For the purpose of these guidelines, section 1 applies to new and existing ro-ro
passenger ships and sections 2 to 5, except 3.2, apply only to new ships unless
specified otherwise.
1 PREVENTION/IGNITION
1.1 Inspection of ship's power supply equipment and cables
1.1.1 Electrical cables, sockets, and their associated equipment in ro-ro and special
category spaces intended for power supply to vehicles or cargo units should be
inspected, in principle prior to their use, by trained crew or other trained personnel
according to an established procedure.
1.1.2 Non-ship cables provided and connected by drivers present an increased risk of
overheating or short circuit; therefore, only ship power supply equipment and cables
should be used.
1.2 Maintenance plan for electrical cables and their sockets in ro-ro and special
category spaces intended for power supply to vehicles or cargo units
A maintenance plan should be developed for electrical cables, sockets, and their
associate equipment in ro-ro and special category spaces intended for power supply to
vehicles or cargo units.
1.3 Electrical cables
1.3.1 In addition to SOLAS regulation II-1/45.5.1 to .6, electrical cables intended
for power supply to vehicles or cargo units that may be damaged by vehicles or cargo
units during loading and unloading operations should be suitably protected, even when
armoured, unless the ship's structure provides adequate protection. The arrangement
should be sufficiently protected against corrosion and effectively earthed.
1.3.2 When not in use, electric cables intended for power supply to vehicles or cargo
units should be stored in a way that they cannot be damaged by loading/unloading
operations.
1.4 Shock/waterproof rating of electrical connections
1.4.1 In addition to SOLAS regulation II-2/20.3.2, sockets should be provided with a
degree of protection of at least IP56 in accordance with standard IEC 60529.
1.4.2 The socket should be provided with means to maintain the same degree of protection
after the plug is removed from the socket. Where a loose cover is used for this purpose,
it should be anchored to its socket, for example by means of a chain.
1.5 Circuit breakers
The electrical system should detect potentially detrimental loads or earth faults, so
that the affected socket will be isolated.
1.6 Electrical connections and disconnections of cargo units and electrical
vehicles
Only trained personnel or other persons under the supervision of ship's crew should
perform the electrical connection and disconnection of cargo units and electrical
vehicles.
1.7 Check points at patrols
1.7.1 During patrols by crew in ro-ro spaces and special category spaces, the following
should be checked, for example, but not limited to:
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.1 leakages from the vehicles;
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.2 conditions of electrical connections and ship's power supply cables to
vehicles; and
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.3 common cargo fire hazards.
1.7.2 It is recommended that portable thermal imaging devices be used for screening
during fire rounds and upon suspicion to detect hot areas and overheated electrical
equipment.
1.8 Strengthening of the requirement for elimination of sources of ignition
1.8.1 The company should establish a fire-fighting plan that, in particular, identifies
any risks specific to alternatively powered vehicles, including battery powered
vehicles, and outlines the most appropriate fire-fighting techniques for such vehicles.
The company should ensure adequate training and good access to any specialized
fire-fighting equipment for alternatively powered vehicles.
1.8.2 During voyages when vehicles powered by compressed natural gases or hydrogen are
carried, the hazards associated with accumulation of flammable gases and gases lighter
than air under ceilings need to be addressed.
1.8.3 Pipes with combustible hydraulic oil should be protected from damage. Hydraulic oil
from a damaged pipeline in contact with a source of ignition, for example, a
refrigerating unit of a truck working during the voyage, can cause a fire.
2 DETECTION AND DECISION
2.1 Addressable fixed fire detection and alarm systems
2.1.1 For ships built before July 2010, it is recommended that a fixed fire detection and
alarm system with individually addressable detectors be considered to replace existing
systems in ro-ro spaces and special category spaces.
2.1.2 If a fixed water-based deluge system is used for ro-ro spaces and special category
spaces then a fire detection and alarm system addressable to the same sections of the
deluge systems should be arranged.
2.1.3 In the design of the fire detection alarm system, it should be designed with a
system interface which provides logical and unambiguous presentation of the information,
to allow a quick and correct understanding and decision-making. In particular, the alarm
system section numbering should coincide with the sections of other systems, such as
fixed water-based fire-extinguishing system or television surveillance system, if
available.
