Ts 613
Ts 613
Ts 613
NEWBUILDINGS
SPECIAL EQUIPMENT AND SYSTEMS ADDITIONAL CLASS
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Rules for Ships / High Speed, Light Craft and Naval Surface Craft, January 2012
Pt.6 Ch.13 Changes Page 3
CHANGES
General
The present edition of the rules includes amendments and additions approved by the Executive Committee as
of November 2011 and supersedes the January 2011 edition of the same chapter.
The rule changes come into force as described below.
Text affected by the main rule changes in this edition is highlighted in red colour. However, where the changes
involve a whole chapter, section or sub-section, only the title may be in red colour.
This chapter is valid until superseded by a revised chapter.
CONTENTS
SECTION 1
GENERAL REQUIREMENTS
A. Classification
A 100 Objective
101 The goal of this rule chapter is to provide criteria for the arrangement and installation of machinery for
propulsion and auxiliary purposes, using gas as fuel, which will have an equivalent level of integrity in terms
of safety and availability as that which can be achieved with a new and comparable conventional oil-fuelled
main and auxiliary machinery.
A 200 Scope
201 This rule chapter includes requirements from the ships gas fuel bunkering connection up to and
including the gas consumers. The chapter has requirements for arrangement and location of gas fuel tanks and
all spaces with gas piping and installations, including requirements to entrances to such spaces.
Hazardous areas and spaces due to the gas fuel installations are defined.
Requirements for control, monitoring and safety systems for the gas installations are included, also additional
monitoring requirements for gas engines and compressors.
For tank design and gas piping detail design reference is made to Pt.5 Ch.5.
Requirements for manufacture, workmanship and testing are included, mainly referring to details given in Pt.5 Ch.5.
Bunkering procedures are required for approval, but apart from this the bunkering processes are not part of the
scope for this rule chapter. Crew training is not part of the scope for this rule chapter.
A 300 Application
301 The rules in this chapter apply to internal combustion engine installations in ships. Application of the
ESD concept for LNG carriers requires acceptance by the Flag Administration under the equivalency clause in
the IGC Code. The engines may be either single fuel gas engines or dual fuel engines, and the gas may be in
gaseous or liquid state.
Guidance note 1:
The use of gas as fuel in ships other than LNG carriers is not covered by international conventions and such
installations will need additional acceptance by flag authorities.
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Guidance note 2:
IMO resolution MSC.285(86) Interim Guidelines on Safety for Gas Fuelled Engine Installations in Ships provides
international guidelines, and may be enforced by the flag. In addition to what is required in this rule chapter, the
Interim Guidelines require safety assessments to be done for new designs and concepts.
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Guidance note 3:
Requirements not relevant for LNG carriers are shown in bold italic text.
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302 This rule chapter can also be applied to gas fuelled gas turbine and boiler installations in ships.
Guidance note:
Dual fuel boilers: Rules for Classification of Ships Pt.5 Ch.5 Sec.16 should be used for approval of main boilers for
propulsion or other main functions, while safety related requirements from the same chapter should be used for boilers
that are not supporting the ship main functions.
Gas turbines: Gas turbine requirements are found in Pt.4 Ch.3 Sec.2. A gas tight turbine enclosure can be approved
using the ESD protected engine room principles, even though the pressure exceeds 10 bar in the piping. Particular
focus should be given to ventilation rate in such an enclosure.
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303 The rules are applicable for installations where natural gas is used as fuel. If other gases are used as fuel
special considerations will have to be done, and additional requirements may be relevant.
A 400 Class notation
401 Ships built with machinery satisfying the requirements in this chapter will be given class notation:
GAS FUELLED.
B. Definitions
B 100 Terms
101 Accommodation spaces are those spaces used for public spaces, corridors, lavatories, cabins, offices,
hospitals, cinemas, game and hobby rooms, barber shops, pantries containing no cooking appliances and
similar spaces.
102 Control stations are those spaces in which the ship's radio or main navigating equipment or the emergency
source of power is located or where the fire recording or fire control equipment is centralized. Spaces where the
fire recording or fire control equipment is centralized are also considered to be a fire control station.
Guidance note:
This does not include special fire control equipment that can be most practically located in the cargo area (if the vessel
is a cargo ship).
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103 Double block and bleed valve is a set of three automatic valves located at the fuel supply to each of the
gas engines. Two of these valves shall be in series in the gas fuel pipe to the consuming equipment. The third
valve shall be in a pipe that vents to a safe location in the open air, that portion of the gas fuel piping that is
between the two valves in series.
Alternatively, the function of one of the valves in series and the ventilation valve can be incorporated into one
valve body, so arranged that the flow to the gas utilisation unit will be blocked and the ventilation opened.
104 Dual fuel engines are in this context engines that can burn gaseous and liquid fuel simultaneously and in
a wide variety of proportions, or can operate successively on oil fuel and gas.
105 ESD means emergency shutdown.
106 Enclosed space means any space within which, in the absence of artificial ventilation, the ventilation will
be limited and any explosive atmosphere will not be dispersed naturally.
Guidance note:
See also definition in IEC 60092-502:1999.
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107 Engine room is in this chapter used for machinery spaces containing gas fuelled engines.
108 Fuel containment system is the arrangement for the storage of fuel including tank connections. It includes
where fitted, a primary and secondary barrier, associated insulation and any intervening spaces, and adjacent
structure if necessary for the support of these elements. If the secondary barrier is part of the hull structure it
may be a boundary of the fuel storage hold space.
109 Fuel storage hold space is the space enclosed by the ship's structure in which a fuel containment system
is situated. If tank connections are located in the fuel storage hold space, it will also be a tank connection space,
and will have to fulfil the requirements for both spaces.
110 Gas is defined as a fluid having a vapour pressure exceeding 2.8 bar absolute at a temperature of 37.8C.
111 Gas control systems are providing control and monitoring for bunkering, gas storage and gas supply to
machinery.
112 Gas safety systems are the safety systems for bunkering, gas storage and gas supply to machinery.
113 Gas valve unit spaces are spaces or boxes containing valves for control and regulation of gas supply
before the consumer.
Guidance note:
The gas valve unit is by different suppliers also called for instance GVU, gas regulating unit, GRU or gas train.
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Hazardous areas are divided into Zone 0, 1 and 2 as defined below and according to the area classification
specified in Sec.5 B.
Zone 0
Area in which an explosive gas atmosphere or a flammable gas with a flash point below 60C is present
continuously or is present for long periods
Zone 1
Area in which an explosive gas atmosphere or a flammable gas with a flash point below 60C is likely to occur
in normal operation
Zone 2
Area in which an explosive gas atmosphere or a flammable gas with a flash point below 60C is not likely to
occur in normal operation and, if it does occur, is likely to do so only infrequently and will exist for a short
period only.
Guidance note:
The definition of hazardous area is only related to the risk of explosion. In this context, health, safety and
environmental issues, i.e. toxicity, is not considered.
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C. Documentation
C 100 Plans and particulars
101 Documentation shall be submitted as required by Table C1.
Table C1 Documentation requirements
System Documentation type Additional description Info
Propulsion system Z050 Design Philosophy Including information on the machinery configuration, FI
engine room arrangements, fuel arrangements, shut down
philosophy, redundancy considerations etc.
