IMO FP 56

Summary Report
Introduction
The 56th session of the IMO Sub-Committee on the Fire Protection was held from 7 to 11 January 2013, at the
IMO headquarters in London. This briefing provides a summary of discussions relevant to Lloyd's Register and its
clients.

The following were the major discussion points at FP 56.

1)

Development of measures to prevent explosions on oil and chemical tankers transporting low-flashpoint cargoes

2)

Development of requirements for the fire resistance of ventilation ducts

3)

Review of fire protection requirements for on-deck cargo areas

4)

Review of the recommendations on evacuation analysis for new and existing passenger ships

5)

Development of requirements for additional means of escape from machinery spaces

6)

Development of requirements for ships carrying hydrogen and compressed natural gas vehicles

7)

Harmonization of the requirements for the location of entrances, air inlets and openings in the superstructures of tankers

8)

Development of unified interpretations for chapter 7 of the 2000 HSC Code

9)

Development of guidelines for use of fibre reinforced plastic (FRP) within ship structures

10)

Development of amendments to SOLAS chapter II-2, the FTP Code and MSC/Circ.1120 to clarify the requirements for plastic pipes
on ships

11)

Consideration of amendments to SOLAS chapter II-2 on location of EEBDs

12)

Development of amendments to the requirements for foam-type fire-extinguishers in SOLAS regulation II-2/10.5

13)

Development of amendments to SOLAS regulation II-2/20 and associated guidance on air quality management for ventilation of
closed vehicle spaces, closed ro-ro and special category spaces

14)

Review of general cargo ship safety

15)

Development of interpretation of SOLAS regulation II-2/13.6 on means of escape from ro-ro spaces

16)

Development of Fire Protection related texts for the IGC Code, IGF Code and the Polar Code.

Development of measures to prevent explosions on oil and chemical

tankers transporting low-flashpoint cargoes (Agenda item 3)
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).
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Summary:
FP 56 finalised draft amendments to SOLAS regulations II-2/4.5.5 and II-2/16 and FSS Code Chapter 15 which
proposes Inert Gas Systems to be used on new oil and chemical tankers (8,000 to 20,000 dwt), constructed (keel
laid) on or after 1 January 2016. The draft SOLAS regulation clarifies the operational requirements of the inert
gas systems and sequence of applying the inerting medium in to the cargo tanks. The existing requirements in
Chapter 15 of FSS code and resolution A.567(14) have been merged in to new draft Chapter 15 of FSS Code.
The following points were agreed:
1) Oil and chemical tankers 8000 dwt and above that are constructed (keel laid) on or after 1 January 2016
shall be fitted with fixed inert gas systems complying with the proposed new Chapter 15 of the Fire
Safety Systems Code (FSS) Code. The draft SOLAS amendments also allow for equivalent systems to be
used in lieu of fixed inert gas systems installations on tankers between 8,000 dwt and 20,000 dwt.
2) Existing oil and chemical tankers 20000 dwt and above shall be fitted with fixed inert gas systems
complying with the requirements in Res. MSC 98 (73).
3) Existing chemical tankers and gas carriers may not be fitted with inert gas systems complying with the
requirements of FSS Code, provided they comply with Res. A.567 (14) Corr.1 and the capacity of the
cargo carrying tank does not exceed 3,000m3 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.
4) Under operational requirements, a new regulation II-2/16.3.3 has been agreed which clarifies that for
chemical tankers, only nitrogen is acceptable as the medium for inerting in loaded tanks, however for
cargo free tanks, any suitable inerting medium may be used.
5) The new requirements shall not apply to new gas carriers; it is also important to note that the Subcommittee have not agreed to any modifications to the existing text of regulation concerning existing
ships.
6) Draft amendments to IBC Code (BLG 17/3) as prepared by ESPH 18 was agreed.
Application:
Applicable to new oil and chemical tankers, carrying low flash point cargoes, constructed (keel laid) on or after 1
January 2016
Implications
Owner/Builder:
The requirement will impact the design and operation of small oil and chemical tankers. Even though the
requirements are coming into force in 3 years time, it is advisable that owners and builders should take into
account the developments of these requirements when negotiating new building contracts, since the application
date is based on keel lay date.
Owners & operators
Significant impact due to the costs involved for providing suitable type of inert gas systems (IGS) onboard,
depending on the type of vessel. In addition, the new requirements could possibly result in extended port-stay
periods.
The Sub-committee also tasked ISO to prepare a harmonised standard relating to flame arresters and PV Valves,
which covers the aspects of both ISO Standard 16852 and ISO Standard 15364: 2000.
ISO stated that the marine standard ISO 15364 was under review and that the latest comments and industry
advances would be taken into account in one holistic standard, and would report back to IMO on progress.
Implication: Better clarity on the requirements for flame arrestors and PV valves and agreement between the
various standards including IMO circulars.
Application: All ships fitting flame arrestors and particularly tankers with PV Valves.
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Date: New ISO standard would expect to be implemented by Industry on publication and potentially referenced
in a new IMO circular on the subject

