Source: http://www.gazette.gc.ca/rp-pr/p1/2016/2016-02-06/html/reg2-eng.html
Timestamp: 2020-02-22 01:04:45
Document Index: 116777245

Matched Legal Cases: ['art 1', 'art 2', 'art 3', 'art 4', 'art 1', 'art 2', 'art 1', 'art 2', 'art 2', 'art 3', 'art 3', 'arts 2', 'art 2', 'art 3', 'art 4', 'arts 1']

Canada Gazette – Vessel Fire Safety Regulations
The existing Canadian vessel fire safety regulatory regime (current regulatory regime) is based on the international fire safety requirements in place under the International Convention for the Safety of Life at Sea (SOLAS Convention or Safety Convention) of 1960 and 1974 and on alternative Canadian requirements for smaller and lower-risk vessels. Specifically, the regime is composed of the Fire Detection and Extinguishing Equipment Regulations, components of the Hull Construction Regulations and the Structural Fire Protection Standards: Testing and Approval Procedures (TP 439) published by Transport Canada (TC). Further to these mandatory instruments, supplemental vessel fire safety standards and guidelines published by TC include the Equivalent Standards for Fire Protection of Passenger Ships (TP 2237), the Guide to Structural Fire Protection (TP 11649) and parts of the Standards for the Construction and Inspection of Small Passenger Vessels (TP 11717).
In 2002, the International Maritime Organization (IMO) revised the SOLAS Convention to enable a performance-oriented approach to fire safety regulations, in addition to a significant update to the established prescriptive approach. Chapter II-2 of the updated SOLAS Convention states new overall fire safety objectives and functional requirements that affect the obligations under both the Fire Detection and Extinguishing Equipment Regulations and the Hull Construction Regulations. Chapter II-2 also provides a methodology for meeting these new objectives and requirements by using alternative fire safety designs and arrangements. Therefore, the current regulatory regime is no longer consistent with the international requirements and needs to be modernized.
The objectives of the proposed Vessel Fire Safety Regulations (the proposed Regulations) are to
prevent fires and explosions on vessels;
reduce the risk to life caused by fire on vessels;
reduce the risk of damage caused by fire to a vessel, its cargo and the environment;
contain, control and suppress fires and explosions on vessels in the compartment of origin;
provide adequate and readily accessible means of escape for passengers and crew on vessels in case of fire; and
ensure harmonization with current international standards and requirements with respect to fire safety on vessels.
The proposed Regulations will address unique Canadian circumstances, such as the likelihood of equipment being unusable due to freezing and the necessity to accommodate vessels that operate seasonally or in close proximity to shore. Canadian modifications or alternative requirements in the proposed Regulations are based on risk and other factors, including vessel size and nature, as well as voyage duration and area of operation.
The proposed Regulations will repeal and replace the Fire Detection and Extinguishing Equipment Regulations and components of the Hull Construction Regulations.
The proposed Regulations are designed to be easily accessible for industry, as regulatory requirements related to fire safety aboard vessels will be streamlined by consolidating the requirements for structural fire protection, the means of fire escape and active fire suppression systems. The proposed Regulations will also permit the use of modern technologies, such as new types of fixed fire safety systems or equipment that were not available under the current regulatory regime.
The proposed Regulations cover safety procedures, detection and alarm, fire extinguishing, and escape on board Canadian vessels that are of more than 15 gross tonnage and vessels of not more than 15 gross tonnage that are carrying more than 12 passengers. The proposed Regulations will provide a streamlined and updated regulatory regime for fire safety on board vessels that will be easy to understand, will be implemented uniformly across the shipping industry, and will lead to increased safety for all persons aboard a vessel.
The proposed Regulations do not apply to the following vessels: pleasure craft; fishing vessels; high-speed craft complying with the IMO International Code of Safety for High-Speed Craft, 1994 and 2000; air cushion vessels; vessels that do not have a mechanical means of propulsion; wooden vessels of primitive build; vessels that are capable of engaging in the drilling for, or the production, conservation or processing of, oil or gas; and nuclear vessels. These vessels will continue to meet fire safety requirements applicable to them under other regulations (e.g. Small Vessel Regulations).
The proposed Regulations are structured into four parts. The provisions of the first three parts are based on vessel size, number of passengers and function. The fourth part contains consequential amendments and repeal and coming-into-force provisions. Generally, with some exceptions, each part applies as follows:
Part 1 specifies the classes of vessels for which compliance with the recommendations on fire safety systems of the revised SOLAS Convention is mandatory. The classes of vessels include Safety Convention vessels; cargo vessels; non-Safety Convention passenger vessels 24 m or more in length; passenger vessels of less than 24 m in length transporting more than 36 berthed passengers; and vessels carrying dangerous goods other than in limited quantities. The requirements will vary from the SOLAS Convention requirements where necessary to reflect circumstances that are specific to the Canadian maritime shipping environment.
Part 2 sets out the requirements for structural fire protection for cargo vessels of 24 m or more in length but less than 500 gross tonnage; and for passenger vessels that are non-Safety Convention vessels of 24 m or more in length, on limited voyages and carrying fewer than 100 unberthed passengers.
Part 3 applies to non-Safety Convention vessels that are non-passenger-carrying vessels of less than 24 m in length but more than 15 gross tonnage; passenger-carrying vessels over 15 gross tonnage and under 24 m in length; and passenger-carrying vessels of 15 gross tonnage and under that are carrying more than 12 passengers.
Part 4 contains necessary amendments to other regulations as a consequence of the introduction and the coming into force of the proposed Regulations.
Of note, the proposed Regulations will introduce performance-based alternatives to certain requirements of the SOLAS Convention with respect to fire safety and will provide specific details on engineering specifications, testing, inspection, maintenance, and other technical details addressed in codes and guidelines, which are incorporated by reference in the SOLAS Convention and in the proposed Regulations. This will provide all Canadian vessels with a modern fire safety regime that is harmonized with international requirements.
For vessels to which Part 1 applies, the proposed Regulations are structured to incorporate the new SOLAS Convention requirements by reference, as amended from time to time. Recognizing that the SOLAS Convention leaves certain discretionary items to be decided by each country to address international requirements or unique conditions, the proposed Regulations make use of the flexibility provided in the SOLAS Convention by specifying some Canadian modifications.
The specific Canadian modifications to the SOLAS Convention provisions are to address unique Canadian circumstances, such as the likelihood of equipment being unusable due to freezing or the necessity to accommodate vessels that operate seasonally or in close proximity to shore. For example, in addition to the isolating valves required by the SOLAS Convention, valves must also be fitted to sections of the fire main that are subject to freezing. A fire pump’s sea connection must have arrangements to prevent blockage of the connection’s inlet by ice and slush. The complete list can be found below under the subheading “Canadian modifications to SOLAS Convention provisions.”
In 2002, the fire safety requirements in the SOLAS Convention were significantly revised to enable a performance-based approach to regulating fire safety, in addition to the updated existing prescriptive requirements. Many prescriptive details, engineering specifications, testing, inspection, maintenance, and other technical provisions that were covered by the SOLAS Convention have been removed and are now covered in codes and guidelines that are incorporated by reference in the SOLAS Convention. These include the International Code for Fire Safety Systems and the International Code for Application of Fire Test Procedures, 2010.
The proposed Regulations incorporate by reference several SOLAS Convention requirements respecting fire safety. They will replace the current regulatory regime’s prescriptive requirements pertaining to inspection, operational readiness and maintenance with performance-based provisions and guidelines requiring instructions, schedules, and records to maintain and monitor the effectiveness of fire safety measures. Maintenance, testing and inspections by crew members, service providers and others will be carried out to ensure the reliability of fire protection systems and fire-fighting systems and appliances.
New SOLAS Convention requirements relating to fire safety provide an assessment methodology for engineering analysis, evaluation and approval to determine alternative design and arrangements that deviate from prescriptive requirements. This will enable future technological and engineering advances to be instituted in a timely manner and at less cost.
New design criteria and requirements for large passenger vessels (having a length of 120 m or more or having three or more main vertical zones) will be introduced
for systems and services to remain operational for the vessel’s safe return to port under its own propulsion after a casualty due to fire (depending on the casualty threshold);
for the orderly evacuation and abandonment of a vessel after a fire, if the casualty threshold is exceeded; and
to provide a safety centre to assist with the management of emergency situations following a fire.
For larger vessels (500 gross tonnage or more) requiring some additional fire safety equipment, such as emergency breathing devices, the new requirements will be applied one year after the day on which the proposed Regulations come into force. The provisions of Chapter II-2, Part E, of the SOLAS Convention, which relate to operational requirements pertaining to operational readiness, maintenance, and procedures in case of fire, will also be subject to a one-year phase-in on existing vessels.
Canadian modifications to SOLAS Convention provisions
Canadian modifications to the SOLAS Convention requirements are kept to a minimum. Smaller vessels of less than 500 gross tonnage not subject to the SOLAS Convention and those operating closer to shore will be provided with simplified and, in many cases, less stringent or less onerous alternative “stand alone” requirements or options to the SOLAS Convention requirements.
The following highlights some specific Canadian modifications to the SOLAS Convention:
modification to the definition of “A” class divisions, which includes the criterion that the insulation on the decks and bulkheads be held in place in accordance with the manufacturer’s instructions using a method that holds the insulation in place taking into account the vibration and motion of the vessel and the normal wear, which is in line with current Canadian practice;
new near coastal and sheltered waters voyages classifications as defined in the Vessel Certificates Regulations (VCR) and the definition of a “near coastal voyage, Class 2, limited,” which will be limited to five nautical miles from shore, will maintain current Canadian areas of operation for certain vessels and provide less onerous requirements than those in the SOLAS Convention;
clarification of the requirements for the use of organic foam combustible insulation for refrigerated and cargo spaces;
clarification of the requirements for the fire resistance of plastic pipes;
requirements for the installation of smoke detectors in cabin and service spaces;
clarification of the requirements for enclosed stairways in cargo vessels in line with current Canadian requirements;
clarification of the requirements for fire doors, as these doors must be properly identified, fitted with a remote release of a fail-safe type and be capable of operation at the door and from the wheelhouse;
clarification of the requirements for ventilation trunks, ducts, penetrations, and dampers, such as the requirements for non-combustible construction of ducts, the manual operation of fire dampers from both sides of the division, and more specific construction details for the penetration of ducts through decks and bulkheads;
clarification of the requirements for fire pumps and hydrants in line with current Canadian requirements with regard to location, installation, and protection from freezing, such as the reduction from two to one fire hose jet on smaller vessels. Arrangements to prevent blocking from ice and slush of the pumps’ sea connections, arrangements to prevent freezing of exposed fire lines and prescriptions for the installation of fire pumps, which must be self-priming and fitted with non-return valves and pressures gauges;
clarification on the quantity and location of portable firefighting equipment, such as fire extinguishers and fire axes;
extension of the application of certain SOLAS Convention provisions, such as requiring cargo vessels (in addition to passenger vessels) to have the means of escape, including stairways and exits, marked by lighting or photo-luminescent strip indicators at all points of escape routes including angles and intersections, as well as requiring all vessels of 15 gross tonnage or more carrying dangerous goods, other than in limited quantities, to obtain a Document of Compliance;
requirement for all vessels of 24 m or more in length to have a public address system or other means of communication in specified areas by no later than one year after the day on which the proposed Regulations come into force. This requirement already exists in the current regulatory regime for cargo vessels above 500 gross tonnage, and the proposed Regulations will extend the requirements to vessels that are at least 24 m in length, which is already a common industry practice, making it applicable to approximately 10 additional vessels each year; and
for vessels of less than 500 gross tonnage that are not Safety Convention vessels and/or that voyage beyond a near coastal voyage, Class 2, a reduction in the requirements for elements, such as
large foam extinguishers in the engine room, portable foam applicators, fixed water-based local application systems;
fire pumps, number of hydrants, and water jets;
portable equipment such as fire-fighter outfits, emergency escape breathing devices, and spare charges for extinguishers; and
As an alternative to the incorporated SOLAS Convention requirements, the proposed Regulations will include simpler Canadian requirements regarding structural fire protection for lower-risk vessels to which Part 2 applies.