Shall be submitted before other documentation, to give
support for approval of these.
Fuel gas system I260 Field instruments periodic See E102 AP
general test plan
Z030 Arrangement plan Including: AP
machinery and boiler spaces, accommodation,
service and control station spaces
gas tanks and gas containment systems
gas pump and compressor rooms
gas bunkering pipes with shore connections
tank hatches, ventilation pipes and any other
openings to the gas tanks
ventilating pipes, doors and openings to gas pump
rooms, compressor rooms and other hazardous
areas
entrances, air inlets and openings to accommodation,
service and control station spaces.
Z140 Test procedure for quay Including testing of safety shut downs in accordance with AP
and sea trial the cause and effect diagram G130
Z160 Operational manual Including procedures for: AP
bunkering
gas freeing and inerting
normal operation
emergency operation.
Fuel gas tanks C030 Detailed drawing tanks AP
supports and stays
secondary barriers
insulation
marking plates.
C040 Design analysis specification of design loads and structural AP
analysis of gas tanks
complete stress analysis for independent tanks type
B and type C.
C050 Non-destructive testing Including AP
(NDT) plan
information about strength and tightness testing
specification of stress relieving procedures for
independent tanks type C (thermal or mechanical).
M060 Welding procedures AP
M010 Material specifications Including connected pipes. FI
Z030 Arrangement plan FI
Z250 Procedure Cooling down. AP
Fuel gas tanks C030 Detailed drawing AP
safety relief valvesS030 Capacity analysis Including back pressure. AP
and associated
ventilation piping Z100 Specification AP
Fuel gas tanks gas S010 Piping diagram AP
freeing and
purging system
Gas control system I200 Control and monitoring tank level monitoring AP
system documentation tank system control and monitoring
gas ramp control and monitoring
bunkering control
gas system mode selection
Gas safety system I200 Control and monitoring functionality as required by Sec.3 Table C1
system documentation
G130 Cause and effect diagram shall cover the safety functions as required by Sec.3
Table C1
interfaces to other safety and control systems shall be
included
102 For general requirements to documentation, including definition of the Info codes, see Pt.0 Ch.3 Sec.1.
103 For a full definition of the documentation types, see Pt.0 Ch.3 Sec.2.
D. Certification
D 100 Gas engines
101 Gas engines shall, in addition to the requirements in this chapter, be certified in accordance with Pt.4 Ch.3.
D 200 Pressure vessels
201 Pressure vessels, which under normal operations will contain gas in the liquid and/or gaseous state, shall
be certified as class I pressure vessels in accordance with Pt.4 Ch.7.
Tanks for compressed natural gas (CNG) may also be certified based on Rules Pt.5 Ch.15 Compressed Natural
Gas Carriers.
D 300 Valves
301 For valves used in high pressure gas systems or systems with working temperature below 0C product
certification as given in Rules for Classification of Ships, Pt.5 Ch.5 Sec.6 H is required.
Valves in low temperature service of which correct operation is important for safety shall have DNV product
certificate even for diameters below 100 mm.
For valves used in gas piping systems with low pressure and temperature above 0C product certification is
required, as given in the Rules for Classification of Ships, Pt.4 Ch.6.
D 400 Pumps and compressors
401 Pumps and compressors in gas systems shall be delivered with the Societys product certificate.
402 For general requirements and with regard to testing of pumps: See the Rules for Classification of Ships,
Pt.4 Ch.6.
403 For general requirements and with regard to testing of compressors: See Pt.4 Ch.5.
D 500 Control and monitoring system
501 The following control and monitoring system shall be certified according to Pt.4 Ch.9:
gas control system
gas safety system
ventilation control system
gas detection system.
D 600 Electric motors and motor-starters
601 Electric motors and motor-starters for gas supply system and ventilation system are considered to be
important consumers, and shall be certified in accordance with Pt.4 Ch.8 Sec.1 B300.
E. Onboard Documentation
E 100 Contents
101 An operational manual as described in Table C1 shall be kept onboard.
102 A plan for periodic test of all field instruments specified in these rules shall be kept onboard. The plan
shall include test intervals, description of how to perform the tests and description of what to observe during
the tests.
Test intervals for shutdown inputs and outputs (as required by Sec.6 Table C1) shall not exceed 6 months. For
other signals the test intervals shall not exceed 12 months.
The plan may be included in the plan required for the class notation E0.
Guidance note:
See Pt.6 Ch.3 Sec.1 D for information about plan for periodic test.
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F. Signboards
F 100 General
101 If the gas supply is shut off due to activation of an automatic valve, the gas supply shall not be opened
until the reason for the disconnection is ascertained and the necessary precautions taken. A readily visible
notice giving instruction to this effect shall be placed at the operating station for the shut-off valves in the gas
supply lines.
102 If a gas leak leading to a gas supply shutdown occurs, the gas fuel supply shall not be operated until the
leak has been found and dealt with. Instructions to this effect shall be placed in a prominent position in the
machinery space.
103 A signboard shall be permanently fitted in the engine room stating that heavy lifting, implying danger of
damage to the gas pipes, shall not be done when the engine(s) is running on gas.
104 A signboard shall be permanently fitted on access hatches to tank connection spaces stating that the space
containing the access hatch will be hazardous when the hatch is open, and that all non ex certified equipment
shall be de-energized prior to the opening of this hatch. This is not necessary if the access to the tank connection
space is arranged with an air lock.
105 A signboard shall be permanently fitted on direct access doors or hatches to gas valve unit spaces/boxes
in engine rooms (without air lock) stating that the door or hatch shall only be opened after the gas supply system
is shut down and gas free.
SECTION 2
MATERIALS
A. General
A 100 Material requirements
101 Materials are in general to be in accordance with the requirements in Pt.2.
102 Materials used in gas tanks, gas piping, process pressure vessels and other components in contact with
gas with high pressure or a working temperature below 0C shall be in accordance with the Rules for
Classification of Ships, Pt.5 Ch.5 Sec.2 D. For piping see the Rules for Classification of Ships, Pt.5 Ch.5 Sec.6
C200.
For CNG tanks, the use of materials not covered by Rules for Classification of Ships, Pt.5 Ch.5 may be
specially considered and approved by the Society.
103 The materials used in gas piping systems with high pressure or temperature below 0C shall be furnished
with documentation in accordance with the Rules for Classification of Ships, Pt.5 Ch.5 Sec.2 Table E1.
The materials used in gas piping systems with low pressure and temperature above 0C shall be furnished with
documentation in accordance with the Rules for Classification of Ships, Pt.4 Ch.6 Sec.2 Table A2. Gas piping
is pertaining to the same pipe class as fuel oil piping in Pt.4 Ch.6 Sec.1 Table B1.
For the definition of material documentation see the Rules for Classification of Ships, Pt.1 Ch.1 Sec.4.
104 The outer pipe in enclosed spaces with high pressure gas in the inner pipe is as least required to fulfil the
material requirements for pipe materials with design temperature down to -55C in the Rules for Classification
of Ships, Pt.5 Ch.5 Sec.2 Table D4.