Development of requirements for the fire resistance of ventilation ducts

(Agenda item 4)
Background:
FP 55 discussed the proposed amendments to SOLAS regulation II-2/9.7 (ventilation systems), and recognised
that they were introducing a number of substantial changes to the requirements for passenger and cargo ship.
Some of the changes appeared not to have technical justification or compelling need, whilst in other cases the
lack of clarity was a concern. FP decided not to approve the amendments due to the number of issues raised.
Regarding the proposal to reduce the threshold size of ventilation ducts from 0.075 m2 to 0.02 m2, FP 55 agreed
that the size should remain at 0.075 m2, until clear evidence is provided to support the changes. FP 56
continued the discussions.
Summary:
FP 56 finalised draft amendments to SOLAS regulation II-2/3 to include definitions of various types of fire
dampers and smoke dampers based on methods used for their activation as well as a comprehensive revision of
regulation II-2/9.7. The proposal to allow smoke management systems onboard was generally accepted as a
non-mandatory option which would use the ventilation ducts to manage smoke, provided that all required fire
and smoke dampers will close automatically and independently in a fire. However, it was noted that the safety
objectives, functional requirements and performance standards for smoke management systems for use on
cargo and passenger ships are not clear at present and would need further development and therefore the subcommittee invited proposals for the development of guidelines in this regard for consideration at the next
session.
Advice for owners / builders
The following is a summary of changes that will impact the ventilation arrangements for ships.

Ventilation ducts shall be provided with hatches for inspection and cleaning. The hatches shall be located
near the fire dampers. Such requirement was so far only applicable to exhaust ducts on passenger ships
carrying more than 36 passengers, it is now applicable to all ducts on all ships. While the above might have
been good engineering practice in the past that now becomes a mandatory requirement.
Ventilation openings or air balance ducts between two enclosed spaces are now explicitly prohibited, except
as permitted by paragraphs II-2/9.4.1.2.1 and II-2/9.4.2.3 (similar requirements was previously included IACS
UI SC119)
As mentioned earlier, splitting of ducts having cross-sectional area exceeding 0.075 m2 into smaller ducts at
the penetration of an "A" class division and then recombination of them into the original duct once through
the division to avoid installing the damper required by this provision is now explicitly prohibited.
A length of 5m of A-60 insulation beyond dampers is now required both in the case of machinery spaces
ventilation running through accommodation spaces, service spaces and control stations, and vice versa (such
insulation was previously only required in the first of those two instances).
Exhaust ducts from galley ranges on cargo ships and passenger ships carrying not more than 36 passengers
are now required to be fitted with an automatically and remotely operated fire damper located in the lower
end of the duct at the junction between the duct and the galley range hood and, in addition, a remotely
operated fire damper in the upper end of the duct close to the outlet of the duct; also, arrangements,
operable from within the galley, should be provided for shutting off the exhaust and supply fans (so far the
requirements were only for a fire damper (not automatically nor remotely operated) to be provided at the
lower end of the duct and for means to shut off the exhaust fans only). This is likely to be a significant step
change in the design and construction of those systems on new cargo ships and on new passenger ships
carrying less than 36 passengers. It may be noted that the allowance currently made by IACS UI SC118 for
the damper at the lower end of the duct not needing to pass the fire test in FTP Code 2010 (formerly Res.
A.754(18), but to be of steel and capable of stopping the draught only, has now been incorporated in the
Convention.

