date of application of the new amendments to FSS Code chapter 9 will be decided at MSC 90 (May 2012). UI SC 35 has been applied by IACS members on systems approved on or after 1 July 2010.

6. Study results on the draft amendments to chapter 6 of FSS Code (sections 3.2.2.2 and 3.3.2.2)

FP55 will consider a proposal to clarify the requirements for the foam-generating capacity of fixed high expansion foam fire-extinguishing of FSS Code Chapter 6 before the amendments are finally adopted at MSC 90 (May 2012). It is proposed that the filling rate to be applied should not be allowed to be lower than the tested design filling rate for protection of vehicle ro-ro spaces and special category spaces with a deck height of 3m or less. Depending on the decision, chapter 6 as previously approved by MSC88 may be further amended.

Return to overview at start of document

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 2- Requirements for ships carrying hydrogen and compressed natural gas vehicles


IMO FP55 Annex 2- Requirements for ships carrying hydrogen and compressed natural gas vehicles (agenda item 4)

Target completion year – 2011

Overview

The FP Sub-Committee is exploring necessary safety requirements for cargo spaces of ships intended to carry hydrogen vehicles (HFCVs) and compressed natural gas vehicles (CNGVs), to identify the hazards associated with the carriage of such vehicles, including high voltage and large capacity batteries. Amendments to SOLAS regulation II-2/20 are proposed.

Background

In recent years, demand and supply for CNGVs and HFCVs is increasing. Under such circumstances, demand for seaborne trade of new types of vehicles has also increased and carriage by Pure Car Carriers (PCCs) is becoming essential for efficient transport of such vehicles. On the other hand, the current SOLAS regulations have been developed based on the carriage of the conventional vehicles with gasoline in their tanks. This is the main reason to bring this proposal to the attention of IMO to develop it further.

FP55 was instructed to identify the hazards associated with the carriage of HFCVs and CNGVs, including high voltage and large capacity batteries, and to clarify the safety requirements for cargo spaces intended to carry such vehicles.

Lloyd’s Register position: To monitor developments at FP55.

Advice for owners/builders/manufacturers/Flag Administrations/Recognized Organizations

If this proposal is accepted the installation of fire detection systems, type of ventilation and its location, are all to be approved explosion proof safe type equipment. Instructions to surveyors may be required.

Application

Tentatively only to new ships (ro-ro ships and ships carrying vehicles fuelled by hydrogen or natural gas). Possibility of expanding the scheme to cover existing ships will be clarified.

Documents submitted

FP55/4 (Japan) – Report of the correspondence group

This document provides the outcome of discussions on the safety requirements to be applied to ships carrying hydrogen and compressed natural gas vehicles. It is proposed to amend SOLAS chapter II-2/20 to include additional electrical safety requirements for such types of vehicles.

FP55 will have to consider on the application of the following requirements:

1. use of single appropriate type of portable fire extinguishers for each space,

2. fire integrity and means for cooling the cargo spaces,

3. carriage of portable gas detectors;

4. required air flow rate and is a fixed gas detection system is required;

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 2- Requirements for ships carrying hydrogen and compressed natural gas vehicles

5. type of ventilation and location of duct openings;

6. damage mitigation measures;

FP55 is expected to decide if the application will also cover existing ships.

FP55/4/1 (Japan) - Safety measures for cargo spaces carrying hydrogen and compressed natural gas vehicles and FP55/INF. 2

This document provides comments on safety measures for cargo spaces carrying hydrogen and compressed natural gas vehicles, concerning ventilation of cargo spaces to prevent the accumulation of flammable atmosphere in case of leakage of hydrogen. Japan is addressing the outcome of studies related to:

1. the risk of carriage of hydrogen and compressed natural gas vehicles;

2. blow-out of hydrogen owing to activation of safety valves of storage tanks.

3. elimination of sources of ignition (use of electrical equipment of approved safe type, mechanical ventilation)

4. accumulation of hydrogen ad ventilation requirements

5. fixed fire extinguishing systems


IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 3 - Fire resistance of ventilation ducts


IMO FP55 Annex 3 - Fire resistance of ventilation ducts (agenda item 5)


It is proposed that SOLAS regulation II-2/9.7 (ventilation systems) be amended again less than a year after the amendments contained in resolution MSC.189(85) entered into force. The proposed amendments are extensive and include incorporation of relevant unified interpretations from MSC/Circ.1120, changes to the size of ducts requiring fire dampers in ducts passing through A class divisions, use of automatic fire dampers in galley ventilation ducts, and smoke control systems provisions.

FP 55 should clarify if the amendments should apply to new ships only.

Background

The amendments to SOLAS regulation II-2/9.7 were finalised at FP 52 and later adopted as resolution MSC.269 (85) and were applicable to new ships only. Following this adoption proposals were made at FP 53 to further amend SOLAS II-2/9.7 to require automatic fire dampers for all ventilation duct penetrations of “A” class divisions. Considering that MSC.269(85) amendments were expected to enter into force only on 1 July 2010, FP 53 requested MSC 86 to extend the target completion year to 2010. The target completion year has been extended several times.

FP 54 agreed that fitting of automatic fire dampers in all ‘A’ class divisions would not substantially improve safety and would be very costly for passenger ships.

FP 54 further agreed to consider the revision via a correspondence group. The principle matters to be discussed were:

• harmonised regulation II-2/9.7 by way of incorporating relevant IMO unified interpretations;

• Validate the need and proposed size cut offs for automatic fire dampers to be installed for ducts passing through ‘A’ class boundary penetrations;

• Consider provisions for ‘B’ class penetrations, closing appliance and galley ventilation ducts;

• Clarify the provisions regarding smoke control / management systems.

• Prepare a comprehensive set of drafts amendments to SOLAS reg. II-2/9 for FP consideration.

Lloyd’s Register position:

It is noticed that substantial amendments to SOLAS II-2/9.7 are proposed. However, it is noted that FP55 is only expected to establish a drafting group to discuss the amendments. Lloyd’s Register believes that having a working group at FP55 to discuss, for the first time, the outcome of the correspondence group will be valuable to properly address technical issues and achieve a more comprehensive set of amendments.

Advice for owners/builders

Builders and owners are to take into account materials, size and designs of the ducts, once decisions are made by the IMO.

Advice for Flag Administrations/Recognized Organizations

Plan approval departments will need to be aware of the new requirements if they are accepted.

Applicability

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 3 - Fire resistance of ventilation ducts

Cargo ships and passenger ships. FP55 should clarify the date of application of the new amendments and application to new and existing ships.

Documents submitted

FP55/5 (United States) – Report on Fire Resistance of Ventilation ducts correspondence group

This document provides the outcome of discussions to amend SOLAS regulation II-2/9.7 (ventilation systems). The proposal is exhaustive, and due to lack of agreement within the group, amendments were not finalised. Relevant proposed amendments include: • Incorporation of IMO unified interpretations related to SOLAS regulation II-2/9.7, as described in MSC.1/Circ.1120,

MSC.1/Circ.1169, MSC.1/Circ.1239, MSC.1/Circ.1239/Corr.1 and MSC.1/Circ.1276, • The size for automatic fire dampers to be installed in ducts passing through “A” class division penetrations is proposed

to be reduced to 0.02m2 from current size of 0.075m2. • dampers required for certain ducts penetrating “tweendecks” • closing appliances, and smoke control systems FP55 is request to: 1. Decide if the size cut-off for automatic fire dampers to be installed in ducts passing through "A" class division

penetrations should be reduced to 0.02 m2 or remain at 0.075 m2; 2. Decide if the dampers required for certain ducts penetrating "tweendecks" may be either approved fire dampers or

alternatively may be smoke dampers; 3. Subject to paragraphs 12.1 and 12.2 above, endorse, in general, the view of the group on the fire protection

provisions for ventilation systems, and approve the draft amendments to SOLAS regulation II-2/9.7 and SOLAS regulation II-2/3.

FP55/5 (IACS) – Comments on the report of the intersessional correspondence group (FP55/5)

This document provide extensive technical comments on the comprehensive set of draft amendment to SOLAS II-2/9.7 regarding fire protection arrangements of ventilation systems.

