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All rights reserved

Introduction

Amendments to MARPOL Annex VI entered into force effective from1 July 2010 concerning increasingly stringent requirements for
nitrogen oxide (NO
X
) emissions fromships. Under these requirements, marine diesel engines have been subject to mandatory NOx Tier
II requirements from1 January 2011 that are about 15-22% lower than the NOx emission limits previously set under Tier I. Marine
diesel engines also will be subject to NOx Tier III requirements fromJanuary 2016 in Emission Control Area(ECA), when engines will be
required to satisfy a stricter limit that is about 80% lower than Tier I NOx emission limits. In addition, ships are now subject to a
maximumlimit on sulfur oxide (SOx) emissions of 3.5% m/mfor fuel used from1 January 2012 on the open sea. Moreover, ships have
been subject to a maximumlimit SOx emissions of 1.00% m/mfromJuly 2010 when operating in an Emission Control Area (ECA).
This limit is set to be further reduced to a maximumlimit of just 0.1% m/mfromJanuary 2015. Amendments to MARPOL Annex VI
adopted at IMO MEPC 62 dated in July 2011 also set forth new restrictions on carbon dioxide (CO
2
) emissions fromships that will
become effective from1 January 2013.

As regulations curbing atmospheric pollution and greenhouse gas emissions grow ever stricter amid stronger calls for a greener shipping
industry, attention is turning to the potential of natural gas as a cleaner alternative to liquid fuel oil. In theory, ships using the natural gas
(LNG) methane with the same calorific power as diesel oil can reduce the amount of CO
2
emissions by as much as 25%. In addition, the
NOx emissions can be decreased about 80-90% through the use LNG instead of fuel heavy oil. Moreover, emissions of SOx and PM
(particulate matter) are almost zero. For these reasons, LNG is known as a greener fuel of the future. Already, around 30 vessels,
including many Norwegian ferries and offshore support ships operating in the North Sea, are powered by LNG, with use of the fuel
expected to increase even further in the near future.

Particular attention needs to be given to ensuring adequate safety precautions when using natural gas as fuel in order to decrease the
potential of any explosive environment risk that may arise as a result of any gas leaks onboard the ship. International common safety
requirements for natural gas fuelled ships were discussed at IMO MSC82 dated in June 2009, which resulted in the release of IMO
Res.MSC285(86) INTERIM GUIDELINES ON SAFETY FOR NATURAL GAS-FUELLED ENGINE INSTALLATIONS IN SHIPS.
Based on these interimguidelines, work has been preceding on the development of the INTERNATIONAL CODE OF SAFETY FOR
SHIPS USING GASES OR OTHER LOW-FLASH POINT FUELS (IGF Code) for approval by the IMO scheduled by 2014 as new
mandatory SOLAS requirements.

Nippon Kaiji Kyokai (ClassNK) has developed guidelines entitled Guidelines for Gas fuelled ships. on design safety requirements for
gas fuelled ships based on the current draft of the IGF Code. We hope these guidelines will provide practical guidance for shipyards,
manufacturers, ship owners, managers, and operators looking to prepare their fleets for a safer, greener future. This edition of the
Guidelines is simply for the purpose providing support in the design with respect to the current requirements, and will be amended
periodically in accordance with any future changes in the IGF Code during future IMO discussions and rapid developments in the
introduction of new technologies.


Guidelines for Gas fuelled ships


i
Guidelines for Gas fuelled ships

CONTENTS

Chapter 1 Preamble 1
Chapter 2 General 2
2.1 Application 2
2.2 Definitions 2
2.3 Alternative design 4
Chapter 3 Function requirements 5
3.1 Goal 5
3.2 Functional requirements 5
Chapter 4 General requirement 7
4.1 Goal 7
4.2 Risk Assessment 7
4.3 Limitation of explosion consequences 7
Chapter 5 Ship design and arrangement 8
5.1 Goal 8
5.2 Functional requirements 8
5.3 General requirements 8
5.4 Machinery space concepts 9
5.5 Requirements for gas safe machinery space 9
5.6 Requirements for ESD-protected machinery spaces 9
5.7 Requirements for location and protection of fuel piping 10
5.8 Requirements for machinery space design 10
5.9 Requirements for bilge systems 11
5.10 Requirements for drip trays 11
5.11 Requirements for arrangement of entrances and other openings 11
5.12 Requirements for air locks 11
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ii
Chapter 6 Fuel Containment System 13
6.1 Goal 13
6.2 Functional requirements 13
6.3 General requirements 13
6.4 Liquefied gas fuel containment 14
6.5 Portable tanks for liquefied gas fuel 14
6.6 Compressed gas containment system 14
6.7 Pressure relief system 15
6.8 Filling limit for liquefied gas fuel tanks 19
6.9 Maintaining fuel storage condition 19
6.10 Atmospheric control within the fuel storage system 20
6.11 Atmospheric control within hold spaces (Fuel containment systems other than type C
independent tanks 20
6.12 Environmental control of spaces surrounding type C independent tanks 21
6.13 Inerting 21
6.14 Inert gas production on board 21
Chapter 7 General pipe design 22
7.1 Goal 22
7.2 Functional requirements 22
7.3 Requirements for general pipe design 22
7.4 Requirements for materials 25
Chapter 8 Bunkering 26
8.1 Goal 26
8.2 Functional requirements 26
8.3 Requirements for bunkering station 26
8.4 Requirements for manifold 26
8.5 Requirements for bunkering system 26
Chapter 9 Fuel Supply to Consumers 28
9.1 Goal 28
9.2 Functional requirements 28
9.3 Redundancy of fuel supply 28
9.4 Safety functions of gas supply system 28
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iii
9.5 Requirements for fuel distribution outside of machinery space 32
9.6 Requirements for fuel supply to consumers in gas-safe machinery spaces 32
9.7 Requirements for the design of ventilated duct, outer pipe against inner pipe gas leakage 32
9.8 Requirements for gas compressors and pumps 33
Chapter 10 Power generation including propulsion and other energy converters 34
10.1 Goal 34
10.2 Functional requirements 35
10.3 Requirements for internal combustion engines of Piston type 35
10.4 Requirements for boilers main and auxiliary 35
10.5 Requirements for gas turbines 36
10.6 Requirements for fuel cells 36
Chapter 11 Fire Safety 37
11.1 Goal 37
11.2 Functional requirements 37
11.3 General 37
11.4 Fire protection 37
11.5 Fire main 37
11.6 Water spray system 38
11.7 Dry chemical powder fire-extinguishing system 38
11.8 Fire detection and alarm system 38
Chapter 12 Explosion Protection 39
12.1 Goal 39
12.2 Functional requirements 39
12.3 General requirements 39
12.4 Area classification 39
12.5 Definition of hazardous area zones 40
Chapter 13 Ventilation 41
13.1 Goal 41
13.2 Functional requirements 41
13.3 General requirements 41
13.4 Requirements for tank connection space 42
13.5 Requirements for machinery spaces 42
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iv
13.6 Requirements for fuel preparation room, pump and compressor rooms 43
13.7 Bunkering station 43
13.8 Ducts and double pipes 43
Chapter 14 Electrical installations 44
14.1 Goal 44
14.2 Functional requirements 44
14.3 General requirements 44
Chapter 15 Control, monitoring and safety systems 45
15.1 Goal 45
15.2 Functional requirements 45
15.3 General requirements 45
15.4 Requirements for bunkering and gas tank monitoring 45
15.5 Requirements for bunkering control 46
15.6 Requirements for gas compressor monitoring 46
15.7 Requirements for gas engine monitoring 46
15.8 Requirements for gas detection 47
15.9 Requirements for fire detection 47
15.10 Requirements for ventilation 47
15.11 Safety functions of gas supply systems 48
Chapter16 Manufacture, workmanship and testing 50
16.1 General requirements 50
16.2 Gas tanks 50
16.3 Gas piping systems 51
16.4 Welding, post-weld heat treatment and non-destructive testing 52
16.5 Testing requirements 52
16.6 Other testing requirements 53
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Chapter 1 Preamble