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In exhaust ducts from galley ranges on passenger ships carrying more than 36 passengers, remote-control
arrangements for shutting off the exhaust fans and supply fans, for operating the fire dampers and for
operating the fire-extinguishing system, shall be placed in a position outside the galley close to the entrance
to the galley. (so far the requirements was only for them to be close to the entrance of the galley, but not
necessarily outside). This requirement imposes a more prescriptive approach to the location of such controls.
Reference is now made to "ISO 15371:2009, Ships and marine technology Fire extinguishing systems for
protection of galley cooking equipment" for design and testing of means for extinguishing a fire within the
exhaust ducts from galley ranges on passenger and cargo ships. (no guidance was available so far). Fire
protection system manufacturers should consider performing fire testing as appropriate and seeking fire
type approval by Recognised Organisations, and builders and owners should be aware of requirements in
the above standard when designing and installing such systems.

Applicability
The new requirements will apply to cargo ships and passenger ships constructed (keel laid) on or after 1 January
2016

Review of protection requirements for on-deck cargo areas (Agenda

item 5)
Background:
The on-deck fire fighting requirements for containerships, even mega containerships, were in need of update.
Therefore, it was proposed to increase fire main and fire pumps capacity, pressure at hydrants and number of
hydrants on deck to increase fire fighting capabilities to allow the use of additional fire fighting equipments such
as portable water cannon on a voluntary basis.
Summary:
FP 56 finalised amendments to SOLAS regulation II-2/1 and II-2/10 as well as the draft MSC Circular guidelines
for the design, performance, testing and approval of mobile water monitors used for the protection of on deck
cargo areas of ships designed and constructed to carry five or more tiers of containers on or above the weather
deck. The following points were agreed:
1. All new ships (constructed on or after 1 January 2016) that are designed to carry containers on or
above the weather deck shall be fitted with at least one water mist lance, in addition to all other fire
protection arrangements that should be provided onboard as per existing regulations.
2. All new ships (constructed on or after 1 January 2016) that are designed to carry five or more tiers of
containers on or above the weather deck shall also be provided with mobile water monitors, in addition
to the water mist lance and all other fire protection arrangements that should be provided onboard as
per existing regulations. Ships with breadth up to 30 m should be provided with at least two mobile
water monitors and those ships with breadth exceeding 30 m or more should be provided with at least
four mobile water monitors.
Advices to clients
Builders/owners/manufacturers
The on-deck fire protection arrangements for new ships carrying five or more tiers of containers on the weather
deck would need significant improvement. Owners should take into consideration crew training for efficient use
of the new fire fighting equipment.
Applicability
In general, the requirements will apply to new ships only. Please also see the summary section above for more
specific information on the application.

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Review of the recommendations on evacuation analysis for new and

existing passenger ships (Agenda item 6)
Background
FP 56 considered the proposals from Germany to further improve the existing recommendations in MSC.1/Circ.
1238 for the evacuation analysis for new and existing passenger ships, with a view to develop a useful tool for
enabling efficient evacuation. FP 56 also considered the documents from Canada including FP 56/INF.11, which
details the work of the EU FP7 SAFEGUARD project , which was aimed at further developing the requirements in
MSC.1/Circ. 1238, in particular to develop additional emergency scenarios, which could be used as benchmarks
to decide the pass/fail requirement for the evacuation arrangements proposed onboard.
Summary
Although it was anticipated that a Correspondence Group will be established at this session to further develop
the non-mandatory guidelines of MSC.1/Circ. 1238, however due to the lack of agreement between the
member states, the sub-committee decided to postpone this item to the next session.
Advice to clients
There will be significant implications to the design of a cruise ships and Ro-Ro ships if the proposals by Germany
are adopted and as in the paper title they mention applicability to both new and existing ships the later may
need to modify their interiors arrangements to comply with the proposals. If this is the case then substantial
costs will be involved for existing ships. The impact may be less for new ships are the proposed requirements will
be considered at the design phase. Apart from construction related implications there will also be procedural
ones to the operation of the ship as the assembly and evacuation procedures will have to change from what is
applied currently by many ship operators. The papers FP56/INF 12, 13 by Canada however may have an impact
on cruise ship interior arrangements, existing and new if the designers decide to follow the guidance as it is not
mandatory. The same proposal appears to have minimum impact on Ro-Ro ships. The paper FP56/INF11 by
Canada may have a bigger impact on the required size and arrangement for the escape routes for Ro-Ro ships
and cruise ships (should the designers choose to follow it for cruise ships).
Applicability
All proposals are made for both existing and new passenger ships. Relevant implications as per, advice to clients
above.

