Maak een PDF. Fire Safety Systems Code - FSS-CODE ADOPTS the International Code for Fire Safety Systems (FSS Code), the text of which is set out in the. ebk eBooks, French, International Maritime Organization (IMO) Safety Management FSS Code: International Code for Fire Safety Systems () FSS Code. Author: International Maritime Organization Pages: Publication Date Release Date: ISBN: Product Group:Book Download.
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VISIT anesi.info FOR YOUR LOCAL DISTRIBUTOR. FSS CODE. International Code for. Fire Safety Systems. Edition. The International Code for Fire Safety Systems (FSS Code) - Download as PDF File .pdf), Text File .txt) or read online. ADOPTS the International Code for Fire Safety Systems (FSS Code), the text of Governments to the Convention to note that the FSS Code will.
Where a cargo space fitted with a gas fire-extinguishing system is used as a passenger space, the gas connection shall be blanked during such use. Versievergelijk Huidige versie: Detectors shall be periodically tested using equipment suitable for the types of fires to which the detector is designed to respond. The valve's location shall be clearly and permanently indicated. Such units shall indicate in which section served by the system a fire has occurred and shall be centralised on the navigating bridge or in the continuously manned central control station and, in addition, visible and audible alarms from the unit shall also be placed in a position other than on the aforementioned spaces to ensure that the indication of fire is immediately received by the crew. The position of the lower located gas sampling point shall be above the height of the girder of bottom shell plating but at least 0.
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If you want to download this book, click link in the next page 5. Download or read FSS code: Thank You For Visiting. Such units shall indicate in which section served by the system a fire has occurred and shall be centralised on the navigating bridge or in the continuously manned central control station and, in addition, visible and audible alarms from the unit shall also be placed in a position other than on the aforementioned spaces to ensure that the indication of fire is immediately received by the crew.
For this purpose, nominal area shall be taken as the gross horizontal projection of the area to be covered. However, the Administration may permit the use of sprinklers providing such an alternative amount of water suitably distributed as has been shown to the satisfaction of the Administration to be not less effective. Suitable instructions for testing and maintenance shall be available. Unless expressly provided otherwise, the requirements of this chapter shall apply to ships constructed on or after 1 July Notwithstanding this, particular spaces may be disconnected, for example, workshops during hot work and ro-ro spaces during on and off-loading.
The means for disconnecting the detectors shall be designed to automatically restore the system to normal surveillance after a predetermined time that is appropriate for the operation in question. The space shall be manned or provided with a fire patrol when detectors required by regulation are disconnected. Detectors in all other spaces shall remain operational. Other fire safety functions, such as alarm signals from the sprinkler valves, may be permitted if in separate sections.
All electrical and electronic equipment on the bridge or in the vicinity of the bridge shall be tested for electromagnetic compatibility, taking into account the recommendations developed by the Organization 1.
Fire detectors fitted in passenger ship cabins, when activated, shall also be capable of emitting, or cause to be emitted, an audible alarm within the space where they are located. In cargo ships and on passenger ship cabin balconies the fixed fire detection and fire alarm system shall, as a minimum, have section identification capability. The supply shall be provided by separate feeders reserved solely for that purpose. Such feeders shall run to an automatic change-over switch situated in or adjacent to the control panel for the fire detection system.
The main respective emergency feeder shall run from the main respective emergency switchboard to the change-over switch without passing through any other distributing switchboard.
On ships constructed on or after 1 July , the changeover switch shall be arranged such that a fault will not result in the loss of both power supplies. Where a momentary loss of power would cause degradation of the system, a battery of adequate capacity shall be provided to ensure continuous operation during changeover.
The power source shall be sufficient to maintain the operation of the fire detection and fire alarm system for the periods required under chapter II-1, regulations 42 and 43, of the Convention and, at the end of that period, shall be capable of operating all connected visual and audible fire alarm signals for a period of at least 30 min.
The rating of the battery charge unit shall be sufficient to maintain the normal output power supply to the fire detection system while recharging the batteries from a fully discharged condition.
