"2020船级社钢船规则第8部分：防火和灭火要求"

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KR Rules for Steel Ships Part 8: Fire Protection and Fire Extinction provide comprehensive guidelines and regulations for ensuring the safety of steel ships in case of fire incidents. These rules outline the necessary measures and procedures to prevent, detect, and extinguish fires on board ships. The regulations cover various aspects of fire protection, including the design and installation of fire detection and firefighting equipment, fire-resistant materials, insulation, and structural fire protection. The rules also address the training and certification requirements for crew members responsible for fire safety on ships. Furthermore, the guidelines include specific requirements for the maintenance and testing of fire protection systems, as well as procedures for conducting fire drills and emergency response exercises. The goal is to ensure that ships are well-prepared to handle fire emergencies and minimize the risk of onboard fires spreading and causing harm to passengers and crew members. Overall, the KR Rules for Steel Ships Part 8 play a crucial role in safeguarding the lives and property on board ships by establishing strict standards for fire protection and fire extinction measures. Adhering to these rules is essential for shipowners, operators, and crew members to ensure the highest level of safety and security at sea.

Pt 8 Fire Protection and Fire Extinction

Ch 2 Probability of Ignition Pt 8, Ch 2

Rules for the Classification of Steel Ships 2020

105. Arrangements for oil fuel in periodically unattended machinery spaces

In addition to the requirements of 101. to 104., the oil fuel and lubricating oil systems in a periodically

unattended machinery space shall comply with the following:

1. where daily service oil fuel tanks are filled automatically, or by remote control, means shall be pro-

vided to prevent overflow spillages. Other equipment which treats flammable liquids automati-

cally(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

2. where daily service oil fuel tanks or settling tanks are fitted with heating arrangements, a high tem-

perature alarm shall be provided if the flashpoint of the oil fuel can be exceeded.

Section 2 Arrangements for Gaseous Fuel for Domestic Purpose

201. Arrangements for gaseous fuel for domestic purpose

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Gaseous fuel systems used for domestic purposes shall be approved by the Society. Storage of gas

bottles shall be located on the open deck or in a well ventilated space which opens only to the open

deck.

Section 3 Miscellaneous Items of Ignition Sources and Ignitability

301. Electric radiators

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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.

302. Waste receptacles

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Waste receptacles shall be constructed of non-combustible materials with no openings in the sides or

bottom.

303. Insulation surfaces protected against oil penetration

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In spaces where penetration of oil products is possible, the surface of insulation shall be impervious to

oil or oil vapours.

304. 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 shall be of approved material which will not readily ignite,

this being determined in accordance with the FTP Code.

Section 4 Cargo Areas of Tankers

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401. Separation of cargo oil tanks

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

Pt 8 Fire Protection and Fire Extinction

Ch 2 Probability of Ignition Pt 8, Ch 2

Rules for the Classification of Steel Ships 2020 11

for ballast or oil fuel transfer, however, need not comply with the requirements of

Ch 8, Sec 8.

The

lower portion of the pump-room may be recessed into machinery spaces of category A to accom-

modate 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 arrange-

ments this is impracticable, the Society may permit a recess in excess of such height, but not ex-

ceeding one half of the moulded depth above the keel.

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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 bulk-

head 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 accord-

ance with 1 above need not be taken into account when the position of these spaces is being

determined.

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However, where deemed necessary, the Society may permit main cargo control stations, control sta-

tions, 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 cof-

ferdams, 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 ex-

tinguisher of at least 45 liters 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 con-

trol 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 Society may permit

machinery spaces containing internal combustion machinery not being main propulsion machinery hav-

ing 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.

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4. Combination carriers only are to comply with the following requirements.

(1) The slop tanks shall be surrounded by cofferdams except where the boundaries of the slop

tanks, where slop may be carried on dry cargo voyages, 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 car-

go 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 boun-

dary 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 (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 ac-

cepted;

(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

(4) Where cargo wing tanks are provided, cargo oil lines below deck shall be installed inside these

Pt 8 Fire Protection and Fire Extinction

Ch 2 Probability of Ignition Pt 8, Ch 2

Rules for the Classification of Steel Ships 2020

tanks. However, the Society may permit cargo oil lines to be placed in special ducts provided

there are capable of being adequately cleaned and ventilated to the satisfaction of the Society.

Where cargo wing tanks are not provided, cargo oil lines below deck shall be placed in special

ducts.

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 Ch 7, 104. 2 and other

provisions for tankers, as applicable.

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 asso-

ciated with stern loading.