Development of requirements for additional means of escape from

machinery spaces (Agenda item 7)
Background
FP 55 discussed amendments to SOLAS II-2/13.4.1 and 13.4.2 that will mandate two means of escape for other
enclosed spaces within machinery spaces of category (A) where the ships crew carry out work on a daily basis,
ensure the same level of protection for the crew on board cargo ships as in passenger ships and provide
additional means of protection for open ladders forming part of or providing access to escape routes.
Summary:
FP 56 finalised amendments to SOLAS regulations II-2/13.4.1 and 13.4.2 for submission to MSC 92, for ensuring
effective means of escape from engine control rooms and other enclosed working spaces located within
machinery spaces, in both cargo and passenger ships, with the aim to provide the same level of fire protection. It
was agreed that minimum two means of escape shall be provided from the main workshop within a machinery
space. At least one of these escape routes shall provide a continuous fire shelter to a safe position outside the
machinery space. In addition, improved access to the normal exit and emergency escape routes, with the
provision that all inclined ladders or stairways with open treads, not located within a protected enclosure, are to
be of steel and protected against heat and flame by steel shields attached to their undersides.
However, the sub-committee could not reach an agreement on the query from IACS (FP 56/7) on the
requirement to insulate the escape trunks from machinery spaces of category A. Although there was strong
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support for providing category 4 insulation throughout the entire escape trunk, the Sub-committee could not
reach a unanimous agreement and therefore the Chair decided to leave the matter to the discretion of the Flag
Administrations.
The Sub-Committee could not also reach a consensus on the submissions from the Republic of Korea as well as
Peoples Republic of China which proposed to develop Unified Interpretations for SOLAS regulations II-2/13.4.1
and 13.4.2 as a number of delegations were of the view that the ladder should not be included in the
calculation of internal dimensions of the protected enclosures, used as means of escape from machinery spaces.
Advices to clients
The new amendments should be closely monitored as they would require design changes to the escape routes of
the machinery spaces of cargo ships and smaller passenger ships to provide the same level of protection as the
passenger ships.
Applicability
The requirements were intended to applicable for new cargo and passenger ships only.

Development of requirements for ships carrying hydrogen and

compressed and natural gas vehicles (Agenda item 8)
Background
MSC 85 (MSC 85/23/5) accepted a proposal to review requirements for ships carrying hydrogen and compressed
natural gas vehicles and instructed FP Subcommittee to look into it as high priority. The reason behind this
proposal is the increase in demand and supply for such vehicles, and as a consequence, the efficient transport of
these vehicles by sea is becoming essential. On the other hand, the current SOLAS regulations have been
developed based on the carriage of the conventional vehicles with gasoline in their tanks.
In considering, the proposals FP 55 noted that the scope of the new safety measures proposed under SOLAS
Chapter II-2/20 and II-2/1 were prepared for cargo spaces on board all ships, irrespective of their type, which
carry CNGVs and/or HFCVs, on either a regular basis or on a case by case basis. FP 55 instructed to continue the
analysis of these amendments, especially in terms of the impact to existing ships. MSC 90 clarified that only pure
car carriers shall be included in the scope of this work.
Summary:
FP 56 finalised the amendments to regulation II-2/3 and II-2/20 to include the requirements for ships carrying
motor vehicles with compressed hydrogen or natural gas for their own propulsion as cargo.
In order to clarify the scope of application of the new requirements, a new definition for vehicle carrier was
developed as follows: Vehicle carrier means a cargo ship with multi deck ro-ro spaces designed for the carriage
of empty cars and trucks." It was also clarified that these requirements will only be applicable to new vehicle
carriers.
All new requirements which could impact the ship structure, will only apply to new ships. These include the
requirement that all electrical equipment and wiring used in spaces intended to carry such vehicles, including
fans and other electrical equipment used in the ventilation ducts shall be of a certified safe type complying with
IEC 60079 standard (Electrical Apparatus for Explosive Gas Atmospheres) and also to prohibit the use of any
equipment that may constitute a fire/explosion risk in such spaces.
However, existing ships should comply with non-structure related requirements, such as at least two certified
safe type portable gas detectors complying with IEC 60079 standard (Electrical Apparatus for Explosive Gas
Atmospheres) should be provided for the detection of gas fuel emissions from the tanks of such vehicles.
However, the draft MSC Circular that was proposed by Japan was not accepted at this session, due to
disagreement with some of the vague terminologies used, such as limitation of vehicles, type of additional
securing arrangement etc.