Detectors operated by other factors indicative of incipient fires may be considered by the Administration provided that they are no less sensitive than such detectors.
Alternative testing standards may be used as determined by the Administration. Smoke detectors to be installed in other spaces shall operate within sensitivity limits to the satisfaction of the Administration having regard to the avoidance of detector insensitivity or oversensitivity. At higher rates of temperature rise, the heat detector shall operate within temperature limits to the satisfaction of the Administration having regard to the avoidance of detector insensitivity or oversensitivity.
The control panel for the fire detection system shall be tested according to standards EN Alternative standards may be used as determined by the Administration. Cables used in the electrical circuits shall be flame retardant according to standard IEC On passenger ships, cables routed through other main vertical zones that they serve, and cables to control panels in an unattended fire control station shall be fire resisting according to standard IEC , unless duplicated and well separated.
A section of fire detectors which covers a ro-ro space shall not include a machinery space of category A. For fixed fire detection systems with remotely and individually identifiable fire detectors, a section covering fire detectors in accommodation, service spaces and control stations shall not include fire detectors in machinery spaces of category A or ro-ro spaces.
In order to avoid delay in identifying the source of fire, the number of enclosed spaces included in each section shall be limited as determined by the Administration. If the detection system is fitted with remotely and individually identifiable fire detectors, the sections may cover several decks and serve any number of enclosed spaces.
Detectors shall be located on the overhead at a minimum distance of 0. The Administration may require or permit other spacing based upon test data which demonstrate the characteristics of the detectors.
Detectors located below moveable ro-ro decks shall be in accordance with the above. Such spaces include void spaces with no storage of combustibles, private bathrooms, public toilets, fire-extinguishing medium storage rooms, cleaning gear lockers in which flammable liquids are not stowed , open deck spaces and enclosed promenades having little or no fire risk and that are naturally ventilated by permanent openings.
If the signals have not been acknowledged within 2 min, an audible fire alarm shall be automatically sounded throughout the crew accommodation and service spaces, control stations and machinery spaces of category A. This alarm sounder system need not be an integral part of the detection system. In cargo ships, the control panel shall be located on the navigation bridge or in the fire control station.
In cargo ships, an indicating unit shall be located on the navigation bridge if the control panel is located in the fire control station. In ships constructed on or after 1 July , with a cargo control room, an additional indicating unit shall be located in the cargo control room. In cargo ships and on passenger cabin balconies, indicating units shall, as a minimum, denote the section in which a detector has activated or manually operated call point has operated.
Occurrence of a fault condition shall initiate a visual and audible fault signal at the control panel which shall be distinct from a fire signal. The audible alarm sounders on the control panel and indicating units may be manually silenced. The control panel shall clearly distinguish between normal, alarm, acknowledged alarm, fault and silenced conditions. Audible alarm signals shall not exceed dB A. Suitable instructions and component spares for testing and maintenance shall be provided.
Detectors shall be periodically tested using equipment suitable for the types of fires to which the detector is designed to respond. On ships constructed on or after 1 July , detectors installed within cold spaces such as refrigerated compartments shall be tested using procedures having due regard for such locations 2. Ships with self-diagnostic systems that have in place a cleaning regime for areas where heads may be prone to contamination may carry out testing in accordance with the requirements of the Administration.
Tests - Test A: This chapter details the specification of sample extraction smoke detection systems in cargo spaces as required by chapter II-2 of the Convention. The fans shall be of sufficient capacity to operate with the normal conditions or ventilation in the protected area and the connected pipe size shall be determined with consideration of fan suction capacity and piping arrangement to satisfy the conditions of paragraph 2.
Sampling pipes shall be a minimum of 12 mm internal diameter. The fan suction capacity should be adequate to ensure the response of the most remote area within the required time criteria in paragraph 2.