These guidelines are based on IGF Code in the course of the development in IMO and provide criteria for the arrangement and
installation of machinery, equipment and systems for ships operating with gas as fuel to minimize the risk to the ship, its crew and the
environment, having regard to the nature of the fuels involved.
Throughout the development of these guidelines it was recognized that it must be based upon sound naval architectural and
engineering principles and the best understanding available of current operational experience, field data and research and development.
Due to the rapidly evolving new fuels technology, the Society will periodically review these guidelines, taking into account both
experience and technical developments.





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Chapter 2 General

2.1 Application

1 Unless expressly provided otherwise, these guidelines apply to ships, other than vessels covered by the requirements specified in
Chapter 16, Part N of the Rules for the Survey and Construction of Steel Ships, operating with gas fuel.
2 Gas fuel referred to in these guidelines means natural gas liquid and compressed.

2.2 Definitions

The following definitions apply in these guidelines unless expressly provided otherwise.
1 Accident means an uncontrolled event that may entail the loss of human life, personal injuries, environmental damage or the loss of
assets and financial interests.
2 Alternative design means an engineering analysis, evaluation and approval of a design deviating fromthe prescriptive requirements.
3 Breadth (B) means the maximumbreadth of the ship, measured amidships to the moulded line of the frame in a ship with a metal
shell, and to the outer surface of the hull in a ship with a shell of any other material. The breadth (B) shall be measured in metres.
4 Bunkering means the transfer of liquid or gaseous fuel fromland based or floating facilities into a ships' permanent tanks or
connection of portable tanks to the fuel supply system.
5 Certified safe type means electrical equipment that is certified safe by the relevant authorities recognized by the Society for operation
in a flammable atmosphere based on a recognized standard.
Note: Refer to IEC 60079 series : Explosive atmospheres and IEC 60092-502:1999 Electrical Installations in Ships Tankers Special
Features.
6 CNG means compressed natural gas.
7 Control station means those spaces defined in 3.2.18, Part R of the Rules for the Survey and Construction of Steel Ships and the
engine control room.
8 Design pressure means those pressure used in the calculations made to determine the scantlings of each component and are the
maximumpermissible working pressure of a component.
9 Design vapour pressure 'P0' is the maximumgauge pressure, at the top of the tank, to be used in the design of the tank.
10 Design temperature for selection of materials is the minimumtemperature at which liquefied gas fuel may be loaded or transported
in the liquefied gas fuel tanks.
11 Service tank pressure is the gas pressure in the tank(s) needed for the normal service of the ship project.
12 Double block and bleed valve means a set of two valves in series in a pipe and a third valve enabling the pressure release fromthe
pipe between those two valves. The arrangement may also consist of a two-way valve and a closing valve instead of three separate valves.
13 Dual fuel engines means engines that employ fuel covered by these guidelines (with pilot oil) and Oil fuel. Oil fuels may include
distillate and residual fuels.
14 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.
Note: See also definition in IEC 60092-502:1999 Electrical Installations in Ships Tankers Special Features.
15 ESD means emergency shutdown.
16 Explosion means a deflagration event of uncontrolled combustion.
17 Explosion pressure relief means measures provided to prevent the explosion pressure in a container or an enclosed space exceeding
the maximumoverpressure the container or space is designed for, by releasing the overpressure through designated openings.
18 Fuel containment system is the arrangement for containment of fuel including, 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
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barrier is part of the hull structure, it may be a boundary of the hold space.
The spaces around the fuel tank are defined as follows:
(1) Fuel storage hold space is the space enclosed by the ship's structure in which a fuel containment systemis situated. If tank
connections are located in the fuel storage hold space, it will also be a tank connection space, and will have to fulfill the requirements
for both spaces
(2) Inter barrier Space is the space between a primary and a secondary barrier, whether or not completely or partially occupied by
insulation or other material.
(3) Tank connection space is a space surrounding all tank connections and tank valves that is required for tanks with such connections in
enclosed spaces. Welding joints between the fuel tank and the first flanges of the pipes connected to the fuel tank are not considered
as tank connections in the case where these joints satisfy the requirements of these guidelines for the fuel tank. The space shall be
gas tight towards adjacent spaces and able to safely contain any leakage1 fromthe tank in case of leakage in the tank connections or
other connections or equipment, without this leakage spreading to other spaces, or leading to unsafe following incidents. The space
shall be thermally insulated fromship steel as required to protect the hull fromtemperatures below those allowable.
Note: The leakage fromconnections fastened by bolts such as flange connection is considered as droplet, and full bore discharge is not
considered where the connection is maintainable.
19 Fuel cell means a source of electrical power in which the chemical energy of the fuel is converted directly into electrical energy by
electrochemical oxidation
20 Gas means a fluid having a vapour pressure exceeding 2.8 bar absolute at a temperature of 37.8C.
21 Gas only engine means a power generating engine capable of operating on gas only and not able to switch over to oil fuel operation.
22 Hazardous area mean an area in which an explosive gas atmosphere or a flammable gas is or may be expected to be present, in
quantities such as to require special precautions for the construction, installation and use of electrical apparatus or any other equipment that
may provide potential sources of ignition.
Hazardous areas are divided into zone 0, 1 and 2 as defined below.
(1) Zone 0
Zone 0 is an area in which an explosive gas atmosphere or a flammable gas or vapour is present continuously or is present for long
periods.
(2) Zone 1
Zone 1 is an area in which an explosive gas atmosphere or a flammable gas or vapour is likely to occur in normal operation.
(3) Zone 2
Zone 2 is an area in which an explosive gas atmosphere or a flammable gas or vapour 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.
Note: Refer also to the area classification specified in Sec.2.5 of IEC 60079-10-1:2008 Explosive atmospheres Part 10-1: Classification
of areas Explosive gas atmospheres.
23 High pressure piping means gas fuel piping with maximumworking pressure greater than 10 bar.
24 IEC means the International Electro technical Commission.
25 Independent tanks are self-supporting, do not formpart of the ship's hull and are not essential to the hull strength.
26 LEL means the lower explosive limit.
27 Length (L) is the length as defined in the International Convention on Load Lines in force.
28 LNG means liquefied natural gas.
29 MARVS means the maximumallowable relief valve setting.
30 MAWP means the Maximumallowable working pressure of a systemcomponent or tank.
31 Membrane tanks are non-self-supporting tanks that consist of a thin liquid and gas tight layer (membrane) supported through
insulation by the adjacent hull structure.
32 Multi fuel engines means engines that can use two or more different fuels that are separate fromeach other, and which do not require
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a pilot fuel or spark device for ignition.
33 Non-hazardous area means an area which is not considered to be hazardous, i.e. gas safe, provided certain conditions are being met.
34 Open deck means a deck that at least is open on both ends/sides, or is open on one end and equipped with adequate natural
ventilation that is effective over the entire length of the deck through permanent openings distributed in the side panels or in the deck
above.
35 Risk is an expression for the combination of the frequency and the severity of the consequences.
36 Secondary barrier is the liquid-resisting outer element of a fuel containment systemdesigned to afford temporary containment of
any envisaged leakage of liquid fuel through the primary barrier.
37 Secondary protection means that a failure of the first barrier will not lead to a hazard because of the secondary protection.
38 Semi-enclosed space means a space where the natural conditions of ventilation are notably different fromthose on open deck due to
the presence of structure such as roofs, winbreaks and bulkheads and which are so arranged that dispersion of gas may not occur.
Note: Refer also to IEC 60092-502:1999 Electrical Installations in Ships Tankers Special Features.
39 Source of release means any point or location in the fuel systemfromwhich a flammable fuel may be released into the atmosphere.
40 Vapour pressure is the equilibriumpressure of the saturated vapour above the liquid, expressed in Pascal (Pa) absolute at a specified
temperature.