105 The outer pipe or duct around gas pipes with liquid gas shall be made of cold resistant steel unless it is
efficiently protected from possible leakages from the inner pipe.
The same applies if a duct or outer pipe containing warm gas pipes can be exposed to liquid gas leakage from
other sources or spaces.
SECTION 3
ARRANGEMENT AND SYSTEM DESIGN
102 Cofferdams shall be of sufficient size for easy access to all parts. Minimum distance between bulkheads:
600 mm.
Guidance note:
For cofferdams protecting gas fuel tanks from fire risk spaces see A404, and for access around tanks see H211.
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103 Spaces containing piping or equipment for cryogenic liquids shall be fitted with low temperature drip
trays under leakage points (sources of release). For high pressure compressed gas, low temperature steel
shielding should be provided to prevent cold jets impinging on surrounding structure.
The surrounding hull or deck structures shall not be exposed to unacceptable cooling, in case of leakage of
liquid or compressed gas.
If the piping and equipment in such a space is connected to liquid gas tanks in such a way that risk of leakages
from the tanks into the space cannot be efficiently excluded, the requirements as for tank connection spaces in
400 shall be made applicable to this space.
104 Bilge suctions from the tank connection space, compressor room, pump room or similar spaces with
gas equipment, if provided, shall not be connected to the bilge system for the rest of the ship.
A 200 Gas compressor or pump room
201 Compressor or pump rooms, if arranged, shall be located on open deck, or arranged in accordance
with A400 Tank connection spaces.
202 If the compressor room is located below open deck the room shall have an independent access direct
from the open deck. Where a separate access from deck is not practicable, an air lock which complies with
the requirements of B100 shall be provided.
203 Where compressors are driven by shafting passing through a bulkhead or deck, the bulkhead
penetration shall be of gas tight type.
A 300 Engine rooms
301 When more than one engine room is required (ESD protected engine rooms) and these rooms are
separated by a single bulkhead, the bulkhead shall have sufficient strength to withstand a local gas explosion.
A strength standard of the bulkhead corresponding to that of a watertight bulkhead is considered adequate.
302 Engine rooms of the ESD protected type shall have as simple geometrical shape as possible and be
arranged to minimize potential gas-traps e.g. between beams and bulkheads.
303 An engine room containing gas engines shall have at least two completely independent exits. However,
if the engine room is very small, this requirement can be waived after special consideration by the Society.
304 If the access to an engine room of ESD protected type is from another enclosed space in the ship, the
entrances shall be arranged with self-closing doors. Audible and visible alarm shall sound at a permanently
manned location if the door is open continuously for more than 1 minute. As an alternative an arrangement with
two self-closing doors in series can be approved.
305 Access to engine rooms shall not be from hazardous spaces. It is however accepted to have access to gas
valve units in engine rooms.
403 Tank connection space boundaries shall be gas tight towards other enclosed spaces in the ship.
404 Gas fuel tanks in enclosed spaces including secondary barriers where required and tank connection
spaces shall not be located adjacent to machinery spaces of category A or other high fire risk areas.
The protective cofferdam shall have a minimum distance of 900 mm between bulkheads or decks.
For vacuum insulated type C fuel tanks the fuel storage hold space may act as the protective cofferdam, if
the bulkhead is at least 900 mm from the outer shell of the tank. This can however not be applied to tanks
located directly above machinery spaces of category A or other high fire risk areas.
Common boundaries of protective cofferdams with engine rooms or high fire risk areas shall kept to a
minimum.
Fuel gas tanks shall be protected from external fires by class divisions as given in Sec.4.
Guidance note:
High fire risk areas are for instance cargo areas for carriage of dangerous goods and cargo decks for cars with
fuel in the tanks.
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405 The tank connection space entrance shall be arranged with a sill height of at least 300 mm or the level
of liquid gas based on calculated maximum leakage.
406 Access to the tank connection space is as far as practicable to be independent and direct from open
deck. This requirement shall be applied to the room where the opening to the tank connection space is
located, if the tank connection space access is through a hatch.
Where a separate access from deck is not practicable, an air lock which complies with the requirements of
B100 shall be provided. It should not be possible to have unauthorized access to the tank connection space
during normal operation of the gas system.
407 If the tank connection space access is not from open deck and is not arranged with an air lock directly
on the tank connection space access, certain requirements will be made applicable to the room containing
the access to the tank connection space:
Separate ventilation with at least 8 air changes per hour.
The room is considered non- hazardous under normal conditions, but when access to tank connection
space is required it has potential to become gas hazardous.
In this case non-explosion protected equipment shall be de-energized, while equipment in use shall be
of explosion protected design suitable at least for zone 2. Electrical cables led through the spaces are
exempted.
A 500 Fuel storage hold space
501 The fuel storage hold space shall not be used for machinery or equipment that may have a fire risk.
A 600 Other spaces containing gas equipment
601 Other spaces containing gas equipment like valves, vaporizers, heaters etc. should generally follow the
requirements for compressor and pump rooms in A200.
103 Gas pipes shall in general comply with the applicable parts of the Rules for Classification of Ships, Pt.5
Ch.5 Sec.6.
104 Gas piping shall not be located less than 800 mm from the ship's side.
105 An arrangement for purging gas bunkering lines and supply lines (only up to the double block and bleed
valves if these are located close to the engine) with nitrogen shall be provided.
106 The gas piping system shall be installed with sufficient flexibility. Bellows shall not be arranged in
enclosed spaces.
107 Gas pipes shall be colour marked based on a recognized standard.
Guidance note:
Refer to EN ISO 14726:2008 Ships and marine technology - Identification colours for the content of piping systems.
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108 If the fuel gas contains heavier components that may condense in the system, knock out drums or
equivalent means for collecting the liquid shall be fitted.
109 High pressure gas piping systems shall have sufficient constructive strength. This shall be confirmed by
carrying out stress analysis and taking into account:
stresses due to the weight of the piping system
acceleration loads when significant
internal pressure and loads induced by hog and sag of the ship.
[IACS UR M59]
Guidance note:
Significant acceleration loads is in this context acceleration loads that give a stress equal to more than 20% of the
stress from the internal pressure in the pipe.
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110 All valves and expansion joints used in high pressure gas systems shall be of an approved type.
[IACS UR M59]
111 All gas piping and tanks shall be electrically bonded to the ship's hull. Bonding straps across stainless
steel flanges with bolts and nuts of stainless steel are not required. If carbon-manganese steel is not fitted with
bonding straps across the flanges, it shall be checked for electric bonding. The electrical bonding is sufficient,
when the electrical resistance between piping and the hull does not exceed 106 Ohm.
Gas piping sections of piping components which are not permanently connected to the hull by permanent
piping connections, or where such connections are removable e.g. for removal of spool pieces, shall be
electrically bonded to the hull by special bonding straps.
Guidance note:
The value of resistance 106 Ohm may be achieved without the use of bonding straps where gas piping systems and
equipment are directly, or via their supports, either welded or bolted to the hull of the ship. It will be generally
necessary initially to achieve a resistance value below 106 Ohm, to allow for deterioration in service.
