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MARINE FIRE SAFETY
MARINE FIRE SAFETY
Objectives:
1.   The International framework for
     standards on fire protection.
2.   Commonwealth Legislation
3.   State Legislation – how it relates to
     Commonwealth and between States
4.   Developing appropriate standards for
     coastal vessels – the NSCV
5.   Typical fire safety systems
International Maritime
                    Organisation
• The International Maritime Organisation (IMO) is
  a UN body dealing with marine safety.
• The IMO develops a range of codes / standards:
• The IMO has:
  – General assembly (all countries)
  – Council (executive management)
  – Committees
• In relation to fire safety, the Committee
  concerned is the Maritime Safety Committee
  (MSC)
• The MSC has a fire protection sub- committee
IMO – Instruments
• There is a hierarchy of standards produced by IMO:
   – Conventions ( SOLAS relates to fire)
       • These are adopted under particular criteria –eg SOLAS -entry into
         force requires acceptance by 25 States whose merchant fleets
         comprise not less than 50 per cent of the world's gross tonnage
   – Circulars (specific advice / interpretation that is more detailed or
     refines a convention)
   – Circulars relating to fire safety are produced by the Maritime
     Safety Committee (MSC)
       • Eg MSC/Circ 776 – Guidelines for the approval of equivalent fixed gas
         fire extinguishing systems for machinery spaces and cargo pump
         rooms
   – Codes – eg the Fire Safety System Code – detailed specifications
     (eg fire extinguishers)
   – Codes – Fire Test Procedure Code – details of testing procedures
     for fire products
Commonwealth Legislation
• The Australian Maritime Safety Authority (AMSA)
  provide input for Australia on technical standards
  developed by IMO
• Once an IMO Convention comes into force, the
  Commonwealth makes legislation to enforce the
  convention.
• Generally, Fire Safety comes under the
  Navigation Act 1912 and Marine Orders made
  under the Nav Act.
Marine Orders.
• Marine Orders Part 15 simply says SOLAS is the
  standard to adopt.
• It then flows on that all lesser documents under
  SOLAS (Circulars, Codes) become law under
  Marine Orders Part 15
• SOLAS is primarily relevant to “ships” not boats
• MO Part 15 says that the USL Code applies to
  vessels that are not “SOLAS” vessels. This
  relates to vessels up to 35 metres / 500GRT
  operating on intra and inter state voyages.
USL Code
• There is a need for a different standard for
  smaller commercial vessels rather than SOLAS–
  this is the Uniform Shipping Law Code (USL
  Code)
• The USL Code was made by the Australian
  Transport Council in the 1970’s. It is a watered
  down version of IMO and Classification Society
  rules that made practical rules for small coastal
  vessels.
• All States were involved in formulating the USL
  Code, and once finalised, all States made
  legislation enforcing the USL Code.
Problems with the USL Code
1.   The formation of the USL Code did not include a
     review and update process so it became out of date.
2.   The Code was inflexible because it was highly
     prescriptive.
3.   The Code couldn’t deal with new designs, novel craft
     etc
4.   The Code is ambitious because it tries to deal with a
     large range of vessels under one set of rules.
5.   The Code is applied differently in States due to
     different interpretation of requirements.
6.   The Code is applied differently in States due to
     political, legislative and local requirements.
7.   This led to a Inter-Governmental Agreement in 1997
     that agreed to review the USL Code using a new body
     called the National Marine Safety Committee.
The NMSC / NSCV
• The NMSC is gradually overhauling the
  USL Code and developing a new
  document called the National Standard for
  Commercial Vessels (NSCV).
• The NSCV is designed to be more flexible
  and not outdate immediately.
• The NSCV covers not only vessel design
  but operator competency and safety
  management.
General philosophy of the NSCV
1. Get to the heart of what is trying to be
   achieved in the standard.
2. Set requirements for safety based on risk
   assessment principles and cost benefit
   analysis.
3. Provide a performance statements (safety
   outcomes) that are the non-negotiable safety
   outcomes.
4. Provide prescriptive solutions to meet the
   safety outcome but also accept “equivalent
   solutions” where an alternative means to the
   prescriptive measure can still meet the safety
   outcome.
The Fire Safety Section Development
 • NMSC appoint a project leader and reference group.
 • A discussion paper is distributed defining problems with
   existing standard and examining fire casualties and
   identifying causes.
 • A draft standard is produced based on discussion paper
   and responses and is finalised by reference group.
 • A Regulatory Impact Statement is developed which
   describes the impacts, benefits costs that the proposed
   new standard will cause.
 • The RIS and draft standard are distributed for general
   consultation.
 • The reference group will consider the comment and
   propose a final draft of the standard.
 • The standard must then be endorsed by the NMSC and
   the ATC
 • The standard then still means nothing until States adopt
   it into legislation!
Benefits of this approach:
• New technologies / materials can easily be
  accepted without changing the law.
• Novel craft and design features can be
  used without changing the law.
• Stakeholders understand what the
  standard is trying to achieve.
• The standard stays workable and flexible
  for longer periods without review.
• The Standard makes realistic
  requirements based on evidence received
  during risk assessments.
Benefits of this approach
• It provides a prescriptive solution that provides
  good guidance in most cases. This gives
  comfort to designers, builders and regulators.
  (Cheapest option also)
• It allows for innovation providing a product,
  design or system can be rigorously proven to
  meet the safety outcome. This is the more
  expensive option and will only really be taken up
  where prescriptive solutions cannot be used or
  where large cost savings are derived from the
  alternative approach.
SAFETY OUTCOMES OF FIRE SAFETY
   STANDARD:
1. Prevention of explosive combustion
2. Control risks of spillage of flammable
   liquids
3. Control risks of ignition by sources of
   heat or sparks
4. Prevention of exposure to the smoke and
   heat of fire
5. Prevent or delay the spread of fire
6. Protection of essential systems
7. Reliability of fire systems
Safety Outcome – eg Prevent or delay the spread of fire