There are certain vessels, such as cargo vessels of less than 500 gross tonnage, to which current fire safety requirements for structural fire protection do not apply. For such vessels, there will be some new requirements applicable to vessels constructed after the proposed Regulations come into force. These simple requirements are aimed at protecting the vessel from fire occurring in a space of higher fire risk, such as the engine room, and at offering protection to control stations, such as the wheelhouse, in case of a fire emergency. These requirements are, for the most part, based on current industry practices and on international requirements for similarly sized vessels. The requirements also permit the use under certain conditions of combustible construction materials, such as fiber-reinforced plastic or wood, which are prohibited under the SOLAS Convention for the larger vessels to which Part 1 applies. For passenger vessels to which Part 2 applies, the requirements are based on existing Canadian standards and industry best practices.
The following highlights some other specific requirements contained in Part 2:
requirements for the use of organic foam combustible insulation for refrigerated and cargo spaces;
requirements for ventilation trunks, ducts, penetrations, and dampers, such as the requirements for non-combustible construction of ducts, the manual operation of fire dampers from both sides of the division, and more specific construction details for the penetration of ducts through decks and bulkheads;
requirements for flame-spread, smoke and toxicity of surface-covering materials;
requirements for the fire resistance of plastic pipes;
requirements for storage of highly flammable liquids or liquefied gases;
requirements for means of escape for accommodation spaces and machinery spaces.
For vessels to which Part 3 applies, the proposed Regulations are based on specific Canadian requirements for structural fire protection, fire safety systems, and equipment to address the particularities of these types of vessels and the associated level of risk. The proposed requirements are based on the existing Fire Detection and Extinguishing Equipment Regulations, adopt existing standards, impose new obligations and build on industry best practices.
For smaller-sized vessels, the early detection of fire in all spaces and the containment and rapid extinction of fire in the machinery space, where the majority of fire and explosions occur, will be addressed in the proposed Regulations via requirements for automatic fire detection and alarm systems, fixed gas fire-extinguishing systems, as well as the use of fire insulation or fire retardant materials in specified areas.
Currently, fire safety requirements for structural fire protection, fire detection, and a fixed gas fire-extinguishing system in the engine room do not apply to non-passenger-carrying vessels of less than 24 m in length due to their smaller size or the fact that they operate in areas that pose lower risks than vessels that voyage internationally. For such vessels, there will be some new requirements applicable to vessels constructed after the proposed Regulations come into force. These requirements are for the most part based on current industry practices and on international standards for similarly sized vessels.
The following new requirements are reflected in the proposed Regulations, follow established industry standards, which most new vessels are already meeting, and are expected to impact fewer than 10 vessel constructions per year. These new requirements will include
the installation of a fire detection and alarm system in the accommodation spaces, machinery and service spaces of non-passenger vessels;
the installation of a fixed fire-extinguishing system in the machinery space of cargo and non-passenger-carrying vessels and structural fire insulation of the machinery space;
limitations on the surface flammability of interior finishes; and
a restriction on the amount and carriage of certain flammable liquids not used for the operation of the vessel.
As a best business practice, most new vessels are currently fitted with these items voluntarily to protect the life of the crew and the value of the investment and for insurance reasons. The cost of structural fire protection is minimal to nil, as the new requirements are mostly addressed by using different materials (e.g. fire insulation instead of sound or thermal insulation). For vessels to which Part 3 applies, the incremental cost of these additional requirements, which are mostly due to the installation of a fire detection and extinguishing system, is estimated to be between $1,000 to $10,000 per vessel, depending on the size of the vessel, the configuration and the selected systems.
Upon the coming into force of the proposed Regulations, the existing Fire Detection and Extinguishing Equipment Regulations, Parts III to VI, IX and X of the Hull Construction Regulations and related incorporated standards will be repealed, which is in line with the Canada Shipping Act, 2001.
These Regulations will also make consequential amendments to the following regulations:
Alternative options in Parts 2 and 3
To reduce the cost of compliance for cargo vessels of less than 500 gross tonnage and passenger vessels carrying fewer than 100 passengers on limited voyages, Part 2 specifies Canadian requirements regarding structural fire protection. These requirements will provide simpler alternative options compared to those in the SOLAS Convention, such as
requirements for structural insulation for machinery spaces, galleys, control stations, corridors and stairways;
use of material other than steel for the vessel hull and accommodation spaces; and
simplified requirements for fire protection of ventilation ducts.
To reduce the cost of compliance for smaller vessels of less than 24 m in length, Part 3 of the proposed Regulations includes alternative options to certain requirements under the SOLAS Convention, such as those respecting the use of fire insulation and surface finish material. The alternatives offer the choice of more than one standard, including marine and commercial standards, and certification of products by different third parties, such as a product certification body, testing laboratory or classification society.
Fire safety systems, equipment and materials will, for the most part, be marine-type approved; however, rather than require the use of customized systems designed, engineered and built for all vessels, the proposed Regulations will permit smaller vessels to use commercially available “off the shelf” systems and materials. These systems and materials meet acceptable industry-recognized standards and practices while costing less.
For SOLAS Convention vessels, all structural materials must be approved according to the requirements of the International Code for Application of Fire Test Procedures, 2010 (2010 FTP Code); this includes insulation and floor coverings (e.g. carpet, vinyl tiles). Given that these materials are specific to marine use and taking into account that the shipbuilding industry in Canada is limited, there are very few Canadian manufacturers and there is limited distribution of these products in Canada. This makes procurement difficult in low quantity and within a reasonable time frame for smaller vessel projects. Therefore, as an alternative to the 2010 FTP Code requirements, the proposed Regulations permit the use of Canadian or U.S. commercial standards or other solutions (such as the use of “30-minute fire rated insulation”) that do not require marine approval, and allow the use of commonly available materials. For example, floor coverings may comply with the standards published by the Underwriters’ Laboratories of Canada (ULC) or the American Society for Testing and Materials (ASTM) as an alternative to compliance with the 2010 FTP Code requirements.
The “One-for-One” Rule does not apply to this proposal, as there is no change in administrative costs to business. Since most of the requirements contained in the proposed Regulations are already in force in the current Canadian vessel fire safety regulatory regime and are in keeping with common industry standards and best shipping practices, most vessels already meet and in some cases exceed the requirements contained in the proposed Regulations. For those vessels that do not, no additional administrative burden is anticipated. Therefore, the “One-for-One” Rule does not apply.
The small business lens does not apply to the proposed Regulations. Moreover, the proposed Regulations are anticipated to reduce compliance costs for smaller ships, which are typically characterized as small businesses, since these lower-risk vessels will be provided a simpler means to comply with requirements regarding structural fire protection.
The policy of the proposed Regulations has been shared with industry and developed with it since the inception of this project. Consultation drafts were shared in the fall of 2006 and sharing continued through 2010. Legal drafting of the proposed Regulations was initially completed in June 2011 but, for a two-year period, the regulatory process was delayed in order to accommodate amendments to the Transportation of Dangerous Goods Regulations (which were published in the Canada Gazette, Part II, on December 31, 2014) and amendments to the Canada Shipping Act, 2001, made by the Jobs and Growth Act, 2012, regarding variations of externally produced material and the scope of incorporating that material by reference in the Regulations. Status updates to stakeholders with respect to advancing this file commenced in the spring of 2012 and were routinely provided up until the latest national Canadian Marine Advisory Council (CMAC) meeting in the fall of 2014.
Industry stakeholders have taken many opportunities to be actively involved in the development of a modernized regulatory fire safety regime, and are in full support of the implementation of the proposed Regulations, which will provide uniform requirements for fire safety on board vessels. Stakeholders have been encouraged throughout the regulatory process to share and provide comments on the array of documents presented, such as discussion papers, presentations, progress papers and written and verbal information. None have put forward any objections to the policies and concepts upon which the proposed Regulations are based. Only a few formal comments have been received outside of the CMAC meetings, and they were considered and addressed by TC when it developed the proposed Regulations.
Recognizing the lack of flexibility provided by the current regulatory regime, in 2012, TC published a policy and an alternative standard (Canadian Supplement to the SOLAS Convention — TP 15211) to allow the use, on application to the Marine Technical Review Board (MTRB), of the updated SOLAS Convention requirements with Canadian modifications as an alternative to the current regulatory regime; these are reflected in the proposed Regulations. Recognizing that this new regime is more modern and appropriate for new vessels, in most cases the authorized representatives have benefited from using this alternative.
Throughout the consultation process, the marine industry expressed the desire for more options with regard to the installation of equipment, materials and systems for fire suppression. In light of this, the proposed Regulations provide flexible options for smaller vessels to use commercially available “off the shelf” equipment, materials and systems, rather than requiring the installation of custom-designed and custom-engineered equipment, materials and systems, which are typically more expensive. Using a risk-based approach, TC has accepted this flexible option to ensure that safety will not be compromised.
The proposed Regulations will also address certain recommendations made by the Transportation Safety Board (TSB). Of note, the TSB has recommended that large Canadian passenger vessels (of more than 500 gross tonnage) meet a standard of structural fire protection and functional integrity of systems that ensures a level of safety equivalent to that of SOLAS Convention–compliant vessels. Moreover, the TSB also recommended that regulations respecting fixed fire-extinguishing systems be reviewed to ensure their design and their maintenance, inspection, and testing regimes effectively demonstrate continued structural and functional integrity. These recommendations are addressed through the incorporation by reference of the design requirements under the SOLAS Convention in the proposed Regulations and they will apply to passenger vessels of 24 m or more in length, as well as to cargo vessels. The maintenance, inspection and testing aspect will be addressed by the incorporation of the operational readiness and maintenance requirements of the SOLAS Convention.
The majority of the requirements contained in the proposed Regulations are already in force in existing regulations and standards, such as the Fire Detection and Extinguishing Equipment Regulations, the Hull Construction Regulations and the “Structural Fire Protection Standards: Testing and Approval Procedures” (TP 439), and provide a very high degree of safety. The proposed Regulations will be easier for industry to understand because regulatory requirements related to fire safety aboard vessels will be streamlined through consolidated requirements for structural fire protection (which include provisions related to fire divisions and ventilation), and for means of escape and active fire suppression systems (e.g. fire pumps, hydrants and fire-extinguishing systems). The proposed Regulations will also permit the use of modern technologies, such as new types of fixed fire safety systems or equipment, that are not available under the current regulatory regime.
In addition to the prescriptive requirements, the proposed Regulations will offer the alternative design and arrangements permitted by the SOLAS Convention and will provide specific details on engineering specifications, testing, inspection, maintenance, and other technical details addressed in codes and guidelines. These are incorporated by reference in the SOLAS Convention and the proposed Regulations. This will provide all Canadian vessels with a modern fire safety regime that is harmonized with international requirements.
The primary benefits of these proposed Regulations are the prevention of fires and explosions on vessels and the reduction of the risk to life at sea caused by fire. Moreover, the proposed Regulations will reduce the risk of damage caused by fire to a vessel, its cargo and the environment, in addition to containing, controlling and suppressing fires and explosions in the compartment of origin. The proposed Regulations will also provide for adequate and readily accessible means of escape for passengers and crew when needed. An additional benefit of this modernized regime is that it will be more readily and quickly adaptable to new technologies and methodologies. It is anticipated that these benefits will outweigh the costs that will be assumed to address any new or updated requirements resulting from the proposed Regulations.
Certain owners and operators of Canadian passenger and cargo vessels will experience minimal impact in order to comply with the proposed new requirements, which remain similar to those currently in place. Therefore, in most cases, the impact will not be substantial.
The initial costs associated with compliance with the proposed Regulations for existing Canadian vessels (approximately 2 000 vessels) are estimated to be low. Costs are mainly related to (1) reviewing safety and operational procedures to verify that the new regulatory requirements are met, which is already required by the existing regulations and the Canada Shipping Act, 2001, and (2) procuring or updating certain equipment, such as emergency escape breathing devices, at a cost of $500 each. The number of emergency escape breathing devices required per ship will be between two and eight, as determined in the proposed Regulations, according to the vessel size and configuration. TC estimates that these costs will be about $2 million across the industry.
For new vessels constructed after the coming into force of the proposed Regulations, which represents on average 35 small vessels and 17 large vessels per year, the total average annual incremental costs associated with purchasing and installing fire safety materials, systems, equipment, and gear based on the new structural, engineering, and technological advances are estimated to be less than $500,000. The present value of the proposed Regulations, based on a time horizon of 10 years, represents approximately $3.5 million.