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113 High-pressure gas lines shall be installed and protected so as to minimise the risk of injury to personnel
in case of rupture.
D. Exhaust system
D 100 General
101 The exhaust system shall be equipped with explosion relief ventilation sufficiently dimensioned to
prevent excessive explosion pressures in the event of ignition failure of one cylinder followed by ignition of
the unburned gas in the system.
102 The explosion venting shall be led away from where personnel may normally be present.
Guidance note:
Both explosion impact and amount of potentially suffocating combustion gases shall be taken into account when
deciding where explosion relief can be located. The distance from a relief valve to gangways and working areas should
generally be at least 3 meters, unless efficient shielding is provided. Bursting discs shall not open into engine rooms,
but may be located inside the casing.
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103 As an alternative to explosion venting, documentation showing that the exhaust system has sufficient
strength to contain the worst case explosion can be accepted.
104 Exhaust gas piping shall be arranged to avoid possibility for accumulation of unburned gas.
E. System Configuration
E 100 General
101 The propulsion and fuel supply system shall be so designed that the remaining power after any safety
actions required by Sec.6 Table C1 (except fire alarm) shall be sufficient to maintain propulsion, power
generation and other main functions defined in Pt.1 Ch.1 Sec.1 A200.
E 200 Engine room configuration options
201 Two alternative system configurations may be accepted:
i) Inherently gas safe machinery spaces: Arrangements in machinery spaces are such that the spaces are
considered gas safe under all conditions, normal as well as abnormal conditions i.e. inherently gas safe.
ii) ESD protected machinery spaces: Arrangements in machinery spaces are such that the spaces are
considered non- hazardous under normal conditions, but under certain abnormal conditions may have the
potential to become gas hazardous. In the event of abnormal conditions involving gas hazards, emergency
shutdown (ESD) of non-safe equipment (ignition sources) and machinery shall be automatically executed
while equipment or machinery in use or active during these conditions shall be of explosion protected
design.
E 300 Inherently gas safe machinery spaces
301 All gas supply piping within machinery space boundaries must be enclosed in a gas tight enclosure, i.e.
double wall piping or ducting.
302 For low pressure gas systems ventilation inlet openings for the double wall piping or duct can be accepted
located in the engine room on the condition that a gas detection system is fitted in the engine room.
E 400 ESD protected machinery spaces
401 Gas supply piping within machinery spaces may be accepted without a gas tight external enclosure on
the following conditions:
a) Engines for generating propulsion power and electric power are located in two or more engine rooms not
having any common boundaries unless it can be documented that the common boundary can withstand an
explosion in one of the rooms. Distribution of engines between the different engine rooms are such that in
the case of shutdown of fuel supply to any one engine room it is possible to maintain sufficient propulsion
power plus normal electrical power supply for sea going services. Incinerators, inert gas generators, other
oil fired boilers or other ignition sources which can not be de-energized are not located within the ESD
protected machinery space.
b) Pressure in gas supply lines within machinery spaces is less than 10 bar.
c) A gas detection system is arranged in the engine room. At gas detection the safety system shall
automatically shutdown the gas supply (also oil fuel supply if dual fuel) and de-energize all non-explosion
protected equipment or installations in the engine room.
Master gas fuel valves. The valve shall be situated outside the engine room. The master gas fuel valve is
automatically to cut off the gas supply to the engine room as given in Sec.6 Table C1.
104 The gas supply to each consumer shall be provided with a set of double block and bleed valves. These
valves shall be arranged for automatic shutdown as given in Sec.6 Table C1, and for normal stop and shutdown
of the engine. An alarm for faulty operation of the valves shall be provided.
Guidance note:
Block valves open and bleed valve open is an alarm condition. Similarly engine stopped and block valves open is an
alarm condition.
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105 An arrangement that automatically ventilates the pipe between the master gas valve and the double block
and bleed valve when these are closed, shall be fitted. For high-pressure systems the pipe pieces between the
double block and bleed valve and the gas injection valves, shall also be automatically vented. For high-pressure
systems the ventilation valves shall open at normal stop of engine.
See Fig.1 and Fig.2.
Fig. 1
Alternative supply valve arrangements for high-pressure installations (single engine or separate master valve
arrangement)
Fig. 2
Alternative supply valve arrangements for high-pressure installations (multi engine installation)
106 There shall be one manual shutdown valve in the gas supply line to each engine to assure safe isolation
during maintenance on the engine.
107 Where a separate master gas fuel valves is provided for each consumer, the master gas fuel valve and the
double block and bleed valve functions can be combined. Examples for high-pressure installations are shown
in Fig.1.
108 Each gas supply line entering an ESD protected machinery space, and each gas supply line to high
pressure installations, shall be provided with means for rapid detection of a rupture in the gas line in the engine
room.
When rupture is detected a valve shall be automatically shut off. This valve shall be located in the gas supply
line before it enters the engine room or as close as possible to the point of entry inside the engine room, and it
can be a separate valve or combined with other functions, e.g. the master valve.
Acceptable means of detection are e.g.:
an orifice or flow fuse detecting excess flow located close to the point of entry to the engine room;
a combined excess flow detector with automatic shut off valve located close to the point of entry to the
engine room;
a low pressure detector located at the engine inlet.
Guidance note:
The shutdown should be time delayed to prevent shutdown due to transient load variations.
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103 For high-pressure piping the design pressure of the ducting shall be taken as the higher of the following:
the maximum built up pressure: static pressure in way of the rupture resulting from the gas flowing in the
annular space
local instantaneous peak pressure in way of the rupture p*: this pressure shall be taken as the critical
pressure and is given by the following expression:
k -
-----------
2 k1
p = p 0 ------------
k+1
202 The secondary barrier requirements for the tank type will apply as outlined in Pt.5 Ch.5.
203 Pipe connections to the tank shall be in accordance with the Rules for Classification of Ships, Pt.5
Ch.5 Sec.6 C304.
204 Pressure relief valves as required in the Rules for Classification of Ships, Pt.5 Ch.5 Sec.9 B200 to
B400 shall be fitted.
205 All tanks shall have at least two completely independent pressure relief valves.
206 Stop valves are to be fitted before and after the pressure relief valves. This is to enable in-service
maintenance, to stop gas from escaping in case of a leaking pressure relief valve and to be able to maintain
tank pressure in cases where this is used to drive gas supply to engine room.
An interlocking mechanism shall be arranged in order to prevent all pressure relief valves for the same tank
from being out of service simultaneously.
The in service remaining pressure relief valves shall have the combined relieving capacity required by Pt.5
Ch.5 Sec.9 B300, when one valve is disconnected.
207 The outlet from the pressure relief valves shall be located at least B/3 or 6 m, whichever is greater,
above the weather deck and 6 m above the working area and gangways, where B is the greatest moulded
breadth of the ship in metres. The outlets shall be located at least 10 m from the nearest:
air intake, air outlet or opening to accommodation, service and control spaces, or other non hazardous
spaces
exhaust outlet from machinery or from furnace installation.
For small ships and ship types where the operation limits the possible location of the outlet, smaller height
and distances than given above may be accepted.