Option 1 – Deemed to             Option 2 – You don’t
satisfy solution                 like the deemed to
(prescriptive)                   satisfy solution , so you
Eg You shall have either a       are free to devise and
Halon or CO2 fire                rigorously prove an
extinguishing system             alternative approach
                                 that achieves the safety
Problem with USL Code –          outcome.
Halon was banned and
only left CO2 systems.           For example “Pyrogen”
These were inappropriate         style fire systems are
for some vessels.                being properly tested
Regulators ended up              and will meet the
making ad-hoc /                  requirements of the
inconsistent decisions.          standard in a structured
                                 way
HOW IS RISK ACCOUNTED FOR?
Studies found fire risk (both probability and
   consequence) related to:
1. The nature of the space on the vessel – engine
   rooms and galleys have highest incidence of
   fire. Larger engine rooms are a greater risk/
2. The nature of the vessel operation – tankers
   and passenger carrying vessels have far
   higher consequence if fire occurs.
3. Distance from Coast determines the level of
   external support that can be relied upon.
   Vessels operating further from the coast need
   to have better fire safety.
Vessel Risk Categories
–Four fire risk categories are defined
 as follows—
  »Fire Risk Category I (lower risk)
  »Fire Risk Category II (moderate
   risk)
  »Fire Risk Category III (higher risk)
  »Fire Risk Category IV (highest
   risk)
Class of vessel      Class A      Class B       Class C      Class D     Class E
                                Unlimited      Offshore     Restricted    Partially   Smooth
                                 domestic     operations     offshore     smooth      waters
                                operations                  operations     waters


   Class 1 length of vessel       < 35 m        <35 m       All lengths      All         All
                                                                          lengths     lengths
   Class 1: 13 to 36 day pax        III           II            II            I          I

  Class 1: 37 to 450 day pax        III           III           II           II         II

Class 1: 451 & more day pax         IV            IV            III          III        II

Class 1: 13 to 36 berthed pax       III           III           II           II         II

 Class 1: 37 & more berthed         IV            IV            III          III        III
                        pax
 Class 2—Length of vessel         < 35 m      All lengths   All lengths      All         All
                                                                          lengths     lengths
   Class 2 Fire risk category       II            II             I            I          I

                                All lengths   All lengths   All lengths      All         All
 Class 3—Length of vessel                                                 lengths     lengths
   Class 3 Fire risk category       II            II             I            I          I
Risk categories of spaces on
               vessels
1.   High Risk
2.   Moderate Risk
3.   Accommodation Spaces
4.   Minor Risk
5.   Control Stations
6.   Escape and Evacuation routes

Where doubt exists or compartment is multi use –
  higher risk level applies
Space category                            Description
1. High Fire Risk Spaces • Spaces where, without
                           appropriate controls, the
                           likelihood and consequence
                           of fire are high.
                         • Typically within such spaces,
                           there is:
                         • potential for the spillage or
                           escape of potentially
                           dangerous quantities of
                           inflammable liquid or
                           explosive vapour, and
                         • the presence of one or more
                           sources of heat or other
                           sources of ignition.