2.3 Alternative design

1 These guidelines contain functional requirements for all appliances and arrangements related to the usage of low flashpoint fuels.
2 Fuels, appliances and arrangements of low flashpoint fuel systems may deviate fromthose set out in these guidelines, or may be
designed for use of a fuel not specifically addressed in these guidelines and such fuels, appliances and arrangements can be used provided
that these meet the intent of the goal and functional requirements concerned and provide an equivalent level of safety of the relevant
chapters.
3 The equivalence of the alternative design shall be demonstrated as specified in SOLAS chapter II-1 Part F, Regulation 55 and
approved by the Society. However, the Society shall not allow operational methods or procedures to be applied as an alternative to a
particular fitting, material, appliance, apparatus, itemof equipment, or type thereof which is prescribed by these guidelines.

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Chapter 3 Function requirements

3.1 Goal

The goal of this chapter is to provide for safe and environmentally friendly design, construction and operation of ship installations of
systems for propulsion machinery, auxiliary power generation machinery and/or other purpose machinery using gas as fuel.

3.2 Functional requirements

1 The safety, reliability and dependability of the systems shall be equivalent to that achieved with new and comparable conventional
oil-fuelled main and auxiliary machinery.
2 The probability and consequences of fuel-related hazards shall be limited to a minimumthrough arrangement and systemdesign,
such as ventilation, detection and safety actions. In the event of gas leakage or failure of the risk reducing measures, necessary safety
actions shall be initiated.
3 The design philosophy shall ensure that risk reducing measures and safety actions for the gas fuel installation do not compromise
the required availability of power generation and propulsion.
4 Hazardous areas shall be restricted, as far as practicable, to minimize the potential risks that might affect the safety of the ship,
persons on board, and equipment.
5 Equipment installed in hazardous areas shall be minimized to that required for operational purposes and shall be suitably and
appropriately certified.
6 Unintended accumulation of explosive, flammable or toxic gas concentrations shall be prevented.
7 Systemcomponents shall be protected against external damages.
Note: In cases where grab unloaders are used for cargo handling operations and the grab moves above gas fuel tanks and piping installed
on open decks, such tanks and piping shall be protected by adequate covers, etc.
8 Sources of ignition in hazardous areas shall be eliminated to reduce the probability of explosions.
9 It shall be arranged for safe and suitable, storage and bunkering arrangements capable of receiving and containing the fuel in the
required state without leakage. The systemshall be designed to prevent venting under all normal operating conditions including idle
periods.
Note: The Society may waive this requirement in a state of emergency or in cases where the venting of specific cargo specially is approved
by the Society as a method of control of tank pressure and temperature.
10 Piping systems, containment and over-pressure relief arrangements that are of suitable design, construction and installation for their
intended application shall be provided.
11 Machinery, systems and components shall be designed, constructed, installed, operated, maintained and protected to ensure safe and
reliable operation.
12 Fuel containment systemand machinery spaces containing source that might release gas into the space shall be arranged and located
such that a fire or explosion in either will not render the essential machinery or equipment in other compartments inoperable.
13 Suitable control, alarm, monitoring and shutdown systems shall be provided to ensure safe and reliable operation.
14 Fixed gas detection suitable for all spaces and areas concerned shall be arranged.
15 Fire detection, protection and extinction measures appropriate to the hazards concerned shall be provided.
16 Commissioning, trials and maintenance of fuel systems and gas utilization machinery shall satisfy the goal in terms of safety,
availability, maintainability and reliability.
Note: Required test items would be specified later.
17 The technical documentation shall permit an assessment of the compliance of the systemand its components with the applicable
rules, guidelines, design standards used and the principles related to safety, availability, maintainability and reliability.
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18 A single failure in a systemor component shall not lead to an unsafe or unreliable situation.
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Chapter 4 General requirements

4.1 Goal

The goal of this chapter is to ensure that the necessary assessments of the risks involved are carried out in order to eliminate or
mitigate any adverse effect to the persons on board, the environment or the ship.

4.2 Risk assessment

1 A risk assessment shall be conducted to ensure that risks arising fromthe use of gas-fuel or low-flashpoint fuels affecting persons on
board, the environment, the structural strength or the integrity of the ship are addressed. Consideration shall be given to the hazards
associated with physical layout, operation, and maintenance, following any reasonably foreseeable failure.
2 The risks shall be analyzed using acceptable and recognized risk analysis techniques and loss of function, component damage, fire,
explosion and electric shock shall as a minimumbe considered. The analysis shall ensure that risks are eliminated wherever possible. Risks
which cannot be eliminated shall be mitigated as necessary. Details of risks, and the means by which they are mitigated, shall be
documented to the satisfaction of the Society.

4.3 Limitation of explosion consequences

1 An explosion in any space containing any potential sources of release and potential ignition sources shall not:
Note: Double wall fuel pipes are not considered as potential sources of release
(1) Cause damage to or disrupt the proper functioning of any space other than that in which the incident occurs;
(2) Damage the ship in such a way that flooding of water below the main deck or any progressive flooding occurs;
(3) Damage work areas or accommodation in such a way that persons who stay in such areas under normal operating conditions are
injured;
(4) Disrupt the proper functioning of control stations and switchboard rooms necessary for power distribution;
(5) Damage life-saving equipment or associated launching arrangements;
(6) Disrupt the proper functioning of fire-fighting equipment located outside the explosion-damaged space;
(7) Affect other areas of the vessel in such a way that chain reactions involving, inter alia, cargo, gas and bunker oil may arise;
(8) Prevent persons access to life saving appliances or impede escape routes.

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Chapter 5 Ship design and arrangement

5.1 Goal

The goal of this chapter is to provide for safe location, space arrangements and mechanical protection of power generation
equipment, fuel storage system, fuel supply equipment and refuelling systems.

5.2 Functional requirements

1 This chapter is related to functional requirements 3.2-1, 3.2-2, 3.2-3, 3.2-4, 3.2-6, 3.2-7, 3.2-12, 3.2-13, 3.2-14, 3.2-15 and 3.2-17 of
these guidelines. In particular the following apply:
(1) The fuel tanks shall be sufficiently protected against the effects of external damage caused by collision, grounding, fire or other
possible operational damage causes.
(2) Fuel containment systems, fuel piping and other fuel release sources shall be so located and arranged that released gas are lead to
safe locations in the open air.
(3) The access or other openings to spaces containing fuel release sources shall be so arranged that flammable, asphyxiating or toxic gas
cannot escape to spaces that are not designed for the presence of such gases.
(4) Fuel piping shall be protected against mechanical damage.
(5) The propulsion and fuel supply systemshall be so designed that the remaining power for propulsion and power generation after any
gas leakage with following safety actions shall be sufficient for maintaining maneuverability and for providing power for essential
services.
(6) The probability of a gas explosion in a machinery space with gas or low flashpoint fuelled machinery shall be minimized.