Means to monitor airflow shall be provided in each sampling line. However, where a space is designed to carry oil or refrigerated cargo alternatively with cargoes for which a smoke sampling system is required, means may be provided to isolate the smoke accumulators in such compartments for the system. Such means shall be to the satisfaction of the Administration. Where systems are used in spaces which may be mechanically ventilated, the position of the smoke accumulators shall be considered having regard to the effects of ventilation.
At least one additional smoke accumulator is to be provided in the upper part of each exhaust ventilation duct. An adequate filtering system shall be fitted at the additional accumulator to avoid dust contamination. The number of accumulators connected to each sampling pipe shall ensure compliance with paragraph 2. An indicating unit shall be located on the navigation bridge if the control panel is located in the fire control station.
Any loss of power shall initiate a visual and audible signal at the control panel and the navigating bridge which shall be distinct from a signal indicating smoke detection. An alarm shall be received at the control unit in not more than s for vehicle decks, and not more than s for container and general cargo holds, after smoke is introduced at the most remote accumulator.
This chapter details the specifications for low-location lighting systems as required by chapter II-2 of the Convention.
This chapter details the specifications for emergency fire pumps as required by chapter II-2 of the Convention. This chapter is not applicable to passenger ships of 1, gross tonnage and upwards. The ballast condition of a ship on entering or leaving a dry dock need not be considered a service condition. Where ready starting cannot be assured, if this is impracticable, or if lower temperatures are likely to be encountered, and if the room for the diesel driven power source is not heated, electric heating of the diesel engine cooling water or lubricating oil system shall be fitted, to the satisfaction of the Administration.
If hand manual starting is impracticable, the Administration may permit compressed air, electricity, or other sources of stored energy, including hydraulic power or starting cartridges to be used as a means of starting. These means shall be such as to enable the diesel-driven power source to be started at least six times within a period of 30 min and at least twice within the first 10 min.
This chapter details the specifications for means of escape as required by chapter II-2 of the Convention. Stairways shall not be less than mm in clear width. The minimum clear width of stairways shall be increased by 10 mm for every one person provided for in excess of 90 persons. The total number of persons to be evacuated by such stairways shall be assumed to be two thirds of the crew and the total number of passengers in the areas served by such stairways.
The width of the stairways shall not be inferior to those determined by paragraph 2. Occupant loads shall be rated by the designer for passenger and crew accommodation spaces, service spaces, control spaces and machinery spaces. For the purpose of the calculation the maximum capacity of a public space shall be defined by either of the following two values: In considering the design of stairway widths for each individual case which allow for the timely flow of persons evacuating to the muster stations from adjacent decks above and below, the following calculation methods shall be used see figure 1 and figure 2: The calculated value of W may be reduced where available landing area S is provided in stairways at the deck level defined by subtracting P from Z, such that: These decks are assumed to be on or upstream i.
Calculations shall be made seperately for the two cases of occupancy of the spaces specified below. For each component part of the escape route, the dimension taken shall not be less than the largest dimension determined for each case.
Case 1 Passengers in cabins with maximum berthing capacity fully occupied; members of the crew in cabins occupied to two thirds of maximum berthing capacity; and service spaces occupied by one third of the crew.
Case 2 Passengers in public spaces occupied to three quarters of maximum capacity; members of the crew in public spaces occupied to one third of the maximum capacity; service spaces occupied by one third of the crew; and crew accomodation occupied by one third of the crew.
The stairway shall not decrease in width in the direction of evacuation to the assembly station. Where several assembly stations are in one main vertical zone, the stairway width shall not decrease in the direction of the evacuation to the most distant assembly station.
The maximum clear width between handrails shall be mm. It shall be recognized that the evacuation routes to the embarkation deck may include an assembly station. In this case, consideration shall be given to the fire protection requirements and sizing of corridors and doors from the stairway enclosure to the assembly station and from the assembly station to the embarkation deck, noting that evacuation of persons from assembly stations to embarkation positions will be carried out in small control groups.
Where the passengers and crew are held at an assembly station which is not at the survival craft embarkation position, the dimension of stairway width and doors from the assembly station to this position shall be based on the number of persons in the controlled group.
