根據國際海事組織（IMO）的一項新決議，使用含有全氟辛烷磺酸（PFOS）的含氟泡沫作為發泡成分的泡沫滅火系統將被逐步淘汰。新規則將于 2026 年開始根據滾動計劃生效，但瑞典海事工程專家 Scanunit 認為，現在就應該實施積極的替代戰略。

船舶上的泡沫滅火系統通常使用一系列被稱為全氟烷基和多氟烷基物質（PFAS）的合成化合物。由于其非常有用的特性，除消防外，它們還被廣泛應用于其他領域，但現在它們的使用正受到質疑，因為它們已被證明是有毒的、生物累積性的和在環境中非常持久的物質。

泡沫系統中常見的 PFAS 化合物是全氟辛烷磺酸（PFOS），但也可能使用其他 PFAS。由于全氟辛烷磺酸對人類健康的影響，自 2009 年以來，大多數西方國家已根據《斯德哥爾摩公約》對全氟辛烷磺酸進行了限制。這些限制導致了全氟辛烷磺酸的工業轉型和替代品的出現，盡管其中一些替代品是其他全氟辛烷磺酸，但經過更多研究后，這些替代品也可能被認為是有害的。

在國際海事組織 SSE 小組委員會開展工作之后，海安會通過了 MSC.530(107) 號決議，對《國際海上人命安全公約》第 II-2 章進行了修訂，并通過了 MSC.534(107) 和 MSC.535(107) 號決議，對《海安會準則》（1994 年和 2000 年）進行了修訂，禁止使用含有全氟辛烷磺酸的消防泡沫。該禁令適用于固定式和便攜式系統，并于 2026 年 1 月 1 日對新船生效。現有船舶上的系統需要清除全氟辛烷磺酸，并在 2026 年 1 月 1 日或之后的首次檢驗日期之前將其安全處置上岸。

除全氟辛烷磺酸外，國際海事組織還在考慮將禁令擴展到其他含氟物質，為此，對《國際海上人命安全公約》和《海安準則》進行了修改，在每個文本中增加了一個新的章節 "滅火介質限制"，從而更容易納入未來對滅火介質的禁止或限制。

"船東需要了解規則變化對現有船舶的影響，并考慮如何最好地遵守即將實施和未來實施的規則，因為有些陷阱是需要避免的"，Scanunit 銷售總監 Mikael Laszlo 說。

值得注意的是，大多數國家的岸上系統已經過渡到新的化學品。歐洲的歐洲化學品管理局（ECHA）和美國的環保局（EPA）等監管機構建議，消防泡沫和設備中的 PFAS 含量應限制在百萬分之 1（泡沫中）。航運業很可能會遵循這一路線，因此，由于國際海事組織（IMO）未來可能會禁止使用其他含氟物質，因此從一開始就需要仔細考慮替代品的選擇。

泡沫中是否含有全氟辛烷磺酸或全氟辛烷磺酸可能不會立即顯現。泡沫證書或產品安全數據表中應有所提及，但情況并非總是如此。因此，必須對目前使用的特定發泡劑進行分析，以確定其成分。

MSC.1/Circ.1312 號文件詳細介紹的海事組織測試準則可能對消防泡沫濃縮物的操作方面的測試有全面的說明，但沒有提及其化學成分。同樣，船級社和測試實驗室提供的泡沫濃縮物類型批準證書也同樣缺乏啟發性。

另一個需要考慮的問題是，制造商已經在改用替代產品，在國際海事組織禁令生效之前，發泡劑的供應總有可能枯竭。如果出現這種情況，船舶無論如何都必須立即做出改變，而且在改變之前，貿易機會可能會受到限制。

對于受國際海事組織（IMO）規定影響的現有船舶來說，更換發泡劑并不僅僅是清空油箱和換上不含全氟辛烷磺酸的發泡劑那么簡單。為了確保在測試或部署過程中不釋放任何限制性物質，整個系統都需要進行去污處理。

Scanunit 與同胞瑞典公司 LifeClean 合作，為船上泡沫的去污和更換提供了交鑰匙解決方案。該過程無需在干船塢內進行，可根據船舶的時間表進行安排。

該過程包括清除舊泡沫，然后在整個系統中重新注入 LifeClean 公司開發的 Sani A 清洗液，該清洗液在系統中停留約四個小時。然后清空系統，重復上述過程。然后從軟管中取樣進行檢測，以確保全氟辛烷磺酸的含量達到或低于百萬分之 1。Lifeclean 公司創始人 Ragnar Krefting 解釋說，與其他方法相比，該過程非常安全，產生的廢水也更少。重要的是，獨立測試表明，儲罐和泡沫系統中 99.97% 的全氟辛烷磺酸物質已被清除。

有時，系統可能需要升級，以便與替代的無氟泡沫一起使用，或者因為業主認為這樣做比較理想。Scanunit 可以處理所有必要的安排和文件。

在這種情況下，只需船舶提供當前系統手冊的副本，然后就可以設計和采購任何必要的新組件。這項工作將與船級社共同完成，以確保獲得必要的批準。獲得批準后，將在方便的地點和日期進行安裝，由 Scanunit 提供材料和人員進行安裝。

Scanunit 銷售總監 Mikael Laszlo 表示："我們擁有豐富的經驗和能力，可以幫助船東履行 IMO 新規則規定的所有義務。

Time is running out for some Fi-Fi foams

A new IMO resolution will see the phase-out of foam firefighting systems that use fluorinated foams containing perfluoro-octane sulfonic acid (PFOS) as the foam-producing component. The new rules come into effect under a rolling programme beginning in 2026, but Swedish maritime engineering specialist Scanunit believes that a proactive replacement strategy should be put into effect now.