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Advices to clients
The proposed amendments when adopted will affect ship construction, including provision of installation of fire
detection systems, type of ventilation and its location and provision of approved safe type electrical equipment.
Applicability
It is proposed that these requirements should only apply to new Vehicle Carriers, which carry HFCVs
(Hydrogen Fuel Cell Vehicles) and CNGVs (Compressed natural Gas Vehicles).

Harmonization of the requirements for the location of entrances, air

inlets and openings in the superstructures of tankers (Agenda item 10)
Background
FP 51 recognised that the admissible distances required in SOLAS Chapter II-2, IBC and IGC codes for entrances,
air inlets and openings in the superstructure of tankers, need to be harmonized. It was also discussed that the
use of IEC standards would reduce current IMO safety level and using MSC/Circ. 474, MSC/Circ.1120 and
MSC.1/Circ.1203 would not give consistent results.
FP 54 discussed various options for harmonising the requirements such as;

Produce a comparative table of all requirements in various IMO instruments, before proceeding to
harmonize, to compare with other international standards

Amend the FSS code by introducing a new chapter containing the harmonised requirements and
subsequently amending SOLAS, the IBC and IGC Codes.

Summary
FP 56 agreed that the harmonisation is desirable and agreed that a Unified Interpretation would be the most
suitable option to address the inconsistencies between the IMO instruments and IEC standards, rather than
amendments of individual instruments. The UI proposed by Argentina in document FP 56/10 was accepted.
Advice for clients
Harmonised requirements will provide more clarity on the criteria for determining hazardous zones and the
minimum safety rating required for electrical installations that may be used in such spaces.

Development of unified interpretations for chapter 7 of the 2000 HSC

Code (Agenda item 11)
Background
MSC 87 tasked FP55 to discuss unified interpretations for chapter 7 (Fire Safety) of the HSC Code due to major
challenges with high speed craft constructed of fibre reinforced plastic (FRP), to ensure the fire safety
arrangements complies with the HSC Code. Due to the limited number of FRP craft constructed since the
introduction of this Code there are only a few unified interpretations available and the application of firerestricting materials (paragraph 7.1.4.3 and 7.1.4.4 of the 2000 HSC Code, as amended by resolutions MSC.175
(79) and MSC. 222(82) is usually open to different interpretations and some Flag Administrations understand this
paragraphs differently
Summary
FP 56 agreed to the Unified Interpretation (UI) submitted by Norway in FP 55 (FP 55/17) on this matter. The UI
lists spaces onboard High Speed Crafts that are considered to be of low fire risk and therefore exempt from the
requirements of Section 7.4.1.3 Fire-restricting materials of the HSC Code.
Applicability
The subject requirements will apply to High speed crafts. All enclosed spaces and open cargo and ro-ro decks
(except spaces considered being of no fire risk and open decks need not comply with this requirement).

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Development of guidelines for use of fibre reinforced plastic (FRP) within

ship structures (Agenda item 12)
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.
Summary
FP 56 established a Correspondence Group, under the coordination of Sweden to continue the discussions on
the use of fibre reinforced plastic (FRP) within ship structures, based on submissions from Sweden (FP 56/12),
China (FP 56/12/2) and the United States (FP 56/12/1). FP 56 agreed that the documents presented by Sweden
and China provided a very useful base document on which future guidance could be developed, At the same
time the concerns raised by the United States and a number of other delegations on use of this material in ship
structures due to its non-combustible nature should also be addressed.
The Correspondence Group will seek to clarify the applicability of regulation II-2/17 for FRP composite structures
with regard to regulation II-2/2.1 Fire safety objectives, regulation II-2/2.2 Functional requirements and
regulation II-2/2.3 Achievement of the fire safety objectives. The group will also develop draft guidelines for the
assessment and testing of FRP structures when applying SOLAS regulation II-2/1 using all available data on fire
testing and the use of this material on existing Non-SOLAS ships. In addition, any relevant new procedures and
qualification criteria for fire testing and classification of FRP composite structures for use in SOLAS ships will also
be developed.
Advice for owners / operators / for builders:
Note discussions on this item which is currently under development.
Applicability:
It is not been discussed yet how the guidelines will apply.