The width of these stairways and doors need not exceed 1, mm unless larger dimensions are required for evacuation of these spaces under normal conditions.
Stairways and corridors used as means of escape shall be not less than mm in clear width and shall have a handrail on one side. Stairways and corridors with a clear width of 1, mm and over shall have handrails on both sides. Clear width is considered the distance between the handrail and the bulkhead on the other side or between the handrails.
Doorways which give access to a stairway shall be of the same size as the stairway. Where the deck foam system is supplied by a common line from the fire main, additional foam concentrate shall be provided for operation of two nozzles for the same period of time required for the foam system.
The simultaneous use of the minimum required jets of water shall be possible on deck over the full length of the ship, in the accommodation, service spaces, control stations and machinery spaces.
Type B foam concentrates shall be supplied for the protection of crude oil, petroleum products and non-polar solvent cargoes. Type A foam concentrates shall be supplied for polar solvent cargoes, as listed in the table of chapter 17 of the IBC Code. Only one type of foam concentrate shall be supplied, and it shall be effective for the maximum possible number of cargoes intended to be carried.
For cargoes for which foam is not effective or is incompatible, additional arrangements to the satisfaction of the Administration shall be provided. When medium expansion ratio foam between 21 to 1 and to 1 expansion ratio is employed, the application rate of the foam and the capacity of a monitor installation shall be to the satisfaction of the Administration.
At least 50 percent of the foam solution supply rate required shall be delivered from each monitor. On tankers of less than 4, tonnes deadweight the Administration may not require installation of monitors but only applicators. However, in such a case the capacity of each applicator shall be at least 25 percent of the foam solution supply rate required. The monitors and hose connections shall be aft of any cargo tanks, but may be located in the cargo area above pump-rooms, cofferdams, ballast tanks and void spaces adjacent to cargo tanks if capable of protecting the deck below and aft of each other.
On tankers of less than 4, tonnes deadweight a hose connection for a foam applicator shall be situated both port and starboard at the front of the poop or accommodation spaces facing the cargo tanks deck. The number and disposition of foam main outlets shall be such that foam from at least two applicators can be directed on to any part of the cargo tanks deck area.
This chapter details the specifications for inert gas systems as required by chapter II-2 of the Convention. It shall be designed to be capable of rendering and maintaining the atmosphere of the relevant cargo tanks non-flammable. The Administration may accept systems using inert gases from one or more separate gas generators or other sources of any combination thereof, provided that an equivalent level of safety is achieved.
Such systems shall, as far as practibable, comply with the requirements of this chapter. Systems using stored carbon dioxide shall not be permitted unless the Administration is satisfied that the risk of ignition from generation of static electricity by the system itself is minimized.
If blowers are to be used for gas-freeing, the air inlets shall be provided with blanking arrangements. Two shut-off valves in series with a venting valve in between, may be accepted provided:. It shall be provided with positive means of closure. As an alternative to positive means of closure, an additional valve having such means of closure may be provided between the non-return valve and the first connection to the cargo tanks to isolate the deck water seal, or equivalent device, from the inert gas main to the cargo tanks.
The audible and visual alarm on the low level of water in the water seal shall operate at all times. Means shall be provided to prevent such loops from being emptied by vacuum. Branch piping for inert gas shall be fitted with either stop valves or equivalent means of control for isolating each tank.
Where stop valves are fitted, they shall be provided with locking arrangements. The control system shall provide unambiguous information of the operational status of such valves to at least the control panel required in paragraph 2. The arrangements shall consist of a mm nominal pipe size bolted flange, isolated from the inert gas main by a valve and located forward of the non-return valve.
The design of the flange should conform to the appropriate class in the standards adopted for the design of other external connections in the ship's cargo piping system. This shall consist of two shutoff valves with an arrangement to vent the space between the valves in a safe manner or an arrangement consisting of a spool-piece with associated blanks.