5.3 General requirements

1 Fuel storage tanks shall be protected against mechanical damage.
2 Fuel storage tanks or and equipment located on open deck shall be located to assure sufficient natural ventilation, so as to prevent
accumulation of escaped gas.
3 The fuel storage tank(s) shall be protected fromexternal damage caused by collision or grounding in the following way.
(1) The fuel storage tank(s) shall be placed as close as possible to the centerline of the ship:
(a) Minimum, the lesser of B/5 and 11.5 mfromthe ship side (at right angles to be the centreline at the level of the summer load
line);
(b) Minimum, the lesser of B/15 and 2 mfromthe bottomplating fromthe moulded line of the bottomshell plating at centerline;
and
(c) Not less than 760 mmfromthe shell plating.
(2) For ships other than passenger ships, a tank location closer than B/5 fromthe ship side may be accepted by the Society.
Note: The fuel storage tank(s) shall be placed as close as possible to the centre line of the ship and nowhere less than "d" fromthe ship's
side shell where "d" is:
(1) For Vc below or equal 1,000 m3, d =0.80 m;
(2) For 1,000 m3 Vc <5,000 m3, d =0.75+V x 0,20/4,000;
(3) For 5,000 m3 Vc <30,000 m3, d =0.8 +Vf/ 25,000; and
(4) For Vc equal or above 30,000 m3, d =2 m
Where Vc corresponds to 100% of the gross design volume of the individual cargo tank at 20C, including domes and appendages
and 'd' is measured at any cross section at a right angle fromthe moulded line of outer shell.
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(a) Low pressure system (b) High pressure system
Fig. 5.1 Arrangement of double wall pipe
Vent Air inlet
Gas flow
Air
Engine room
Double wall pipe Double wall pipe
Vent
Air inlet
(3) When fuel is carried in a fuel containment systemrequiring a complete or partial secondary barrier:
(a) At temperatures below 10
o
C, fuel storage hold spaces shall be segregated fromthe sea by a double bottom; and
(b) At temperatures below 55
o
C, the ship shall also have a longitudinal bulkhead forming side tanks.

5.4 Machinery space concepts

1 In order to minimize the probability of a gas explosion in a machinery space with gas fuelled machinery one of these two alternative
concepts may be applied:
(1) 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. In a gas safe machinery space a single failure cannot lead to release
of fuel gas into the machinery space.
(2) 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 hazardous. In the event of abnormal
conditions involving gas hazards, emergency shutdown (ESD) of non-safe equipment (ignition sources) and machinery is to be
automatically executed while equipment or machinery in use or active during these conditions are to be of a certified safe type. In an
ESD protected machinery space a single failure may result in a gas release into the space. Venting is designed to accommodate a
probable maximumleakage scenario due to technical failures. Failures leading to dangerous gas concentrations, e.g. gas pipe
ruptures or blow out of gaskets are covered by explosion pressure release devices and ESD arrangements.

5.5 Gas safe machinery spaces

1 A single failure within the gas systemshall not lead to a gas release into the machinery space.
2 All gas supply piping within machinery space boundaries shall be enclosed in a gas tight enclosure in accordance with 9.6.











5.6 ESD-protected machinery spaces

1 ESD protection is limited to machinery spaces that are certified for periodically unattended operation.
2 Measures shall be applied to protect against explosion, damage of areas outside of the machinery space and ensure redundancy of
power supply. The following arrangement shall be provided but may not be limited to:
Gas detector
Shut of valve
Redundancy
Efficient ventilation
Inerting measures
3 Gas supply piping within machinery spaces may be accepted without a gastight external enclosure on the following conditions:
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Fig.5.2 Redundancy of ESD-protected machinery spaces
ESD-protected machinery space
Exhaust fan
Exhaust fan
Gas supply
Master valve
ESD-protected machinery space
(1) Engines for generating propulsion power and electric power shall be located in two or more machinery spaces not having any
common boundaries unless it can be documented that a single casualty will not affect both spaces.
Note: In cases where engines for propulsion or power generation are located within an ESD-protected machinery space, redundancy of
engines is required in principle as shown in Fig. 5.2 considering the consequence of gas leak fromthe gas supply line.













(2) The gas machinery installation spaces shall contain only a minimumof such necessary equipment, components and systems as are
required to ensure that any piece of equipment in each individual space maintains its principal function.
(3) A fixed gas detection systemarranged to automatically shutdown the gas supply, and disconnect electrical equipment or installations
not of a certified safe type, shall be fitted, as outlined in 15.8.
3 Distribution of engines between the different machinery spaces shall be such that in the case of shutdown of fuel supply to any one
machinery space it is possible to maintain sufficient power for maneuverability and for essential power supply for sea going services.

5.7 Requirements for location and protection of fuel piping

1 Gas fuel pipes shall not be located less than 760 mmfromthe ship's side.
2 Gas fuel piping, whether single or double walled, shall not be led directly through accommodation spaces, service spaces, electrical
equipment rooms or control stations unless the gas piping is double walled and led through a dedicated duct. The routeing of the piping
shall take into account potential hazards due to mechanical damage.
3 Gas pipes led through ro-ro spaces, special category spaces and on open decks shall be protected against mechanical damage.
4 Gas fuel piping in ESD protected machinery spaces shall be located as far as practicable fromthe electrical installations and tanks
containing flammable liquids.
5 Fuel piping in ESD protected machinery spaces shall be protected against mechanical damage.

5.8 Requirements for machinery space design

1 ESD protected machinery spaces separated by a single bulkhead shall have sufficient strength to withstand the effects of a local gas
explosion in either space, without affecting the integrity of the adjacent space and equipment within that space.
2 ESD protected machinery spaces shall be designed to provide a geometrical shape that will minimize the accumulation of gases or
formation of gas pockets.
3 The ventilation systemof ESD-protected machinery spaces shall be arranged in accordance with the requirement in 13.5-2.
4 Fuel preparation rooms or Compressor rooms if arranged, shall be located on an open deck, unless those rooms are arranged and
fitted in accordance with the requirements of these guidelines for tank connection spaces.

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5.9 Requirements for bilge systems

1 Bilge systems installed in areas where fuel covered by this guideline can be present shall be separate fromthe bilge systemof spaces
where gas fuel cannot be present.
2 Where liquid gas fuel is carried in a fuel containment systemnot requiring a secondary barrier, suitable drainage arrangements for
the fuel storage hold spaces that are not connected with the machinery space shall be provided. Means of detecting any leakage shall be
provided.
3 Where there is a secondary barrier, suitable drainage arrangements for dealing with any leakage into the hold or insulation spaces
through the adjacent ship structure shall be provided. The bilge systemshall not lead to pumps in safe spaces. Means of detecting such
leakage shall be provided.
4 The hold or interbarrier spaces of Type A independent tanks for liquid gas shall be provided with a drainage systemsuitable for
handling liquid fuel in the event of fuel tank leakage or rupture.