Development of amendments to SOLAS chapter II-2, the FTP Code and

MSC/Circ.1120 to clarify the requirements for plastic pipes on ships
(Agenda item 14)
Background
At MSC 88, there was a proposal to further develop the requirements for plastic pipes on ships by clarifying the
application of smoke, toxicity and flame spread criteria (MSC 88/23/8 and MSC INF.2) with regard to SOLAS
regulations II-2/5.3.2.4 and II-2/6.2 and the Fire Test Procedures Code, as interpreted by MSC/Circ.1120..
Subsequently, FP 56 was instructed to consider this issue.
Summary
FP 56 agreed to the concerns raised by Denmark on the use of plastic pipes especially for applications where
they are not normally filled with water and penetrates several decks. While expanding sleeves of plastic pipe
penetrations may be able to prevent the spread of flame and smoke upwards, the sleeves on the floor may not
expand and close, allowing melting plastic to drop to the lower decks causing ignition. In light of the above, the
FP 56 agreed to invite further proposals from member states for consideration at the next session on whether
the fire endurance requirements for plastic pipes should be introduced and whether existing FTP Code
requirements are adequate to prevent the spread of fire downwards.

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Consideration of amendments to SOLAS chapter II-2 on location of

EEBDs (Agenda item 15)
Background

SOLAS regulation II-2/13.3.4 requires that emergency escape breathing devices (EEBDs) are to
be carried within accommodation spaces, however there is no clear guidance regarding the
storage, location and use of EEBDs in accommodation spaces. As a consequence, EEBDs are currently being
stored in different locations onboard, including alleyways, mess rooms, galleys, navigating bridge, etc, which
could cause problems in an emergency. United Kingdom therefore proposed in (FP 56/15) to amend SOLAS
regulation II-2/13.3.4 to state that the emergency escape breathing devices (EEBDs) for use within
accommodation spaces shall be stored adjacent to the location of fire-fighters outfits, in fire lockers. United
Kingdom is of the view that the EEBDs should be stored in a location which is readily accessible to everyone, so
that they could also be taken to the trapped personnel by the rescue party, to ensure their safe escape from a
hazardous atmosphere. This is current practice, especially in ships (normally in cargo ships) where only the
minimum two EEBDs are used.
Summary
FP 56 however agreed to the views expressed by Bahamas on this topic that the EEBDs onboard cargo ships
should be stored in the accommodation spaces rather than at the fire lockers. It was pointed out that EEBDs are
solely for escape and not for rescue purposes, that emergency teams should not be burdened with the EEBDs
alongside all their other equipment, that the priority should be to remove the casualty to clear air at the earliest
time and that the removal of EEBDs from the accommodation removes the option of escape for persons trapped
within a space.
Advices to clients
Note the discussions on this item.
Applicability
The current discussions were related to the location of EEBDs in cargo ships.

Development of amendments to the requirements for foam- type fire

extinguishers in SOLAS regulation II-2/10.5 (Agenda item 16)
Background
FP 56 considered the proposal from China (FP 56/16) to delete the requirement under SOLAS regulation II-2/10.5
for a 135ltr extinguisher to be used in boiler rooms. The proposal is supported by fire test data provided (FP
56/INF.6) which indicates that such extinguishers are ineffective on a spray fire that might occur in such spaces,
and also point out the operational difficulties involved in fighting a pool fire with such extinguishers. It is also
proposed that an approved type of fixed water-based local application fire extinguishing system which is
required to be installed in machinery spaces of category A containing boilers as per SOLAS regulation II-2/10.5.6
will provide sufficient fire protection and can fully replace a 135 l foam-type fire extinguisher.
Summary
FP 56 could not agree to the proposals from China on this topic at this session due to concerns that the proposal
is to remove an existing safety feature rather than replacing them with a suitable alternative. In addition, it was
acknowledged that a local application system may not be in use in ships of all sizes and ages and therefore the
proposal to remove the 135 litre foam extinguisher which could be the only fire fighting equipment in such cases
could cause problems. The Sub-committee invited further comments from member states for conclusion of this
item at the next session.

