Regulation 4. Probability of ignition
1 Purpose
The purpose of this regulation is to prevent the ignition of combustible materials
or flammable liquids. For this purpose, the following functional requirements shall
be met:
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.1 means shall be provided to control leaks of flammable liquids;
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.2 means shall be provided to limit the accumulation of flammable vapours;
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.3 the ignitability of combustible materials shall be restricted;
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.4 ignition sources shall be restricted;
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.5 ignition sources shall be separated from combustible materials and flammable liquids;
and
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.6 the atmosphere in cargo tanks shall be maintained out of the explosive range.
2 Arrangements for oil fuel, lubrication oil and other flammable oils
2.1 Limitations in the use of oils as fuel
The following limitations shall apply to the use of oil as fuel:
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.1 except as otherwise permitted by this paragraph, no oil fuel with a flashpoint
of less than 60°C shall be used;
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.2 in emergency generators oil fuel with a flashpoint of not less than 43°C may be
used;
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.3 the use of oil fuel having a flashpoint of less than 60°C but not less than 43°C
may be permitted (e.g., for feeding the emergency fire pump's engines and the auxiliary
machines which are not located in the machinery spaces of category A) subject to the
following:
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.3.1 fuel oil tanks except those arranged in double bottom compartments shall be located
outside of machinery spaces of category A;
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.3.2 provisions for the measurement of oil temperature are provided on the suction
pipe of the oil fuel pump;
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.3.3 stop valves and/or cocks are provided on the inlet side and outlet side of the
oil fuel strainers; and
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.3.4 pipe joints of welded construction or of circular cone type or spherical type
union joint are applied as much as possible; and
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.4 in cargo ships the use of fuel having a lower flashpoint than otherwise specified
in paragraph 2.1, for example crude oil, may be permitted provided that such fuel
is not stored in any machinery space and subject to the approval by the Administration
of the complete installation.
2.2 Arrangements for oil fuel
In a ship in which oil fuel is used, the arrangements for the storage, distribution
and utilization of the oil fuel shall be such as to ensure the safety of the ship
and persons on board and shall at least comply with the following provisions.
2.2.1 Location of oil fuel systems
As far as practicable, parts of the oil fuel system containing heated oil under pressure
exceeding 0.18 N/mm2 shall not be placed in a concealed position such that defects
and leakage cannot readily be observed. The machinery spaces in way of such parts
of the oil fuel system shall be adequately illuminated.
2.2.2 Ventilation of machinery spaces
The ventilation of machinery spaces shall be sufficient under normal conditions to
prevent accumulation of oil vapour.
2.2.3 Oil fuel tanks
2.2.3.1 Fuel oil, lubrication oil and other flammable oils shall not be carried in
forepeak tanks.
2.2.3.2 As far as practicable, oil fuel tanks shall be part of the ship's structure
and shall be located outside machinery spaces of category A. Where oil fuel tanks,
other than double bottom tanks, are necessarily located adjacent to or within machinery
spaces of category A, at least one of their vertical sides shall be contiguous to
the machinery space boundaries, and shall preferably have a common boundary with the
double bottom tanks, and the area of the tank boundary common with the machinery spaces
shall be kept to a minimum. Where such tanks are situated within the boundaries of
machinery spaces of category A they shall not contain oil fuel having a flashpoint
of less than 60°C. In general, the use of free-standing oil fuel tanks shall be avoided.
When such tanks are employed their use shall be prohibited in category A machinery
spaces on passenger ships. Where permitted, they shall be placed in an oil-tight spill
tray of ample size having a suitable drain pipe leading to a suitably sized spill
oil tank.
2.2.3.3 No oil fuel tank shall be situated where spillage or leakage therefrom can
constitute a fire or explosion hazard by falling on heated surfaces.
2.2.3.4 Oil fuel pipes, which, if damaged, would allow oil to escape from a storage,
settling or daily service tank having a capacity of 500 l and above situated above
the double bottom, shall be fitted with a cock or valve directly on the tank capable
of being closed from a safe position outside the space concerned in the event of a
fire occurring in the space in which such tanks are situated. In the special case
of deep tanks situated in any shaft or pipe tunnel or similar space, valves on the
tank shall be fitted, but control in the event of fire may be effected by means of
an additional valve on the pipe or pipes outside the tunnel or similar space. If such
an additional valve is fitted in the machinery space it shall be operated from a position
outside this space. The controls for remote operation of the valve for the emergency
generator fuel tank shall be in a separate location from the controls for remote operation
of other valves for tanks located in machinery spaces.