Foam firefighting systems on ships typically make use of a family of synthetic chemical compounds known as perfluoroalkyl and polyfluoroalkyl substances (PFAS). They are used in a variety of applications aside from firefighting because of their very useful properties but their use is now being questioned as they have been shown to be toxic, bio-accumulative, and very persistent substances in the environment.

The common PFAS-compound in foam systems is perfluoro-octane sulfonic acid (PFOS), although other PFASs may also be used. PFOS has been restricted in most Western countries since 2009 under the Stockholm Convention because of its impact on human health. These restrictions have led to an industrial transition and replacement of PFOS, although some of the replacements are other PFASs that may also be considered hazardous after more study.

Following work by the SSE sub-committee at the IMO, the MSC adopted resolutions MSC.530(107) amending SOLAS Chapter II-2 and resolutions MSC.534(107) & MSC.535(107) amending the HSC Codes (1994 and 2000) to prohibit the use of firefighting foams containing PFOS. This ban applies to both fixed and portable systems and comes into effect for new ships on 1 January 2026. Systems on existing ships will need to remove the PFOS and dispose of them safely ashore no later than the first survey date on or after January 1, 2026.

The IMO is also looking at extending the ban to other fluorinated substances, in addition to PFOS, and for this reason, the changes to SOLAS and the HSC Codes have been done by the addition of a new section, “Fire Extinguishing Media Restrictions”, in each text making it easier to include future prohibitions or limitations of extinguishing media.

“Shipowners need to understand the implications of the rule changes for existing ships and to consider how best to comply with the impending and future rules as there are some pitfalls to avoid”,

says Mikael Laszlo, Sales Director, Scanunit.

It should be noted that shore systems in most countries have already transitioned to new chemicals. The requirements of regulatory bodies such as the ECHA in Europe and the EPA in the US suggest that PFAS in fire-fighting foam and equipment be limited to 1 ppm (in the foam). Shipping is likely to follow along this path so with the possibility of a future ban on other fluorinated substances by the IMO, the choice of replacement needs to be carefully considered from the outset.

It may not be immediately apparent as to whether the foam contains PFOS or PFAS. There should be some mention in the foam certificate or product safety data sheets, but this is not always the case. It is, therefore, important to analyze the particular foaming agent currently in use to ascertain its composition. 

The IMO guidelines for testing detailed in MSC.1/Circ.1312 may have comprehensive instructions for testing the operational aspect of firefighting foam concentrates but do not contain any mention of their chemical composition. Similarly, the type-approval certificates for foam concentrates supplied by classification societies and testing laboratories are equally unenlightening.

Another point to consider is that manufacturers are already switching to alternative products and there is always a possibility that supplies of foaming agents will dry up before the IMO ban comes into effect. If that happens ships will be required to make an immediate change in any case and perhaps have trading opportunities restricted until this is done.

For existing ships affected by the IMO rules, replacing the foaming agent is not simply a matter of emptying the tank and exchanging the agent with one that does not contain PFOS. To ensure that no restricted substances are released during testing or deployment the whole system will need to be decontaminated.

Scanunit, in partnership with compatriot Swedish company LifeClean, is offering a turnkey solution for decontaminating and replacing the foam onboard vessels. The process need not be done in drydock and can be arranged to suit the vessel’s schedule.

The process involves removing the old foam and then refilling the whole system with Sani A, a cleaning fluid developed by LifeClean, that remains in the system for around four hours. The system is then emptied and the process repeated. A sample is then taken from the hoses and tested to ensure that the level of PFOS is at or below 1 ppm. Ragnar Krefting, Founder, Lifeclean explains that the process is perfectly safe and produces less wastewater than other methods. Importantly, independent tests have shown that 99.97% of all PFAS substances in the tanks and foam system have been removed.

Occasionally, a system may need to be upgraded for use with the replacement fluorine-free foam or perhaps because the owner considers this desirable. Scanunit can handle all the arrangements and documentation necessary to do this.

In such cases, it only needs the vessel to provide a copy of the current system manual and it will then design and source any necessary new components. This is done in conjunction with the ship’s classification society to ensure that necessary approvals are granted. After obtaining approval, installation is arranged at a convenient place and date with Scanunit supplying materials and personnel to carry out the fitting.

“We have the experience and ability to help owners meet all their obligations under the new IMO rules and we would urge them to go the extra mile and meet the ECHA/EPA standards now rather than wait or carry on with a time-compromised system, says Mikael Laszlo, Sales Director, Scanunit.