MCA does not want fuel in the garage

Is there a reference you can quote from MCA's documentation as to how they define fuel in the garage. It would seem that fuel in a tank on a tender is one thing, and fuel in a jug as being stored in the garage would be another.

I'd be curious to read their documented description and definition of this requirement.

As you point out, draining and filling tanks is rather impractical, and creates a whole new element of safety in itself.

I could not see that rule "no fuel in tenders, waver runners ect in the garage" from the MCA being correct because there are to many large yachts built to MCA specs with a garage for holding smaller gas operated water crafts.

It would be next to impossible to not violate that rule. Technically you would have to remove the fuel before putting the water craft back in it's storage each time in order not to violate. I could only imagine the danger of that.

I agree with the above poster, finding the rules and contest it to that inspector the nicest way possible

IF you are going to keep the tenders, helicopters, cars, etc., in an enclosed space on board ship, IACS (class society) members require very specific ventilation and sprinkler requirements. If those are met, then fuel can remain in the various vehicles.

Otherwise you must post and adhere to local operational signage stating that "All fuel to be removed......" when securing in the laz/garage.

The latter is not practically feasible, and, as a refit, the former can be cost, structurally and cosmetically problematic.

But they are right, it is a significant fire/explosion hazard.

Well, I don't store tenders below deck so I didn't have that issue to deal with. What I came up with for fuel storage was this. They're 4 212 liter tanks stowed under the crane with petrol vented caps and such. Under the white hood is a pump, and below that is a box with the hoses. I built the tanks so I can fit two of them at a time in the tender and run them ashore to get refilled. Lloyds was quite pleased with the setup, so I'd imagine MCA would approve as well. As for the fuel in the tenders, that is a weird one. Maybe if you had a two way pum and a wand at the end of the hose that you could suck the fuel out of the jet skiis? The tender would be rather simple, just put a Y-valve in the fuel line between an electric feed pump and the engine. Put the tender up, hook it up to a transfer tank and flip the switch. It makes no sense really, because as you say, there is more hazard in a nearly empty tank than one pressed full. The only thing you eliminate is the potential for a liquid fuel leak of a large enough proportion to create an explosive environment inside the mother vessel which I guess is their concern. I personally think they are creating a larger hazard with the fuel transfer operations than they are eliminating from certified petrol storage tanks, the static generated by doing the extra fuel transfers are the greatest hazard I see in the whole operation.

It sounds more like they want garages brought up to a safe standard. That would indeed be easier and safer than draining gas.

Hi. This isn't a new rule and you're not unique by any means. On my last two builds the same issue came up - and yes we did empty the tanks. It was a pain and we didn't do it every time we moved but about 75%, certainly anything longer than a day trip. Our petrol storage cans were in a dedicated store with EX electrical fittings, flammable gas detector, enhanced ventilation to the main deck and enhanced water fogging. Its a pain I agree but remember the Tigre D'Or incident a few years back when fuel in the jetskis (which had broken loose and smashed themselves up) ignited. One of those things I'm afraid.

On a new build it is easier to include the requisite ventilation, fire detection, sprinkler/fog system and explosion proof electrical fixtures in the build spec. Then you never have to worry about fueling/de-fueling hassles. Retrofitting is another issue.

Hi,

I agree it isn't new, here is some extracts from the MCA's LY2 for your info.

14 FIRE SAFETY

14.1 Protection of spaces containing vehicles or craft with fuel in their tanks or lockers storing such fuels

14.1.1 Special consideration should be given to safe conditions of carriage of petrol and other highly flammable liquids either in hand portable containers/tanks or in the tanks of vehicles (such as personal water craft, motor cars and helicopters) which may be transported. This is not considered applicable to diesel stowage.

14.1.2 The quantity of petrol and/or other highly flammable liquids carried should be kept to a minimum, generally up to 150 litres maximum. Greater quantities may be specially considered by the Administration on receipt of a reasoned case made by the master.

14.1.3 Containers used for the carriage of flammable liquids should be constructed to a recognised standard appropriate to the contents and each container clearly marked to indicate its contents.

14.1.4 Small lockers on open deck for the stowage of hand portable containers of petrol should be located away from high risk areas, have no electrical fittings, and be provided with the following:-

1. Natural ventilation openings top and bottom.
2. Drainage leading overboard.
3. Means of securing the fuel containers.
4. A facility to boundary cool the locker.

14.1.5 Enclosed spaces, and larger lockers on open deck, designated for the safe carriage of petrol or similar fuel or vehicles with fuel in their tanks should be fitted with:-

1 A manual water spray system giving a coverage of 3.5 ltr/m2/minute over the total area of deck, which may be taken from the fire main with the isolating valve located outside the garage. An equivalent arrangement may be considered.