But where no cargo control room is provided, they shall be placed in a position easily accessible to the officer in charge of cargo operations. Detailed instruction manuals shall be provided on board, covering the operations, safety and maintenance requirements and occupational health hazards relevant to the inert gas system and its application to the cargo tank system.
In addition to the provisions in paragraph 2. Suitable fuel in sufficient quantity shall be provided for the inert gas generators.
Spaces containing inert gas generators shall have no direct access to accommodation service or control station spaces, but may be located in machinery spaces. Adequate positive-pressure-type mechanical ventilation shall be provided for such a compartment. This valve shall be automatically controlled to close, as required in paragraph 2. It shall also be capable of automatically regulating the flow of inert gas to the cargo tanks unless means are provided to automatically control the inert gas flow rate.
The cooling water arrangements shall be such that an adequate supply of water will always be available without interfering with any essential services on the ship. Provision shall also be made for an alternative supply of cooling water. For systems fitted with inert gas generators the Administration may permit only one blower if that system is capable of delivering the total volume of gas required by paragraph 2. For systems using flue gas, flue gas isolating valves shall be fitted in the inert gas mains between the boiler uptakes and the flue gas scrubber.
These valves shall be provided with indicators to show whether they are open or shut, and precautions shall be taken to maintain them gastight and keep the seatings clear of soot. Arrangements shall be made to ensure that boiler soot blowers cannot be operated when the corresponding flue gas valve is open.
A separate compartment and any installed equipment shall be treated as an "Other machinery space" with respect to fire protection. Where a separate compartment is provided for the nitrogen generator, the compartment shall be fitted with an independent mechanical extraction ventilation system providing six air changes per hour.
The compartment is to have no direct access to accommodation spaces, service spaces and control stations.
Where the nitrogen receiver or a buffer tank is installed in an enclosed space, the access shall be arranged only from the open deck and the access door shall open outwards.
Adequate, independent mechanical ventilation, of the extraction type, shall be provided for such a compartment. Continuous sampling from other locations may also be considered provided the sampling rate is complied with. Where non-metallic materials are used, they shall be electrically conductive. The gas sampling lines shall not be made of aluminium. Except as provided in paragraphs 2.
When required, the upper gas sampling point shall not be located lower than 1 m from the tank top. The position of the lower located gas sampling point shall be above the height of the girder of bottom shell plating but at least 0. In positioning the fixed sampling points, due regard should also be given to the density of vapours of the oil products intended to be transported and the dilution from space purging or ventilation.
The system shall have an alarm to indicate if the gas sampling lines are clogged. In case the system is out of order, procedures shall be in place to continue to monitor the atmosphere with portable instruments and to record the measurement results. If questions are raised regarding the content, the original version of the regulatory framework as published through the official channels prevails.
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Externe relaties. Maak een PDF. Permanente link. Chapter 01 General 1 Application 1. Chapter 02 International shore connections 1 Application This chapter details the specifications for international shore connections as required by chapter II-2 of the Convention. Chapter 03 Personnel protection 1 Application This chapter details the specifications for personnel protection as required by chapter II-2 of the Convention.
The outer surface shall be water-resistant; boots of rubber or other electrically non-conducting material; rigid helmet providing effective protection against impact; electric safety lamp hand lantern of an approved type with a minimum burning period of 3 hours.
Electric safety lamps on tankers and those intended to be used in hazardous areas shall be of an explosion-proof type 1 ; and axe with a handle provided with high-voltage insulation.
Chapter 04 Fire Extinguishers 1 Application This chapter details the specifications for fire extinguishers as required by chapter II-2 of the Convention. Chapter 05 Fixed gas fire-extinguishing systems 1 Application This chapter details the specifications for fixed gas fire-extinguishing systems as required by chapter II-2 of the Convention.
One control shall be used for opening the valve of the piping which conveys the gas into the protected space and a second control shall be used to discharge the gas from its storage containers. Positive means shall be provided so they can only be operated in that order; and the two controls shall be located inside a release box clearly identified for the particular space.