2.2.3.5 Safe and efficient means of ascertaining the amount of oil fuel contained
in any oil fuel tank shall be provided.
2.2.3.5.1 Where sounding pipes are used, they shall not terminate in any space where
the risk of ignition of spillage from the sounding pipe might arise. In particular,
they shall not terminate in passenger or crew spaces. As a general rule, they shall
not terminate in machinery spaces. However, where the Administration considers that
these latter requirements are impracticable, it may permit termination of sounding
pipes in machinery spaces on condition that all of the following requirements are
met:
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.1 an oil-level gauge is provided meeting the requirements of paragraph 2.2.3.5.2;
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.2 the sounding pipes terminate in locations remote from ignition hazards unless precautions
are taken, such as the fitting of effective screens, to prevent the oil fuel in the
case of spillage through the terminations of the sounding pipes from coming into contact
with a source of ignition; and
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.3 the termination of sounding pipes are fitted with self-closing blanking devices
and with a small-diameter self-closing control cock located below the blanking device
for the purpose of ascertaining before the blanking device is opened that oil fuel
is not present. Provisions shall be made so as to ensure that any spillage of oil
fuel through the control cock involves no ignition hazard.
2.2.3.5.2 Other oil-level gauges may be used in place of sounding pipes subject to
the following conditions:
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.1 in passenger ships, such gauges shall not require penetration below the top of
the tank and their failure or overfilling of the tanks shall not permit release of
fuel; and
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.2 in cargo ships, the failure of such gauges or overfilling of the tank shall not
permit release of fuel into the space. The use of cylindrical gauge glasses is prohibited.
The Administration may permit the use of oil-level gauges with flat glasses and self-closing
valves between the gauges and fuel tanks.
2.2.3.5.3 The means prescribed in paragraph 2.2.3.5.2 which are acceptable to the
Administration shall be maintained in the proper condition to ensure their continued
accurate functioning in service.
2.2.4 Prevention of overpressure
Provisions shall be made to prevent overpressure in any oil tank or in any part of
the oil fuel system, including the filling pipes served by pumps on board. Air and
overflow pipes and relief valves shall discharge to a position where there is no risk
of fire or explosion from the emergence of oils and vapour and shall not lead into
crew spaces, passenger spaces nor into special category spaces, closed ro-ro spaces,
machinery spaces or similar spaces.
2.2.5 Oil fuel piping
2.2.5.1 Oil fuel pipes and their valves and fittings shall be of steel or other approved
material, except that restricted use of flexible pipes shall be permissible in positions
where the Administration is satisfied that they are necessary. Such flexible pipes
and end attachments shall be of approved fire-resisting materials of adequate strength
and shall be constructed to the satisfaction of the Administration. For valves, fitted
to oil fuel tanks and which are under static pressure, steel or spheroidal-graphite
cast iron may be accepted. However, ordinary cast iron valves may be used in piping
systems where the design pressure is lower than 7 bar and the design temperature is
below 60°C.
2.2.5.2 External high-pressure fuel delivery lines between the high-pressure fuel
pumps and fuel injectors shall be protected with a jacketed piping system capable
of containing fuel from a high-pressure line failure. A jacketed pipe incorporates
an outer pipe into which the high-pressure fuel pipe is placed, forming a permanent
assembly. The jacketed piping system shall include a means for collection of leakages
and arrangements shall be provided with an alarm in case of a fuel line failure.
2.2.5.3 Oil fuel lines shall not be located immediately above or near units of high
temperature including boilers, steam pipelines, exhaust manifolds, silencers or other
equipment required to be insulated by paragraph 2.2.6. As far as practicable, oil
fuel lines shall be arranged far apart from hot surfaces, electrical installations
or other sources of ignition and shall be screened or otherwise suitably protected
to avoid oil spray or oil leakage onto the sources of ignition. The number of joints
in such piping systems shall be kept to a minimum.