Adequate provision should be made for drainage of water introduced to the
space. This should not lead to machinery or other spaces where a source of
ignition may exist.

2 A fixed fire detection and fire alarm system complying with the requirements of
SOLAS regulations II-2/Part A. The system within the space should also comply
with 14.1.5.5.

3 Ducted mechanical exhaust ventilation, which is isolated from other ventilated spaces, should provide at least 6 air changes per hour (based on the empty space) and for which reduction of the airflow should be signalled by an audible and visual alarm on the navigating bridge and at the "in port" control station(s).

Exhaust ducting should be arranged to extract from the area low over the bilge.

If the fan motors are located in the space or in the ventilation duct they should be certified safe to the correct designation for the flammable vapour/liquid. The ventilation fans should be of a non-sparking type and the ventilation system should be capable of rapid shut down and effective closure in event of fire.

4 A suitable gas detection system is to be provided, with audible and visual alarm in the wheelhouse and where it may always be observed by the crew.

5 All electrical equipment located up to 450mm above the deck should be certified safe for petrol vapours.

6 Electrical equipment located higher than 450mm above the deck should either,

(a) be to [IP55] standard of construction (IEC Publication 529 - Classification of Degree of protection Provided by Enclosures). or,

(b) provided with easily accessible means of isolation (on all poles) located
outside the space. These isolators should be grouped together as far as
practicable and be clearly marked. This option should not be used for
safety systems such as steering motors, rudder indicators, etc.

7 Regardless of the height of installation, it is considered that the following equipment located within the space should be certified safe for the flammable
vapours:-
(a) gas detection system
(b) bilge alarm
(c) fire detection system
(d) at least one light fitting (on a dedicated circuit, possibly emergency)
It should be noted that electrical equipment includes starters, distribution boxes, etc

14.2 Miscellaneous

14.2.1 Construction and arrangement of saunas

14.2.1.1 The perimeter of the sauna should be of "A" class boundaries and may include changing rooms, showers and toilets. The sauna should be insulated to A-60 for vessels of 500GT and over, A-30 for vessels under 500GT, and B-15 for Short Range Yachts, against other spaces except those inside of the perimeter.

14.2.1.2 Bathrooms with direct access to saunas may be considered as part of them. In such cases, the door between sauna and the bathroom need not comply with fire safety requirements.

14.2.1.3 Wooden linings on bulkheads and ceilings are permitted. The ceiling above the oven should be lined with a non-combustible plate with an air gap of at least 30mm. The distance from the hot surfaces to combustible materials should be at least 500mm or the combustible materials should be protected (e.g. non-combustible plate with an air gap of at least 30mm).

14.2.1.4 Wooden benches are permitted.

14.2.1.5 The sauna door should open outwards by pushing.

14.2.1.6 Electrically heated ovens should be provided with a timer.

14.2.1.7 All spaces within the perimeter of the sauna are to be protected by a fire detection and alarm system and an automatic sprinkler system.

14.2.2 Construction and arrangement of Thermal Suite (e.g. Steam Room).

14.2.2.1 The perimeter of the thermal suite may include changing rooms, showers and toilets.

14.2.2.2 Bathrooms with direct access to suite may be considered as part of it. In such cases, the door between suite and the bathroom need not comply with fire safety requirements.

14.2.2.3 If the steam generator is contained within the perimeter, the suite boundary should be constructed to an A-0 standard, or B-0 for Short Range Yachts. If the steam generator is not contained within the perimeter then the boundaries of the space should be constructed of B-0 class divisions, and the steam generator should be protected by A-0 standard divisions, or B-0 for Short Range Yachts.

14.2.2.4 If a suite arrangement contains a sauna then the requirements contained in 14.2.1 are applicable, regardless of the steam generator location.

14.2.2.5 All spaces within the perimeter are to be protected by a fire detection and alarm system and an automatic sprinkler.

BTW: Manu- Is your boat Cayman registered by any chance?

Fuel transfer

One possible solution might be to have a gas tank on the water craft to be stored, with a shut off valve at the tank. The valve could be closed after the use of the craft, the engine run until remaining gas is is used, the tank of unused fuel then detached from the craft and stowed safely in an area certified for gas storage. Just a rough idea that could be refined.

A transfer of fuel but not exposed. This should be better than fumes/vapors floating around the area during a transfer of liquids .. No reason this would not work on any size craft to be stored..

Just a thought from a long time Pacific sailor now "high and dry" in Santa Fe New Mexico... altitude 7200 feet.