5.10 Requirements for drip trays

1 Drip trays shall be fitted where leakage of liquefied gas may occur which can cause damage to the ship structure or where limitation
of the area which is affected froma spill is necessary.
2 Drip trays shall be made of suitable material.
3 The drip tray shall be thermally insulated fromthe ships structure so that the surrounding hull or deck structures are not exposed to
unacceptable cooling, in case of leakage of liquid gas.
4 Each tray shall be fitted with a drain valve to enable rain water to be drained over the ship's side.
5 Each tray shall have a sufficient capacity to ensure that the maximumamount of spill according to the safety analysis can be
handled.

5.11 Requirements for arrangement of entrances and other openings

1 Direct access shall not be permitted froma non-hazardous space to a hazardous space. Where such openings are necessary for
operational reasons, an air lock which complies with the requirements of chapter 5.12 shall be provided.
2 If the fuel preparation roomis approved located below deck, the roomshall, as far as practicable, have an independent access direct
fromthe open deck. Where a separate access fromdeck is not practicable, an air lock which complies with the requirements of chapter
5.12 shall be provided.
3 Unless access to the tank connection space is independent and direct fromopen deck it shall be arranged as a bolted hatch. The space
containing the bolted hatch will be a hazardous space.
4 If the access to an ESD-protected machinery space is fromanother enclosed space in the ship, the entrances shall be arranged with
an air lock which complies with the requirements of chapter 5.12.
5 For inerted spaces access arrangements shall be such that unintended entry by personnel shall be prevented. If access to such spaces
is not fromopen deck, sealing arrangements shall ensure that leakages of inert gas to adjacent spaces are prevented.

5.12 Requirements for air locks

1 An air lock is a space enclosed by gastight steel bulkheads with two substantially gastight doors spaced at least 1.5 mand not more
than 2.5 mapart. Unless sbject to the requirements of the International Convention on Load Line, the door sill shall not be less than 300
mmin height. The doors shall be self-closing without any holding back arrangements.
2 Air locks shall be mechanically ventilated at an overpressure relative to the adjacent hazardous area or space.
3 The air lock has to be designed in a way that no gas can be released to safe spaces in case of the most critical event in the gas
Guidelines for Gas fuelled ships

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dangerous space separated by the air lock. The events shall be evaluated in the risk analysis according to 4.2.1.
4 Air locks shall have a simple geometrical form. They shall provide free and easy passage, and shall have a deck area not less than
about 1.5 m
2
. Air locks shall not be used for other purposes, for instance as store rooms.
5 An audible and visual alarmsystemto give a warning on both sides of the air lock shall be provided to indicate if more than one
door is moved fromthe closed position.
6 Electrical equipment which is not of the certified safe type in spaces protected by air-locks shall be de-energized upon loss of
overpressure in the space.
7 For non-hazardous spaces with access fromhazardous spaces below deck where the access is protected by an airlock, upon loss of
under pressure in the hazardous space access to the space is to be restricted until the ventilation has been re-instated. Audible and visual
alarms shall be given at a manned location to indicate both loss of pressure and opening of the airlock doors when pressure is lost.
8 Essential equipment required for safety shall not be de-energized and shall be of a certified safe type. This may include lighting, fire
detection, public address, general alarms systems.
9 Electrical equipment which is not of the certified safe type for propulsion, power generation, manoeuvring, anchoring and mooring
equipment as well as the emergency fire pumps shall not be located in spaces to be protected by air-locks.

Guidelines for Gas fuelled ships

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Chapter 6 Fuel Containment System

6.1 Goal

The goal of this chapter is to provide that the storage of the fuel is adequate so as to minimize the risk to persons on board, the ship
and the environment to a safety level that is equivalent to a conventional oil fuelled ship.

6.2 Functional requirements

1 This chapter relates to functional requirements 3.2-1, 3.2-2, 3.2-6, 3, 3.2-9, 3.2-10, 3.2-11, 3.2-12, 3.2-13, 3.2-14, 3.2-15, 3.2-16 and
3.2-17 of these guidelines. In particular the following apply:
(1) The fuel containment systemshall be so designed that a leak fromthe tank or its connections does not endanger the ship, persons on
board or the environment. Potential dangers to be avoided include:
(a) exposure of ship materials to temperatures below acceptable limits
(b) flammable fuels spreading to locations with ignition sources
(c) toxicity potential and risk of oxygen deficiency due to fuels and inert gases
(d) restriction of access to muster stations, escape routes and LSA
(e) reduction in availability of LSA
(2) The pressure and temperature in the fuel tank shall be kept within the design limits of the containment systemand/or carriage
requirements of the fuel.
(3) The fuel containment arrangement shall be so designed that the remaining power for propulsion and power generation after any gas
leakage shall be sufficient for maintaining maneuverability and for providing power for essential services.
(4) If portable tanks are used for fuel storage, the design of the fuel containment systemshall be equivalent to permanent installed tanks
as described in chapter 7 of these guidelines.

6.3 General requirements

1 Natural gas in a liquid state may be stored with a maximumallowable relief valve setting (MARVS) of up to 10 bar g.
2 The MaximumAllowable Working Pressure (MAWP) of the gas tank shall not exceed 90 per cent of the MaximumAllowable relief
Valve Setting (MARVS).
3 A fuel containment systemlocated below deck shall be gas tight towards adjacent spaces.
4 All tank connections, fittings, flanges and tank valves must be enclosed in gas tight tank connection spaces, unless the tank
connections are on open deck. The space shall be able to safely contain leakage fromthe tank in case of leakage fromthe tank connections.
5 Pipe connections to the fuel storage tank shall be mounted above the highest liquid level in the tanks, except for fuel storage tanks of
Type C. Connections below the highest liquid level may however also be accepted for other tank types after special consideration by the
Society.
Note: Self-pressure pipes (Pressure Build Up), which have no flange connections below the highest liquid level, are accepted.
6 Piping between the tank and the first valve which release liquid in case of pipe failure shall have equivalent safety as the type C tank,
with dynamic stress not exceeding the values given in 4.2.4 (3), Part N of the Rules.
7 The material of the bulkheads of the tank connection space shall have a design temperature corresponding with the lowest
temperature it can be subject to in a probable maximumleakage scenario. The tank connection space shall be designed to withstand the
maximumpressure build up during such a leakage. Alternatively, pressure relief venting to a safe location (mast) can be provided.
8 The probable maximumleakage into the tank connection space shall be determined based on detail design, detection and shut down
systems.
9 The fuel storage hold space shall not be used for machinery or equipment that may have a fire risk.
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10 If piping is connected below the liquid level of the tank it has to be protected by a secondary barrier up to the first valve.
11 If liquefied gas fuel storage tanks are located on open deck the ship steel shall be protected frompotential leakages fromtank
connections and other sources of leakage by use of drip trays. The material is to have a design temperature corresponding to the
temperature of the fuel carried at atmospheric pressure. The normal operation pressure of the tanks shall be taken into consideration for
protecting the steel structure of the ship.
12 Means shall be provided whereby liquefied gas in the storage tanks can be safely emptied.
13 It shall be possible to empty, purge gas and vent fuel storage tanks with gas piping systems. Proper instructions for carrying out these
procedures must be available on board. Inerting shall be performed with an inert gas prior to venting with dry air to avoid an explosion
hazardous atmosphere in tanks and gas pipes. See detailed requirements in chapter 6.10.