2.2.5.4 Components of a diesel engine fuel system shall be designed considering the
maximum peak pressure which will be experienced in service, including any high pressure
pulses which are generated and transmitted back into the fuel supply and spill lines
by the action of fuel injection pumps. Connections within the fuel supply and spill
lines shall be constructed having regard to their ability to prevent pressurized oil
fuel leaks while in service and after maintenance.
2.2.5.5 In multi-engine installations which are supplied from the same fuel source,
means of isolating the fuel supply and spill piping to individual engines, shall be
provided. The means of isolation shall not affect the operation of the other engines
and shall be operable from a position not rendered inaccessible by a fire on any of
the engines.
2.2.5.6 Where the Administration may permit the conveying of oil and combustible liquids
through accommodation and service spaces, the pipes conveying oil or combustible liquids
shall be of a material approved by the Administration having regard to the fire risk.
2.2.6 Protection of high temperature surfaces
2.2.6.1 Surfaces with temperatures above 220°C which may be impinged as a result of
a fuel system failure shall be properly insulated.
2.2.6.2 Precautions shall be taken to prevent any oil that may escape under pressure
from any pump, filter or heater from coming into contact with heated surfaces.
2.3 Arrangements for lubricating oil
2.3.1 The arrangements for the storage, distribution and utilization of oil used in
pressure lubrication systems shall be such as to ensure the safety of the ship and
persons on board. The arrangements made in machinery spaces of category A, and whenever
practicable in other machinery spaces, shall at least comply with the provisions of
paragraphs 2.2.1, 2.2.3.3, 2.2.3.4, 2.2.3.5, 2.2.4, 2.2.5.1, 2.2.5.3 and 2.2.6, except
that:
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.1 this does not preclude the use of sight-flow glasses in lubricating systems provided
that they are shown by testing to have a suitable degree of fire resistance; and
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.2 sounding pipes may be authorized in machinery spaces; however, the requirements
of paragraphs 2.2.3.5.1.1 and 2.2.3.5.1.3 need not be applied on condition that the
sounding pipes are fitted with appropriate means of closure.
2.3.2 The provisions of paragraph 2.2.3.4 shall also apply to lubricating oil tanks
except those having a capacity less than 500 l, storage tanks on which valves are
closed during the normal operation mode of the ship, or where it is determined that
an unintended operation of a quick closing valve on the oil lubricating tank would
endanger the safe operation of the main propulsion and essential auxiliary machinery.
2.4 Arrangements for other flammable oils
The arrangements for the storage, distribution and utilization of other flammable
oils employed under pressure in power transmission systems, control and activating
systems and heating systems shall be such as to ensure the safety of the ship and
persons on board. Suitable oil collecting arrangements for leaks shall be fitted below
hydraulic valves and cylinders. In locations where means of ignition are present,
such arrangements shall at least comply with the provisions of paragraphs 2.2.3.3,
2.2.3.5, 2.2.5.3 and 2.2.6 and with the provisions of paragraphs 2.2.4 and 2.2.5.1
in respect of strength and construction.
2.5 Arrangements for oil fuel in periodically unattended machinery spaces
In addition to the requirements of paragraphs 2.1 to 2.4, the oil fuel and lubricating
oil systems in a periodically unattended machinery space shall comply with the following:
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.1 where daily service oil fuel tanks are filled automatically, or by remote control,
means shall be provided to prevent overflow spillages. Other equipment which treats
flammable liquids automatically (e.g. oil fuel purifiers) which, whenever practicable,
shall be installed in a special space reserved for purifiers and their heaters, shall
have arrangements to prevent overflow spillages; and
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.2 where daily service oil fuel tanks or settling tanks are fitted with heating arrangements,
a high temperature alarm shall be provided if the flashpoint of the oil fuel can be
exceeded.
3 Arrangements for gaseous fuel for domestic purpose
Gaseous fuel systems used for domestic purposes shall be approved by the Administration.
Storage of gas bottles shall be located on the open deck or in a well ventilated space
which opens only to the open deck.
4 Miscellaneous items of ignition sources and ignitability
4.1 Electric radiators
Electric radiators, if used, shall be fixed in position and so constructed as to reduce
fire risks to a minimum. No such radiators shall be fitted with an element so exposed
that clothing, curtains, or other similar materials can be scorched or set on fire
by heat from the element.
4.2 Waste receptacles
Waste receptacles shall be constructed of non-combustible materials with no openings
in the sides or bottom.