208 Storage tanks for liquid gas with vapour pressure above the design pressure at 45C shall be fitted with
efficient insulation.
209 Storage tanks for liquid gas shall not be filled to more than 98% full at the reference temperature,
where the reference temperature is as defined in the Rules for Classification of Ships, Pt.5 Ch.5 Sec.17
A105. A filling limit curve for actual filling temperatures shall be prepared from the formula given in the
Rules for Classification of Ships, Pt.5 Ch.5 Sec.17 A102. However, when the tank insulation and tank
location makes the probability very small for the tank contents to be heated up due to external fire, special
considerations can be made to allow a higher filling limit than calculated using the reference temperature,
but never above 95%.
210 It shall be possible to empty, inert and purge bunker tanks and associated gas piping systems.
Procedures shall be developed in accordance with Rules for Classification of Ships, Pt.5 Ch.5 Sec.9.
211 Access for external inspection of gas fuel tanks shall be in accordance with Pt.5 Ch.5 Sec.4 A100.
212 Access for internal inspection of gas fuel tanks is generally required.
Guidance note:
Vacuum insulated type C tanks below about 700 m3 size may be accepted without access.
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213 With the exception of gas fuel tanks designed to withstand the full gauge vapour pressure of the fuel
under conditions of the upper ambient design temperature, means should be provided to keep the tank
pressure below the MARVS by safely utilizing or disposing of the boil-off at all times, including when in port,
while manoeuvring or standing by. Systems and arrangements that may be used for this purpose may
include one or a combination of the following:
energy consumption by the ship (engines, gas turbines, boilers etc.)
re-liquefaction
thermal oxidation of vapours (gas combustion unit)
tank insulation or tank design pressure sufficient to maintain the tank pressure below the MARVS and
for the tank not to become liquid full for a period of 15 days under all tank filling conditions, starting at
the tank working pressure
Guidance note:
For design of re-liquefaction systems and gas combustion units, Classification Note No.61.2 can be used as
guidance.
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214 Venting of fuel vapour for control of the tank pressure is not acceptable except in emergency
situations.
H 300 Compressed gas storage tanks
301 The storage tanks to be used for compressed gas shall be in accordance with Pt.4 Ch.7 or Pt.5 Ch.15
and shall be certified by the Society.
302 Tanks for compressed gas shall be fitted with pressure relief valves with a set point below the design
pressure of the tank and with outlet located as required in 104.
H 400 Storage on open deck
401 Both gases of the compressed and the liquefied type will be accepted stored on open deck.
402 The storage tanks or tank batteries shall be located at least B/5 from the ship's side. For ships other
than passenger ships a tank location closer than B/5 may be accepted.
The inboard distance shall in no case be less than the distance d as following:
(i) for Vc below or equal 1000 m3, d = 0.80 m
(ii) for 1000 m3 < Vc < 5000 m3, d = 0.75+ Vc 0.20/4000
(iii) for 5000 m3 =< Vc < 30 000 m3, d = 0.8 + Vc/25000
(iv) for Vc >= 30 000 m3, d = 2 m
where Vc corresponds to 100% of the gross design volume of the individual gas fuel tank at 20C, including
domes and appendages.
Note: d is measured at any cross section at a right angle from the moulded line of outer shell.
403 The gas storage tanks or tank batteries and equipment shall be located to assure sufficient natural
ventilation, so as to prevent accumulation of escaped gas.
404 Gas storage tanks on open deck shall be protected against mechanical damage.
405 Deck tanks shall be fitted with drip trays under potential leakage points. Drip trays shall be of
sufficient size to contain the calculated maximum leakage volume, but need not be intended to hold the full
volume of the tank. Ship movement shall be taken into consideration when deciding drip tray volume. Drip
trays shall be drained over board.
The material of the drip tray shall be stainless steel or other material suitable for low temperatures, and there
shall be efficient separation or insulation so that the hull or deck structures are not exposed to unacceptable
cooling, in case of leakage of liquid gas.
Guidance note:
The maximum leakage shall be determined based on detail design, detection and shut down systems.
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406 If tank connection spaces are arranged instead of drip trays, and these spaces are fully located in open
air the ventilation rate required in J300 may be reduced to 8 air changes per hour, and fan redundancy is
not required.
H 500 Storage in enclosed spaces
501 Gas in a liquid state with a maximum acceptable working pressure of 10 bar may be stored in enclosed
spaces. Storage of compressed gas in enclosed spaces and location of gas tanks with a higher pressure than
10 bar in enclosed spaces is not acceptable unless the following is fulfilled in addition to A400:
adequate means are provided to depressurize the tank in case of a fire which can affect the tank; and
all surfaces within the tank connection space and fuel storage hold space are provided with suitable
thermal protection against any lost high-pressure gas and resulting condensation unless the bulkheads
are designed for the lowest temperature that can arise from gas expansion leakage; and
a fixed fire-extinguishing system is installed in the tank connection space and the fuel storage hold
space.
Guidance note:
An approved water based high pressure fog system would fulfil this requirement.
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502 The gas storage tank(s) shall be located as close as possible to the centreline and:
minimum, the lesser of B/5 and 11.5 m from the ship side.
The distance shall be measured inboard from the moulded line of the outer shell at right angles to the
centreline at the level of the summer water line.
minimum, the lesser of B/15 and 2 m from the bottom plating,
measured from the moulded line of the bottom shell plating at centreline
The inboard distance shall in no case be less than the distance d as following:
(i) for Vc below or equal 1000 m3, d = 0.80 m
(ii) for 1000 m3 < Vc < 5000 m3, d = 0.75 + Vc 0.20/4000
(iii) for 5000 m3 =< Vc < 30 000 m3, d = 0.8 + Vc/25000
(iv) for Vc >= 30 000 m3, d = 2 m
where Vc corresponds to 100% of the gross design volume of the individual gas fuel tank at 20C, including
domes and appendages.
Note: d is measured at any cross section at a right angle from the moulded line of the outer shell.
Gas fuel tanks located closer than B/5 from the ship side may be accepted and approved by the Society. This
does not apply to tanks in passenger ships and to tanks located below accommodation in cargo ships, which
will have to fulfil the B/5 requirement.
Guidance note:
For independent tanks the protective distance shall be measured to the tank shell (the primary barrier of the tank
containment system). For membrane or semi-membrane tanks the distance shall be measured to the bulkheads
surrounding the tank insulation.
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503 For multi-hulls the breadth B to be used for the above calculations can be taken as the combined
breadth of each single hull, where the single hull breadth is as defined in the HSC code. Additional tank
protection may however be needed for high speed light craft.
H 600 Portable tanks
601 Portable tanks shall be certified by the Society.
602 Gas fuel systems utilising portable gas fuel tanks shall be specially considered, and shall have
equivalent safety as permanent gas fuel tanks.
As a minimum the following aspects shall be considered:
The tanks shall be located in dedicated areas fitted with:
spill protection
arrangements for supporting/fixing the tanks
water spray systems for cooling if located on open deck
mechanical protection of the tanks depending on location and cargo operations
if in enclosed spaces: tank connection spaces as for permanent tanks.