6.4 Liquefied gas fuel containment

1 The storage tanks to be used for compressed gas shall comply with the relevant requirements specified in Chapter 4, Part N of the
Rules.

6.5 Portable tanks for liquefied gas fuel

1 The design of the tank shall comply with the requirements of tanks Type-C specified in Chapter 4, Part N of the Rules. The tank
support (container frame or truck chassis) shall be designed for the intended purpose.
2 Portable gas fuel tanks shall be located in dedicated areas fitted with:
mechanical protection of the tanks depending on location and cargo operations
if located on open deck: spill protection and water spray systems for cooling
if located in an enclosed space: the space is to be considered as a tank connection space
3 Portable gas fuel tanks shall be secured to the deck while connected to the ship systems. The arrangement for supporting and fixing
the tanks shall be designed for the maximumexpected static and dynamic inclinations, as well as the maximumexpected values of
acceleration, taking into account the ship characteristics and the position of the tanks.
4 Consideration shall be given to the strength and the effect of the portable fuel tanks on the ships stability.
5 Connections to the ship piping systems shall be made by means of approved flexible hoses or other suitable means designed to
provide sufficient flexibility.
6 Arrangements shall be provided to limit the quantity of fuel spilled in case of inadvertent disconnection or rupture of the
non-permanent connections.
7 The pressure relief systemof portable tanks for liquefied gas shall be connected to a fixed venting system.
8 Control and monitoring systems for portable gas fuel tanks shall be integrated in the ship's gas control and monitoring system. Safety
systemfor portable gas fuel tanks shall be integrated in the ship's gas safety system(e.g. shut-down systems for tank valves, leak/gas
detection systems).
9 Safe access to tank connections for the purpose of inspection and maintenance shall be ensured.
10 After connection to the ships fuel piping system,
with the exception of the pressure relief systemin 6.5.6 each portable tank shall be capable of being isolated at any time; and
isolation of one tank shall not impair the availability of the remaining portable tanks; and
the tank shall not exceed its filling limits as given in 6.8.

6.6 Compressed gas containment system

1 The storage tanks to be used for compressed gas shall be certified and approved by the Society.
2 Tanks for compressed gas should be fitted with pressure relief valves with a set point below the design pressure of the tank and with
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outlet located as required in 6.7.2-8.
3 Adequate means shall be provided to depressurize the tank in case of a fire which can affect the tank.
Note: The use of vent is acceptable.
4 Storage of compressed gas in enclosed spaces is normally not acceptable, but may be permitted after special consideration and
approval by the Society provided the following is fulfilled in addition to 6.3-3, -4, -7 and -8:
(1) adequate means are provided to depressurize and inert the tank in case of a fire which can affect the tank
(2) all surfaces within such enclosed spaces containing the compressed gas storage 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
fromgas expansion leakage
(3) a fixed fire-extinguishing systemis installed in the enclosed spaces containing the compressed gas storage. Special consideration
should be given to the extinguishing of jet-fires

6.7 Pressure relief system

6.7.1 General
1 All fuel storage tanks shall be provided with a pressure relief systemappropriate to the design of the fuel containment systemand the
fuel being carried. Fuel storage hold spaces, interbarrier spaces, tank connection spaces and tank cofferdams, which may be subject to
pressures beyond their design capabilities, shall also be provided with a suitable pressure relief system. Pressure control systems specified
in 7.9 shall be independent of the pressure relief systems.
2 Fuel storage tanks which may be subject to external pressures above their design pressure shall be fitted with vacuumprotection
systems.

6.7.2 Pressure relief systems for liquefied gas fuel tanks
1 If fuel release into the vacuumspace of a vacuuminsulated tank can not be excluded:
(1) the vacuumspace shall be protected by a pressure relief device which shall be connected to a vent systemif the tanks are located
below deck. On open deck a direct release into the atmosphere may be accepted by the Society for tanks not exceeding the size of a
40 ft container if the released gas can not enter safe areas.
2 Liquefied gas fuel tanks are to be fitted with a minimumof 2 pressure relief valves (PRVs) allowing for disconnection of one PRV in
case of malfunction or leakage.
3 Interbarrier spaces shall be provided with pressure relief devices. For membrane systems, the designer shall demonstrate adequate
sizing of interbarrier space PRVs.
4 The setting of the PRVs shall not be higher than the vapour pressure that has been used in the design of the tank. Valves comprising
not more than 50% of the total relieving capacity may be set at a pressure up to 5% above MARVS to allow sequential lifting, minimizing
unnecessary release of vapour.
5 The following temperature requirements apply to PRVs fitted to pressure relief systems:
(1) PRVs on liquefied gas fuel tanks with a design temperature below 0oC shall be designed and arranged to prevent their becoming
inoperative due to ice formation
(2) The effects of ice formation due to ambient temperatures shall be considered in the construction and arrangement of PRVs
(3) PRVs shall be constructed of materials with a melting point above 925C. Lower melting point materials for internal parts and seals
may be accepted provided that fail-safe operation of the PRV is not compromised
(4) Sensing and exhaust lines on pilot operated relief valves are to be of suitably robust construction to prevent damage.
6 In the event of a failure of a fuel tank tank PRV a safe means of emergency isolation shall be available.
(1) Procedures are to be provided and included in the operation manual (refer to chapter 17).
(2) The procedures shall allow only one of the installed PRVs for the liquefied gas fuel tanks to be isolated, physical interlocks shall be
included to this effect.
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(3) Isolation of the PRV shall be carried out under the supervision of the Master. This action shall be recorded in the ship's log, and at the
PRV.
7 Each pressure relief valve installed on a liquefied gas fuel tank shall be connected to a venting system, which shall be:
(1) so constructed that the discharge will be unimpeded and normally be directed vertically upwards at the exit;
(2) arranged to minimize the possibility of water or snow entering the vent system;
(3) arranged such that the height of vent exits shall normally not be less than B/3 or 6 m, whichever is the greater, above the weather
deck and 6 mabove working areas and walkways. However, vent mast height could be limited to lower value according to special
consideration by the Society
8 The outlet fromthe pressure relief valves shall normally be located at least 10 mfromthe nearest:
(1) air intake, air outlet or opening to accommodation, service and control spaces, or other gas safe spaces;
(2) exhaust outlet frommachinery installations
9 All other fuel gas vent outlets shall be arranged in accordance with 6.7.2-7 and 6.7.2-8. Means shall be provided to prevent liquid
overflow fromgas vent outlets, due to hydrostatic pressure fromspaces to which they are connected.
10 In the vent piping system, means for draining liquid fromplaces where it may accumulate shall be provided. The PRVs and piping
shall be arranged so that liquid can, under no circumstances, accumulate in or near the PRVs.
11 Suitable protection screens of not more than 13 mmsquare mesh shall be fitted on vent outlets to prevent the ingress of foreign
objects without adversely affecting the flow.
12 All vent piping shall be designed and arranged not to be damaged by the temperature variations to which it may be exposed, forces
due to flow or the ship's motions.
13 PRVs shall be connected to the highest part of the liquid fuel tank. PRVs shall be positioned on the liquid fuel tank so that they will
remain in the vapour phase at the filling limit (FL) as defined in 7.5, under conditions of 15 list and 0.015L trim.