4.3 Insulation surfaces protected against oil penetration
In spaces where penetration of oil products is possible, the surface of insulation
shall be impervious to oil or oil vapours.
4.4 Primary deck coverings
Primary deck coverings, if applied within accommodation and service spaces and control
stations, or if applied on cabin balconies of passenger ships constructed on or after
1 July 2008, shall be of approved material which will not readily ignite, this being
determined in accordance with the Fire Test Procedures Code.
5 Cargo areas of tankers
5.1 Separation of cargo oil tanks
5.1.1 Cargo pump-rooms, cargo tanks, slop tanks and cofferdams shall be positioned
forward of machinery spaces. However, oil fuel bunker tanks need not be forward of
machinery spaces. Cargo tanks and slop tanks shall be isolated from machinery spaces
by cofferdams, cargo pump-rooms, oil bunker tanks or ballast tanks. Pump-rooms containing
pumps and their accessories for ballasting those spaces situated adjacent to cargo
tanks and slop tanks and pumps for oil fuel transfer, shall be considered as equivalent
to a cargo pump-room within the context of this regulation provided that such pump-rooms
have the same safety standard as that required for cargo pump-rooms. Pump-rooms intended
solely for ballast or oil fuel transfer, however, need not comply with the requirements
of regulation 10.9. The lower portion of the pump-room may be recessed into machinery
spaces of category A to accommodate pumps, provided that the deck head of the recess
is in general not more than one third of the moulded depth above the keel, except
that in the case of ships of not more than 25,000 tonnes deadweight, where it can
be demonstrated that for reasons of access and satisfactory piping arrangements this
is impracticable, the Administration may permit a recess in excess of such height,
but not exceeding one half of the moulded depth above the keel.
5.1.2 Main cargo control stations, control stations, accommodation and service spaces
(excluding isolated cargo handling gear lockers) shall be positioned aft of cargo
tanks, slop tanks, and spaces which isolate cargo or slop tanks from machinery spaces,
but not necessarily aft of the oil fuel bunker tanks and ballast tanks, and shall
be arranged in such a way that a single failure of a deck or bulkhead shall not permit
the entry of gas or fumes from the cargo tanks into an accommodation space, main cargo
control stations, control station, or service spaces. A recess provided in accordance
with paragraph 5.1.1 need not be taken into account when the position of these spaces
is being determined.
5.1.3 However, where deemed necessary, the Administration may permit main cargo control
stations, control stations, accommodation and service spaces forward of the cargo
tanks, slop tanks and spaces which isolate cargo and slop tanks from machinery spaces,
but not necessarily forward of oil fuel bunker tanks or ballast tanks. Machinery spaces,
other than those of category A, may be permitted forward of the cargo tanks and slop
tanks provided they are isolated from the cargo tanks and slop tanks by cofferdams,
cargo pump-rooms, oil fuel bunker tanks or ballast tanks, and have at least one portable
fire extinguisher. In cases where they contain internal combustion machinery, one
approved foam-type extinguisher of at least 45 l capacity or equivalent shall be arranged
in addition to portable fire extinguishers. If operation of a semi-portable fire extinguisher
is impracticable, this fire extinguisher may be replaced by two additional portable
fire extinguishers. Accommodation spaces, main cargo control spaces, control stations
and service spaces shall be arranged in such a way that a single failure of a deck
or bulkhead shall not permit the entry of gas or fumes from the cargo tanks into such
spaces. In addition, where deemed necessary for the safety or navigation of the ship,
the Administration may permit machinery spaces containing internal combustion machinery
not being main propulsion machinery having an output greater than 375 kW to be located
forward of the cargo area provided the arrangements are in accordance with the provisions
of this paragraph.