The proposed Regulations also adopt the SOLAS Convention methodology for alternative design and arrangements for fire safety on board vessels. Fire safety design and arrangements may deviate from the prescribed requirements, provided that the design and arrangements meet the fire safety objectives and that the functional requirements are based on engineering analysis, evaluation, and approval in accordance with the proposed Regulations. This will allow for recognition of technological and engineering equivalents and advancements. For smaller vessels, the proposed Regulations also offer alternatives that allow for the use of commercially available material. These alternatives will simplify the procurement of material and help reduce the cost of compliance with the proposed Regulations.
There may also be costs involved for industry stakeholders to purchase or otherwise obtain copies of the SOLAS Convention, which may be purchased at a cost of $165. However, most designers, shipbuilders and ship owners already have access to the documents referred to in the Regulations to meet other existing Canadian regulatory requirements. All other required reference documents, codes, guidelines, standards, etc., are accessible for viewing and available for review in electronic format at no cost from the IMO and other sources in both official languages. All amendments to the above documentation, including the SOLAS Convention, may be obtained in electronic format at no cost from the IMO.
The Canadian public expects industry and the Government to provide the safest means possible for commercial and public marine transportation. The proposed Regulations are designed to further improve fire safety on board vessels, prevent or minimize injuries, and reduce the loss of life resulting from a fire. They will also be in line with international maritime requirements and will be implemented uniformly across the shipping industry, resulting in improved safety for all on board a vessel.
These Regulations come into force on the day on which they are registered. Provisions that will apply to existing vessels, once these Regulations are in place, will come into force following a one-year phase-in.
All existing vessels are grandfathered for construction, systems and equipment requirements relating to fire safety, but will have to meet the proposed requirements pertaining to operations, maintenance, and procedures associated with issues such as cargo tank purging and gas freeing, maintenance and monitoring of the effectiveness of the fire measures, operational readiness of fire-fighting systems and appliances, proper instructions for training and drills, as well as the provision of information, plans, and instructions in relation to fire safety in both English and French. Various configurations of these proposed requirements already exist in current regulations, standards and guidelines, and are consistent with established industry practices. The main difference now is that the requirements will be uniform and supported by an appropriate regulatory framework.
The proposed Regulations contain grandfathering and phase-in provisions in order to minimize cost impacts. Therefore, existing vessels for which a safety certificate was issued under the Canada Shipping Act, 2001 or the Vessel Certificates Regulations will be grandfathered with respect to the requirements for structural fire protection and fire safety systems. Most equipment will be allowed to continue to meet the applicable requirements that were in effect at the time of the issuance of that safety certificate.
Grandfathering provisions cease to apply to vessels or parts of a vessel when certain criteria thresholds in the proposed Regulations are met, for example for repairs, alterations, or modifications to existing vessels that substantially alter the vessel’s dimensions or its passenger accommodation spaces, or substantially increase the vessel’s service life or the life of its outfitting. The grandfathering provisions also do not apply to parts of a vessel and to certain systems and equipment that are replaced.
TC will continue to use national and regional CMAC meetings to communicate the implementation of the proposed Regulations and will issue communications to affected stakeholders through Ship Safety Bulletins to inform designers, builders, and owners of vessels of the new regulatory requirements. Concurrently, compliance with these proposed Regulations will be monitored and enforced by TC marine safety inspectors and surveyors of recognized Canadian organizations who will be trained to assess the new criteria.
The enforcement of the proposed Regulations will be made in accordance with the TC Policy on Compliance and Enforcement of the Canada Shipping Act, 2001 for the safety of shipping and the protection of the marine environment. TC will use a graduated enforcement approach with respect to implementation of the proposed Regulations. The enforcement objective is to permit industry to take corrective action first, especially for minor infractions, rather than to proceed immediately with issuing monetary penalties and/or summary convictions. The cornerstone of the enforcement program will be the inspection of vessels for the purpose of issuing Canadian maritime documents for vessels that comply with the proposed Regulations. Verbal counselling or warning letters will be used when an offender commits a minor contravention, and may be accompanied by an assurance of compliance rather than immediately issuing a notice of violation. For serious infractions, the Canada Shipping Act, 2001 provides for maximum fines upon summary conviction of $1,000,000, or 18 months in prison, or both, for violations of regulations made under Part 4 of that Act, which will include the proposed Regulations.
TC officials are currently reviewing the proposed Regulations in order to develop schedules of violations so that enforcement may be applied by amending the Administrative Monetary Penalties and Notices (CSA 2001) Regulations (also made pursuant to the Canada Shipping Act, 2001), which will add to the enforcement options available to the Minister.
TC will continue to monitor and participate, both nationally and internationally, in ongoing regulatory activities related to vessel fire safety and will take appropriate action with affected stakeholders as required. It is anticipated that the updated consolidated fire safety regime provided by these proposed Regulations will improve the understanding and application of the regulatory requirements through a streamlined and modernized fire safety system. Stakeholders will benefit from these proposed Regulations, which are harmonized with current international requirements and which provide alternative compliance options designed to help reduce the cost of compliance.
Arctic and Large Vessels Design and Equipment Standards (AMSDL)
Telephone: 613-990-2068
Notice is hereby given that the Governor in Council, pursuant to paragraph 35(1)(d) and subsection 120(1) of the Canada Shipping Act, 2001 (see footnote a), proposes to make the annexed Vessel Fire Safety Regulations.
Interested persons may make representations with respect to the proposed Regulations to the Minister of Transport within 60 days after the date of publication of this notice. All such representations must cite the Canada Gazette, Part I, and the date of publication of this notice, and be sent to Luc Tremblay, Manager, Arctic and Large Vessels Design and Equipment Standards (AMSDL), Domestic Vessel Regulatory Oversight and Boating Safety, Marine Safety and Security Directorate, Department of Transport, Place de Ville, Tower C, 11th Floor, 330 Sparks Street, Ottawa, Ontario K1A 0N5 (tel.: 613-990-2068; fax: 613-991-4818; email: luc.tremblay@tc.gc.ca).
air cushion vessel has the same meaning as in subsection 1(1) of the Marine Personnel Regulations. (aéroglisseur)
dangerous goods means the substances, materials and articles covered by the IMDG Code. (marchandises dangereuses)
FSS Code means the International Code for Fire Safety Systems, published by the IMO. (Recueil FSS)
FTP Code means the International Code for Application of Fire Test Procedures, 2010, published by the IMO. (Code FTP)
high-speed craft means a craft that has been certified in accordance with the HSC Code and meets the requirements of that Code. (engin à grande vitesse)
HSC Code means
(a) in the case of high-speed craft referred to in sections 1.3.1 to 1.3.6 of the International Code of Safety for High Speed Craft, 2000, that Code; and
(b) in the case of all other high-speed craft, the International Code of Safety for High-Speed Craft, 1994. (Recueil HSC)
IMDG Code means the International Maritime Dangerous Goods Code, published by the IMO. (Code IMDG)
length has the same meaning as in section 6 of the Vessel Registration and Tonnage Regulations. (longueur)
near coastal voyage, Class 2, limited means a voyage
(d) during which the maximum distance between all ports of call is not more than 15 nautical miles, if the voyage starts and ends at different ports of call. (voyage limité à proximité du littoral, classe 2)
sheltered waters voyage has the same meaning as in section 1 of the Vessel Certificates Regulations. (voyage en eaux abritées)
(3) For the purposes of Parts 1 and 2, the definition “A” class divisions includes the criterion that the insulation on the decks and bulkheads is held in place in accordance with the manufacturer’s instructions by closely spaced studs and clips, or by other means, that will hold the insulation in place taking into account the vibration and motion of the vessel and the normal wear.
(iii) the day on which assembly of the vessel reaches the lesser of 50 tonnes and one per cent of the estimated mass of all structural material; or
2 (1) For the purposes of these Regulations, if materials must be approved by the Minister as meeting requirements set out in Annex 1 to the FTP Code,
(a) the Minister’s approval is not required when section 6 of the Code applies; and
(b) the Code applies in respect of the Minister’s approvals of the materials, except that the Code is to be read without reference to the words “In general”.
Chapter II-2 of SOLAS and Modifications
equipment includes appliances. (équipement)
near coastal voyage, Class 1 has the same meaning as in section 1 of the Vessel Certificates Regulations. (voyage à proximité du littoral, classe 1)
near coastal voyage, Class 2 has the same meaning as in section 1 of the Vessel Certificates Regulations. (voyage à proximité du littoral, classe 2)
unlimited voyage has the same meaning as in section 1 of the Vessel Certificates Regulations. (voyage illimité)
(i) passenger vessels of 24 m or more in length, other than vessels referred to in paragraph (2)(a), or
(ii) passenger vessels of more than 15 gross tonnage but of less than 24 m in length that are carrying more than 36 berthed passengers;
(d) vessels of 15 gross tonnage or more that carry dangerous goods, otherwise than in limited quantities, and that are referred to in regulation 19.2.2 of Chapter II-2 of SOLAS or have cargo spaces referred to in that regulation.
(b) cargo vessels of 24 m or more in length but of less than 500 gross tonnage, other than vessels that carry dangerous goods, otherwise than in limited quantities, and that are referred to in regulation 19.2.2 of Chapter II-2 of SOLAS or have cargo spaces referred to in that regulation.
(d) air cushion vessels;
102 (1) Except as otherwise provided in this Part, a vessel’s authorized representative must ensure that the requirements of Chapter II-2 of SOLAS — other than those of regulation 1 and Part E — and the requirements of sections 108 to 151 and 154 to 159 are met in respect of the vessel.
(2) Except as otherwise provided in this Part, a vessel’s master must ensure that the requirements of regulation 7.8.1 and Part E of Chapter II-2 of SOLAS and of sections 117, 118, 152 and 153 are met in respect of the vessel.
(a) the construction requirements in Chapter II-2 of SOLAS for vessels carrying more than 36 passengers apply in respect of vessels referred to in paragraph 101(1)(b) that are
(i) carrying more than 36 berthed passengers,
(ii) carrying more than 12 berthed passengers but not more than 36 berthed passengers, if the total number of passengers is more than 50, or
(iii) carrying more than 100 passengers and engaged on a voyage that is not a sheltered waters voyage or a near coastal voyage, Class 2, limited; and
(b) the construction requirements in Chapter II-2 of SOLAS for vessels carrying not more than 36 passengers apply in respect of vessels referred to in subparagraph 101(1)(b)(i) that are
(i) carrying not more than 50 passengers, if the number of berthed passengers is not more than 36,
(ii) engaged on a voyage that is not a sheltered waters voyage or a near coastal voyage, Class 2, limited and carrying not more than 100 passengers, if the number of berthed passengers is not more than 12, or
(iii) engaged on a voyage that is a sheltered waters voyage or a near coastal voyage, Class 2, limited and carrying more than 100 passengers, if the number of berthed passengers is not more than 12.
(4) Despite subsections (1) and (2), the requirements for tankers in Chapter II-2 of SOLAS — other than those in regulation 1 — apply in respect of tankers subject to regulation 1.6 of that Chapter. The authorized representative of a tanker must ensure that any requirements of that regulation that are in addition to or different from the requirements referred to in those subsections are met. However, the requirement in regulation 1.6.7 of that Chapter that equipment be fitted not later than July 1, 2005 does not apply before
(b) if the tanker is not a Safety Convention vessel, the day on which it is first registered as a Canadian vessel or the day that is one year after the day on which this section comes into force, whichever is later; and
(c) if the tanker is transferred from the register of another state to the Register for the first time after the day on which this section comes into force, the day on which it is transferred to the Register.
103 (1) If a vessel that is not a Safety Convention vessel and was constructed before the day on which this section comes into force held, at any time before that day, a certificate issued under the Vessel Certificates Regulations or section 318 or 319 of the Canada Shipping Act, R.S.C., 1985, c. S-9, its authorized representative may ensure that the requirements with respect to structural fire protection and fire safety systems and equipment that would have been required under the Act to be met, on the day before that day, are met instead of the requirements of section 102 with respect to structural fire protection and fire safety systems and equipment.
(2) Subsection (1) does not apply if the vessel’s intended service changes in such a manner that any of the requirements with respect to structural fire protection and fire safety systems and equipment that would have been required under the Act to be met are no longer met.
(3) For the purpose of subsection (1), the reference to section 318 or 319 of the Canada Shipping Act, R.S.C., 1985, c. S-9 includes any predecessor enactment relating to the same subject-matter.