IACS consider that the rationale for the proposed amendments may not be fully traceable and documented. Risk control options proposed have not been properly assessed for reducing the risk, nor has their overall cost effectiveness been fully assessed.


IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 4 - Measures to prevent explosions on oil and chemical tankers transporting low-flash point cargoes


IMO FP55 Annex 4 - Measures to prevent explosions on oil and chemical tankers transporting low-flash point cargoes (agenda item 6)


Overview

FP55 will consider draft amendments to SOLAS II-2/4.5.5 regarding fitting of inert gas systems to new oil and chemical tankers below 20,000 tonnes dwt. A lower application limit of 5,000 or 8,000 dwt is being discussed. For chemical tankers, an alternative such as supply of inert gas from shore side is being explored. If this alternative is accepted, FP55 will have to decide to amend SOLAS regulation II-2/4.5.5 or the IBC Code Chapter 11 (application) to cover this requirement.

In addition, FP55 will have to consider that certain cargoes require oxygen dependent inhibitors and applying inert gas systems may have an impact on specific cargoes and discuss if the selection of the inerting medium should be left to the shippers to decide according to the properties of the cargo. FP55 will consider BLG15 Sub-Committee recommendation not to amend chapter 17 of IBC Code column “h” (tank environmental controls) to incorporate future SOLAS inert gas requirements since chapter 17 applies to all ships carrying chemicals in bulk regardless of their size or date of construction. However, a proposal to amend chapters 17 and 18 to only include a reference to SOLAS II-2/4.5.5 is been proposed.

FP55 will also look at the applicability of the FSS Code chapter 15 and resolution A.567 (14) to chemical tankers.

Background

Currently, tankers of less than 20,000 dwt are not required to be fitted with a fixed Inert Gas System (IGS). Following several casualty reports on the explosion of tankers, IMO has been addressing this issue since MSC 83 (October 2007). At FP 53 (April 2010) it was agreed that new oil tankers of below 20,000 tonnes dwt carrying low-flash point cargoes should be fitted with IGS. The lower dwt limit for the application of such requirements was left for further discussion. It was recognizing that a lower limit could be introduced by modifying provisions in SOLAS regulation II-2/4.5.5. FP 53 also agreed to develop requirements for the installation of inert gas systems on new chemical tankers; however, since chemical tankers present more operational complexity than oil tankers, separate requirements may need to be developed to cover them by means of amending SOLAS regulation II-2/4.5.5.2. FP 54 agreed that amendments to SOLAS regulation II-2/4.5.5 which lead to IGS being a requirement for new oil tankers below 20,000 dwt would trigger amendments to other mandatory instruments (IBC Code and FSS Code) and other non-mandatory circulars (e.g. resolution A.567(14)). Requirements of IGS for chemical tankers would affect IBC Code chapter 17 and 18 cargoes.

Lloyd’s Register Position

Closely monitor discussions regarding application for chemical and oil tankers. Follow up the developments to clarify practical survey/plan approval matters.

Advice for all clients

Major impact on shipbuilders, ship owners and ship managers for the design and operation of small oil and chemical tankers, and to seafarer training.

Application

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 4 - Measures to prevent explosions on oil and chemical tankers transporting low-flash point cargoes

New oil tankers and new chemical tankers carrying low-flash point cargoes, date of entry into force is yet to be discussed. There is ongoing discussion regarding the lower limit, and the decision is expected to be taken between 5,000 and 8,000 dwt. No decision has yet been made as to whether the requirements will be applicable to existing ships.

Documents submitted

FP 54/WP.2 – Report of the Working Group This document contains the draft amendments to SOLAS regulation II/2/4.5.5 prepared at FP 54 and will be further considered at FP55. FP55/6 (OCIMF) - Measures to Prevent Explosions on Oil and Chemical Tankers Transporting Low-Flash Point Cargoes This document recommends that oil tankers of 5000 tonnes dwt carrying low flash cargoes should be fitted with inert gas systems. Based upon the work that OCIMF has conducted, it is concluded that there are very few practical or physical differences when considering the two different proposed ship sizes. OCIMF consider that the lower ship size of 5,000 dwt should be adopted as the cut-off point for the fitting of an inert gas system, as this would benefit and provide safe working environment to more seafarers from the proven advantages afforded from the transportation and handling of low flash point oil cargoes.

The report shows 820 tankers are provided with IGS. Meanwhile, there are 3,207 tankers not yet fitted with IGS.

FP55/6/1 (Secretariat) – Outcome of BLG 15 This document reports on the outcome of BLG 15 with regard to the draft amendments to SOLAS regulation II-2/4.5.5 (Inert gas systems), as developed by FP 54. BLG advise FP on the following:

1. IBC code chapter 11.1 (application) will have to be amended irrespective of where the alternative of inerting when in port is included in SOLAS or the IBC code.

2. Certain cargoes require oxygen dependent inhibitors and applying inert gas systems may have an impact on specific cargoes;

3. The selection of the inerting medium should be left to the shippers to decide according to the properties of the cargo.

4. Recommend not to amend chapter 17 of IBC Code column “h” (tank environmental controls) to incorporate future SOLAS inert gas requirements since chapter 17 applies to all ships carrying chemicals in bulk regardless of their size or date of construction.

FP55/6/2 (Norway and OCIMF) – Comments on document FP55/6/1 This document proposes draft amendments to the draft SOLAS regulation II-2/4.5.5 and proposed to include the alternative to inert when in port within SOLAS instead of the IBC code. It is also pointed out that some consequential amendments to the IBC code and MSC/Circ.879 – MEPC/Circ.348 may be necessary and should be considered by BLG 16. FP55/6/3 (United Sates) - Comments on document FP55/6/1 This document proposed that inerting requirements shall not be applied to cargo tanks carrying cargoes which require oxygen-dependent inhibitors, provided that the tanks are protected by alternative suitable means to prevent explosion; the inerting medium shall be selected based on the physical properties of the cargo carried, taking into account the possibility of unfavourable reactions between the cargo and the inerting agent; and to expand reference to the medium to be used when in port to read “only nitrogen, or another suitable inerting medium which does not introduce the risk of electrostatic discharge, is acceptable as inert gas under this provision. In addition, Chapter 17 and 18 are proposed to be amended to reference SOLAS II-2/4.5.5. Return to overview at start of document

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 5 - Recommendation on evacuation analysis for new and existing passenger ships


IMO FP55 Annex 5 - Recommendation on evacuation analysis for new and existing passenger ships (agenda item 7)


Overview

It is proposed to amend the Guidelines for evacuation analysis for new and existing passenger ships (MSC.1/Circ.1238) to include a safe return to port criteria. It is suggested that the simplified evacuation analysis and the advance evacuation analysis are modified to include “identification of safe areas” and the scenarios to be considered for the analysis are increased to include “safe return to port criteria”.

In addition, FP 55 will consider a proposal to include a uniform safety criteria for evacuation routes within the Guidelines on alternative design and arrangements for fire safety (MSC/Cir.1002) that outline the methodology for the engineering analysis required by SOLAS II-2/17 to a specific fire safety system, design or arrangements that deviates from the prescriptive SOLAS II-2 requirements.

More details are given in Appendix 1 of this Annex.

Documents submitted

FP55/7 (Germany) – An additional scenario for the evacuation analysis at an early stage of ship design.

This document proposes modifications to the Guidelines on evacuation analysis for new and existing passenger ships MSC.1/Circ.1238 to include safe return to port criteria.

The simplified evacuation analysis and the advance evacuation analysis are modified to include “identification of safe areas concept” and the scenarios to be considered for the analysis are increased to include safe return to port criteria.

FP55/7/1 (United States) - Proposed amendments to the Guidelines on alternative design and arrangements for fire safety (MSC/Circ.1002)

This document proposes amendments to MSC/Circ.1002 for the incorporation of life safety criteria to be used with computer fire models as agreed by FP 54. If agreed this item is proposed to be submitted to MSC 90 for approval.