5.1.4 In combination carriers only:
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.1 The slop tanks shall be surrounded by cofferdams except where the boundaries of
the slop tanks are part of the hull, main cargo deck, cargo pump-room bulkhead or
oil fuel bunker tank. These cofferdams shall not be open to a double bottom, pipe
tunnel, pump-room or other enclosed space, nor shall they be used for cargo or ballast
and shall not be connected to piping systems serving oil cargo or ballast. Means shall
be provided for filling the cofferdams with water and for draining them. Where the
boundary of a slop tank is part of the cargo pump-room bulkhead, the pump-room shall
not be open to the double bottom, pipe tunnel or other enclosed space; however, openings
provided with gastight bolted covers may be permitted;
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.2 Means shall be provided for isolating the piping connecting the pump-room with
the slop tanks referred to in paragraph 5.1.4.1. The means of isolation shall consist
of a valve followed by a spectacle flange or a spool piece with appropriate blank
flanges. This arrangement shall be located adjacent to the slop tanks, but where this
is unreasonable or impracticable, it may be located within the pump-room directly
after the piping penetrates the bulkhead. A separate permanently installed pumping
and piping arrangement incorporating a manifold, provided with a shut-off valve and
a blank flange, shall be provided for discharging the contents of the slop tanks directly
to the open deck for disposal to shore reception facilities when the ship is in the
dry cargo mode. When the transfer system is used for slop transfer in the dry cargo
mode, it shall have no connection to other systems. Separation from other systems
by means of removal of spool pieces may be accepted;
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.3 Hatches and tank cleaning openings to slop tanks shall only be permitted on the
open deck and shall be fitted with closing arrangements. Except where they consist
of bolted plates with bolts at watertight spacing, these closing arrangements shall
be provided with locking arrangements under the control of the responsible ship's
officer; and
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.4 Where cargo wing tanks are provided, cargo oil lines below deck shall be installed
inside these tanks. However, the Administration may permit cargo oil lines to be placed
in special ducts provided they are capable of being adequately cleaned and ventilated
to the satisfaction of the Administration. Where cargo wing tanks are not provided,
cargo oil lines below deck shall be placed in special ducts.
5.1.5 Where the fitting of a navigation position above the cargo area is shown to
be necessary, it shall be for navigation purposes only and it shall be separated from
the cargo tank deck by means of an open space with a height of at least 2 m. The fire
protection requirements for such a navigation position shall be that required for
control stations, as specified in regulation 9.2.4.2 and other provisions for tankers,
as applicable.
5.1.6 Means shall be provided to keep deck spills away from the accommodation and
service areas. This may be accomplished by provision of a permanent continuous coaming
of a height of at least 300 mm, extending from side to side. Special consideration
shall be given to the arrangements associated with stern loading.
5.2 Restriction on boundary openings
5.2.1 Except as permitted in paragraph 5.2.2, access doors, air inlets and openings
to accommodation spaces, service spaces, control stations and machinery spaces shall
not face the cargo area. They shall be located on the transverse bulkhead not facing
the cargo area or on the outboard side of the superstructure or deckhouse at a distance
of at least 4% of the length of the ship but not less than 3 m from the end of the
superstructure or deckhouse facing the cargo area. This distance need not exceed 5
m.
5.2.2 The Administration may permit access doors in boundary bulkheads facing the
cargo area or within the 5 m limits specified in paragraph 5.2.1, to main cargo control
stations and to such service spaces used as provision rooms, store-rooms and lockers,
provided they do not give access directly or indirectly to any other space containing
or providing for accommodation, control stations or service spaces such as galleys,
pantries or workshops, or similar spaces containing sources of vapour ignition. The
boundary of such a space shall be insulated to “A-60" standard, with the exception
of the boundary facing the cargo area. Bolted plates for the removal of machinery
may be fitted within the limits specified in paragraph 5.2.1. Wheelhouse doors and
windows may be located within the limits specified in paragraph 5.2.1 so long as they
are designed to ensure that the wheelhouse can be made rapidly and efficiently gas
and vapour tight.
5.2.3 Windows and sidescuttles facing the cargo area and on the sides of the superstructures
and deckhouses within the limits specified in paragraph 5.2.1 shall be of the fixed
(non-opening) type. Such windows and sidescuttles, except wheelhouse windows, shall
be constructed to “A-60” class standard except that “A-0” class standard is acceptable
for windows and sidescuttles outside the limit specified in regulation 9.2.4.2.5.
5.2.4 Where there is permanent access from a pipe tunnel to the main pump-room, a
watertight door shall be fitted complying with the requirements of regulation II-1/25-9.2
and, in addition, with the following:
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.1 in addition to the bridge operation, the watertight door shall be capable of being
manually closed from outside the main pump-room entrance; and
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.2 the watertight door shall be kept closed during normal operations of the ship except
when access to the pipe tunnel is required.