 Examples- Machinery spaces with IC engines, boiler spaces, carriage
 dangerous goods, flammable goods. Limits are set on magnitude.
2.       Moderate Fire   • Spaces that
     Risk Spaces         • contain potentially
                           dangerous quantities of
                           inflammable liquids but
                           where the sources of
                           ignition have relatively low
                           frequency, or
                         • contain heat sources or
                           other sources of ignition but
                           where the quantity or nature
                           of material within the space
                           to fuel a fire is such that the
                           risk is significantly reduced,
                           or


Examples – Low power machinery spaces, electrical
switchboard rooms, galleys, fuel pumping equipment etc
3.   Accommodation •Spaces that are likely to
Spaces             contain persons who:
                   •are unfamiliar with the
                   vessel,
                   •may be asleep or
                   disoriented at the time of
                   an emergency, or
                   •may inadvertently or
                   deliberately initiate a fire


Examples – sleeping rooms, mess rooms, pantries, toilets, public rooms
Table 27 —Fire-fighter’s outfits for sea-going vessels
  Fire risk            Class A, B and C2 vessels
  category            Minimum             Minimum
                      number of        number of spare
                        outfits           charges
          I               N/A                 N/A
         II               N/A                 N/A
         III               31                  31
         IV                31                  31
KEY:
1.Two sets are for the use of a rescue party. The third is
available for backup person should the rescue party get into
difficulties.
2.It is assumed that vessels operating in sheltered waters will
have ready access to shore-based fire fighting personnel, see
Part A of this standard for guidance on safety obligations and
Part E for emergency preparedness.
Table 7 — Structural Fire Protection
            for Fire Risk Category I
                   High fire     Moderate Accom-            Minor       Control     Escape
Category             risk         fire risk modation       fire risk    Stations       and
of space           spaces         spaces     spaces        spaces                   evacuati
                                                                                        on
                                                                                     routes.

                        1           2            3              4             5           6




                            30                       ST            ST          ST          ST
High fire                        STNF      301            30 1,3        301         301
                  2
  risk        1   30 1, 2        30 1
spaces

                                                 Nil            Nil           Nil         Nil
Moderate                         STNF      Nil            Nil           Nil         Nil
fire risk     2                  STNF
 spaces
Examples of fire safety
 systems / measures
Marine fire safety
Marine fire safety
Marine fire safety
Marine fire safety
Marine fire safety
Marine fire safety
Marine fire safety
Marine fire safety
Marine fire safety
Marine fire safety
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Marine fire safety