FP55/7/2 (United States) – Comments on document FP55/7

This document addressed that amendments introduced in FP55/7 appear not to have taking into account that the evacuation scenarios should match the actual evacuation procedures (e.g. passengers in public places may be directed to go directly to their assemble stations, or they may be directed to first return to their cabin to retrieve their lifejackets) used by different ship operators (FP 54/9 p. 5). Therefore, it is proposed to include a new paragraph in Chapter 13 of FSS Code, to take into consideration direction of travel during an escape to ensure the evacuation routes used in the calculation are consistent with the relevant onboard procedures.

FP55/7/3 (CLIA) – Comments on document FP55/7

This document provides a different view to the one contain in FP55/7. CLIA does not agree that the full MVZ must be assumed not available for transit. Further, CLIA is of the view that a requirement to assume that an MVZ is not available for


internal transit in its entirety is basing such an assumption and subsequent proposed analysis on a scenario that exceeds the agreed casualty threshold/design basis scenario. Conducting an evacuation analysis with the totality of each main vertical zone unavailable in turn is excessive, and of questionable value. In the views of the proponents FP55/7 introduces a new requirement stating that safe evacuation should be assured after an event exceeding the casualty threshold, but during a safe return to port, which in itself is predicated on such an incident not exceeding the casualty threshold.


Appendix 1: Items to be discussed under Annex 5

1. Identification of safe areas concept (additional scenarios for the evacuation analysis at an early stage of ship design)

MSC 83 approved the Guidelines for evacuation analysis for new and existing passenger ships, MSC.1/Circ.1238. However, even though the matter was completed by FP 51 and deleted from its agenda item, MSC 83, at the request of Germany (MSC 83/8/2), left the agenda item open. The item was retained in the FP Sub-Committee’s work programme so that issues, formerly raised by Germany, regarding introduction of new additional scenarios for evacuation analysis in the context of the safe area concept and safe return to port, could be evaluated. The item was kept in the provisional agenda for FP 52. (MSC 83/28 p.8.7) FP 52 noted Germany’s (FP 52/19/1) proposal to pursue a mandatory requirement for evacuation analysis at an early stage of design for all passenger ships other than ro-ro passenger ships and to introduce new scenarios for evacuation analysis describing evacuation of one main vertical zone (MVZ) and evacuation and abandonment after an incident exceeding the casualty threshold (safe area concept and safe return to port). FP 53 agreed that existing and alternative scenarios for evacuation analysis should be consider, and mandatory nature of the Guidelines for evacuation analysis for new and existing passenger ships (MSC.1/Circ.1238) taking into account that this Guidelines are a design tool should be discuss.

At FP 54 there was no concrete proposal to amend the Guidelines and many delegations did not support the idea of the Guidelines becoming a mandatory instrument.

Lloyd’s Register position

It is suggested to move any "safe return to port" scenarios or modelling outside the main body of the Guidelines (MSC.1/Circ.1238), leaving it as an additional guidance and Appendix, for information only or with no or different performance criteria, clarifying better which is the scope of performing such calculations, and not trying to assimilate them to the other "mandatory" scenarios.


Although this requirement is of a recommendatory nature, it will affect design of passenger ships in the future.

Applicability

If changes are approved, the applicability will cover passenger ships other than ro-ro passenger ships, on a voluntary basis.

2. Amendments to the Guidelines on alternative design and arrangements for fire safety (MSC/Circ.1002)

FP 53 considered the establishment of uniform safety criteria for evacuation routes to be used in fire modelling carried out in conjunction with the Guidelines contained in MSC.1 /Circ.1238 and the Guidelines contained in MSC/Circ.1002. However, FP 54 decided not to include the life safety criteria in MSC.1/Circ.1238 but instead agreed that the Guidelines on alternative design and arrangements for fire safety MSC/Circ.1002 should be amended to ensure consistent results when evaluating such designs.


Lloyd's Register supports a consistent approach to applying performance criteria in the MSC.1/Circ.1002 methodology. However, applying the performance criteria as suggested without further guidance may lead to over engineered conservative designs. In addition, it has been identified that there are a number of different performance criteria which can be applied.


It is suggested that further guidance should be developed, as part of MSC/Circ. 1002, on how the different types of performance criteria which are required to be agreed (as per MSC/Circ. 1002 Annex, Paragraph 6.3.4), should be sourced, justified, selected and applied, when conducting an alternative design approach; the proposed figures can then be offered as examples as a part of such guidance.


If approved, the new amendments should be used for engineering evaluations submitted in accordance with SOLAS regulation II-2/17.

Applicability

Alternative designs and arrangements as required by SOLAS II-2/17.


IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 6 - Consideration of IACS unified interpretations


IMO FP55 Annex 6 - Consideration of IACS unified interpretations (agenda item 8)

Target completion year – continuous

Overview

Various IACS Unified Interpretations are submitted for consideration as Maritime Safety Committee (MSC) circulars, at this session. FP55 should clarify the date of application of the MSC circulars to be agreed under this item. More detail information is given in Appendix 1 of this Annex.


Lloyd’s Register agrees in general with the IACS interpretation proposed under this agenda item.

Documents submitted

FP55/8 (IACS) – Fire Protection arrangements in cargo spaces

This paper provides a copy of the latest version of IACS Unified Interpretation SC 49 on fire protection arrangements in cargo spaces as required by SOLAS regulation II-2/10.7.2.

FP55/8/1 (IACS) - UI of SOLAS regulation II-2/4.5.1.1 (pump-rooms intended solely for ballast transfer or fuel oil transfer)

This paper provides IACS understanding, and support to their interpretation of SOLAS regulation II-2/4.5.1.1 as previously proposed at FP 51. It is to be noted that FP 51 did not agree to the IACS interpretation presented at that time.

FP55/8/2 (IACS) – Clarification on spaces to which CO2 control provisions of paragraph 2.2.2 of chapter 5 of the FSS Code apply (IACS UI SC 132)

This paper provides at annex a copy of IACS Unified Interpretation SC 132 regarding the spaces to be protected by systems specified by paragraph 2.2.2 of Chapter 5 of the FSS Code.

FP55/8/3 (IACS) – Testing, approval and installation of “A” class materials (UIs FTP 5 and SC 239)

This paper provides at annex a copy of IACS Unified Interpretation SC 239 and FTP 5 regarding the testing, approval and installations of “A” class materials.

FP55/8/4 (IACS) - Unified Interpretation on the closing device for ventilation of battery rooms (SOLAS regulation II-2/5.2.1.1)

This paper provides at annex a copy of IACS Unified Interpretation SC 240 on the closing device for ventilation of battery rooms (SOLAS regulation II-2/5.2.1.1).


FP55/8/5 (IACS) - Cargo tank vent systems and selection of electrical equipment (SOLAS regulations II-2/4.5.3.4.1.3 and II-2/11.6.2.2) (IACS UI SC 70)

This paper provides at annex revision 3 of IACS Unified Interpretation SC 70 regarding cargo tank vent systems and selection of electrical equipment as specified in SOLAS regulations II-2/4.5.3.4.1.3 and II 2/11.6.2.2.

FP55/8/6 (IACS) - Manually operated call points (SOLAS regulation II-2/7.7) (IACS UI SC 241

This paper provides at annex IACS Unified Interpretation SC 241 regarding manually operated call points as specified in SOLAS regulation II-2/7.7.

FP55/8/7 (IACS) - Implementation of the provisions of SOLAS regulation II-2/7.5.5

This paper further discusses the implementation of SOLAS regulation II-2/7.5.5 in light of the advice provided by FP 53.

FP55/8/8 (IACS) - Ventilation of cargo spaces (SOLAS regulation II-2/19.3.4)

This paper provides the latest version of IACS unified interpretation UI SC 89, relating to the ventilation of cargo spaces as required by SOLAS regulation II-2/19.3.4. UI SC 89 was modified taking into account the provisions of the International Maritime Solid Bulk Cargoes (IMSBC) Code, which enter into force on 1 January 2011.

FP55/8/9 (IACS) – Secondary means of venting cargo tanks

IACS provides the latest version of IACS unified interpretation UI SC 140, relating to the secondary means of venting cargo tanks, as required by SOLAS regulations II-2/4.5.3.2.2 and II-2/11.6.3.2. This document has been submitted to BLG 16 Subcommittee to be further discussed.