5.2.5 Permanent approved gastight lighting enclosures for illuminating cargo pump-rooms
may be permitted in bulkheads and decks separating cargo pump-rooms and other spaces
provided they are of adequate strength and the integrity and gastightness of the bulkhead
or deck is maintained.
5.2.6 The arrangement of ventilation inlets and outlets and other deck-house and superstructure
boundary space openings shall be such as to complement the provisions of paragraph
5.3 and regulation 11.6. Such vents, especially for machinery spaces, shall be situated
as far aft as practicable. Due consideration in this regard shall be given when the
ship is equipped to load or discharge at the stern. Sources of ignition such as electrical
equipment shall be so arranged as to avoid an explosion hazard.
5.3 Cargo tank venting
5.3.1 General requirements
The venting systems of cargo tanks are to be entirely distinct from the air pipes
of the other compartments of the ship. The arrangements and position of openings in
the cargo tank deck from which emission of flammable vapours can occur shall be such
as to minimize the possibility of flammable vapours being admitted to enclosed spaces
containing a source of ignition, or collecting in the vicinity of deck machinery and
equipment which may constitute an ignition hazard. In accordance with this general
principle, the criteria in paragraphs 5.3.2 to 5.3.5 and regulation 11.6 will apply.
5.3.2 Venting arrangements
5.3.2.1 The venting arrangements in each cargo tank may be independent or combined
with other cargo tanks and may be incorporated into the inert gas piping.
5.3.2.2 Where the arrangements are combined with other cargo tanks, either stop valves
or other acceptable means shall be provided to isolate each cargo tank. Where stop
valves are fitted, they shall be provided with locking arrangements which shall be
under the control of the responsible ship's officer. There shall be a clear visual
indication of the operational status of the valves or other acceptable means. Where
tanks have been isolated, it shall be ensured that relevant isolating valves are opened
before cargo loading or ballasting or discharging of those tanks is commenced. Any
isolation must continue to permit the flow caused by thermal variations in a cargo
tank in accordance with Regulation 11.6.1.1.
5.3.2.3 If cargo loading and ballasting or discharging of a cargo tank or cargo tank
group is intended, which is isolated from a common venting system, that cargo tank
or cargo tank group shall be fitted with a means for over-pressure or under-pressure
protection as required in regulation 11.6.3.2.
5.3.2.4 The venting arrangements shall be connected to the top of each cargo tank
and shall be self-draining to the cargo tanks under all normal conditions of trim
and list of the ship. Where it may not be possible to provide self-draining lines,
permanent arrangements shall be provided to drain the vent lines to a cargo tank.
5.3.3 Safety devices in venting systems
The venting system shall be provided with devices to prevent the passage of flame
into the cargo tanks. The design, testing and locating of these devices shall comply
with the requirements established by the Administration based on the guidelines developed
by the Organization. Ullage openings shall not be used for pressure equalization.
They shall be provided with self-closing and tightly sealing covers. Flame arresters
and screens are not permitted in these openings.
5.3.4 Vent outlets for cargo handling and ballasting
5.3.4.1 Vent outlets for cargo loading, discharging and ballasting required by Regulation
11.6.1.2 shall:
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.1.1 permit the free flow of vapour mixtures; or
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.1.2 permit the throttling of the discharge of the vapour mixtures to achieve a velocity
of not less than 30 m/s;
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.2 be so arranged that the vapour mixture is discharged vertically upwards;
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.3 where the method is by free flow of vapour mixtures, be such that the outlet shall
be not less than 6 m above the cargo tank deck or fore and aft gangway if situated
within 4 m of the gangway and located not less than 10 m measured horizontally from
the nearest air intakes and openings to enclosed spaces containing a source of ignition
and from deck machinery, which may include anchor windlass and chain locker openings,
and equipment which may constitute an ignition hazard; and
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.4 where the method is by high-velocity discharge, be located at a height not less
than 2 m above the cargo tank deck and not less than 10 m measured horizontally from
the nearest air intakes and openings to enclosed spaces containing a source of ignition
and from deck machinery, which may include anchor windlass and chain locker openings,
and equipment which may constitute an ignition hazard. These outlets shall be provided
with high velocity devices of an approved type.