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Development of amendments to SOLAS regulation II-2/20 and associated

guidance on air quality management for ventilation of closed vehicle
spaces, closed ro-ro and special category spaces (Agenda item 17)
Background
FP 56 considered proposals from Denmark and the Netherlands (FP 56/17) to amend regulation SOLAS
regulation II-2/20.3 to allow the use of an air quality management system as an optional measure to regulate the
air flow in closed vehicle spaces, closed ro-ro spaces and special category spaces. The document also proposes
amendments to MSC/Circ.729 Guidelines for the design of ventilation systems in ro-ro cargo spaces in order
to accommodate the requirements of regulation 20.3 of SOLAS chapter II-2. It is proposed that the provision of
an air quality management system will reduce emissions from auxiliary machinery, reduce air and noise pollution
and also bring a lot of cost savings. The proposals are supported by the data presented in FP 56/INF.2.
Summary:
FP 56 established a Correspondence Group on this item under the co-ordination of the Netherlands. The CG will
discuss whether air quality management systems could provide a safe working atmosphere for personnel
working in the vehicle spaces during loading and discharge operations, noting the possibility of heavy build up of
toxic gases during such operations. In addition, the frequency of air quality monitoring is important. The types of
gases to be monitored, minimum specification of the detectors, reaction times of the systems, provisions for the
maintenance of the systems etc will also be considered.

Review of general cargo ship safety (Agenda item 21)

Background
Following the instruction of MSC 90 (MSC 90/28, paragraph 25.10), the FP 56 Sub-Committee was invited to
consider (RCO) risk control option 28 (measure to prevent fire and explosion accident caused by inadequate
repair and maintenance procedures and work during harbour stays) on its feasibility and how to realize them
(MSC 90/WP.7, paragraph 20 and annex 4).
Summary
FP 56 noted that the objectives of Risk Control Options (RCOs) could be satisfactorily achieved if the procedures
of the ISM code are adequately followed, without the requirement for any additional regulatory involvements.
As this matter is related to the management and training therefore it will be passed to STW and FSI subcommittees emphasising the need for companies to follow the requirements in ISM Code to meet the objectives
of the proposed RCOs.

Development of interpretation of SOLAS regulation II-2/13.6 on means

of escape from ro-ro spaces (Agenda item 22)
Background
The current SOLAS regulation II-2/13.6 on means of escape from ro-ro spaces requires that at least two means of
escape shall be provided in ro-ro spaces where the crew are normally employed. It further states that the escape
routes shall provide a safe escape to the lifeboat and liferaft embarkation decks and shall be located at the fore
and aft ends of the space. MSC 90 noted that the terminologies such as "normally employed" and "safe
escape" could lead to different interpretations and potentially different levels of safety onboard different ships.
Therefore the Committee invited proposals to develop a unified interpretation to ensure consistent
implementation of the requirements.
Summary
FP 56 could not conclude this item at this session as some delegations expressed concerns on the practical
difficulties involved in applying the requirements of passenger ships to ro-ro spaces of cargo ships and invited
proposals to conclude this item at the next session with a dead line of 2014.
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Applicability
The requirements will apply to cargo ships fitted with ro-ro spaces.
Advices to clients
The design and arrangements for the escape routes from ro-ro spaces of cargo ships will need to be reviewed. If
the proposals are being accepted then the same level of protection as for passenger ships will be required to be
provided for cargo ships with ro-ro spaces.

Development of Fire Protection related texts for the IGC Code, IGF Code
and the Polar Code.
Background:
FP 56 was requested by BLG 16, DE 56 to review parts of the draft revised International Gas Carrier Code (IGC
Code) draft mandatory Code for ships operating in polar waters (Polar Code) and the draft International Code of
safety for ships using gases or other low-flashpoint fuels (IGF Code),
Summary:
Drafts of the 3 codes were considered. The IGC Code was the most complete with the Polar code and IGF
needing more revision and comments sent to DE and BLG respectively
Item 1: Draft IGC Code:
The IGC Code was agreed by the group with minor mostly editorial amendments. It was agreed to recommend
the draft code to the sub-committee for acceptance by MSC.
Item 2: Draft Polar Code
The latest draft of the Polar code is to be provided to either a future FP sub committee meeting or
intersessionally. This was due to the code having a number of vague terms and the group considered further
development is necessary. A correspondence group was established under the co-ordination of Canada
Item 3: Draft IGF Code
The group considered that the examination of natural gas fuel was the most important fuel to consider at this
stage (also as there was limited experience within the group of other fuels such as ether etc).
Advices to Clients
Note discussions on this item which is currently under development.
.

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