FP55/8/10 – Access to controls for closing of ventilation of vehicle, special category and ro-ro spaces (SOLAS II-2/20.3.1.4.1) (IACS UI SC 243).

This paper provides IACS SC 243 regarding Access to control for closing of ventilation of vehicle, special category and ro-ro spaces as specified in SOLAS regulation II-2/20.3.1.4.1.

FP55/8/11 (OCIMF) – Comments on document FP55/8/9

This document provides comment on IACS document FP55/8/9 regarding secondary means of venting for cargo tanks and expresses concerns over the current version of IACS unified interpretation UI SC 140, to cover this means of venting as required by SOLAS regulations II-2/4.5.3.2.2 and II-2/11.6.3.2. OCIMF disagrees with the IACS' assumption that inadvertent closing or mechanical failure of the stop valves is not a failure mode, and believes that this interpretation introduces a real and unacceptable hazard.



1. Fire protection arrangements in cargo spaces (dangerous goods)

IACS has reviewed its UI SC 49, developed in 1985, to clarify the application of fixed fire extinguishing systems in any cargo space of cargo ships carrying dangerous goods, as prescribed in SOLAS regulation II-2/10.7.2 (ex SOLAS regulation II-2/53.1.3 for ships constructed before 1 July 2002). The UI also clarifies that fixed fire extinguishing system is not applicable to cargo ships under 500 GT even when such ships are engaged in the carriage of dangerous goods and a Documents of Compliance are issued to such ships (SOLAS II-2/19.4).

IACS has implemented this UI from 1 July 2010.

Advice for clients

Take note of UI SC 49 interpretation regarding fire protection arrangements in cargo spaces when carrying dangerous goods.

Applicability

To cargo ships of 500 gt or above, and passenger ships irrespective of tonnage, engaged on international voyages. If agreed by FP55, this UI will be published as an MSC circular and FP55 should clarify the application date for this unified interpretation.

2. Propose unified interpretation of SOLAS regulation II-2/4.5.1.1 (pump-rooms intended solely for ballast transfer or fuel oil transfer)

The aim of this document is to clarify that pump rooms intended solely for ballast transfer and/or fuel oil transfer need not comply with the requirements of SOLAS regulation II-2/4.5.10 (protection of cargo pump room in tankers -fixed fire extinguishing system). The interpretation is consistent with MSC/Circ.1037.

Advice for clients

FP55 has still to decide if it agrees with IACS interpretation of SOLAS regulation II-2/4.5.1.1.

Applicability

Tankers of 500 gt and above.

3. Clarification on spaces to which CO2 control provisions of paragraph 2.2.2 of chapter 5 of the FSS Code apply (IACS UI SC 132)

IACS revised its UI SC 132 to clarify that the requirements for fixed gas fire-extinguishing systems under FSS Code, chapter 5, 2.2.2 , apply to those spaces identified in FSS Code chapter 5, paragraph 2.1.3.2 (system control requirements), as interpreted by MSC/Circ.1120. IACS Members has implemented UI SC 132 on ships contracted for construction on or after 1 July 2010.

Advice for clients:

Shipbuilders: It may require confirmation that FSS Code, chapter 5, is being applied in the consistent manner described by this UI. Owners and managers: Same as builders Flag Administrations and Recognized Organizations: Same as builders

Applicability


To cargo ships of 500 gt or above and for passenger ship regardless of tonnage, engaged on international voyages. If agreed by FP55, this UI will be published as an MSC circular and FP55 should clarify the application date for this unified interpretation.

4. Testing, approval and installation of ‘A’ class materials (IACS UIs FTP 5 and SC 239)

IACS became aware that the use of steel pins in placing material during fire-tests and at yards is not consistent. A-class divisions are normally fastened by means of steel pins and spring steel washers. In practice (at the yards), pins are often distributed evenly on bulkheads and decks and insulation mats are then mounted and the washers secured to the pins. This assembly method results in various pinning distances between the insulation joints and the closest insulation pins. However, when testing A-60 insulation, it is not uncommon that the manufacturers of insulation materials use additional pins along the insulation joints to ensure that the test will not fail at the joints. Since the yards will normally prefer to use a fixed pinning distance independent of type of insulation material used and will be reluctant to provide additional pins along the joints between the insulation mats, IACS UI FTP 5 has been developed so that the testing of bulkheads and decks is performed in a manner that is consistent with the actual use of the end product. Finally, it is to be noted that the specifications listed in this UI are to be indicated in test reports and included in type approval certificates. IACS UI FTP 55 will be implemented for approvals issued in accordance with part 3 of the FTP Code from 1 July 2011 and IACS UI SC 239 will be uniformly implemented by IACS members on ships contracted for construction on or after 1 January 2012.

Advice for clients

Manufacturers and fire test laboratories: The test may become more rigorous to pass. Shipbuilders: More pins might be required in assembly bulkheads.

Applicability

Not to specific ship type but fire tests in general.

5. IACS UI SC 240 - Closing device for ventilation of battery rooms (SOLAS regulation II-2/5.2.1.1)

This is a significant safety concerned due to possible build up of explosive gases (most notably hydrogen) in battery room spaces. IACS believes this should be taken into account when considering the fitting of a closing device for ventilation openings for battery rooms. IACS considers that there exists a greater hazard associated with the build up of explosive gases (hydrogen), as opposed to the risk of a fire growth potential, in battery rooms. UI SC 240 specifies that battery room ventilators are to be fitted with means of closing device when:

• The battery room does not open directly onto an exposed deck. • The ventilation opening for the battery room is required to be fitted with a closing device according to the Load

Line Convention (i.e. the height of the opening does not extend to more than 4.5 m (14.8 feet) above the deck for position 1 or to more than 2.3 m (7.5 feet) above the deck in position 2; or

• The battery room is fitted with a fixed gas fire extinguishing system.

IACS members will implement UI SC 240 from 1 July 2011

Advice for clients

Shipbuilders: It may require re-arrangement of the location of air intake. Owners and managers: Same as builders. A warning notice is to be provided at the closing device to mitigate the possibility of inadvertent closing. Flag Administrations and Recognized Organizations: Need to bring this to the attention of surveyors and PSC officials.

Applicability


New and existing ships. If agreed by FP55, this IACS UI will be published as an MSC circular and FP55 should clarify the application date for this unified interpretation

6. Cargo tank vent systems and selection of electrical equipment (SOLAS regulations II-2/4.5.3.4.1.3 and II-2/11.6.2.2) (IACS UI SC 70)

There is an anomaly with the specification of Zone 2 concerning the distance between ventilation and source of ignition. In SOLAS the requirement is that the vent distance should be a total of at least 5 metres from the nearest air intakes. However, the IEC document specifies a Zone 1 of 3 metres and a Zone 2 of 1.5 metres, which together makes a total of 4.5 metres. In considering this issue, IACS agreed to defer to the SOLAS requirement and therefore has agreed to specify the Zone 2 distance to be 2 metres. IACS will apply the revised UI on ships contracted for construction on or after 1 January 2012 unless otherwise specified by Flag Administrations.

Advice for clients

Shipbuilders: It may require re-arrangement of the location of air intake. Owners and managers: Same as builders. The interpretation is intended for new ship only, thus no impact on existing fleet. Flag Administrations and Recognized Organization: Need to bring this to the attention of surveyors.

Applicability

Tankers 500 gross tonnage and over. If agreed by FP55, this IACS UI will be published as an MSC circular and FP55 should clarify the application date for this unified interpretation.

7. Manually operated call points (SOLAS regulation II-2/7.7) (IACS UI SC 241)

Refer to SOLAS regulation II-2/7.5.2, which exempts spaces having little or no fire risk such as voids, public toilets, carbon dioxide rooms and similar spaces from the installation of a fixed fire detection and alarm system for passenger ships carrying more than 36 passengers. IACS believes that manually operated call points need not to be installed in spaces having little or no fire risk such as voids and carbon dioxide rooms regardless of their location. Advice for clients

Shipbuilders: This reflects current practice. There should not be any major impact. Owners and managers: Same as builders Flag Administrations and Recognized Organizations: Same as builders. Once agreed by IMO, the decision should be brought to the attention of PSC officials.