Connections to the ship systems, including shut down systems for tank valves and a fixed safety relief
valve outlet
Tank monitoring systems and their interface with ship systems
Leak/ gas detection systems.
J. Ventilation Systems
J 100 General
101 Any ducting used for the ventilation of hazardous spaces shall be separate from that used for the
ventilation of non-hazardous spaces. Electric fan motors shall not be located in ventilation ducts for hazardous
spaces unless the motor is certified for the same hazard zone as the space served.
102 For design of ventilation fans serving spaces containing sources of release see requirements in the Rules
for Classification of Ships, Pt.5 Ch.5 Sec.10 A200.
103 Air inlets for hazardous enclosed spaces shall be taken from areas which, in the absence of the considered
inlet, would be non-hazardous.
Air inlets for non-hazardous enclosed spaces shall be taken from non-hazardous areas at least 1.5 m away from
the boundaries of any hazardous area.
Where the inlet duct passes through a more hazardous space, the duct shall have over-pressure relative to this
space, unless mechanical integrity and gas-tightness of the duct will ensure that gases will not leak into it.
104 Air outlets from non-hazardous spaces shall be located outside hazardous areas.
105 Air outlets from hazardous enclosed spaces shall be located in an open area which, in the absence of the
considered outlet, would be of the same or lesser hazard than the ventilated space.
106 The required capacity of the ventilation plant is normally based on the total volume of the room. An
increase in required ventilation capacity may be necessary for rooms having a complicated form.
107 Ventilation inlets and outlets for spaces required to be fitted with mechanical ventilation in this rule
chapter shall be so located that they according to the International Load Line Convention will not be required
to have closing appliances.
J 200 Non-hazardous spaces
201 Spaces with opening to a hazardous area on open deck, shall be arranged with an air-lock, and be
maintained at overpressure, relative to the external hazardous area.
The overpressure ventilation shall be arranged according to the following requirements:
1) During initial start-up or after loss of overpressure ventilation, it is required before energising any electrical
installations not certified safe for the space in the absence of pressurisation, to:
proceed with purging (at least 5 air changes) or confirm by measurements that the space is non-
hazardous; and
pressurise the space.
2) Operation of the overpressure ventilation shall be monitored.
3) In the event of failure of the overpressure ventilation:
an audible and visual alarm shall be given at a manned location.
if overpressure cannot be immediately restored, automatic or programmed de-energizing of electrical
installations is required according to IEC 60092-502, Table 5.
J 300 Tank connection space
301 The tank connection space below deck shall be provided with an effective mechanical ventilation
system of the extraction type, providing a ventilation capacity of at least 30 air changes per hour.
302 The number and power of the ventilation fans for tank connection spaces shall be such that the
capacity is not reduced by more than 50%, if a fan with a separate circuit from the main switchboard or
emergency switchboard or a group of fans with common circuit from the main switchboard or emergency
switchboard, is out of action.
J 400 Engine room
401 The ventilation system for double piping and for gas valve unit spaces in inherently gas safe engine
rooms shall be independent of all other ventilation systems.
402 The ventilation system for ESD protected machinery spaces shall be independent of all other ventilation.
403 ESD protected engine rooms shall have ventilation with a capacity of at least 30 air changes per hour.
The ventilation system shall ensure a good air circulation in all spaces, and in particular ensure that any
formation of gas pockets in the room are detected. As an alternative, arrangements whereby under normal
operation the machinery spaces is ventilated with at least 15 air changes per hour is acceptable provided that,
if gas is detected in the machinery space, the number of air changes will automatically be increased to 30 per
hour.
404 The number and power of the ventilation fans for ESD protected engine rooms and for double pipe
ventilation systems for inherently gas safe engine rooms shall be such that the capacity is not reduced by more
than 50%, if a fan with a separate circuit from the main switchboard or emergency switchboard or a group of
fans with common circuit from the main switchboard or emergency switchboard, is out of action.
K. Nitrogen Installations
K 100 Inert gas systems
101 To prevent the return of flammable gas to any gas safe spaces, the inert gas supply line shall be fitted with
two shutoff valves in series with a venting valve in between (double block and bleed valves). In addition a
closable non-return valve shall be installed between the double block and bleed arrangement and the gas fuel
system.
These valves shall be located outside non-hazardous spaces and must function under all normal conditions
of trim, list and motion of the ship.
The following conditions apply:
a) The operation of the valves shall be automatically executed.
Signals for opening and closing shall be taken from the process directly, e.g. inert gas flow or differential
pressure.
b) An alarm for faulty operation of the valves shall be provided.
102 Where the connections to the gas piping systems are non-permanent, two non-return valves may
substitute the non-return devices required in 101.
103 Nitrogen pipes shall only be led through well ventilated spaces. Nitrogen pipes in enclosed spaces
shall:
be fully welded
have only a minimum of flange connections as needed for fitting of valves
be as short as possible.
The need for other precautions to prevent suffocation of personnel in case of leakage should be considered
in each case
K 200 Nitrogen installation spaces
201 Where a nitrogen generator or nitrogen storage facilities are installed in a separate compartment,
outside of the engine room, the separate compartment shall be fitted with an independent mechanical
extraction ventilation system, providing 6 air changes per hour. A low oxygen alarm shall be fitted. Such
separate compartments shall be treated as one of other machinery spaces, with respect to fire protection.
SECTION 4
FIRE SAFETY
A. General
A 100 General
101 The requirements in this chapter are additional to those given in SOLAS Ch.II-2.
102 A compressor room or gas pump room shall be regarded as a machinery space of category A for fire
protection purposes.
B. Fire Protection
B 100 Construction
101 Any boundary of accommodation up to bridge windows, machinery spaces and cargo spaces facing
gas fuel tanks on open deck shall have A-60 fire integrity and bridge windows A-0 (with fire load from
outside).
102 Tank connection spaces, their ventilation trunks and fuel storage tank hold spaces with their
protective cofferdams (if required) shall be fire insulated to class A-60 standard towards machinery spaces
of category A, accommodation, and high fire risk spaces. For fire integrity towards other spaces the fuel tank
hold space and the tank connection spaces shall be treated as machinery spaces having little or no fire risk.
Guidance note:
High fire risk spaces are for instance cargo areas for carriage of dangerous goods and cargo decks for cars with fuel
in the tanks.
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103 Boundaries of gas fuel bunkering stations shall normally be enclosed by permanent steel bulkheads
towards inboard ship structure and be open towards outboard during bunkering.
An alternative to fitting steel bulkheads is to add the same fire integrity requirement as required with gas
tanks on open deck in 101 to accommodation/ cargo areas/ machinery space boundaries facing the
bunkering station.
If the bunkering station is arranged more than 10 meters away from accommodation or other deck houses,
bulkheads and fire protection may be omitted.
104 When more than one engine room is required and these rooms are separated by a single bulkhead, the
bulkhead shall be fire insulated to class A-60 standard.
105 A compressor room in a ship that is not a gas carrier shall be regarded as a machinery space of
category A for fire insulation requirements.
C. Fire Extinction
C 100 Fire main
101 The water spray system required below may be part of the fire main system provided that the required
fire pump capacity and pressure is sufficient for operation of both the required numbers of hydrants and
hoses and the water spray system simultaneously.