  • 2. MARINE FIRE SAFETY Objectives: 1. The International framework for standards on fire protection. 2. Commonwealth Legislation 3. State Legislation – how it relates to Commonwealth and between States 4. Developing appropriate standards for coastal vessels – the NSCV 5. Typical fire safety systems
  • 3. International Maritime Organisation • The International Maritime Organisation (IMO) is a UN body dealing with marine safety. • The IMO develops a range of codes / standards: • The IMO has: – General assembly (all countries) – Council (executive management) – Committees • In relation to fire safety, the Committee concerned is the Maritime Safety Committee (MSC) • The MSC has a fire protection sub- committee
  • 4. IMO – Instruments • There is a hierarchy of standards produced by IMO: – Conventions ( SOLAS relates to fire) • These are adopted under particular criteria –eg SOLAS -entry into force requires acceptance by 25 States whose merchant fleets comprise not less than 50 per cent of the world's gross tonnage – Circulars (specific advice / interpretation that is more detailed or refines a convention) – Circulars relating to fire safety are produced by the Maritime Safety Committee (MSC) • Eg MSC/Circ 776 – Guidelines for the approval of equivalent fixed gas fire extinguishing systems for machinery spaces and cargo pump rooms – Codes – eg the Fire Safety System Code – detailed specifications (eg fire extinguishers) – Codes – Fire Test Procedure Code – details of testing procedures for fire products
  • 5. Commonwealth Legislation • The Australian Maritime Safety Authority (AMSA) provide input for Australia on technical standards developed by IMO • Once an IMO Convention comes into force, the Commonwealth makes legislation to enforce the convention. • Generally, Fire Safety comes under the Navigation Act 1912 and Marine Orders made under the Nav Act.
  • 6. Marine Orders. • Marine Orders Part 15 simply says SOLAS is the standard to adopt. • It then flows on that all lesser documents under SOLAS (Circulars, Codes) become law under Marine Orders Part 15 • SOLAS is primarily relevant to “ships” not boats • MO Part 15 says that the USL Code applies to vessels that are not “SOLAS” vessels. This relates to vessels up to 35 metres / 500GRT operating on intra and inter state voyages.
  • 7. USL Code • There is a need for a different standard for smaller commercial vessels rather than SOLAS– this is the Uniform Shipping Law Code (USL Code) • The USL Code was made by the Australian Transport Council in the 1970’s. It is a watered down version of IMO and Classification Society rules that made practical rules for small coastal vessels. • All States were involved in formulating the USL Code, and once finalised, all States made legislation enforcing the USL Code.
  • 8. Problems with the USL Code 1. The formation of the USL Code did not include a review and update process so it became out of date. 2. The Code was inflexible because it was highly prescriptive. 3. The Code couldn’t deal with new designs, novel craft etc 4. The Code is ambitious because it tries to deal with a large range of vessels under one set of rules. 5. The Code is applied differently in States due to different interpretation of requirements. 6. The Code is applied differently in States due to political, legislative and local requirements. 7. This led to a Inter-Governmental Agreement in 1997 that agreed to review the USL Code using a new body called the National Marine Safety Committee.
  • 9. The NMSC / NSCV • The NMSC is gradually overhauling the USL Code and developing a new document called the National Standard for Commercial Vessels (NSCV). • The NSCV is designed to be more flexible and not outdate immediately. • The NSCV covers not only vessel design but operator competency and safety management.
  • 10. General philosophy of the NSCV 1. Get to the heart of what is trying to be achieved in the standard. 2. Set requirements for safety based on risk assessment principles and cost benefit analysis. 3. Provide a performance statements (safety outcomes) that are the non-negotiable safety outcomes. 4. Provide prescriptive solutions to meet the safety outcome but also accept “equivalent solutions” where an alternative means to the prescriptive measure can still meet the safety outcome.
  • 11. The Fire Safety Section Development • NMSC appoint a project leader and reference group. • A discussion paper is distributed defining problems with existing standard and examining fire casualties and identifying causes. • A draft standard is produced based on discussion paper and responses and is finalised by reference group. • A Regulatory Impact Statement is developed which describes the impacts, benefits costs that the proposed new standard will cause. • The RIS and draft standard are distributed for general consultation. • The reference group will consider the comment and propose a final draft of the standard. • The standard must then be endorsed by the NMSC and the ATC • The standard then still means nothing until States adopt it into legislation!
  • 12. Benefits of this approach: • New technologies / materials can easily be accepted without changing the law. • Novel craft and design features can be used without changing the law. • Stakeholders understand what the standard is trying to achieve. • The standard stays workable and flexible for longer periods without review. • The Standard makes realistic requirements based on evidence received during risk assessments.