Applicability

To cargo ships of 500 gt or above and passenger ships regardless of tonnage, engage on international voyages. If agreed by FP55, this IACS UI will be published as an MSC circular and FP55 should clarify the application date for this unified interpretation

8. Implementation of the provisions of SOLAS regulation II-2/7.5.5 (fire detection and alarm system in cargo ships)

FP 53 considered clarification on the application of SOLAS regulation II-2/7.5.5, in particular which of the three protection methods (IC, IIC, IIIC) should be used in a control station. FP 53 “agreed that the three protection methods required fixed fire detectors and that fire alarm systems should be installed in control stations. The fire-extinguishing system should be compatible with the equipment and protection method used in the accommodation spaces”. IACS is of the opinion that FP 53 conclusion is not an interpretation but rather represents and amendment to regulation II-2/7.5.5, since the text in the regulation does not mentioned control stations. IACS is seeking confirmation from FP55 on this matter.



Shipbuilders: If an amendment to SOLAS is agreed, installation of fire detectors and fire alarms in control station will be required. Owners and managers: Same as builders Flag Administrations and Recognized Organizations: Same as builders.

Applicability

In general, all cargo ships (non-passenger ships) of 500 gt or above.

9. Review of IACS UI SC 89 on ventilation of cargo spaces (SOLAS regulation II-2/19.3.4)

UI SC 89 was modified taking into account the provisions of the International Maritime Solid Bulk Cargoes (IMSBC) Code, which enter into force on 1 January 2011. The review concluded that, where the IMSBC Code requires continuous ventilation, this does not prohibit ventilators from being fitted with a means of closure as required for fire protection purposes under SOLAS regulation II-2/5.2.1.1; provided the minimum height to the ventilator opening is in accordance with the Load Line Convention regulation 19.3 (4.5m for Position 1; and 2.3m for Position 2). Where the IMSBC Code requires 2 fans per hold, a common ventilation system with 2 fans connected is acceptable. Advice for all clients

Shipbuilders: to note cargo hold ventilation arrangements for ships carrying dangerous goods in bulk. Owners and managers: Same as builders Flag Administrations and Recognized Organizations: note modifications to cargo hold ventilation arrangements

Applicability

Cargo ships of 500 gt and above carrying IMSBC Code cargoes. If agreed by FP55, this IACS UI will be published as an MSC circular and FP55 should clarify the application date for this unified interpretation. IACS members will implement this IACS UI on or after 1 January 2012, unless otherwise instructed by Flag Administrations.

10. Secondary means of venting cargo tanks as required by SOLAS regulation II-2/4.5.3.2.2 and II-2/11.6.3.2. (IACS UI SC 140)

IACS reviewed its UI SC 140 after considering venting arrangements involving homogenous or compatible cargo vapours, and clarified the required settings of P/V alarms for ships that do not have P/V breaker and for tanks carrying non-compatible cargoes.

Advice for clients

Shipbuilders: If agreed, take into account UI SC 140 to achieve uniform application of the provisions of SOLAS II-2/4.5 and II-2/11.6. Owners and managers: Same as builders. Flag Administrations and Recognized Organizations: see applicability.

Applicability

If agreed by FP55, this IACS UI will be published as an MSC circular and FP55 should clarify the application date for this unified interpretation. IACS members will implement this IACS UI on or after 1 July 2013, unless otherwise instructed by Flag Administrations.

11. Access to controls for closing of ventilation of vehicle, special category and ro-ro spaces (SOLAS II-2/20.3.1.4.1) (IACS UI SC 243)

IACS proposed to have a uniform interpretation of SOLAS regulation II-2/20.3.1.4.1 to clarify vague expressions such as “rapid shutdown” and “taking into account the weather and sea conditions”. IACS propose that the access routes to the


controls for closure of the ventilation system “permit rapid shutdown” and adequately “take into account the weather and sea conditions” if the routes:

- are at least 600 mm clear width; - are provided with a single handrail or wire rope lifeline not less than 10 mm in diameter, supported by stanchions

not more than 10 m apart in way of any route which involves traversing a deck exposed to weather; and

- are fitted with appropriate means of access (such as ladders or steps) to the closing devices of ventilators located in high positions.

As an alternative arrangement, IACS considered that remote closing and position indicator arrangements from the bridge or a fire control station for these ventilator closures is acceptable.

Advice for clients

Shipbuilders: To take into account this interpretation when applying SOLAS regulation II-2/20.3.1.4.1 Owners and managers: Same as builders Flag Administrations and Recognized Organizations: see applicability

Applicability

Vehicle, special category and ro-ro spaces covered by SOLAS II-2/20.3. If agreed as an MSC circular, FP55 should clarify application date. IACS members will apply UI SC 243 on ships contracted for construction on or after 1 January 2012, unless otherwise instructed by Flag Administrations.


IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 7 - Means of escape from machinery spaces


IMO FP55 Annex 7 - Means of escape from machinery spaces (agenda item 10)


Overview

FP55 will continue the revision of means of escape from machinery spaces applicable to passenger and cargo ships. There are proposals to develop unified interpretation to clarify vague expressions under SOLAS regulation II-2/13.4.2 and II-2/13.4.

In addition, there is a proposal to amend SOLAS regulation II-2/13.4.1.4 regarding escape from machinery control rooms within machinery spaces in passenger ships, to cover enclosed spaces within machinery spaces of category A where crew members carry out work on a daily basis. It is further proposed that the same level of protection proposed for passenger ships should be applicable to cargo ships under SOLAS regulation II-2/13.4.2.1. To provide a safer escape routes it is also proposed that ladders being part of, or providing access to, escape routes from machinery spaces be made of steel and be covered on the lower side with a steel plate or similar to protect crew members against heat and flame.

For more detail refer to Appendix 1 to this Annex.

Documents submitted

FP55/10 (China) - Proposal on the development of unified interpretations to means of escape from machinery spaces in cargo ships, as required by SOLAS regulation II-2/13.4.2.

This document proposed to have a unified interpretation to clarify the different understandings that exist between relevant parties such as designers, recognized organizations and Port State Control officer regarding width of enclosed stairway, internal dimensions and dispensations from 2 means of escape. The unified interpretation, if agreed, should apply to new cargo ships only.

FP55/10/1 (Chile, Denmark, Norway and Sweden) - Means of escape from control rooms and other enclosed working spaces located within machinery spaces

This document proposes amendments to SOLAS chapter II-2 regulations 13.4.1 and 13.4.2 on means of escape from machinery control rooms, workshops and other enclosed spaces within machinery spaces of cargo ships and passenger ships.

FP55/10/2 (IACS) – Definition of a vague expression in SOLAS regulations II-2/13.4.1.1.1 and II-2/13.4.2.1.1 and fundamental requirements for the open stairway.

This paper proposes principles relating to the development of a unified interpretation of SOLAS regulations II-2/13.4.1.1.1 (means of escape from spaces below the bulkhead deck on passenger ships) and 13.4.2.1.1 (escape from machinery spaces of category A on cargo ships) and the “fundamental requirements” for the open stairway.

IACS proposed that a common understanding should be achieved on:

1. location of the door fitted on the lowest part of the enclosure protecting one of two sets of steel ladders;

2. arrangement of the open stairway providing access to the door from the lowest floor level; and

3. Minimum “clear opening” of the door. IACS proposes clear opening for the door and width of ladders not less than 600 mm for the door and stairways.



1. Amendments to SOLAS regulation II-2/13.4.1 and 13.4.2 - means of escape from control rooms and other enclosed working spaces located within machinery spaces (passenger ships and cargo ships)

FP 54 agreed in principal to introduce requirements on independent means of escape from enclosed working spaces, such as machinery control rooms and workshop spaces within machinery spaces in both cargo ships and passenger ships, and requested further refinement and clarification of terms such as “enclosed spaces”, “such ladders” and “continuous fire shelter”. FP 54 considered the draft amendments should apply to new ships only.

FP has previously considered that there is a need for having a common approach to the escape requirements from machinery control rooms for both passenger and cargo ships. At FP55, it is proposed that in addition to this common approach, escape facilities from other enclosed spaces other than machinery control rooms within machinery spaces of category A should also be address in both cargo ships and passenger ships.