102 When the storage tank is located on open deck, the fire main serving the weather deck shall be
arranged as a ring main supplied by fire pumps or as a single main by fire pumps positioned fore and aft.
Isolating valves shall be fitted in the fire main in order to isolate damaged sections of the main.
C 200 Water spray systems
201 A water spray system shall be fitted for cooling and fire prevention and to cover exposed parts of
storage tank located on open deck as well as tank connection spaces above deck.
202 The system shall be designed to cover all areas as specified above with an application rate of 10 l/min/
m2 for horizontal projected surfaces and 4 l/min/m2 for vertical surfaces.
203 For the purpose of isolating damaged sections, stop valves shall be fitted or the system may be divided
into two sections with control valves located in a safe and readily accessible position not likely to be cut-off
in case of fire.
204 The capacity of the water spray pump shall be sufficient to deliver the required amount of water to the
hydraulically most demanding area as specified above.
205 A connection to the ships fire main through a stop valve shall be provided.
206 Remote start of pumps supplying the water spray system and remote operation of any normally closed
valves to the system should be located in a readily accessible position which is not likely to be cut off in case
of fire in the areas protected.
207 The nozzles to be of full bore type and they shall be arranged to ensure an effective and even
distribution of water towards the protected objects/ surfaces.
Guidance note:
Alternatives to full bore may be accepted if data sheets for nozzles confirm correct application rate at the working
pressure and area coverage.
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208 An equivalent system to the water spray system may be fitted provided it has been tested for its on-deck
cooling capability to the satisfaction of the Society.
209 For fuel temperatures below 110C and when bunkering flow through the bunkering station is more
than 150 m3/ hour, a water distribution system shall be fitted in way of the hull under the shore connections
to provide a low-pressure water curtain for additional protection of the hull steel and the ship's side
structure. This system shall be operated when fuel transfer is in progress.
C 300 Dry chemical powder fire extinguishing system
301 In the bunkering station area a permanently installed dry chemical powder extinguishing system shall
cover all possible leak points. The capacity shall be at least 3.5 kg/s for a minimum of 45 s discharge. The
system shall be arranged for easy manual release from a safe location outside the protected area.
302 One portable dry powder extinguisher of at least 5 kg capacity shall be located near the bunkering
station during bunkering operation.
303 Main engine rooms where the gas fuel is heavier than air shall be provided with at least one dry powder
extinguisher located at the entrance to the room.
E. Spark arrestors
E 100 General
101 Exhaust outlet from internal combustion machinery and boilers shall be provided with spark arrestors.
SECTION 5
ELECTRICAL SYSTEMS
A. General
A 100 General
101 The requirements in this chapter are additional to those given in Pt.4 Ch.8.
102 Electrical equipment and wiring shall in general not to be installed in hazardous areas unless essential
for operational purposes. The type of equipment and installation requirements shall comply with Pt.4 Ch.8
Sec.11 according to the area classification as specified in B.
Guidance note:
With reference to IEC 60079-20, the following temperature class and equipment groups can be used for potential ship
fuels:
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103 Electrical equipment fitted in an ESD protected machinery space shall fulfil the following:
In addition to fire and hydrocarbon detectors and fire and gas alarms, lighting and ventilation fans shall be
certified safe for hazardous area zone 1.
all electrical equipment in the engine room not certified for zone 1 shall be automatically disconnected if
gas concentrations above 20% LEL is detected on two detectors in the engine room.
B. Area classification
B 100 General
101 Area classification is a method of analysing and classifying the areas where explosive gas atmospheres
may occur. The object of the classification is to allow the selection of electrical apparatus able to be operated
safely in these areas.
102 In order to facilitate the selection of appropriate electrical apparatus and the design of suitable electrical
installations, hazardous areas are divided into zones 0, 1 and 2 according to the principles of the standards IEC
60079-10 and guidance and informative examples given in IEC 60092-502 for tankers. Main features of the
guidance are given in 200.
103 Areas and spaces other than those classified in 200 shall be subject to special consideration. The
principles of the IEC standards shall be applied.
104 Area classification of a space may be dependent of ventilation as specified in IEC 60092-502, Table 1.
Requirements for such ventilation are given in Sec.3 J400.
105 A space with opening to an adjacent hazardous area on open deck, may be made into a less hazardous or
non-hazardous space, by means of overpressure. Requirements for such pressurisation are given in Sec.3 H200.
106 Ventilation ducts shall have the same area classification as the ventilated space.
B 200 Definition of zones
201 Hazardous areas zone 0
The interiors of gas tanks, pipes and equipment containing gas, any pipework of pressure-relief or other venting
systems for gas tanks.
Guidance note:
Instrumentation and electrical apparatus in contact with the gas or liquid should be of a type suitable for zone 0.
Temperature sensors installed in thermo wells, and pressure sensors without additional separating chamber should be
of intrinsically safe type Ex-ia.
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4) Areas on open deck or semi-enclosed spaces on deck, within 1.5 m of gas compressor and pump room
entrances, gas pump and compressor room ventilation inlets and other openings into zone 1 spaces.
5) Areas on the open deck within spillage coamings surrounding gas bunker manifold valves and 3 m beyond
these, up to a height of 2.4 m above the deck.
6) Enclosed or semi-enclosed spaces in which pipes containing gas are located, e.g. ducts around gas pipes,
semi-enclosed bunkering stations.
Guidance note 1:
The ESD protected machinery space is considered as non-hazardous area during normal operation, but changes to
zone 1 at gas detection.
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Guidance note 2:
Open ended ventilation pipes from gas piping systems will not create a hazardous zone in a surrounding well
ventilated space.
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D. Maintenance
D 100 General
101 The maintenance manual referred to in Sec.1 Table C1, shall be in accordance with the recommendations
in IEC 60079-17 and 60092-502 and shall contain necessary information on:
overview of classification of hazardous areas, with information about gas groups and temperature class
records sufficient to enable the certified safe equipment to be maintained in accordance with its type of
protection (list and location of equipment, technical information, manufacturer's instructions, spares etc.)
inspection routines with information about level of detail and time intervals between the inspections,
acceptance/rejection criteria
register of inspections, with information about date of inspections and name(s) of person(s) who carried out
the inspection and maintenance work.
102 Updated documentation and maintenance manual, shall be kept onboard, with records of date and names
of companies and persons who have carried out inspections and maintenance.
Inspection and maintenance of installations shall be carried out only by experienced personnel whose training
has included instruction on the various types of protection of apparatus and installation practices to be found
on the vessel. Appropriate refresher training shall be given to such personnel on a regular basis.
SECTION 6
CONTROL, MONITORING AND SAFETY SYSTEMS
A. General
A 100 System arrangement
101 A dedicated gas safety system, independent of the gas control system, shall be arranged in accordance
with the general principles in Pt.4 Ch.9 Sec.3 A103.
Guidance note:
Given the propulsion system arrangement of the vessel, two independent gas safety systems may be required, see
C100.
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102 The gas control system shall be so arranged that the remaining power after single failure shall be
sufficient to maintain propulsion and other main functions defined in Pt.1 Ch.1 Sec.1 A200.