104 (1) If a Safety Convention vessel that was constructed before July 1, 2002 held, at any time before the day on which this section comes into force, a certificate issued under the Vessel Certificates Regulations or section 318 or 319 of the Canada Shipping Act, R.S.C., 1985, c. S-9,
(a) its authorized representative may ensure that the requirements with respect to structural fire protection and fire safety systems and equipment that would have been required under the Act to be met, on the day before that day, are met instead of the requirements of section 102 with respect to structural fire protection and fire safety systems and equipment; and
(b) its master may ensure that the requirements with respect to fire control plans that would have been required under the Act to be met, on the day before that day, are met instead of the requirements of section 102 with respect to fire control plans.
(2) Subsection (1) does not apply if the vessel’s intended service changes in such a manner that any of the requirements with respect to structural fire protection, fire safety systems and equipment and fire control plans that would have been required under the Act to be met are no longer met.
105 (1) Except in respect of the requirements referred to in subsection (2), sections 103 and 104 do not apply in respect of
(a) parts of a vessel that, after this section comes into force, undergo repairs, alterations or modifications that
(b) systems and equipment related to the parts of a vessel described in paragraph (a);
(c) parts of a vessel that are replaced after this section comes into force; or
(d) equipment that is replaced after this section comes into force.
(2) Sections 103 and 104 apply only until that day that is one year after the day on which this section comes into force in respect of the requirements of regulations 13.3.4.2 to 13.3.4.5 and 13.4.3 and part E — except regulations 16.3.2.2 and 16.3.2.3 — of Chapter II-2 of SOLAS.
(3) Sections 103 and 104 do not apply in respect of amendments to SOLAS that are adopted by the IMO on or after the day on which this section comes into force if SOLAS provides that the amendments apply regardless of the date of a vessel’s construction.
106 For the purposes of this Part, the Marine Technical Review Board established under section 26 of the Act may exercise the Administration’s powers conferred by regulations 4 and 5 of Chapter I of SOLAS.
107 (1) A vessel that carries dangerous goods must hold a Document of Compliance issued under subsection (2).
(2) On application by the authorized representative of a vessel, the Minister must issue a Document of Compliance to the vessel if its construction and equipment meet the requirements of section 102 that apply if the vessel carries dangerous goods.
(3) For the purpose of this section, dangerous goods does not include
(b) dangerous goods specified as class 6.2 or 7 in the IMDG Code, except solid bulk cargoes in bulk.
108 For the purposes of regulation 4.2.2.3.5.1, if sounding pipes are used they must terminate on an open deck, if feasible.
109 For the purposes of regulation 4.2.2.4, the air pipes on any oil tank or part of the oil fuel system must be flame-screened and terminate on an open deck, if feasible.
110 The mechanical ventilation system required by regulation 4.5.4.1 must
(a) permit the extraction of air from the cargo pump room bilges immediately above the transverse floor plates or bottom longitudinals;
111 (1) In addition to the requirements of regulation 5.2, a vessel must be fitted with means to automatically shut down the ventilation fans for a space when a fixed gas fire-extinguishing system for that space is activated.
(2) In addition to the requirements of regulation 5.2.2.3, a vessel must be fitted with the following equipment if the vessel is provided with the fans, pumps and separators referred to in that regulation or with any other equipment, including hydraulic power systems, for which a space is fitted that could create a fire or any other danger in the space,
(a) in the case of the fans, pumps, separators and equipment that are essential to the safe operation of the vessel, means of control; and
(b) in the case of the fans, pumps, separators and equipment that are not essential to the safe operation of the vessel,
(i) means of control, and
(ii) means to automatically shut down when a fixed gas fire-extinguishing system for that space is activated.
112 (1) In addition to the restriction in regulation 5.3.1.1 on the use of combustible insulating materials, organic foam must not be used in the mail rooms or baggage rooms of a passenger vessel.
(i) sealed with an intumescent coating that is approved by the Minister as meeting the flame-spread, smoke and toxicity requirements set out in Annex 1 to the FTP Code, and
(b) in the case of organic foam used in a refrigerated cargo space or a refrigerated compartment of a service space on a vessel of steel construction, the boundaries to the space must be of steel construction; and
(c) in the case of organic foam used in a refrigerated service space on a vessel of aluminum construction, the boundaries to the space must be of steel or aluminum construction.
Trunks and Ducts of Ventilation Systems
113 (1) In addition to the requirements of regulation 5, the trunks and ducts of ventilation systems must be constructed of non-combustible materials.
(2) If a trunk or duct serves spaces on both sides of a deck or bulkhead of “A” class divisions, fire dampers must be fitted so as to prevent the spread of fire and smoke between compartments. Manual fire dampers must be operable from both sides of the deck or bulkhead.
(3) If a trunk or duct has a free cross-sectional area that exceeds 0.02 m2 and passes through a deck or bulkhead of “A” class divisions, the trunk or duct must be fitted with a fail-safe automatic-closing fire damper.
(4) If a trunk serves compartments situated on only one side of a deck or bulkhead of “A” class divisions, the opening in the deck or bulkhead must be lined with a steel sheet sleeve unless the ducts passing through the deck or bulkhead are of steel in the vicinity of the passage and the portion of the trunk in that vicinity
(a) has sleeves that are at least 3 mm thick and 900 mm long and is provided with fire insulation that has at least the same fire integrity as the deck or bulkhead, if the free cross-sectional area of the ducts is more than 0.02 m2; or
(b) is fitted with automatic fire dampers that can be operated manually, if the free cross-sectional area of the ducts is more than 0.085 m2.
(6) Paragraph (4)(b) does not apply if the trunk passes through spaces surrounded by “A” class divisions without serving those spaces and the trunk has the same fire integrity as the deck or bulkhead through which it passes.
114 In addition to the requirements of regulation 6, the plastic piping fitted on a vessel must be approved by the Minister as meeting the flame-spread, smoke and toxicity requirements set out in Annex 1 to the FTP Code.
116 For the purposes of regulation 7.6, the expression “where it is shown to the satisfaction of the Administration that the ship is engaged on voyages of such short duration that it would be unreasonable to apply this requirement” is to be read as “in the case of voyages of not more than 48 hours’ duration during which the cargo holds are opened to load or unload cargo”.
(a) is carrying more than 25 berthed passengers or more than 50 passengers; or
(2) The fire patrols required by regulation 7.8.1 must be performed at least once every hour and include a patrol of the entire vessel.
119 The class divisions requirements of regulation 9.2.3.4 for stairways and lift trunks that penetrate more than a single deck apply to any area, such as a landing or corridor, between the stairways or lift trunks.
120 (1) In addition to the requirements of regulation 9.4.1.1.2, the following requirements must be met:
(a) every door in an “A” class division must
(i) overlap the door frame and allow for a gap, between the edges of the door and the top, bottom and sides of the door frame, that is the minimum needed to open and close the door,
(ii) be reasonably gastight if the door is fitted between a machinery space and an accommodation space, and
(iii) prevent the ingress of smoke when the door is fitted on a stairway enclosure, a main vertical zone or an escape route; and
(b) grilles or louvres must not be fitted in a door in an “A” class division.
(2) The hose port requirements of regulation 9.4.1.1.7 apply in respect of every hose port fitted in a door in an “A” class division.
(3) If a ventilation duct passes through a main horizontal zone division on a passenger vessel, a fail-safe automatic-closing fire damper must be fitted in accordance with regulation 9.4.1.1.8, and the duct between the division and the damper must meet the requirements of that regulation.
(iii) prevent the ingress of smoke when the door is fitted on a stairway enclosure;
(b) grilles or louvres must not be fitted in a door in an “A” class division; and
123 (1) An automatic fire damper required by regulation 9.7.2.1 to be fitted in a galley ventilation duct must be of a fail-safe design and be capable of being manually operated from both sides of the division through which the duct passes.
(2) Despite regulation 9.7.2.1, the galley ventilation systems on all vessels must be separate from the ventilation systems serving other spaces.
(3) The stairway enclosures must be fitted with ventilation systems that are separate from the ventilation systems serving other spaces.
Details of Ventilation Duct Penetrations
124 (1) Despite regulation 9.7.3.1, ventilation ducts with a free cross-sectional area equal to, or less than, 0.02 m2 that pass through “A” class bulkheads or decks must, instead of meeting the requirements of that regulation that apply to those ducts, meet the requirements of that regulation that apply to ducts with a free cross-sectional area exceeding 0.02 m2 but not exceeding 0.075 m2.
(2) If a ventilation duct passes through a bulkhead, ceiling or lining of “B” class divisions,
(a) if the duct is more than 0.075 m2 in free crosssectional area, it must, despite regulation 9.7.3.2,
(i) be made of steel or other equivalent material that is at least 3 mm thick, or
(ii) be lined with a steel sleeve at least 3 mm thick and at least 900 mm long divided equally on each side of the bulkhead, ceiling or lining;
(b) if the duct is more than 0.02 m2 and not more than 0.075 m2 in free cross-sectional area, it must, despite regulation 9.7.3.2,
(i) be made of steel or other equivalent material that is at least 1 mm thick, or
(ii) be fitted with a steel sleeve at least 1 mm thick and at least 900 mm long divided equally on each side of the bulkhead, ceiling or lining;
(c) if the duct is not more than 0.020 m2 in free cross-sectional area, it must
(ii) be fitted with a steel sleeve at least 1 mm thick and at least 200 mm long divided equally on each side of the bulkhead, ceiling or lining;
(d) the duct or, if a steel sleeve is fitted, the sleeve must be collared to the division with steel collars; and
(e) if a steel sleeve is fitted, the gap between the sleeve and the duct must be fully packed with a noncombustible material and the sleeve’s ends must be sealed with a fire-retardant flexible sealant.
(3) If a ventilation duct passes through a “B-15” class division, the duct’s sleeve or spigot must be
(a) insulated on one side of the division for at least 380 mm from the division with mineral wool insulation of “A-15” standard that is approved by the Minister as meeting the fire test requirements for “A-15” class divisions set out in Annex 1 to the FTP Code; and
(b) securely attached.
Regulation 10 of Chapter II-2 of SOLAS — Fire Fighting
125 (1) The fire-extinguishing systems and equipment required by regulation 10 and for which that regulation requires compliance with the provisions of the FSS Code must be of a type approved by the Minister as meeting the applicable requirements of that Code.
(2) Subsection (1) does not apply in respect of the design of pressure containers for a fixed fire-extinguishing system. Every pressure container for a fixed fireextinguishing system must bear a mark indicating that it
(a) meets the applicable requirements for transport by road or ship that are set out in section 5.10 of the Transportation of Dangerous Goods Regulations;
(c) meets the applicable requirements for transportable pressure equipment that are set out in Directive 2010/35/EU of the European Parliament and of the Council and has undergone a conformity assessment procedure in accordance with that Directive by a notified body designated by the United Kingdom.
126 The pipes, valves and fittings used with the equipment required by regulation 10.2
(b) must not be readily rendered ineffective at the anticipated low ambient temperatures or by heat from a fire.
127 (1) If the fire main is an integral part of a fixed deck foam fire-extinguishing system with monitors, the isolating valves required by regulation 10.2.1.4.1 must be fitted immediately forward of each monitor.
(a) operable from positions that are easily accessible and protected from freezing, fire and explosions; and
128 Despite regulation 10.2.1.5.1, on a cargo vessel of less than 500 gross tonnage or on a passenger vessel of less than 500 gross tonnage that is not a Safety Convention vessel, the number and position of hydrants must be such that one jet of water can reach any part of the vessel.
129 (1) In addition to being provided with the hydrants required by regulation 10.2.1.5.1,
(a) a passenger vessel on a near coastal voyage, Class 1 or an unlimited voyage and a vessel of 500 gross tonnage or more must be provided, in each machinery space of category A, with one hydrant on the port side and one hydrant on the starboard side; and
(4) In addition to being provided with the hydrants required by regulation 10.2.1.5.1, a cargo vessel of 2 000 gross tonnage or more must,
130 Every fire hydrant must be installed so that
(b) it is limited to any position from the horizontal to the vertical pointing downward, so that the fire hose will lead downward or horizontally in order to minimize the possibility of kinking; and
131 The international shore connection required by regulation 10.2.1.7 must be stored on the vessel so as to be easily accessible. A notice in English and French indicating the connection’s location and the maximum working pressure of the piping system must be posted on the vessel.
132 In addition to the requirements of regulation 10.2.2, the following requirements must be met in respect of a vessel’s fire pumps:
(c) a manual fire pump must be operable without the need for manual priming and must be capable of delivering a jet of water of at least 12 m;
(d) a fire pump’s sea connection must have arrangements to prevent blockage of the connection’s inlet by ice and slush; and
(e) a fire pump must not have a rotor-impeller that can be damaged by heat from the pump or by the pump running dry.