FP 55 will consider draft amendments to SOLAS regulation II-2/13.4.1.4 to cover other enclosed spaces within machinery spaces of category A, in addition to the two escape routes from machinery control rooms within machinery spaces in passenger ships. Such enclosed spaces were crew carry out work on daily basis throughout the day. Suggested spaces to which the escape routes should apply are:

1. workshops and machinery control room;

2. other enclosed spaces used for longer periods throughout the day, e.g., during maintenance/repair work; and

3. enclosed spaces where daily rounds of inspection/fire patrols, are necessary.

It is also proposed that SOLAS regulation II-2/13.4.2.1 for cargo ships is amended in line with the proposed amendments to passenger ships in II-2/13.4.1.4 (including control rooms requirements).

In addition, it is proposed that ladders for escape routes from engine rooms should be fitted with protection against heat and flame from beneath and should be made of steel to protect crew members.

Lloyd’s Register position: To monitor developments. It is recommended that to facilitate the application of amendments of this nature the requirements should be prescriptive. It should be noted that FP 54 considered the draft amendments should apply to new ships only.

Advice for owners / managers: If agreed, possible cargo and passenger ships design change for engine rooms, i.e., to provide another means for escape, depending upon discussions at FP55.

Application: If accepted, this will most likely apply to new passenger ships and cargo ships constructed (keel laid) on or after a date to be discussed.

2. Propose unified interpretations to means of escape from machinery space in cargo ships, as required by SOLAS regulation II-2/13.4.1 and 13.4.2 (means of escape on cargo ships and passenger ships)

There are concerns regarding different understandings that exist between relevant parties such as designers, Recognized Organizations and Port State Control officers with regard to the width of enclosed stairway, internal dimensions and dispensations from 2 means of escape are raised. It is proposed to develop unified interpretations to resolve this issue, and if agreed should apply to new cargo ships only.

The following issues should be clarified to achieve a common interpretation:

1. Width of enclosed stairway used only as means of escape from machinery space on cargo ship (SOLAS II-2/13.3.3.5 – width and continuity of escape routes). There seems to be two understandings, width not less than 700mm as per FSS Code chapter 13.3 and that a width of 600 mm is acceptable considering that the enclosed stairway used only as means of escape from machinery space on cargo ships serves only the crew manned in machinery spaces.


2. Internal dimensions of enclosure used as means of escape from machinery space (II-2/13.4.2.1 – escape from machinery space of category A) of at least 800 mm x 800 mm. There seem to be two understandings, one that followed interpretation in MSC/Circ.847 and a second one that the minimum internal dimension of access in enclosure should be 800 mm x 800 mm (measured from the side of the ladder to the internal side of enclosure).

3. Dispensation from two means of escape (SOLAS II-2/13.4.2.2). There are two different understandings regarding application to the steering gear space and the phrase “unless there is direct access to the open deck”.

4. The enclosure protecting one of two sets of steel ladders as required in SOLAS regulations II-2/13.4.1.1.1 and 13.4.2.1.1 is proposed to be extended to the lowest level of the space. If this arrangement is not possible, the lower end of sill of door fitted should be located no more than 1500 m above the lowest floor level, and an open stairway shall be arranged to provide access to the door from the lowest floor level with a suitable width and with a handrail at least on one side.

5. Minimum “clear opening” of the door. IACS proposes clear opening for the door and width of ladders not less than 600 mm for the door and stairways.

Lloyd’s Register position: IACS proposal is agreeable as it will offer consistency in the construction of the ladder enclosure and prevent misunderstandings between authorities due to different interpretations. We suggest expanding the IACS interpretation so that the additional aspects of SOLAS requirements for means of escape from machinery spaces considered by China are included. This will ensure consistency and clarity between the relevant authorities. FP 55 should give clear guidance on the way forward after discussions on this item are concluded,

Advice for builders/owners: Possible design changes for engine rooms, depending on conclusion of discussions at FP55.

Application: New cargo ships 500 gt and over and passenger ships irrespective of tonnage constructed on a date to be decided.


IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 8 - Review of fire protection requirements for on-deck cargo areas


IMO FP55 Annex 8 - Review of fire protection requirements for on-deck cargo areas (agenda item 11)

Target completion date – 2011 Overview

FP55 will consider a proposal to review the fire fighting requirements of SOLAS Chapter II-2 to address the risk of fire related to containerised cargoes carried on-deck. Proposed amendments to SOLAS II-2 include increasing fire main and fire pumps capacity, pressure at hydrants and number of hydrants on deck. In addition, an MSC circular on additional fire and safety measures for on-deck cargo areas of containerships carrying more than 4 tiers of containers has been drafted. The draft MSC circular includes recommendations on the use of water monitors and water mist lance as risk control options for cargo ships carrying more than 4 tiers of containers on the weather deck.

Background

MSC 83 agreed to include this new item in the agenda for FP to review the fire protection requirements of SOLAS chapter II-2 to address fire risks related to on-deck cargo areas. A Formal Safety Assessment (FSA) submitted to FP 53 recommended three possible scenarios, however only the improvement of fire-fighting equipment for on-deck cargo spaces were further developed. It is to be noted that the FSA did not conclude any specific methods to address fire on deck.

To progress the matter FP 54 considered the need for monitors and thermal cameras on deck for detecting containers that may be on fire or at risk; and prepare draft amendments to SOLAS chapter II-2 to address fire risks, related to on-deck cargo areas for consideration by FP55.

Lloyd’s Register position: If FP55 decides to go forward; it is suggested that:

• FP may consider SLF Sub-Committee involvement to consider vessel stability;

• If the MSC circular is agreed it would be necessary to develop appropriate guidance (standards) to introduce installations requirements for mobile water monitors and equipments recommended to be used.

• Risk to crew manipulating the monitors and lance should be considered;

• Clarify application of the proposed draft amendments (containerised cargo on-deck not including weather deck of general cargo ships or ro-ro ships).

Advice for owners/builders and manufacturers

If FP55 agrees to the proposed amendments, fire-fighting capabilities for deck areas of a container ship, such as fire main diameter, fire pump capacity, pressure at hydrants, and number of fire hydrants will be increased. Crew training may be required.


If agreed the requirements are agreed, they will increase on-deck fire fighting capabilities, number of hydrants, and pressure at hydrant to cope with the demand of water required by the proposed monitors.

Application

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 8 - Review of fire protection requirements for on-deck cargo areas

New cargo ships with containerised cargo on-deck (assumed containership only). Applicability to general cargo has to be clarified. Containerised cargoes carried on ro-ro cargo are excluded.

Documents submitted

FP55/11 (Germany) Report of correspondence group

This document provides outcome of discussions on the review of fire protection requirements for on-deck cargo areas. The proposed amendments are:

• SOLAS regulation II-2/2.1.1.4 (clarification of safety objectives);

• SOLAS regulation II-2/10.1 (clarification of functional requirements);

• SOLAS regulation II-2/10.2.1.3 (the exception for cargo ships fire main diameter/discharge capacity of140 m3/h is proposed to be deleted);

• SOLAS regulation II-2/10.2.1.5 (arrangement of fire hydrants - sufficient number of hydrants are proposed to be provided for protection of cargo ships carrying four tiers of containers or more on the weather deck to allow effective distribution of water to the top level of containers);

• SOLAS regulation II-2/10.2.1.6 (proposed to increase pressure at hydrant to 0.40 N/mm2 for cargo ships of 30,000 gross tonnage and upwards);

• SOLAS regulation II-2/10.2.2.4.1.2 (capacity of fire pumps – for cargo ships with containerized cargo on deck the total fire pump capacity will not be limited to 180 m3/h as for the rest of cargo ships);

A MSC Circular on Guidelines for additional fire safety measure for on-deck cargo spaces, that includes recommendations on the use of water monitors and water mist lance as a risk control option is provided for FP55 consideration.

Return to overall overview at start of document

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 9 - Means for recharging air bottles for air breathing apparatuses


IMO FP55 Annex 9 - Means for recharging air bottles for air breathing apparatuses (agenda item 15)

Target completion date – 2011

Overview

FP 55 will consider a proposal to amend SOLAS regulation II-2/10.10.2 to incorporate a requirement to have means for fully recharging air bottles for air breathing apparatuses on cargo ships and passenger ships carrying not more than 36 passengers, in order to ensure the same level of safety agreed for passenger ships carrying more than 36 passengers as adopted by resolution MSC.269(85).