6.7.3 Sizing of pressure relieving system
1 PRVs shall have a combined relieving capacity for each liquefied gas fuel tank to discharge the greater of the following, with not
more than a 20% rise in liquefied gas fuel tank pressure above the MARVS:
(1) the maximumcapacity of the liquefied gas fuel tank inerting systemif the maximumattainable working pressure of the liquefied gas
fuel tank inerting systemexceeds the MARVS of the liquefied gas fuel tanks;
(2) vapours generated under fire exposure computed using the following formula:
Q = FGA
0.82
(m3/s)
where:
Q =minimumrequired rate of discharge of air at standard conditions of 273.15 kelvin (K) and 0.1013 MPa.
F =fire exposure factor for different liquefied gas fuel types:
F =1.0 for tanks without insulation located on deck;
F =0.5 for tanks above the deck when insulation is approved by the Society. (Approval will be based on the use of a fireproofing
material, the thermal conductance of insulation, and its stability under fire exposure);
F =0.5 for uninsulated independent tanks installed in holds;
F =0.2 for insulated independent tanks in holds (or uninsulated independent tanks in insulated holds);
F =0.1 for insulated independent tanks in inerted holds (or uninsulated independent tanks in inerted, insulated holds);
F =0.1 for membrane and semi-membrane tanks.
For independent tanks partly protruding through the weather decks, the fire exposure factor shall be determined on the basis
of the surface areas above and below deck.
G =gas factor
M
ZT
LD
G
4 . 12
=

T =temperature in Kelvin at relieving conditions, i.e. 120 per cent of the pressure at which the pressure relief valve is set;
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L =latent heat of the material being vaporized at relieving conditions, in kJ/kg;
D =a constant based on relation of specific heats k and is calculated as follows
1
1
1
2

+
|
.
|

\
|
+
=
k
k
k
k D

k = ratio of specific heats at relieving conditions, and the value of which is between 1.0 and 2.2. If k is not known, D =0.606
shall be used.
Z = compressibility factor of the gas at relieving conditions; if not known, Z =1.0 shall be used.
M = molecular mass of the product.
The gas factor of each liquefied gas fuel to be carried is to be determined and the highest value shall be used for PRV sizing.
A = external surface area of the tank (m
2
), as for different tank types, as shown in figure 6.1.
(3) rollover effects caused by mixture of fuels with different compositions and densities as applicable.
2 For vacuuminsulated tanks in hold spaces and for tanks in hold spaces separated frompotential fire loads by coffer dams or
surrounded by ship spaces with no fire load the following applies:
If the pressure relief valves have to be sized for fire loads the fire factors according may be reduced to the following values:
F=0.5 to F=0.25
F=0.2 to F=0.1
The minimumfire factor is F=0.1
3 The required mass flow of air at relieving conditions is given by:
Mair =Q * air (kg/s)
where:
Density of air ( air) =1.293 kg/m3 (air at 273.15 K, 0.1013 MPa).
6.7.3.2 Sizing of vent pipe system
1 Pressure losses upstreamand downstreamof the PRVs, shall be taken into account when determining their size to ensure the flow
capacity required by 6.7.3.1-3.
2 The pressure losses shall not exceed the values permitted by the manufacturer. If no data fromthe manufacturer is available the
values given in 6.7.3.1-3 shall be used.
spring loaded safety valves without balanced bellows: 3% of MARVS upstream, 10% of MARVS downstream
spring loaded safety valves with balanced bellows: 3% of MARVS upstream, 30% of MARVS downstream
pilot operated safety valves: 3% upstreamif the sensing line is not located at the top of the tank; 50% downstream.

Guidelines for Gas fuelled ships

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Figure 6.1

Guidelines for Gas fuelled ships

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6.8 Filling limit for liquefied gas fuel tanks

1 Storage tanks for liquefied gas shall not be filled to more than 98% full at the reference temperature, where the reference temperature
means the temperature corresponding to the vapour pressure of the fuel at the set pressure of the pressure relief valves.
A filling limit curve for actual fuel filling temperatures shall be prepared fromthe following formula:
L
R
FL LL

=

where:
LL =loading limit, maximumallowable liquid volume relative to the tank volume to which the tank may be loaded, expressed
in per cent;
FL =filling limit expressed in per cent, here 98%;

R
=relative density of fuel at the reference temperature; and

L
=relative density of fuel at the loading temperature.
2 However, in cases where the tank insulation and tank location make the probability very small for the tank contents to be heated up
due to external fire, special considerations may be made to allow a higher filling limit than calculated using the reference temperature, but
never above 95%. This will be also be valid in case a second systemfor pressure maintenance is installed, refer to 6.9. However, if the
pressure can only be maintained/ controlled by fuel consumers, the filling limit as calculated in 6.8.1 should be used.

6.9 Maintaining fuel storage condition

6.9.1 Control of tank pressure and temperature:
1 With the exception of Fuel tanks designed to withstand the full gauge vapour pressure of the fuel under conditions of the upper
ambient design temperature cargo tanks' pressure and temperature shall be maintained at all times within their design range by one or a
combination of the following methods:
(1) Reliquefaction of vapours;
(2) Thermal oxidation of vapours;
(3) Pressure accumulation;
(4) Liquid cargo cooling;
The method chosen shall be capable of maintaining tank pressure below the set pressure of the tank for a period of 15 days assuming
full tank at normal service pressure and the ship in idle condition, i.e. only power for domestic load is generated.
2 Venting of fuel vapour for control of the tank pressure is not acceptable except in emergency situations.

6.9.2 Design of Systems
1 For worldwide service, the upper ambient design temperature shall be sea 32
o
C and air 45
o
C. For service in particularly hot or cold
zones, these design temperatures shall be increased or decreased, as appropriate.
2 The overall capacity of the systemshall be such that it can control the pressure within the design conditions without venting to
atmosphere.

6.9.3 Reliquefaction systems
1 The reliquefaction systemshall be designed and calculated according to the Part N of the Rules. The systemhas to be sized in a
sufficient way also in case of no or low consumption.
2 The reliquefaction systemshall be arranged in one of the following ways:
(1) a direct systemwhere evaporated fuel is compressed, condensed and returned to fuel tanks.
(2) an indirect systemwhere fuel or evaporated fuel is cooled or condensed by refrigerant without being compressed;
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(3) a combined systemwhere evaporated fuel is compressed and condensed in a fuel/refrigerant heat exchanger and returned to the fuel
tanks.
4 if the reliquefaction systemproduces a waste streamcontaining methane during pressure control operations within the design
conditions, these waste gases shall, as far as reasonably practicable, be disposed of without venting to atmosphere.

6.9.4 Thermal Oxidation Systems
1 Thermal oxidation can be done by either consumption of the vapours according to the requirements for consumers described in these
guidelines or in a dedicated gas combustion unit (GCU). It has to be demonstrated that the capacity of the oxidation systemis sufficient to
consume the required quantity of vapours. In this regard periods of slow steaming and/or no consumption frompropulsion or other
services of the vessel has to be considered.

6.9.5 Compatibility
1 Refrigerants or auxiliary agents used for refrigeration or cooling of fuel must be compatible with the fuel they may come in contact
with (not causing any hazardous reaction or excessively corrosive products) In addition, when several refrigerants or agents are used, these
must be compatible with each other.