133 If a bilge pump is to be used as a fire pump as permitted by regulation 10.2.2.1, the bilge pumping system and the fire pumping system must be capable of simultaneous operation.
134 (1) One of the fire pumps required by regulation 10.2.2.2 may be manually operated on a vessel that is not a Safety Convention vessel, is of less than 1 000 gross tonnage and, in the case of a passenger vessel, is engaged on a sheltered waters voyage or a near coastal voyage, Class 2. If one of those pumps is manually operated and is located outside the space where the other fire pump required by that regulation and its source of power are located, the manually operated fire pump may also be used for the emergency fire pump if one is required by regulation 10.2.2.3.1.2.
(2) A power-driven fire pump that is not required by regulation 10.2.2.2.2 to be independently driven on a vessel of less than 1 000 gross tonnage must not be powered by a main engine unless the engine can be operated independently of the propeller shafting.
(a) only one independently driven fire pump is required to meet the requirements of that regulation and it must be power-driven; and
135 (1) For the purposes of regulation 10.2.2.4.2,
(a) the expression “in any event be capable of delivering at least the two required jets of water” is to be read as “in normal operating conditions be capable of delivering at least the required jets of water”; and
(b) the expression “at least the two jets of water required in paragraph 2.1.5.1” is to be read as “at least the required jets of water”.
136 (1) In addition to the requirements of regulation 10.2.3.1.1, the fire hoses in a machinery space of category A or for a space that contains flammable materials must be connected to the fire hydrants at all times. If there is more than one fire hose in a machinery space of category A, one of the fire hoses in that space must also be connected to a portable foam applicator.
(a) stowed in a space designed to permit deployment of the hose without it becoming entangled; and
(5) For the purposes of regulation 10.2.3.3.3, if section 128 applies and the number and position of hydrants on the vessel is such that only one jet of water may reach any part of the vessel, the expression “from two jets” is to be read as “from one jet”.
137 (1) For the purposes of regulation 10.3.2.1, on a passenger vessel
(c) despite paragraph (b), if the vessel is of 500 gross tonnage or less and is engaged on a sheltered waters voyage or a near coastal voyage, Class 2, each main vertical zone on or above the bulkhead deck must be provided with one portable fire extinguisher of a type described in subparagraph (a)(i).
(a) one portable water fire extinguisher of at least 9 L capacity or one portable fire extinguisher of equivalent fire-extinguishing capability must be provided next to the access to each store-room for each 232 m2, or fraction of 232 m2, of surface area of the store-room;
138 (1) Every portable fire extinguisher must be fitted with a clamp bracket that
139 Regulation 10.3.3 does not apply in respect of a vessel that is not a Safety Convention vessel and is engaged on a sheltered waters voyage or a near coastal voyage, Class 2.
140 If a machinery space on a vessel that is constructed of wood, glass-reinforced plastic or aluminum alloy is provided with a fixed gas fire-extinguishing system, the system must, despite regulation 10.4.1.1.1, have a sufficient quantity of gas to provide two independent charges of gas.
141 (1) Regulations 10.5.1.2.1, 10.5.2.2.1 and 10.5.3.2.1 do not apply in respect of a vessel that is not a Safety Convention vessel, is of less than 500 gross tonnage and is engaged on a sheltered waters voyage or a near coastal voyage, Class 2.
142 For the purpose of regulation 10.6.3.2, the fire-extinguishing arrangements must include fixed gas fire-extinguishing systems, fixed foam fire-extinguishing systems and fixed pressure water-spraying fire-extinguishing systems that meet the requirements of the FSS Code for the system.
143 For the purpose of regulation 10.7.1.2, the expression “it is shown to the satisfaction of the Administration that a passenger ship is engaged on voyages of such short duration that it would be unreasonable to apply the requirements of paragraph 7.1.1” is to be read as “a passenger ship is engaged on voyages of not more than 48 hours’ duration during which the cargo holds are opened to discharge or receive cargo”.
Fire-fighters’ Outfits
144 (1) Regulations 10.10.2.1 and 10.10.2.2 do not apply in respect of a vessel that is not a Safety Convention vessel, is of less than 500 gross tonnage and, if the vessel is not a cargo vessel, is engaged on a sheltered waters voyage or a near coastal voyage, Class 2.
145 (1) In addition to the requirements of regulation 10, a passenger vessel on a near coastal voyage, Class 1 or an unlimited voyage must be provided with the greater of
(2) In addition to the requirements of regulation 10, a passenger vessel on a sheltered waters voyage or a near coastal voyage, Class 2 must be provided with
(a) if the vessel is of 24 m or more in length but of less than 500 gross tonnage, two fire axes; and
146 (1) The public address system or other means of communication required by regulation 12.3 must be available on all vessels throughout the spaces referred to in that regulation, the muster stations, the embarkation stations and the machinery spaces.
(2) Regulation 12.3 and subsection (1) do not apply before the day that is one year after the day on which this section comes into force.
147 (1) The crew accommodation areas of every passenger vessel must meet the requirements of regulation 13.3.2.5.1.
148 (1) Every cargo vessel must meet the requirements of regulation 13.3.2.5.1, and the crew accommodation areas of the vessel must also meet those requirements.
(4) The means of escape required by regulation 13.3.3.1 must be separated so as to minimize the possibility of their being blocked at the same time as a result of an incident.
(5) Each means of escape required by regulation 13.3.3.2 must give direct access to a means of escape on the deck above.
(6) On a cargo vessel of 500 gross tonnage or more, if one of the means of escape required by regulation 13.3.3.2 or 13.3.3.3 from a restricted space or group of spaces connects more than two decks, one of those means must be a readily accessible stairway enclosure that provides continuous fire shelter from the space or group of spaces to the closest lifeboat and life-raft embarkation deck or muster station.
(7) Despite regulation 13.3.3.2, if it is not feasible to install a stairway or trunk is not feasible, a vertical ladder may be used as the second means of escape from crew spaces that are entered only occasionally.
149 (1) Regulation 13.4.3 does not apply in respect of a vessel that is not a Safety Convention vessel, is of 500 gross tonnage or less and is engaged on a sheltered waters voyage or a near coastal voyage, Class 2.
(2) The emergency escape breathing devices required by regulation 13.4.3 and for which that regulation requires compliance with the FSS Code must be of a type approved by the Minister as meeting the applicable requirements of that Code.
150 Any words included in the symbols required by regulation 13.7.1.1 to mark the escape routes must be printed in English and French.
151 (1) Every vessel must display “mimic” plans in accordance with regulation 13.7.2.2 and must also display those plans in every space occupied by the crew.
152 If a vessel is fitted with a fixed gas fire-extinguishing system, the instructions on fire-fighting activities and fire-fighting procedures required by regulation 15.2.3.4.2 must include instructions on the use of fire-fighters’ outfits, including breathing apparatus, and the protected space re-entry procedure recommended by the manufacturer of the system.
153 The plans and booklets required by regulation 15.2.4 must be
(b) in English or French, or in both languages, according to the needs of the shore-side fire-fighting personnel.
154 Despite section 102, regulations 15.2.1, 15.2.2 and 15.3.1 do not apply in respect of vessels to which the Fire and Boat Drills Regulations apply.
155 An engineering analysis submitted under regulation 17.3 must be written in English or French.
156 The “NO SMOKING” signs required by regulation 18.7.10 must be in English and French as well as in the working language of the vessel.
157 The operations manual required by regulation 18.8.1 must be in the working language of the vessel.
158 The requirements of regulation 20.5 apply in respect of all passenger vessels.
159 (1) If a water curtain is part of fixed fireextinguishing system referred to in regulation 20.6.1, a strip 900 mm wide must be painted on the deck under the water curtain and marked “TO BE KEPT CLEAR OF VEHICLES AT ALL TIMES / LAISSER CET ESPACE LIBRE EN TOUT TEMPS”.
(3) In the case of a vessel that is not a Safety Convention vessel and that is engaged on a sheltered waters voyage or a near coastal voyage, Class 2, the reference in regulation 20.6.2.2.1 to the word “three” is to be read as a reference to the word “one”.
Structural Fire Protection — Alternatives for Certain Vessels
A-60 class fire rating means the thermal and integrity requirements specified for “A-60” class divisions. (indice de résistance au feu de type A-60)
“F” class divisions means divisions formed by bulkheads, decks, ceilings or linings that meet the fire-test requirements for “F” class divisions set out in Annex 1 to the FTP Code. (cloisonnements du type « F »)
(a) vessels that carry dangerous goods, otherwise than in limited quantities, and that are referred to in regulation 19.2.2 of Chapter II-2 of SOLAS or have cargo spaces referred to in that regulation;
203 (1) If a vessel that was constructed before the day on which this section comes into force held, at any time before that day, a certificate issued under the Vessel Certificates Regulations or section 318 or 319 of the Canada Shipping Act, R.S.C., 1985, c. S-9, its authorized representative may ensure that the requirements with respect to structural fire protection that would have been required under the Act to be met, on the day before that day, are met instead of the requirements of sections 205 to 234.
(2) Subsection (1) does not apply if the vessel’s intended service changes in such a manner that any of the requirements with respect to structural fire protection that would have been required under the Act to be met are no longer met.
204 Section 203 does not apply in respect of
(b) parts of a vessel that are replaced after this section comes into force.
(a) a deck or bulkhead that separates a machinery space from an accommodation space, service space or control station must be
(i) of “A-15” class divisions, if the vessel is a passenger vessel, or of “A-0” class divisions, if the vessel is a cargo vessel, or
(ii) of “A-60” class divisions, if the machinery space is of category A and is not fitted with a fixed fire-extinguishing system; and
(b) a deck or bulkhead that separates a control station from an accommodation space or service space must be of “B-15” class divisions.
(2) On a vessel whose hull is constructed of non-combustible materials, if a deck or boundary bulkhead contains an emergency source of power or if a deck or bulkhead separates a galley, paint-room, lamp-room or store-room that contains highly flammable materials from an accommodation space, service space or control station, the deck or bulkhead must be
(a) of “A-15” class divisions; or
(b) of “B-15” class divisions, in the case of a galley in which any ovens, hot water appliances and other appliances are heated only by electricity.
(a) a deck or bulkhead that separates a machinery space from an accommodation space, service space or control station must be of “F” class divisions or “B-15” class divisions;
(b) a deck or bulkhead that separates a control station from an accommodation space or service space must be of “F” class divisions; and
(c) the machinery space boundaries must as far as feasible prevent the passage of smoke.
(2) On a vessel whose hull is constructed of combustible materials, if a deck or boundary bulkhead contains an emergency source of power or if a deck or bulkhead separates a galley, paint-room, lamp-room or store-room that contains highly flammable materials from an accommodation space, service space or control station, the deck or bulkhead must be of “F” class divisions or “B-15” class divisions.
207 (1) On a vessel whose hull is constructed of non-combustible materials, the bulkhead of a corridor that serves an accommodation space, service space or control station must be of “B-0” class divisions.
(2) On a vessel whose hull is constructed of combustible materials, the bulkhead of a corridor that serves an accommodation space, service space or control station must be of “F” class divisions or “B-0” class divisions.
(3) An “A” class door required by subsection (1) must be reasonably gastight.
(4) Every “A” class door must overlap the door frame, and allow for a gap, between the edges of the door and the top, bottom and sides of the door frame, that is the minimum needed to open and close the door.
(5) A grille or louvre must not be fitted in an “A” class door required by subsection (1).
(6) A hose port that is fitted in an “A” class door required by subsection (1) must
(b) be constructed of material that has fire-resistance at least equivalent to the door in which it is fitted;
(7) A “B” class door required by subsection (1) must be fitted with a thin metal identification plate that
(a) has clearly stamped on it the door manufacturer’s name, the “B” class rating, the type approval certificate number and the number of the drawing to which the door has been manufactured; and
215 (1) Insulating materials must be non-combustible, except in a cargo space, mail room, baggage room or refrigerated compartment of a service space. However, vapour barriers and adhesives used with insulating materials, as well as the insulating materials used for pipe fittings for cold service systems, need not be of non- combustible materials if the non-combustible materials are the minimum quantity feasible and their exposed surfaces have low flame-spread characteristics.
(2) The surface of insulating materials on the internal boundaries of machinery spaces of category A must be impervious to oil and oil vapours.