103 The gas safety system shall be so arranged that the remaining power after single failure shall be sufficient
to maintain propulsion and other main functions defined in Pt.1 Ch.1 Sec.1 A200.
A 200 Gas engine shut down prevention system
201 Measures must be taken to prevent unintentionally shut down of gas engines in case of other engines
suddenly failing.
Guidance note:
For gas engine driven generators operating in parallel, a control system may be installed preventing consequential trip
of an engine caused by sudden overload in case one engine is shut down.
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202 Gas tanks shall be protected against overfilling. Tanks for liquefied gas shall be protected as outlined
in the Rules for Classification of Ships, Pt.5 Ch.5 Sec.13 B202.
203 Closing of the bunkering shutdown valve required by Sec.3 I202 shall be possible from the control
location for bunkering and or from another safe location.
C 300 Gas detection
301 Fixed gas detectors shall be installed in the tank connection space, in all ducts around gas pipes,
compressor rooms, and in other enclosed spaces containing gas piping or other gas equipment. Fixed gas
detectors shall be installed in ESD protected machinery space configuration gas engine rooms. In spaces where
all gas pipes are completely ducted gas detectors are not required.
Guidance note:
Gas detectors may be required also in inherently gas safe engine rooms in any of the following cases:
- the ventilation air to the double pipe/duct is taken from the engine room
- the gas is supplied into the charge air before the inlet valve in the cylinder head if the components in contact with
the gas air mixture are not protected by a double duct.
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302 Where gas detection shall cause shutdown in accordance with Table C1, detector voting shall be applied.
Guidance note:
A common voting principle is 2oo2 (meaning two out of two) where both units must detect gas to activate shutdown.
A failed detector shall be considered as being active.
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303 Two independent gas detector systems shall be fitted for propulsion arrangements where two gas supply
systems are required.
304 For ESD protected machinery space configuration a gas detector system of redundant design shall be
arranged for each gas engine room.
305 The number of detectors in each space must be considered taking size, layout and ventilation of the space
into account.
306 The detectors shall be located where gas may accumulate and/or in the ventilation outlets. Gas dispersal
analysis or a physical smoke test shall be used to find the best arrangement.
307 Gas detection shall be alarmed on the bridge, in the engine control room and at the control location for
bunkering, as well as locally. Gas alarms are required as specified in Table C1. Gas alarms with no safety action
can be handled by the gas detection system.
308 Gas detection shall be continuous.
C 400 Fire detection
401 Where fire detection shall cause shutdown in accordance with Table C1, detector voting shall be applied.
Guidance note:
A common voting principle is 2oo2 (meaning two out of two) where both units must detect gas to activate shutdown.
A failed detector shall be considered as being active.
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402 Failure in, or loss of the fire central shall not initiate shutdown as required by 401.
C 500 Ventilation
501 Loss of ventilation shall cause shut down in accordance with Table C1. A running signal from the
ventilation fan motor is normally not sufficient to verify the performance of the ventilation; a flow- or
overpressure detection or an equivalent detection principle is required.
502 Full stop of ventilation in an ESD protected engine room shall, additionally to what is given in Table C1,
lead to one of the following actions:
a) For a gas electric propulsion system: Engine(s) in another space shall start. When the engine in the other
space is connected to bus-bar the engine in the space without ventilation shall be shutdown automatically.
b) For a direct propulsion system: The engine in the room with defect ventilation shall be manually shutdown
when sufficient propulsion power is available after the shutdown.
503 Full stop of ventilation in the double pipe supplying gas to single fuel gas engine(s) shall, additionally to
what is given in Table C1, lead to one of the following actions:
a) If another gas supply system is arranged, the one with defect ventilation shall shut down as soon as the other
supply system is ready to deliver.
b) For a direct propulsion system with only one gas supply line: The engine with defect ventilation in the gas
supply system shall be manually or automatically shutdown if sufficient propulsion power is still available
after such a shutdown. If the ventilation system is without any openings in the engine room, continued
operation after ventilation failure may be approved.
c) For a gas electric propulsion system: Another engine supplied by a different fuel system shall start. When
the second engine is connected to bus-bar the first engine shall be shutdown automatically.
SECTION 7
COMPRESSORS AND GAS ENGINES
A. Gas Compressors
A 100 General
101 The fuel gas compressor shall be fitted with accessories and instrumentation necessary for efficient and
reliable function.
102 The gas compressor and its fuel gas supply shall be arranged for manual remote emergency stop from
the following locations:
navigation bridge
engine control room.
A 200 Vibrations
201 The possibility for fatigue problem of the high-pressure gas piping due to vibration caused by the high-
pressure gas compressor must be considered. Such vibrations may be caused by unbalanced forces in the
compressor itself, by resonant vibrations in the piping system or by resonance in the gas column of the gas
discharge lines. Calculations may be required to verify that resonance problems will not occur.
202 Changeover to and from gas fuel operation is only to be possible at a power level where it can be done
with acceptable reliability as demonstrated through testing. On completion of preparations for changeover to
gas operation including checks of all essential conditions for changeover, the changeover process itself shall
be automatic. On power reduction the changeover to oil fuel shall be automatic (compressor and auxiliaries
may continue to run unloaded).
203 On normal shutdown as well as emergency shutdown, gas fuel supply shall be shut off not later than
simultaneously with the oil fuel. Shut off of the gas fuel shall not be dependent on the shut off of the oil fuel.
204 Firing of the gas-air mixture in the cylinders shall be initiated by injection of pilot fuel. The amount of
pilot fuel fed to each cylinder shall be sufficient to ensure a positive ignition of the gas mixture. It shall not be
possible to shut off the supply pilot fuel without first or simultaneously closing the gas supply to each cylinder
or to the complete engine.
B 300 Functional requirements gas-only engines
301 The starting sequence must be such that fuel gas is not admitted to the cylinders until ignition is activated
and the engine has reached a minimum rotational speed.
302 If ignition has not been detected by the engine monitoring system within 10 s after opening of gas
injection valve the gas supply shall be automatically shut off and the starting sequence terminated.
Guidance note:
More than 10 seconds may be accepted between gas injection start and automatic starting sequence shut off, if the gas
is not injected directly to each cylinder or to each cylinder air inlet, but is mixed with combustion air in a common
system.
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303 When restarting after a failed start attempt admission of fuel gas to the cylinders shall not be possible
before the exhaust gas system has been purged with a volume of air at least equal to 3 times the volume of the
exhaust gas system before the turbocharger(s). Purging may be carried out through for example running the
engine on starting air for a predetermined number of revolutions.
SECTION 8
MANUFACTURE, WORKMANSHIP AND TESTING
A. Gas Tanks
A 100 Manufacture and testing
101 Tests related to welding and tank testing shall be in accordance with the Rules for Classification of
Ships, Pt.5 Ch.5 Sec.5 K, L, M, and N.
C. Onboard testing
C 100 General
101 Control, monitoring and safety systems required by these rules, shall be tested onboard in accordance
with Pt.4 Ch.9 Sec.1 D500.
102 The functionality of the cause and effect diagram required by Sec.1 Table C1 shall be tested onboard.