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402. Restriction on boundary openings

1. Except as permitted in 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 3m from the

end of the superstructure or deckhouse facing the cargo area. This distance need not exceed 5 m.

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2. The Society may permit access doors in boundary bulkheads facing the cargo area or within the 5m

limits specified in 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 1.

Wheelhouse doors and windows may be located within the limits specified in 1 so long as they are

designed to ensure that the wheelhouse can be made rapidly and efficiently gas and vapour tight.

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3. Windows and sidescuttles facing the cargo area and on the sides of the superstructures and deck-

houses within the limits specified in 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 side scuttles outside the limit specified in Ch 7,

104. 2 (5).

4. Where there is permanent access from a pipe tunnel to the main pump-room, a watertight door

shall be fitted complying with the relevant requirements and, in addition, with the following:

(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

(2) the watertight door shall be kept closed during normal operations of the ship except when ac-

cess to the pipe tunnel is required.

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5. Permanent approved gastight lighting enclosures for illuminating cargo pump-rooms may be permit-

ted 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.

6. The arrangement of ventilation inlets and outlets and other deckhouse and superstructure boundary

space openings shall be such as to complement the provisions of 403. and Ch 9, Sec 5. 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.

Pt 8 Fire Protection and Fire Extinction

Ch 2 Probability of Ignition Pt 8, Ch 2

Rules for the Classification of Steel Ships 2020 13

403. Cargo tank venting

1. General requirements

The venting systems of cargo tanks are to be entirely distinct from the air pipes of the other com-

partments 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 accord-

ance with this general principle, the criteria in 2 to 5 and Ch 9, Sec 5 will apply.

2. Venting arrangements

(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.

(2) Where the arrangements are combined with other cargo tanks, either stop valves or other ac-

ceptable 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 iso-

lating 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 Ch 9, 501. 1.

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(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 Ch 9, 503. 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.

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 estab-

lished on the basis of the guidelines developed by the IMO 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.

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4. Vent outlets for cargo handling and ballasting

(1) Vent outlets for cargo loading, discharging and ballasting required by Ch 9, 501. 2 shall:

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(A) permit the free flow of vapour mixtures; or permit the throttling of the discharge of the va-

pour mixtures to achieve a velocity of not less than 30 m/s ;

(B) be so arranged that the vapour mixture is discharged vertically upwards;

less than 6 m above the cargo tank deck or fore and aft catwalk if situated within 4 m of

the catwalk and located not less than 10 m measured horizontally from the nearest air in-

takes and openings to enclosed spaces containing a source of ignition and from deck machi-

nery, which may include anchor windlass and chain locker openings, and equipment which

may constitute an ignition hazard; and

(D) 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.

(2) The arrangements for the venting of vapours displaced from the cargo tanks during loading and

ballasting shall comply with 403. and Ch 9, Sec 5. 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.

Pt 8 Fire Protection and Fire Extinction

Ch 2 Probability of Ignition Pt 8, Ch 2

Rules for the Classification of Steel Ships 2020

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 car-

goes other than liquid cargoes are carried.

404. Ventilation

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.

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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 pro-

vided in cargo pump-rooms, pipe ducts and cofferdams, as referred to in 401. 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.

405. Inert gas systems

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1. Application

(1) For tankers of 8,000 tonnes deadweight and upwards, when carrying cargoes described as the

Guidance 103. 6, the protection of the cargo tanks shall be achieved by a fixed inert gas system

in accordance with the requirements of the FSS Code, except that the Society may accept other

equivalent systems or arrangements, as described in 3.

(2) Tankers operating with a cargo tank cleaning procedure using crude oil washing shall be fitted

with an inert gas system complying with the FSS Code and with fixed tank washing machines.

(3) Tankers required to be fitted with inert gas systems shall comply with the following provisions:

(A) double-hull spaces shall be fitted with suitable connections for the supply of inert gas;

(B) 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

propriate means shall be provided to allow connection to the inert gas main.

2. General requirements for inert gas systems

(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.

(2) Tankers fitted with a fixed inert gas system shall be provided with a closed ullage system.

3. Requirements for equivalent systems

(1) The Society may, after having given consideration to the ship's arrangement and equipment, ac-

cept other fixed installations, in accordance with (3) and SOLAS I/5.

(2) For tankers of 8,000 tonnes deadweight and upwards but less than 20,000 tonnes deadweight,

in lieu of fixed installations as required by (1), the Society may accept other equivalent arrange-

ments or means of protection in accordance with (3) and SOLAS I/5.

(3) Equivalent systems or arrangements shall:

(A) 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

(B) be so designed as to minimize the risk of ignition from the generation of static electricity by

the system itself.

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