(i) sealed with an intumescent coating that meets the flame-spread, smoke and toxicity requirements set out in Annex 1 to the FTP Code, and
(a) be easily accessible;
(2) Power ventilation of accommodation spaces, service spaces, cargo spaces, control stations and machinery spaces must be capable of being stopped from an easily accessible position outside the space served. Access to this position must not be readily cut off in the event of a fire in the space served.
(b) from a dedicated source of power feeding an individual motor, or group of motors connected to a motor control centre for a particular space, without any shunt-trip arrangements.
219 (1) A ventilation duct for a machinery space of category A or a galley must not pass through an accommodation space, service space or control station unless
(ii) 5 mm, if the width or diameter of the duct is 760 mm or more, and
(A) fitted at each of the space or station’s divisions that is penetrated by the duct with a fail-safe automatic-closing fire damper that can be operated from both sides of the division, and
(B) insulated to an A-60 class fire rating from the machinery space or galley to a point at least 5 m beyond each fire damper.
(2) A ventilation duct for an accommodation space, service space or control station must not pass through a machinery space of category A or a galley unless
(B) insulated to an A-60 class fire rating from the accommodation space, service space or control station to a point at least 5 m beyond each fire damper.
Store-rooms that Contain Highly Flammable Materials
220 (1) A store-room that contains highly flammable materials must be provided with a ventilation system separate from the ventilation systems serving other spaces.
(2) The ventilation system must ventilate high and low levels of the store-room. Every inlet or outlet of the system must be positioned in an area free from flammable gases.
(3) A wire mesh guard that is corrosion resistant and arrests sparks must be fitted over the opening of the inlet or outlet.
(3) If a trunk or duct has a free cross-sectional area that exceeds 0.02 m2 and passes through a deck or bulkhead of “A” class divisions, the trunk or duct must be fitted with an automatic-closing fire damper.
(5) A duct sleeve referred to in paragraph (4)(a) that passes through a bulkhead must be of the same length on either side of the bulkhead.
224 (1) The exposed surfaces within accommodation spaces, service spaces, control stations or corridor or stairway enclosures, and the concealed surfaces behind bulkheads, ceilings, panelling or linings in accommodation spaces, service spaces or control stations, must meet the flame-spread, smoke and toxicity requirements set out in Annex 1 to the FTP Code.
(2) The exposed surfaces of glass-reinforced plastic construction within accommodation spaces, service spaces, control stations, machinery spaces of category A or other machinery spaces of similar fire risk to machinery spaces of category A must
(a) be coated with a final layer of a resin that has fire-retardant properties;
(b) be coated with a fire-retardant coating that meets the flame-spread, smoke and toxicity requirements set out in Annex 1 to the FTP Code; or
(3) The paints, varnishes and other finishes used on exposed interior surfaces must meet the flame-spread, smoke, toxicity and non-ignitable requirements set out in Annex 1 to the FTP Code.
225 The primary deck coverings within accommodation spaces, service spaces or control stations must meet the flame-spread, smoke, toxicity and non-ignitable requirements set out in Annex 1 to the FTP Code.
226 The plastic piping fitted on a vessel must meet the flame-spread, smoke and toxicity requirements set out in Annex 1 to the FTP Code.
229 (1) Remote means that are operable from outside the spaces served by fuel oil transfer pumps, oil fuel unit pumps and other similar fuel pumps must be provided to stop the pumps. The main fire control station must be provided with a remote means to stop the pumps and with a visual indicator of whether the pumps are running.
(i) if the deck area of the space is 4 m2 or more, a fixed gas fire-extinguishing system, fixed foam fire-extinguishing system or fixed pressure water-spraying fire-extinguishing system that meets the requirements of the FSS Code for the system, and
(A) an ABC-type dry-chemical fire extinguisher with a capacity of at least 4.5 kg, or
231 (1) A space used to store highly flammable liquids or liquefied gases must
(b) have signs bearing the following displayed in prominent positions:
(i) “NO NAKED LIGHTS / PAS DE FLAMMES NUES”, and
(ii) “NO SMOKING / DÉFENSE DE FUMER”.
(2) Electrical wiring and fittings must not be installed within a space used to store highly flammable liquids or liquefied gases unless
(b) the wiring and fittings are certified safe and are listed by a testing laboratory or facility that certifies electrical equipment for marine use; and
(2) The stairways and ladders must be arranged to provide ready means of escape to the lifeboat and life-raft embarkation deck from accommodation spaces and from spaces in which the crew is normally employed, other than machinery spaces.
(3) Two widely separated means of escape must be provided from all accommodation levels. The means may include the normal means of access from each restricted space or group of spaces.
(6) Despite subsections (4) and (5), if it is not feasible to install stairways or doors, one of the means of escape from below the weather deck and one of the means of escape from above the weather deck may be a porthole of at least 400 mm in diameter or hatch of at least 560 mm x 560 mm that is protected, if necessary, against ice accretion.
(7) The means of escape must not include a vertical ladder or a deck scuttle. However, if it is not feasible to install a stairway, a vertical ladder may be used as a second means of escape.
(8) The width, number and continuity of the means of escape must meet the requirements of the FSS Code.
(9) A corridor or part of a corridor from which there is only one means of escape must not exceed 5 m in length.
234 (1) A machinery space of category A must have two means of escape that are separated as widely as possible. If a means of escape is vertical, it must consist of steel ladders.
Vessels of Less Than 24 m in Length
30-minute fire rated insulation means
“A-15” class divisions has the same meaning as in regulation 3.2 of Chapter II-2 of SOLAS. (cloisonnements du type « A-15 »)
accommodation spaces means the spaces that are used for public spaces, corridors, lavatories, cabins, offices, games or hobby rooms, or pantries that do not contain cooking appliances, and similar spaces. (locaux d’habitation)
“B-15” class divisions has the same meaning as in regulation 3.4 of Chapter II-2 of SOLAS. (cloisonnements du type « B-15 »)
classification society means a classification society with which the Minister has entered into an agreement or arrangement under paragraph 10(1)(c) of the Act. (société de classification)
“F” class divisions means divisions that are formed by bulkheads, decks, ceilings or linings and that meet the fire-test requirements for “F” class divisions set out in Annex 1 to the FTP Code. (cloisonnements du type « F »)
fire retardant coating means a coating that
(a) a product certification body, testing laboratory or classification society has certified has a flame spread rating or index of 25 or less and a smoke developed classification or index of 100 or less when tested in accordance with Standard Method of Test for Surface Burning Characteristics of Building Materials and Assemblies, Can/ULC-S102, or Standard Test Method for Surface Burning Characteristics of Building Materials, ASTM E 84; or
(b) meets the flame-spread, smoke and toxicity requirements set out in Annex 1 to the FTP Code. (revêtement retardant la propogation de la flamme)
fire retardant resin means a laminating resin that
(b) meets the flame-spread, smoke and toxicity requirements set out in Annex 1 to the FTP Code. (résine retardant la propogation de la flamme)
length overall, in respect of a vessel, means the distance measured from the forward end of the foremost outside surface of the hull shell to the aft end of the aftermost outside surface of the hull shell. (longueur hors tout)
machinery spaces means the spaces containing propulsion machinery, boilers, oil fuel units, internal combustion engines, generators and major electrical machinery, or ventilation or air conditioning machinery, and similar spaces, and trunks to such spaces. (locaux de machines)
(b) that a product certification body or a testing laboratory has certified that the material is non-combustible when tested in accordance with Standard Method of Test for Determination of Non-Combustibility in Building Materials, CAN/ULC-S114; or
(c) that the material meets the non-combustibility test set out in Annex 1 to the FTP Code. (incombustible)
passenger-carrying vessel means a vessel that is carrying one or more passengers. (bâtiment transportant des passagers)
product certification body means a body that is accredited by the Standards Council of Canada, or by any other national accreditation organization that is a member of the International Accreditation Forum Multilateral Recognition Arrangement (MLA), to give third-party written assurance that a product conforms to the specified requirements for the product, including granting of initial certification and maintenance of the certification. (organisme de certification de produits)
service spaces means the spaces that are used for galleys, pantries that contain cooking appliances, lockers, store-rooms, or workshops other than those forming part of the machinery spaces, and similar spaces and trunks to such spaces. (locaux de service)
301 (1) This Part applies in respect of Canadian vessels everywhere that are
(b) passenger-carrying vessels of more than 15 gross tonnage but of less than 24 m in length that
(i) are not Safety Convention vessels, or
(ii) are carrying not more than 36 berthed passengers; or
(c) passenger-carrying vessels of not more than 15 gross tonnage that are carrying more than 12 passengers and are not Safety Convention vessels.
(c) vessels to which the Special-purpose Vessels Regulations apply;
(e) air cushion vessels;
(f) vessels that do not have mechanical means of propulsion;
(g) wooden vessels of primitive build;
(h) vessels that are capable of engaging in the drilling for, or the production, conservation or processing of, oil or gas;
(i) vessels that carry dangerous goods, otherwise than in limited quantities, and that are referred to in regulation 19.2.2 of Chapter II-2 of SOLAS or have cargo spaces referred to in that regulation; or
(j) nuclear vessels.
303 (1) If a vessel that was constructed before the day on which this section comes into force held, at any time before that day, a certificate issued under the Vessel Certificates Regulations or section 318 or 319 of the Canada Shipping Act, R.S.C. 1985, c. S-9, its authorized representative may ensure that the requirements that were required to be met for the issuance of the certificate are met instead of the requirements of sections 313 to 347.
(2) Subsection (1) does not apply if the vessel’s intended service changes in such a manner that any of the requirements that were required to be met for the issuance of the certificate are no longer met.
304 Section 303 does not apply in respect of
(a) carry not more than 100 passengers or more than 12 berthed passengers; and
306 Flammable liquids, other than cargo, fuel or lubricant that is in a vessel’s systems, or liquids that are currently being used on a vessel, must
(a) be kept to a minimum and in any event not exceed 30 kg; and
(b) be stored in a locker referred to in subsection 319(3).
307 (1) The fire safety equipment carried on a vessel and the fire safety systems required by this Part must
(2) The fire safety equipment and systems required by this Part must be readily accessible for immediate use.
308 (1) In the case of a passenger-carrying vessel, a fire control plan or booklet that includes the following must be readily accessible on board to the vessel’s master and crew:
(a) the location and type of structural fire protection;
(b) the location and type of fire detection and fire fighting equipment;
(c) the location of the exits and the escape routes;
(d) details of the ventilation system, including the location of the fan controls and dampers;
(e) the location and type of the means to shut off required by paragraph 341(2)(b); and
(2) The plan or booklet must be
309 (1) A vessel of a length overall set out in column 1 of the table to this subsection must carry the fire fighting equipment set out in column 2.
(b) one 2A:20B:C fire extinguisher for:
(c) one additional 2A:20B:C fire extinguisher for every 70 m2 or fraction thereof of each accommodation space;
(d) one 20B:C fire extinguisher for every 746 kW or fraction thereof of main or auxiliary engine power in each machinery space;
(3) In a reference to a classification for a fire extinguisher, the letters in the classification refer to the following classes of fires:
(c) Class C fires, namely, fires that involve energized electrical equipment where the electrical non-conductivity of the extinguishing media is of importance;
(4) Every portable fire extinguisher must contain an extinguishing agent capable of extinguishing the potential fires in the space for which the extinguisher is intended.
(6) One of the portable fire extinguishers required for a space must be stored near the entrance to the space.
(7) A portable fire extinguisher that is intended for use or stored in an accommodation space must not contain a gas extinguishing agent.
(2) A portable fire extinguisher may be of a type approved by a classification society if it was carried on a vessel when the vessel was imported into Canada.
312 Every fire bucket must have a capacity of 10 L or more and be fitted with an attached line of sufficient length to enable the bucket to be filled from the surrounding body of water from any deck.
313 (1) In addition to the primary means of exit from an accommodation space, wheelhouse, machinery space or any other space accessible to passengers or where the crew is normally employed, an emergency exit must be provided for the space. An emergency exit is not required if the space is too small to have both the primary means of exit and an emergency exit.
(2) The primary means of exit and the emergency exit must
(b) subject to paragraph 315(1)(e), have a clear opening that has a width and length of at least 560 mm or that provides a means of egress that is equivalent;
(e) be so located that a single incident occurring inside or outside the space would be unlikely to prevent the use of the exit and the primary means of access at the same time.
(3) Despite paragraph (2)(e), the primary means of exit and the emergency exit from the wheelhouse must, if feasible, be located on opposite sides of the vessel.