Background

This agenda item is driven by analysis of fire casualty records, in particular the update provided by FP 54/16 regarding the fire on the fishing vessel ‘’Hercules’’.

Due to the analysis of the fire aboard ‘’Hercules’’, FP 54 commenced work on the development of amendments to SOLAS regulation II-2/10.10.2 concerning requirements for fire-fighters’ breathing apparatuses.

It is worth noting that MSC.269(85) introduced amendments requiring means to recharge air bottles for air breathing apparatuses to passenger ships carrying more than 36 passengers from 1 July 2010, and the current proposal is looking to achieve the same level of safety on cargo ships and passenger ships carrying not more than 36 passengers.

Lloyd’s Register position: To monitor the discussions.

Implications: Cargo ships and passenger ships carrying not more that 36 passengers to have means for fully recharging air bottles for air breathing apparatuses.

Application: Cargo ships and passenger ships carrying not more that 36 passengers. FP 55 has been requested to decide whether to apply the proposed amendments to existing ships.

Documents submitted

FP55/15 (Denmark) - Proposal on means of recharging air bottles for air breathing apparatuses in cargo ships and passenger ships carrying not more than 36 passengers

This document proposes to amend SOLAS regulation II-2/10.10 to incorporate a mandatory requirement for means for fully recharging air bottles for air breathing apparatuses on cargo ships and passenger ships carrying not more than 36 passengers, in order to ensure the same level of safety agreed for passenger ships carrying more than 36 passenger by mean of MSC.269 (85).

FP55/15/1 (Faroes) - Proposal on means of recharging air bottles for air breathing apparatuses in cargo ships and passenger ships carrying not more than 36 passengers

This document proposes to amend SOLAS regulation II-2/10.10 to incorporate a mandatory requirement for means for fully recharging air bottles for air breathing apparatuses on cargo ships and passenger ships carrying not more than 36 passengers. Faroes support Danish submission on FP55/15.

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 9 - Means for recharging air bottles for air breathing apparatuses

Return to overall summary at start of document

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 10 - Safety provisions applicable to tenders operating from passenger ships


IMO FP55 Annex 10 - Safety provisions applicable to tenders operating from passenger ships (agenda item 16)

Target completion date – 2013 Overview

FP55 will consider the draft Guidelines for passenger ship tenders prepared by DE 55, with a view to submitting any comments to MSC 90 (May 2012) for approval. Before the guidelines are submitted for approval, FP55 will decide if fuel with a flash point of less than 43°C or 60°C should be used.

Background

The outcome of DE 53 regarding matters related to the safety provisions applicable to tenders operating from passenger ships was submitted to FP 54 for initial review. The FP Sub-Committee was requested by the DE Sub-Committee to look at the fire safety elements of the draft guideline for passenger ship tenders, namely, consider which type of fuel should be used for propulsion, and if SOLAS limit should be applied or not. The following views were initially expressed at FP 54:

• the guideline should not be applicable to tenders used for coastal sightseeing, i.e., only to the transfer from ship to shore or between ships

• whether to meet lifeboat requirements as minimum was also questioned.

The discussion continued during DE 55 and it agreed to the modifications proposed by SLF 53, concerning stability and freeboard, and STW 42 concerning training requirements, and agreed that the maximum distance of tenders with a single means of propulsion from passenger ship to embarkation point on shore should be "less than 2.5 nm". Subsequently, DE 55 agreed the draft MSC circular on Guidelines for passenger ship tenders.

Lloyd’s Register position: Implication of storage facilities for refuelling should be considered if petrol is use.

Lloyd’s Register already issues a voluntary lifeboat/tender boat certificate when a Passenger Safety Certificate is issued to a vessel with such craft, accompanied by a letter to the master. This documentation includes details of the extra equipment which needs to be carried when the lifeboat is used as a tender.

Lloyd’s Register will develop the necessary certification to confirm that tenders not certified as lifeboats meet the requirements of the newly agreed guidelines.

Advice for owners/managers

Need to:

• ensure that suitable training is provided to crew members who will operate the tenders;

• make arrangements for the modification of existing equipment and arrangements, if the guidelines are made retroactive, which may require dry-docking;

• review operational procedures to ensure compliance with the guidelines; and

• ensure that adequate lifeboat provision remains with the vessel when lifeboats are being used as tenders.

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 10 - Safety provisions applicable to tenders operating from passenger ships

Advice for manufacturers

Manufacturers will need to review designs to ensure that they comply with the guidelines, when they are finalised. The new requirements for tenders not certified as a lifeboat will pose strict approval arrangements on the equipment. This may result in a cost rise, or limit the availability of the product to certain markets where the non-mandatory guidelines are not implemented.


Survey requirements for tenders will need to be developed and surveyors trained accordingly.

Considering that tender operation in coastal waters is the responsibility of the Coastal State, Flag Administrations need to be clear if they expect the guidelines to be followed or if they have alternative requirements.

Applicability

The guidelines are intended for ship-carried tenders used for transferring more than 12 persons from a stationary ship to shore and back.

Clarity is needed on the application to existing tenders – as a non-mandatory circular it could be applicable to all tenders.

Documents submitted

FP55/16 – Outcome of DE 55

This document provide information regarding draft MSC circular on safety provisions applicable to tenders operating from passengers ships. FP55 should consider parts of the draft Guidelines related to the use of fuel with a flash point of 43˚C or 60˚C or less and advise MSC 90 accordingly on proposed modifications. Return to overall overview at start of document

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 11 - Development of guidelines for use of fibre reinforced plastic (FRP) within ship structures


IMO FP55

Annex 11 - Development of guidelines for use of fibre reinforced plastic (FRP) within ship structures (agenda item 19)


Overview

MSC 87 tasked the DE and FP Sub-Committees to consider the issue of developing guidelines for use of fibre-reinforced plastic (FRP) within ship structures. The guidelines are proposed to be applied if FRP is accepted as material to be use on ships structures within the SOLAS framework (SOLAS II-2/3.43) instead of steel or other equivalent material.

Three options are proposed as a basis for the guidelines:

Option 1: Development of guidelines for the application of SOLAS regulation II-2/17 for evaluating FRP structures

In this option it is proposed to introduce guidelines on how to carry out an engineering analysis specifically for ship structures made of FRP in accordance with the alternative design and arrangements requirements of SOLAS Ch II-2 regulation 17 and the guidelines contained in MSC/Circ.1002.

Option 2: Development of FRP as a material type within the regulatory framework

This option suggests the introduction of FRP as an acceptable material for ships structures within the SOLAS framework by developing fire testing standards to ensure ‘steel equivalency’. According to the proposal, this would mean that SOLAS chapter II-2 regulation 3.43 would be complied with. However in this option, the major issue of the combustibility of FRP material which, due to its nature, cannot be overcome by the material itself has not been addressed.

It is to be noted that option 2 implies an amendment to SOLAS regulation II-2/3.43.

Option 3: Approval of FRP based on a fire engineering analysis, in accordance with SOLAS regulation II-2/17 and MSC/Circ.1002.

This is an amalgamation of options 1 and 2 (testing standard). There are several implications that need to be discussed if this option goes forward.

Background

Currently there are no standards governing building of ships in FRP. The need for further guidance regarding standards to be applied where FRP is being used to replace steel or other equivalent material was presented to MSC 87 by a Flag Administration that received proposals to build major parts of ship structure in FRP. It is to be noted that this deviation in materials is compliant with SOLAS regulation II-2/17 since regulation 17 relies on an alternative design meeting the fire safety objectives and the functional requirements set out in chapter II-2, parts B (prevention of fire and explosion), C (suppression of fire), D (Escape), E (Operational requirements) and G (special requirements). When evaluating the proposals under SOLAS regulation II-2/17, the Administration identified some difficulties in appraising the designs and as such presented a recommendation to MSC 87 to develop guidelines for use of FRP within ship structures.

Lloyd’s Register position: To closely monitor the discussion.