5.3.4.2 The arrangements for the venting of vapours displaced from the cargo tanks
during loading and ballasting shall comply with paragraph 5.3 and regulation 11.6
and shall consist of either one or more mast risers, or a number of high-velocity
vents. The inert gas supply main may be used for such venting.
5.3.5 Isolation of slop tanks in combination carriers
In combination carriers, the arrangements for isolating slop tanks containing oil
or oil residues from other cargo tanks shall consist of blank flanges which will remain
in position at all times when cargoes other than liquid cargoes referred to in regulation
1.6.1 are carried.
5.4 Ventilation
5.4.1 Ventilation systems in cargo pump-rooms
Cargo pump-rooms shall be mechanically ventilated and discharges from the exhaust
fans shall be led to a safe place on the open deck. The ventilation of these rooms
shall have sufficient capacity to minimize the possibility of accumulation of flammable
vapours. The number of air changes shall be at least 20 per hour, based upon the gross
volume of the space. The air ducts shall be arranged so that all of the space is effectively
ventilated. The ventilation shall be of the suction type using fans of the non-sparking
type.
5.4.2 Ventilation systems in combination carriers
In combination carriers, cargo spaces and any enclosed spaces adjacent to cargo spaces
shall be capable of being mechanically ventilated. The mechanical ventilation may
be provided by portable fans. An approved fixed gas warning system capable of monitoring
flammable vapours shall be provided in cargo pump-rooms, pipe ducts and cofferdams,
as referred to in paragraph 5.1.4, adjacent to slop tanks. Suitable arrangements shall
be made to facilitate measurement of flammable vapours in all other spaces within
the cargo area. Such measurements shall be made possible from the open deck or easily
accessible positions.
5.5 Inert gas systems
5.5.1 Application
5.5.1.1 For tankers of 20,000 tonnes deadweight and upwards, the protection of the
cargo tanks shall be achieved by a fixed inert gas system in accordance with the requirements
of the Fire Safety Systems Code, except that, in lieu of the above, the Administration,
after having given consideration to the ship's arrangement and equipment, may accept
other fixed installations if they afford protection equivalent to the above, in accordance
with regulation I/5. The requirements for alternative fixed installations shall comply
with the requirements in paragraph 5.5.4.
5.5.1.2 Tankers operating with a cargo tank cleaning procedure using crude oil washing
shall be fitted with an inert gas system complying with the Fire Safety Systems Code
and with fixed tank washing machines.
5.5.1.3 Tankers required to be fitted with inert gas systems shall comply with the
following provisions:
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.1 double hull spaces shall be fitted with suitable connections for the supply of
inert gas;
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.2 where hull spaces are connected to a permanently fitted inert gas distribution
system, means shall be provided to prevent hydrocarbon gases from the cargo tanks
entering the double hull spaces through the system; and
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.3 where such spaces are not permanently connected to an inert gas distribution system,
appropriate means shall be provided to allow connection to the inert gas main.
5.5.2 Inert gas systems of chemical tankers and gas carriers
The requirements for inert gas systems contained in the Fire Safety Systems Code need
not be applied to:
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.1 chemical tankers and gas carriers when carrying cargoes described in Regulation
1.6.1, provided that they comply with the requirements for inert gas systems on chemical
tankers established by the Administration, based on the guidelines developed by the
Organization; or
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.2 chemical tankers and gas carriers when carrying flammable cargoes other than crude
oil or petroleum products such as cargoes listed in chapters 17 and 18 of the International
Bulk Chemical Code, provided that the capacity of tanks used for their carriage does
not exceed 3,000 m3 and the individual nozzle capacities of tank washing machines
do not exceed 17.5 m3 /h and the total combined throughput from the number of machines
in use in a cargo tank at any one time does not exceed 110 m3/h.
5.5.3 General requirements for inert gas systems
5.5.3.1 The inert gas system shall be capable of inerting, purging and gas-freeing
empty tanks and maintaining the atmosphere in cargo tanks with the required oxygen
content.
5.5.3.2 The inert gas system referred to in paragraph 5.5.3.1 shall be designed, constructed
and tested in accordance with the Fire Safety Systems Code.
5.5.3.3 Tankers fitted with a fixed inert gas system shall be provided with a closed
ullage system.