(4) On a passenger-carrying vessel, in each public space a sign with the words “EXIT” and “SORTIE” in illuminated red letters must be located by the primary means of exit and by the emergency exit.
(5) If a sign required by subsection (4) is not visible from an area in the space, a sign with the words “EXIT” and “SORTIE” in illuminated red letters and with an illuminated red arrow pointing the way to the exit to which the sign relates must be in a readily visible location in the space.
314 (1) This section applies to the escape routes from an accommodation space, service space or wheelhouse, or from any other space accessible to passengers or where the crew is normally employed.
(2) The stairways, corridors, doors and ladders must be arranged to provide ready means of escape to the muster and embarkation stations. The doors must be constructed to open outwards and be hinged on the forward side.
(3) If the location of an exit is such that egress from a space would be difficult without an aid such as a hand hold or a ladder, an appropriate aid must be permanently fitted.
(4) A hand hold or ladder that is for use to or from a deck must, if feasible, extend sufficiently above the level of the deck to allow safe and rapid access.
(5) A ladder or stairway from a space other than a machinery space must be constructed of a non-combustible material or be coated with a fire retardant coating, and must be equipped with anti-skid rungs or stairs.
(6) Every ladder or stairway from a machinery space must be constructed of a non-combustible material and be equipped with anti-skid rungs or stairs.
(8) Every stairway of more than one metre in height must be equipped with handrails or hand holds on both sides and must maintain a clear width of 760 mm.
(i) in areas occupied only by crew members, or
(ii) where it is not feasible to install a stairway; and
(b) except in the case of inclined ladders without risers and exterior stairways, a stair that has a tread depth of less than 260 mm must have a nosing of not less than 25 mm or other means that provide additional depth on the tread;
(d) at the top and bottom of every flight of stairs there is a clear landing that has an area that is at least equal to the square of the actual tread width of the adjacent stair or, if that is not feasible, the largest area that is feasible;
(f) the minimum width of every stairway or inclined ladder is not less than 760 mm plus, if the stairway or inclined ladder is intended for use by more than 60 persons, 10 mm for each one of the more than 60 persons; and
(i) 45° or, in the case of a stairway or inclined ladder intended for the use of the crew only, 55°, or
(2) For the purpose of paragraphs (1)(e) and (f), if the distance between handrails is less than the width of the treads, the stair width and the stairway or inclined ladder width must be measured between the handrails.
316 (1) The exposed surface of any insulation fitted on the interior of the machinery space must be impervious to oil and oil vapour.
(a) used to insulate a cargo space or a cold room or a similar galley service space, sealed with a fire retardant coating of the intumescent type and covered with a steel-sheet protective facing; or
(b) used as a flotation material that is enclosed in a dedicated space and protected from fire risks.
(2) The insulation, fire retardant coating or fire retardant resin on a deck or bulkhead must
(c) be installed on the side of the higher fire risk unless it is not possible to do so; and
(d) if the insulation, coating or resin is vulnerable to damage, be protected to prevent any loss of its fire resistant properties.
(3) The insulation on a deck or bulkhead must be held in place by closely spaced studs and clips or another method that will
(a) hold the insulation in place for a minimum of 60 minutes when it is exposed to fire; and
(b) hold the insulation in place taking into account the vibration and motion of the vessel and the normal wear.
(4) If insulation is installed on the stiffener side of a deck or bulkhead, a minimum of 50% of the thickness of the insulation must be installed on top of the stiffener.
(5) The surfaces for the application of fire retardant coating or fire retardant resin must be prepared, and the coating or resin applied, in accordance with the specifications of its manufacturer.
318 (1) On a passenger-carrying vessel, the boundaries of a galley that contains cooking appliances must be of “F” class divisions or “B-15” class divisions or be insulated with 30-minute fire rated insulation if
(2) Every cooking or heating appliance must be installed in accordance with the appliance manufacturer’s recommendations, if any, with regard to clearances and materials, including insulation, fitted in way of the appliance. If space constraints do not allow the minimum clearance, if any, recommended by the manufacturer,
(a) 30-minute fire rated insulation must be fitted to the surfaces in way of the appliance;
(3) If life saving equipment, a muster station or an embarkation station is located on the deck above, or on the other side of a bulkhead from, a space that contains a cooking or heating appliance,
(a) in the case of a steel or aluminum vessel, the deck or bulkkead must be of “A-15” class divisions in way of the life saving equipment, muster station or embarkation station; and
(b) in the case of a wooden or composite vessel, 30-minute fire rated insulation must be fitted to the deck or bulkhead in way of the life saving equipment, muster station or embarkation station.
(a) be of “F” class divisions or “B-15” class divisions;
(2) The machinery space boundaries must, to the extent feasible, prevent the passage of smoke.
(a) must be of a construction that reduces the propagation of flame on the inside of the locker by the installation of 30-minute fire rated insulation or fire retardant coating of the intumescent type;
(a) in the case of a steel or aluminum vessel, be of “A-15” class divisions; and
(b) the decks delimiting the fire zone must be of “A-15” class divisions or insulated with 30-minute fire rated insulation; and
(c) the bulkheads delimiting the fire zone must be of “F” class divisions or “B-15” class divisions.
321 On a wooden or composite vessel, the exposed internal surfaces of the machinery space and supporting structure, including engine seats, must be coated with a final layer of fire retardant coating or fire retardant resin.
322 (1) On a wooden or composite vessel, every deck or bulkhead that separates the machinery space from an accommodation space, a galley, a wheelhouse, a space containing a fixed gas fire-extinguishing system or a compartment to store gas containers must be of “F” class divisions or “B-15” class divisions or be insulated with 30-minute fire rated insulation.
Composite Passenger-carrying Vessels — Laminate for the Hull, Decks and Superstructure
(a) the laminate for the hull, decks and superstructure must not be a sandwich construction; and
(i) has a flame spread rating of 25 or less when tested in accordance with Standard Test Method for Surface Burning Characteristics of Building Materials, ASTM E 84, or
(ii) meets the requirements of Resins, Polyester Low-Pressure Laminating Fire Retardant, MIL-R-21607, published by the Naval Sea Systems Command, United States Department of the Navy.
324 (1) On a steel or aluminum vessel, every deck or bulkhead that separates the machinery space from an accommodation space, a galley, a wheelhouse, a space containing fixed gas fire-extinguishing equipment or a compartment to store gas containers must
(a) if the vessel is a passenger-carrying vessel, be of “A-15” class divisions or be insulated with 30-minute fire rated insulation; and
(b) if the vessel is not a passenger-carrying vessel, be of “A-0” class divisions.
(i) a product certification body, testing laboratory or classification society has certified has a flame spread rating or index of 25 or less and a smoke developed classification or index of 100 or less when tested in accordance with Standard Method of Test for Surface Burning Characteristics of Building Materials and Assemblies, Can/ULC-S102, or Standard Test Method for Surface Burning Characteristics of Building Materials, ASTM E 84, or
(ii) meets the flame-spread, smoke and toxicity requirements set out in Annex 1 to the FTP Code; or
(2) No paint, varnish or similar preparation that contains a nitro-cellulose base may be applied, and no fabric that contains nitro-cellulose may be fitted, to the interior finish or the furniture.
(a) be certified by a product certification body, testing laboratory or classification society as
(i) having a radiant panel index that does not exceed 20 when tested in accordance with Standard Test Method for Surface Flammability of Materials Using a Radiant Heat Energy Source, ASTM Test No. E 162, and having a specific optical smoke density of 450 or less when tested in flaming mode in accordance with Standard Test Method for Specific Optical Density of Smoke Generated by Solid Materials, ASTM E 662, or
(ii) having a critical radiant flux of at least 0.45 W/cm2 when tested in accordance with Standard Test Method for Critical Radiant Flux of Floor-Covering Systems Using a Radiant Heat Energy Source, ASTM E 648, and having a specific optical smoke density of 450 or less when tested in flaming mode in accordance with Standard Test Method for Specific Optical Density of Smoke Generated by Solid Materials, ASTM E 662; or
(b) meet the flame-spread, smoke, toxicity and non-ignitable requirements set out in Annex 1 to the FTP Code.
(b) meet the flame-spread, smoke, and toxicity requirements set out in Annex 1 to the FTP Code.
(i) having a flame spread rating or index of 300 or less and a smoke developed classification or index of 300 or less, in the case of wool, or of 500 or less in the case of nylon or a nylon/wool blend, when tested in accordance with Standard Method of Test for Surface Burning Characteristics of Flooring, Floor Coverings, and Miscellaneous Materials and Assemblies, CAN/ULC-S102.2, or
(ii) having a critical radiant flux of at least 0.45 W/cm2 when tested in accordance with Standard Test Method for Critical Radiant Flux of Floor-Covering Systems Using a Radiant Heat Energy Source, ASTM E648, and having a specific optical smoke density of 450 or less when tested in flaming mode in accordance with Standard Test Method for Specific Optical Density of Smoke Generated by Solid Materials, ASTM E662; or
(i) certified by a product certification body, testing laboratory or classification society as being fire resistant when tested in accordance with Standard Method of Test for Fire Growth of Mattresses (Open Flame Test), CAN/ULC-S137 or Recommendation on Fire Test Procedures For Upholstered Furniture, IMO Resolution A.652(16), or
(ii) covered with a flame resistant fabric; and
(b) all permanently installed textiles, such as curtains, canvas and decorative accessories, must be made of flame resistant fabric.
(3) In subsection (2), flame resistant fabric means a fabric that a product certification body or testing laboratory has certified meets the requirements of the Flame Tests of Flame-Resistant Fabrics and Films, CAN/ULC-S109, or the Standard Methods of Fire Tests for Flame Propagation of Textiles and Films, NFPA 701.
(2) A ventilation duct serving an accommodation space, service space or wheelhouse must not pass through a machinery space unless the duct is gastight, made of steel or aluminum alloy and insulated with 30-minute fire rated insulation.
(5) Means must be provided for stopping the ventilation fans serving an accommodation space, service space, cargo space, control station or machinery space. The means must be in a readily accessible position outside the space but, in the case of a ventilation fan serving a machinery space, must be located as required by subsection 341(2).
(6) A ventilation duct that serves a machinery space or galley and that passes through an accommodation space, service space or wheelhouse must be gastight, made of steel or aluminum alloy and insulated with 30-minute fire rated insulation.
(a) if feasible, be located outside of the machinery spaces; and
(3) If a fuel tank is not made of steel and is located in a machinery space or adjacent to a machinery space, or is located in or adjacent to a space containing flammable material, the exposed surfaces of the tank must be insulated with 30-minute fire rated insulation.
(4) On a composite vessel, a composite fuel tank that is integral with the hull must have a final layer of fire retardant resin. The exposed surfaces of the tank must be insulated with 30-minute fire rated insulation.
331 (1) An automatic fire detection and alarm system must be installed in order to detect the presence and location of a fire in the accommodation spaces, machinery spaces and service spaces.
(g) if the vessel is fitted with a public address system, the audio signal to indicate the presence of a fire is automatically interrupted during communication from the system; and
(a) at least one smoke detector is installed in each cabin, corridor, escape route or stairway, and in each service space not containing cooking appliances;
(b) at least one heat detector is installed in each public room or machinery space, and in each service space containing cooking appliances;
(c) the smoke and heat detectors are located for optimum performance and the surface coverage of each detector does not exceed its manufacturer’s specifications; and
(d) the wiring that forms part of the system does not enter any galley or machinery space, or any other enclosed space of high fire risk, except insofar as the wiring is necessary to provide for fire detection or alarm in the space or to connect to the appropriate power supply in the space.
(5) The smoke and heat detectors must be certified by a product certification body or be of a type approved by a classification society.
(a) dual-action fixed-temperature and rate of rise; and
332 (1) A public address system must be fitted on a vessel whose layout restricts the use of direct oral communication from the control station or wheelhouse to any accommodation space, service space, machinery space, open deck or muster or embarkation station.
(b) the wiring that forms part of the system does not enter any galley or machinery space, or any other enclosed space of high fire risk, except insofar as the wiring is necessary to provide for fire detection or alarm in the space or to connect to the appropriate power supply in the space;
Water Fire-fighting Systems
333 Every vessel must be fitted with a water fire-fighting system that meets the requirements of sections 334 to 338.
334 (1) Every vessel of a length overall set out in column 1 of the table to this subsection must be fitted with the number and type of fixed fire pumps set out in column 2 that have the water capacity set out in column 3 and the fire main diameter set out in column 4.