Advice for owners / operators / for builders: Note discussions on this item currently under development.

Applicability: It is not been discussed yet how the guidelines will apply.

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 11 - Development of guidelines for use of fibre reinforced plastic (FRP) within ship structures

Documents submitted

FP55/19 (United Kingdom) – Consideration of fibre reinforced plastic within the regulatory framework

This document provides arguments for consideration with regard to the use of fibre reinforced plastics (FRP) materials in the structure of SOLAS vessels. Two options are proposed and the subcommittee is requested to select the best one as a way forward.

Option 1 – Development of guidelines for the application of SOLAS regulation II-2/17 for evaluating FRP structures; or

Option 2 – Development of FRP as a material type within the regulatory framework.

FP55/19/1 (Sweden) – Proposals for a new set of guidelines regarding fibre reinforced plastic for ships

It is proposed that the approval of FRP ship structures shall be based on a fire engineering analysis, in accordance with SOLAS regulation II-2/17 and MSC/Circ.1002. In order to facilitate the work of developing guidelines for use FRP within ship structures, Sweden proposes to establish a Correspondence Group under the FP Sub-Committee with the following terms of reference:

1. develop guidelines for evaluation of FRP structures when using SOLAS regulation II-2/17;

2. evaluate the use of Part 11 of resolution MSC.307(88) (2010 FTP CODE) with additional relevant new procedures and qualification criteria, for fire resistance testing and classification of FRP constructions; and

3. develop guidelines for testing of FRP structures.

In order to facilitate this work, the Sub-Committee is also invited to take into consideration the background information provided in document FP55/INF.3.

FP55/INF.3 (Sweden) – Information and experimental data from testing and approval of fibre reinforced plastics for ships This document provides background information and experimental data from testing and approval of FRP structures, related to the proposals in document FP55/19/1. Return to overall overview at start of document

IMO FP55 Agenda preview © Lloyd's Register 2011 Annex 12 - Any other business


IMO FP55

Annex 12 - Any other business (agenda item22)

Overview

FP55 will consider several fire and safety related items under this agenda.

For more detail refer to Appendix 1 to this Annex.

Documents submitted

FP55/22 (Italy) - Comments on MSC.1/Circ.1120

This document provides comments to interpretations to SOLAS regulations II-2/3.1 (accommodation spaces) and 3.45 (service spaces) as contained in MSC.1/Circ.1120 related to establishing appropriate fire category for pantries.

FP55/22/1 – Clarification on paragraph 2.4.2, chapter 13, of the FSS Code

This document seeks clarification on a possibly incorrect wording in paragraph 2.4.2, chapter 13, of the FSS Code related to arrangement of means of escape. There seems to be a contradiction between the texts contained in FSS Code chapter 13.2.4.2 and the one in resolution A. 757(18) from were it had been derived. The resolution allows the dimensioning of means of escape from assembly stations to embarkation decks to be calculated on the basis of the “number of persons in controlled groups” but this is not the case for FSS Chapter 13.2.4.2.

FP55/22/2 – Unified interpretations related to safe return to port and safe areas (Outcome of SLF 53 and COMSAR 15)

FP55 is requested to comment on the draft interpretation to SOLAS regulation II-2/21 (safe return to port and safe areas) prepared by FP 54 and reviewed by SLF 53 and COMSAR 15. The aim of these interpretations is to provide Interim Explanatory Notes for the uniform application of amendments to SOLAS II-2/21.

FP55/22/3 – Amendments to SOLAS II-2

This document provides information on the outcome of MSC 88 with regard to proposed amendments to SOLAS chapter II-2, as prepared by FP 54. MSC 88 agreed that amendments to SOLAS II-2/9 (concerning fire integrity of bulkhead) and regulation II-2/10.5.6.3.1 (concerning fixed local application fire-extinguishing systems) should apply to new ships only.

FP55/22/4 – Safety provisions for open-top general cargo ships

This document provides information of IACS discussions concerning adequate safety provision for open-top general cargo ships by analogy with the safety guidelines introduced through MSC/Circ.601/Rev.1 for open-top containerships. The discussions concluded that safety provision for open-top general cargo ships are not stipulated in SOLAS nor in other IMO instruments for this type of vessel, as a consequence adequate safety provisions, intact and damage stability and other safety aspects covered in MSC/Circ.608/Rev.1 should be considered for open-top general cargo ships similar to the ones introduced for open-top containerships. A possible solution might be a fixed deck water monitor system. IACS proposed to draft the guidelines pending acceptance of this item by FP55.


Appendix 1: items to be discussed under Annex 12

1. Unified interpretations related to safe return to port and safe areas (outcome of SLF 53 and COMSAR 15).

MSC 88 instructed the SLF and COMSAR Sub-Committees to consider the draft unified interpretations to SOLAS regulation II-2/21 (safe return to port and safe areas), developed by FP 54, and provide the outcome of their consideration to FP55 for coordination purposes. Having reviewed the draft unified interpretation COMSAR 15 agreed that:

a. Portable radio communication equipment might be accepted; and b. Charging capability for any portable devices should be available in more than one main vertical zone (MVZ).

SLF 53 agreed minor amendments to the draft interpretation prepared by FP 54. Implications from SLF 53

The conclusion by the FP 55 would be imperative for the implementation of the requirements. Noting that design of some ships may have already been approved for construction on or after 1 July 2010; they may have to be reviewed once again based upon the decision taken. Once the relevant SOLAS regulations (II-1/8-1, II-2.21 and 22) come into force, the new requirements are likely to introduce a step change on the design of passenger ships to which the regulations apply and the Interim Explanatory Notes now developed under this agenda item should provide extensive guidance for their uniform application. This will significantly increase the amount of work required to verify compliance with SOLAS chapter II-2 with a view to issuing Passenger Ship Safety Certification, both at the plan approval and at the survey stage (survey of new-building ships and subsequently when existing ships, as the regulations are not retroactive). Applicability

All passenger ships built on or after 1 July 2010, greater then 120m in length or with 3 or more vertical fire zones.

2. Amendments to SOLAS II-2

MSC 88 agreed that amendments to SOLAS II-2/9 (concerning fire integrity of bulkheads) and regulation II-2/10.5.6.3.1 (concerning fixed local application fire-extinguishing systems) should apply to new ships only. FP55 is requested to advise MSC 90 on their views regarding deletion of SOLAS regulation II-2/1.2.2 and 1.2.3. It is reported that these two regulations are proposed to be deleted because they will be covered by amendments to regulation II-2/1.2.1.

3. Appropriate fire category for pantries

It is proposed to reword the interpretation contain in MSC.1/Circ.1120 to clarify that pantries may also contain coffee automats, dish washers and water boilers with no exposed hot surfaces regardless of their power, considering that the power of such devices is not really significant from the fire risk point of view. (SOLAS regulations II-2/3.1 and II-2/3.45)

4. FSS Code chapter 13 (arrangements of means of escape), clarification on paragraph 2.4.2.

There is a discrepancy between amendments to chapter 13 contained in resolution MSC.98 (73) and the text of resolution A.757 (18) regarding stairway width and doors from the assembly station to the embarkation position.


5. Safety provisions for open-top general cargo ships

IACS provide safety provision for open-top general cargo ships built with open-top general cargo spaces to enable the carriage of large heavyweight cargoes. This general cargo ships by analogy with the safety guidelines introduced through MSC/Circ.601/Rev.1 for open-top containerships. The discussions concluded that safety provision for open-top general cargo ships are not stipulated in SOLAS nor in other IMO instruments for this type of vessel, as a consequence adequate safety provisions, intact and damage stability and other safety aspects covered in MSC/Circ.608/Rev.1 should be considered for open-top general cargo ships similar to the ones introduced for open-top containerships. A possible solution might be a fixed deck water monitor system. IACS proposed to draft the guidelines pending acceptance of this item by FP55.

Advice for clients

If it goes forward the proposal may require fitting of new equipment on board.

Applicability

Applicable to open-top general cargo ships of 500 gt and above.

Return to overall overview at start of document

Lloyd's Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the 'Lloyd's Register Group'. The Lloyd's Register Group assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Lloyd's Register Group entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract. © Lloyd's Register 2011