5.5.4 Requirements for equivalent systems
5.5.4.1 Where an installation equivalent to a fixed inert gas system is installed,
it shall:
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.1 be capable of preventing dangerous accumulations of explosive mixtures in intact
cargo tanks during normal service throughout the ballast voyage and necessary in-tank
operations; and
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.2 be so designed as to minimize the risk of ignition from the generation of static
electricity by the system itself.
5.6 Inerting, purging and gas-freeing
5.6.1 Arrangements for purging and/or gas-freeing shall be such as to minimize the
hazards due to dispersal of flammable vapours in the atmosphere and to flammable mixtures
in a cargo tank.
5.6.2 The procedure for cargo tank purging and/or gas-freeing shall be carried out
in accordance with regulation 16.3.2.
5.6.3 The arrangements for inerting, purging or gas-freeing of empty tanks as required
in paragraph 5.5.3.1 shall be to the satisfaction of the Administration and shall
be such that the accumulation of hydrocarbon vapours in pockets formed by the internal
structural members in a tank is minimized and that:
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.1 on individual cargo tanks, the gas outlet pipe, if fitted, shall be positioned
as far as practicable from the inert gas/air inlet and in accordance with paragraph
5.3 and regulation 11.6. The inlet of such outlet pipes may be located either at deck
level or at not more than 1 m above the bottom of the tank;
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.2 the cross-sectional area of such gas outlet pipe referred to in paragraph 5.6.3.1
shall be such that an exit velocity of at least 20 m/s can be maintained when any
three tanks are being simultaneously supplied with inert gas. Their outlets shall
extend not less than 2 m above deck level; and
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.3 each gas outlet referred to in paragraph 5.6.3.2 shall be fitted with suitable
blanking arrangements.
5.7 Gas measurement
5.7.1 Portable instrument
Tankers shall be equipped with at least one portable instrument for measuring flammable
vapour concentrations, together with a sufficient set of spares. Suitable means shall
be provided for the calibration of such instruments.
5.7.2 Arrangements for gas measurement in double hull and double bottom spaces
5.7.2.1 Suitable portable instruments for measuring oxygen and flammable vapour concentrations
shall be provided. In selecting these instruments, due attention shall be given to
their use in combination with the fixed gas-sampling-line systems referred to in paragraph
5.7.2.2.
5.7.2.2 Where the atmosphere in double hull spaces cannot be reliably measured using
flexible gas sampling hoses, such spaces shall be fitted with permanent gas sampling
lines. The configuration of gas sampling lines shall be adapted to the design of such
spaces.
5.7.2.3 The materials of construction and the dimensions of gas sampling lines shall
be such as to prevent restriction. Where plastic materials are used, they shall be
electrically conductive.
5.8 Air supply to double hull and double bottom spaces
Double hull and double bottom spaces shall be fitted with suitable connections for
the supply of air.
5.9 Protection of cargo area
Drip pans for collecting cargo residues in cargo lines and hoses shall be provided
in the area of pipe and hose connections under the manifold area. Cargo hoses and
tank washing hoses shall have electrical continuity over their entire lengths including
couplings and flanges (except shore connections) and shall be earthed for removal
of electrostatic charges.
5.10 Protection of cargo pump-rooms
5.10.1 In tankers:
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.1 cargo pumps, ballast pumps and stripping pumps, installed in cargo pumprooms and
driven by shafts passing through pump-room bulkheads shall be fitted with temperature
sensing devices for bulkhead shaft glands, bearings and pump casings. A continuous
audible and visual alarm signal shall be automatically effected in the cargo control
room or the pump control station;
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.2 lighting in cargo pump-rooms, except emergency lighting, shall be interlocked with
ventilation such that the ventilation shall be in operation when switching on the
lighting. Failure of the ventilation system shall not cause the lighting to go out;
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.3 a system for continuous monitoring of the concentration of hydrocarbon gases shall
be fitted. Sampling points or detector heads shall be located in suitable positions
in order that potentially dangerous leakages are readily detected. When the hydrocarbon
gas concentration reaches a pre-set level which shall not be higher than 10% of the
lower flammable limit, a continuous audible and visual alarm signal shall be automatically
effected in the pump-room, engine control room, cargo control room and navigation
bridge to alert personnel to the potential hazard; and
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.4 all pump-rooms shall be provided with bilge level monitoring devices together with
appropriately located alarms.