2.2 Video monitoring
2.2.1 Television surveillance systems can be effective for rapid confirmation of a fire
after activation of fire alarms, as well as rapid execution of related actions after the
confirmation of fire. This supports the activation of the correct deluge section, as
well as manual fire-fighting.
2.2.2 Effective television surveillance systems should be provided in ro-ro and special
category spaces for continuous video monitoring of these spaces and be provided with
immediate playback capability to allow for quick identification of fire location, as far
as practicable. Continuous monitoring of the video image by the crew needs not be
ensured.
2.3 Fire detection in open ro-ro spaces
In open ro-ro spaces on all ro-ro passenger ships, if smoke detectors are installed they
should be supplemented with other effective means of detection e.g. flame detectors,
heat detectors.
2.4 Fire detection on weather decks
A fixed fire detection and fire alarm system should be provided for weather decks
intended for the carriage of vehicles. The fixed fire detection system should be capable
of rapidly detecting the onset of fire on the weather deck. The type of detectors,
spacing, and location should be to the satisfaction of the Administration, taking into
account the effects of weather, cargo obstruction and other relevant factors. Different
settings may be used for specific operation sequences, such as during loading or
unloading and during voyage, in order to reduce the false alarms.
2.5 Alarm system design and integration
Alarm notifications should follow a consistent alarm presentation scheme (wording,
vocabulary, colour, and position) and that alarms are immediately recognizable on the
bridge and not compromised by noise or poor placing. The interface should provide alarm
addressability to allow the crew to identify the alarm history, the most recent alarm,
and the means to suppress alarms while ensuring the alarms with ongoing trigger
conditions are still clearly visible.
2.6 Signage and markings for effective identification and localization
For closed vehicle, ro-ro spaces, and special category spaces where fixed pressure
water-spraying systems are fitted, they should be provided with suitable signage and
marking on deck and vertical boundaries to easily identify the sections of the fixed
fire-extinguishing system. Signage and markings should be adapted to typical patterns of
crew movement and should not be obstructed by fixed installations. Section number signs
should be of photoluminescent material complying with ISO 15370. The section numbering
indicated inside the space should be the same as the section valve identification and
section identification at the safety centre or continuously manned control station.
3 EXTINGUISHMENT
3.1 Additional fire-fighting equipment for ro-ro passenger ships
A claw bar should be available for prompt fire-fighting in all ro-ro spaces and special
category spaces.
3.2 Appropriate training and drills
3.2.1 Relevant crew members should be trained on fire-fighting strategies and risks
associated with alternatively powered vehicles such as battery or gas driven
vehicles.
3.2.2 Relevant crew members should receive adequate training and participate in drills in
order to be familiar with the specific arrangements of the ship, as well as the
location, operation, and limitations of the fire-fighting systems and appliances that
they may be called upon for use in ro-ro spaces and special category spaces.
3.3 Positioning of sprinklers and nozzles
MSC.1/Circ.1430/Rev.1 on Revised guidelines for the design and approval of fixed
water-based fire-fighting systems for ro-ro spaces and special category spaces
should be referred to with regard to functional requirements for positioning of
sprinklers and nozzles to provide satisfactory performance with respect to both
activation time and water distribution.
3.4 Fixed fire-extinguishing measures on weather decks
Additional fire-extinguishing measures such as fire monitors and drainage systems may be
considered on weather decks. Remotely controlled fire monitors may allow for safe
operation of the monitors, but where suitable, manually operated fire monitors may also
be used.
4 CONTAINMENT
4.1 Fire integrity of ro-ro decks and decks in special category spaces
The fire integrity of ro-ro decks separating ro-ro spaces should be at least A-30.
4.2 Types of ro-ro spaces
Vehicles spaces and ro-ro spaces should be either closed ro-ro spaces or weather
decks.
5 INTEGRITY OF LIFE-SAVING APPLIANCES AND EVACUATION
5.1 For new and existing ships, the following safety distances (measured horizontally)
are recommended to avoid jeopardizing life-saving appliances and embarkation stations in
case of fire in ro-ro and special category spaces:
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.1 survival craft and marine evacuation systems stowed and in a
position to be deployed:
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.2 survival craft embarkation stations and muster stations
located:
5.2 Equivalent arrangements to the satisfaction of the Administration, providing at least
the same level of protection, could be considered.