One manual or power-driven fire pump
(b) one power–driven fire pump
(2) If a bilge, sanitary or general service pump is used as a fire pump, a non-return valve or a swing check valve must be fitted between the sea connection and the bilge suction to positively prevent the discharge of water into the bilge compartments. The bilge pumping system and the fire pumping system must be capable of simultaneous operation.
(4) Relief valves must be provided in conjunction with every fire pump that is capable of developing a pressure exceeding the design pressure of the fire piping, the fire hydrants or the fire hoses. The valves must be placed and adjusted to prevent excessive pressure in any part of the fire fighting system.
(5) If one fire pump is required, it must be located outside the machinery space and be provided with a sea connection outside of the space. If the pump is power-driven, it must be provided with a source of power outside of the space.
(7) On a vessel fitted with two or more fire pumps connected to a common piping system, a non-return valve must be fitted to the discharge line of each fire pump to prevent water from backing through the pump when it is not operating.
(b) be capable of delivering a jet of water of at least 12 m through the hose and nozzle.
(10) Every pump impeller that is part of a fire pump must be of a type that will not be damaged by heat or when running dry.
(11) Every sea suction inlet of a fire pump must have arrangements to prevent blockage of the inlet by ice or debris.
335 (1) The number and position of a vessel’s fire hydrants must be such that, when they are fitted with hoses of not more than 18 m in length, the jet of water required by paragraph 334(8)(b) can reach any part of the vessel.
(3) A vessel’s branch fire piping and fire hydrants must be of a standard size that is not less than the minimum diameter required by subsection 334(1) for fire mains on the vessel.
336 (1) The fire piping and the valves and fittings of the water fire-fighting system must be made of galvanized steel or another material of equivalent mechanical strength and corrosion and fire resistance.
(2) The joints in the fire piping must be connected in a manner that prevents leakage and must meet the pressure requirements of the fire piping system. Flanged or screwed connections, or other connections that are at least as dependable as flanged or screwed connections, must be used.
(b) has a maximum length of six times the diameter of the rigid pipe to which it is attached;
(d) is oil resistant;
(i) the requirements of Hose and Hose Assemblies for Marine Applications, SAE J1942, for type VW, or
(g) is secured at each end with a corrosion resistant and galvanically compatible fitting that consists of
(2) A hose clamp may be used only with a hose that is designed for clamps. The hose clamp must be
(a) fastened over the hose and the spud, pipe or hose fitting; and
(b) installed at least 12 mm from the end of the hose.
339 (1) Except as provided in subsection (5), every machinery space must be served by
(b) a fixed aerosol fire-extinguishing system, if the space is on a vessel that is not a wooden or composite vessel.
(a) be an engineered system certified for marine use by a product certification body or be of a type approved by a classification society, and be installed and maintained by the manufacturer, or a person authorized by the manufacturer, in accordance with the certification or type approval; or
(b) be a pre-engineered system certified for marine use by a product certification body or be of a type approved by a classification society, and be installed and maintained in accordance with its design limitations and the manufacturer’s instructions.
(3) Subsection (2) does not apply in respect of the design of pressure containers for a fixed fire-extinguishing system. Every pressure container for a fixed fire- extinguishing system must bear a mark indicating that it
(5) On a wooden or composite vessel, the fixed gas fire-extinguishing system must have two independent complete charges of gas. The quantity of gas for each charge must meet the requirements of subsection 345(2) or 346(2), as the case may be, respecting the quantity of gas for the system.
(6) A machinery space is not required to be fitted with a fixed fire-extinguishing system if
(a) in addition to the portable fire extinguishers required by subsection 309(1), a portable gas fire-extinguisher is provided that
(b) a readily accessible port is provided that permits the additional portable gas fire-extinguisher to be discharged directly into the space without opening the primary access to it, and the port is
(i) labelled to clearly indicate its fire fighting purpose and how to use it,
(c) the additional portable gas fire-extinguisher is located outside the space and close to the port.
engineered system means, in respect of a fixed fire-extinguishing system, a system that requires calculations and design that are specific to each vessel in which it is fitted in order to determine the flow rates, nozzle pressures, pipe size, area or volume protected by each nozzle, quantity of extinguishing agent, and number and types of nozzles and their placement. (système sur mesure)
pre-engineered system means, in respect of a fixed fire-extinguishing system, a system that
(a) does not require calculations and design that are specific to the vessel in which it is fitted; and
(b) is specifically limited as to the type and size of the space it can protect. (système précalculé)
340 (1) The piping, valves and fittings of a fixed fire-extinguishing system must be made of galvanized steel or another material of equivalent corrosion and fire resistance, and must be connected and securely supported.
(2) No component of the fixed fire-extinguishing system may be subject to mechanical, chemical or other damage that would render it inoperative.
(a) can be operated manually from a position outside of the space that is not likely to be cut off by a fire in the space;
(3) If the machinery space has a gross volume of more than 57 m3 or is normally occupied, the fire-extinguishing system must not have an automatic means to release the extinguishing agent.
(4) Unless the machinery space is too small for a crew member to enter it, the fire-extinguishing system must have an alarm to warn of any impending release of the extinguishing agent. The alarm must
(b) have a sound that is distinctive from the sound of any other signal or alarm in the space;
(d) if the space has a high ambient noise level, have flashing red lights or beacons of sufficient intensity and number to alert the occupants of the space; and
(5) If the fire-extinguishing system has an automatic means to release the extinguishing agent,
(2) The openings that can admit air to, or allow the extinguishing agent to escape from, the machinery space must be capable of being closed from outside the space. The means of closing must meet the requirements of subsection 329(4).
(3) The openings that are used to vent the machinery space must be vented to outside the vessel and not to a location in the vicinity of a muster station.
(4) If the discharge of the extinguishing agent into the machinery space could cause over- or under-pressurization that would affect the integrity of the space, measures must be provided to protect the integrity of the space.
(5) The operating procedure in case of a fire in a machinery space must be posted at each fire control station and must include procedures to
(a) stop the ventilation fans that serve the space;
(b) shut off the source of power or fuel for any machinery or equipment in the space that could contribute to sustaining a fire or create any other unsafe condition in the case of fire;
(c) close the openings to the space;
(d) ensure that nobody is in the space; and
(e) vent the space after the discharge of the extinguishing agent into it, using an opening vented to outside the vessel and not to a location in the vicinity of a muster station or to any location where passengers or crew are present.
344 (1) Every container for a fixed fire-extinguishing system must be in a location that is not subject to severe weather conditions or to mechanical, chemical or other damage.
(3) Means must be provided for the crew to safely check the quantity and pressure of extinguishing agent in the container.
(4) If the fixed fire-extinguishing system serves a machinery space, the container must be in a location that is
(5) Despite paragraph (4)(c), unless the container contains carbon dioxide, the container may be a kept in the machinery space if the space has a gross volume of not more than 57 m3 and is not normally occupied.
(6) If the container is connected to a common manifold, non-return valves must be fitted in the discharge system to allow the container to be disconnected
345 (1) For the purposes of subsection 339(2), in the case of a fixed carbon dioxide fire-extinguishing system, “certified for marine use by a product certification body” is to be read as “certified for marine use by a product certification body based on the Standard on Carbon Dioxide Extinguishing Systems, NFPA 12,”.
(2) The quantity of carbon dioxide for a fixed carbon dioxide fire-extinguishing system serving a machinery space must be sufficient to achieve, at a specific volume of 0.56 m3 per kilogram, a volume of free gas equal to
(a) 60% of the gross volume of the space, if the gross volume is not more than 14 m3;
(b) 40% of the gross volume of the space, if the gross volume is more than 136 m3; and
(3) The fire-extinguishing system must discharge a sufficient quantity of carbon dioxide for 85% of the quantity required by subsection (2) to be reached in the space in 120 seconds or less.
346 (1) For the purposes of subsection 339(2), in the case of a fixed gas fire-extinguishing system that uses a gas other than carbon dioxide, “certified for marine use by a product certification body” is to be read as “certified for marine use by a product certification body based on the Standard on Clean Agent Fire Extinguishing Systems, NFPA 2001,”.
(2) The quantity of gas for a fixed gas fire-extinguishing system that uses a gas other than carbon dioxide and is serving a machinery space must be sufficient to protect the space. The required quantity of gas is calculated using the minimum expected ambient temperature, the minimum design concentration of the gas and the net volume of the space.
(a) the concentration that is 30% above the minimum extinguishing concentration when the minimum extinguishing concentration of the gas is determined by a cup burner test; and
(b) the extinguishing concentration that is determined by full-scale testing.
(4) The net volume of the space is its gross volume, including the volume of the bilge, the volume of the casing, and the volume of free air contained in air receivers that in the event of a fire is released into the space, minus the volume of objects in the space.
(5) If the fire-extinguishing system uses halocarbon as the extinguishing agent, the system must discharge a sufficient quantity of the agent for 95% of the minimum design concentration to be reached in the space in 10 seconds or less. If the system uses an inert gas as the extinguishing agent, the system must discharge a sufficient quantity of the agent for 85% of the minimum design concentration to be reached in the space in 120 seconds or less.
(a) “certified for marine use by a product certification body” is to be read as “certified for marine use by a product certification body based on the Standard on Aerosol Fire-Extinguishing Systems, NFPA 2010,”; and
(b) for the purpose of maintenance of the generator, the machinery space is to be considered a severe environment.
(2) The quantity of aerosol for a fixed aerosol fireextinguishing system serving a machinery space must be sufficient to protect the space. The required quantity of aerosol is calculated using the minimum expected ambient temperature, the design application density of the aerosol, the net volume of the space and, if the system is a condensed aerosol fire-extinguishing system, the efficiency of its generator.
(3) The design application density must be at least 30% above the extinguishing application density when the extinguishing application density of the aerosol is determined by full-scale testing.
(5) The fire-extinguishing system must discharge a sufficient quantity of the aerosol for the design application density to be reached in the space in 120 seconds or less.
400 The definitions “A” Class division, ’’B’’ Class division and main vertical zones in section 2 of the Hull Construction Regulations (see footnote 1) are repealed.
401 (1) Subsections 3(3) to (6.1) of the Regulations are repealed.
(2) Subsections 3(9) to (12) of the Regulations are repealed.
402 Parts III to VI of the Regulations are repealed.
403 Section 84 of the Regulations is repealed.
404 The heading before section 94 and sections 94 to 98 of the Regulations are repealed.
405 Parts IX and X of the Regulations are repealed.
406 Paragraph 26(b) of the Large Fishing Vessel Inspection Regulations (see footnote 2) is replaced by the following:
(b) complies with the requirements of section 3 of Schedule III to the Fire Detection and Extinguishing Equipment Regulations, as they read immediately before being repealed.
407 Subparagraph 2(2)(b)(xiii) of Schedule I to the Regulations is replaced by the following:
(xiii) fixed fire extinguishing equipment as outlined in section 6 of the Fire Detection and Extinguishing Equipment Regulations, as they read immediately before being repealed,
408 Paragraph 14(c) of Division II of Part I of Schedule VIII to the Marine Machinery Regulations (see footnote 3) is replaced by the following:
(c) a fire control system with associated equipment shall be fitted in all machinery spaces to provide fire-fighting capability in accordance with
(i) the Vessel Fire Safety Regulations, in the case of vessels in respect of which those Regulations apply, or
(ii) the Fire Detection and Extinguishing Equipment Regulations, as they read immediately before being repealed, in any other case;
409 (1) Paragraph 207(3)(e) of the Marine Personnel Regulations (see footnote 4) is replaced by the following:
(e) if the Vessel Fire Safety Regulations require that the vessel be provided with a fire patrol, a sufficient number of persons to ensure compliance with those Regulations;
(2) Subparagraph 207(4)(d)(i) of the Regulations is replaced by the following:
(i) operate and use the fire extinguishing equipment and systems required by or approved under the Vessel Fire Safety Regulations to fight a fire at any one location on the vessel,
410 Paragraph 157(3)(a) of the Cargo, Fumigation and Tackle Regulations (see footnote 5) is replaced by the following:
(a) a watertight steel bulkhead that is of “A” class divisions within the meaning of subsections 1(2) and (3) of the Vessel Fire Safety Regulations;
411 The Fire Detection and Extinguishing Equipment Regulations (see footnote 6) are repealed.
412 These Regulations come into force on the day on which they are registered.
C.R.C., c. 1422