  • 13. Benefits of this approach • It provides a prescriptive solution that provides good guidance in most cases. This gives comfort to designers, builders and regulators. (Cheapest option also) • It allows for innovation providing a product, design or system can be rigorously proven to meet the safety outcome. This is the more expensive option and will only really be taken up where prescriptive solutions cannot be used or where large cost savings are derived from the alternative approach.
  • 14. SAFETY OUTCOMES OF FIRE SAFETY STANDARD: 1. Prevention of explosive combustion 2. Control risks of spillage of flammable liquids 3. Control risks of ignition by sources of heat or sparks 4. Prevention of exposure to the smoke and heat of fire 5. Prevent or delay the spread of fire 6. Protection of essential systems 7. Reliability of fire systems
  • 15. Safety Outcome – eg Prevent or delay the spread of fire Option 1 – Deemed to Option 2 – You don’t satisfy solution like the deemed to (prescriptive) satisfy solution , so you Eg You shall have either a are free to devise and Halon or CO2 fire rigorously prove an extinguishing system alternative approach that achieves the safety Problem with USL Code – outcome. Halon was banned and only left CO2 systems. For example “Pyrogen” These were inappropriate style fire systems are for some vessels. being properly tested Regulators ended up and will meet the making ad-hoc / requirements of the inconsistent decisions. standard in a structured way
  • 16. HOW IS RISK ACCOUNTED FOR? Studies found fire risk (both probability and consequence) related to: 1. The nature of the space on the vessel – engine rooms and galleys have highest incidence of fire. Larger engine rooms are a greater risk/ 2. The nature of the vessel operation – tankers and passenger carrying vessels have far higher consequence if fire occurs. 3. Distance from Coast determines the level of external support that can be relied upon. Vessels operating further from the coast need to have better fire safety.
  • 17. Vessel Risk Categories –Four fire risk categories are defined as follows— »Fire Risk Category I (lower risk) »Fire Risk Category II (moderate risk) »Fire Risk Category III (higher risk) »Fire Risk Category IV (highest risk)
  • 18. Class of vessel Class A Class B Class C Class D Class E Unlimited Offshore Restricted Partially Smooth domestic operations offshore smooth waters operations operations waters Class 1 length of vessel < 35 m <35 m All lengths All All lengths lengths Class 1: 13 to 36 day pax III II II I I Class 1: 37 to 450 day pax III III II II II Class 1: 451 & more day pax IV IV III III II Class 1: 13 to 36 berthed pax III III II II II Class 1: 37 & more berthed IV IV III III III pax Class 2—Length of vessel < 35 m All lengths All lengths All All lengths lengths Class 2 Fire risk category II II I I I All lengths All lengths All lengths All All Class 3—Length of vessel lengths lengths Class 3 Fire risk category II II I I I
  • 19. Risk categories of spaces on vessels 1. High Risk 2. Moderate Risk 3. Accommodation Spaces 4. Minor Risk 5. Control Stations 6. Escape and Evacuation routes Where doubt exists or compartment is multi use – higher risk level applies
  • 20. Space category Description 1. High Fire Risk Spaces • Spaces where, without appropriate controls, the likelihood and consequence of fire are high. • Typically within such spaces, there is: • potential for the spillage or escape of potentially dangerous quantities of inflammable liquid or explosive vapour, and • the presence of one or more sources of heat or other sources of ignition. Examples- Machinery spaces with IC engines, boiler spaces, carriage dangerous goods, flammable goods. Limits are set on magnitude.
  • 21. 2. Moderate Fire • Spaces that Risk Spaces • contain potentially dangerous quantities of inflammable liquids but where the sources of ignition have relatively low frequency, or • contain heat sources or other sources of ignition but where the quantity or nature of material within the space to fuel a fire is such that the risk is significantly reduced, or Examples – Low power machinery spaces, electrical switchboard rooms, galleys, fuel pumping equipment etc
  • 22. 3. Accommodation •Spaces that are likely to Spaces contain persons who: •are unfamiliar with the vessel, •may be asleep or disoriented at the time of an emergency, or •may inadvertently or deliberately initiate a fire Examples – sleeping rooms, mess rooms, pantries, toilets, public rooms
  • 23. Table 27 —Fire-fighter’s outfits for sea-going vessels Fire risk Class A, B and C2 vessels category Minimum Minimum number of number of spare outfits charges I N/A N/A II N/A N/A III 31 31 IV 31 31 KEY: 1.Two sets are for the use of a rescue party. The third is available for backup person should the rescue party get into difficulties. 2.It is assumed that vessels operating in sheltered waters will have ready access to shore-based fire fighting personnel, see Part A of this standard for guidance on safety obligations and Part E for emergency preparedness.
  • 24. Table 7 — Structural Fire Protection for Fire Risk Category I High fire Moderate Accom- Minor Control Escape Category risk fire risk modation fire risk Stations and of space spaces spaces spaces spaces evacuati on routes. 1 2 3 4 5 6 30 ST ST ST ST High fire STNF 301 30 1,3 301 301 2 risk 1 30 1, 2 30 1 spaces Nil Nil Nil Nil Moderate STNF Nil Nil Nil Nil fire risk 2 STNF spaces
  • 25. Examples of fire safety systems / measures