6.9.6 Availability of Systems
1 The availability of the systemand its supporting auxiliary services shall be such that in case of a single failure the cargo tank
pressure and temperature can be maintained by another service/system.
2 Heat exchangers that are solely necessary for maintaining the pressure and temperature of the cargo tanks within their design ranges
shall have a standby heat exchanger unless they have a capacity in excess of 25% of the largest required capacity for pressure control and
they can be repaired onboard without external sources.

6.10 Atmospheric control within the fuel storage system

1 A piping systemshall be arranged to enable each fuel storage tank to be safely gas-freed, and to be safely filled with fuel gas froma
gas-free condition. The systemshall be arranged to minimize the possibility of pockets of gas or air remaining after changing the
atmosphere.
2 The systemshall be designed to eliminate the possibility of a flammable mixture existing in the fuel tank during any part of the
atmosphere change operation by utilizing an inerting mediumas an intermediate step.
3 Gas sampling points shall be provided for each fuel tank to monitor the progress of atmosphere change.
4 Inert gas utilized for gas freeing of tanks may be provided externally to the ship.

6.11 Atmosphere control within hold spaces (Fuel containment systems other than type C independent tanks)

1 Interbarrier and hold spaces associated with cargo containment systems for flammable gases requiring full or partial secondary
barriers shall be inerted with a suitable dry inert gas and kept inerted with make-up gas provided by a shipboard inert gas generation
system, or by shipboard storage, which shall be sufficient for normal consumption for at least 30 days. Shorter periods may be considered
by the Society depending on the ships service.
2 Alternatively, the spaces referred to in the above -1. requiring only a partial secondary barrier may be filled with dry air provided that
the ship maintains a stored charge of inert gas or is fitted with an inert gas generation systemsufficient to inert the largest of these spaces,
and provided that the configuration of the spaces and the relevant vapour detection systems, together with the capability of the inerting
arrangements, ensures that any leakage fromthe cargo tanks will be rapidly detected and inerting effected before a dangerous condition
can develop. Equipment for the provision of sufficient dry air of suitable quality to satisfy the expected demand shall be provided.

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6.12 Environmental control of spaces surrounding type C independent tanks

1 Spaces surrounding fuel tanks shall be filled with suitable dry air and be maintained in this condition with dry air provided by
suitable air drying equipment. This is only applicable for fuel tanks where condensation and icing due to cold surfaces is an issue.

6.13 Inerting

1 Arrangements to prevent back-flow of fuel vapour into the inert gas systemshall be provided as specified below.
2 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.
3 Where the connections to the gas piping systems are non-permanent, two non-return valves may be substituted for the valves
required in the above -2.
4 The arrangements shall be such that each space being inerted can be isolated and the necessary controls and relief valves, etc., shall
be provided for controlling pressure in these spaces.
5 Where insulation spaces are continually supplied with an inert gas as part of a leak detection system, means shall be provided to
monitor the quantity of gas being supplied to individual spaces.

6.14 Inert gas production on board

1 The equipment shall be capable of producing dry inert gas with oxygen content at no time greater than 5 % by volume. A
continuous-reading oxygen content meter shall be fitted to the inert gas supply fromthe equipment and shall be fitted with an alarmset at a
maximumof 5 % oxygen content by volume.
2 An inert gas systemshall have pressure controls and monitoring arrangements appropriate to the fuel containment system.
3 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 a minimumof 6 air changes
per hour. A low oxygen alarmshall be fitted.
4 Nitrogen pipes shall only be led through well ventilated spaces. Nitrogen pipes in enclosed spaces shall be fully welded, have only a
minimumof flange connections as needed for fitting of valves and be as short as possible.
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Chapter 7 Material and general pipe design

7.1 Goal

The goal of this chapter is to ensure the safe handling of all fuel and process liquid and vapour, under all operating conditions, to
minimize the risk to the ship, persons on board and to the environment, having regard to the nature of the products involved.

7.2 Functional requirements

1 This chapter relates to functional requirements 3.2-1, 3.2-6, 3.2-7, 3.2-9 and 3.2-10 of these guidelines. In particular the following
apply:
(1) Fuel piping shall be capable of absorbing thermal expansion or contraction caused by extreme temperatures of the fuel without
developing substantial stresses.
(2) Provision shall be made to protect the piping, piping systemand components and fuel tanks fromexcessive stresses due to thermal
movement and frommovements of the tank and hull structure.
(3) If the fuel gas contains heavier constituents that may condense in the system, means for safely removing the liquid shall be fitted.
(4) Low temperature piping shall be thermally isolated fromthe adjacent hull structure, where necessary, to prevent the temperature of
the hull fromfalling below the design temperature of the hull material.

7.3 Requirements for general pipe design

7.3.1 General
1 Fuel pipes and all the other piping needed for a safe and reliable operation and maintenance shall be colour marked in accordance
with a standard at least equivalent to those acceptable to the Society.
Note: Refer to EN ISO 14726:2008 Ships and marine technology Identification colours for the content of piping systems.
Marking of piping with distinctive colors decided by ship operators is also acceptable.
2 Where tanks or piping are separated fromthe ship's structure by thermal isolation, provision shall be made for electrically bonding to
the ship's structure both the piping and the tanks. All gasketed pipe joints and hose connections shall be electrically bonded.
3 All pipelines and components which may be isolated containing liquid gas shall be provided with relief valves.
4 Pipework, which may contain low temperature liquid or gas, shall be thermally insulated to an extent which will minimize
condensation of moisture.
5 Piping other than fuel supply piping and cabling may be arranged in the double wall piping or duct provided that they do not
create a source of ignition or compromise the integrity of the double pipe or duct. The double wall piping or duct shall only contain piping
or cabling necessary for operational purposes.
7.3.2 Wall thickness
1 The minimumwall thickness shall be calculated as follows:
( )
100 / 1
0
a
c b t
t

+ +
=
(mm)
where:
t
0
= theoretical thickness
t
0
= PD/(20Ke + P) (mm)
with:
P =design pressure (bar) referred to in 7.3.3.
D =outside diameter (mm)
K =allowable stress (N/mm) referred to in 7.3.4
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e =efficiency factory equal to 1.0 for seamless pipes and for longitudinally or spirally welded pipes, delivered by approved
manufacturers of welded pipes, that are considered equivalent to seamless pipes when non destructive testing on welds is
carried out in accordance with recognized standards. In other cases an efficiency factor of less than 1.0, in accordance with
recognized standards, may be required depending on the manufacturing process.
b =allowance for bending (mm). The value of b shall be chosen so that the calculated stress in the bend, due to internal pressure
only, does not exceed the allowable stress. Where such justification is not given, b shall be:
r
Dt
b
5 . 2
0
=
(mm)
with:
r =mean radius of the bend (mm)
c =corrosion allowance (mm). If corrosion or erosion is expected the wall thickness of the piping shall be increased over that
required by other design requirements. This allowance shall be consistent with the expected life of the piping.
a =negative manufacturing tolerance for thickness (%).

7.3.3 Design condition
1 The greater of the following design conditions shall be used for piping, piping systemand components as appropriate:
(1) for systems or components which may be separated fromtheir relief valves and which contain only vapour at all times, vapour
pressure at 45C assuming an initial condition of saturated vapour in the systemat the systemoperating pressure and temperature; or
(2) the MARVS of the fuel tanks and fuel processing systems; or
(3) the pressure setting of the associated pump or compressor discharge relief valve ; or
(4) the maximumtotal discharge or loading head of the fuel piping system; or
(5) the relief valve setting on a pipeline system.
Note: Lower values of ambient temperature regarding design condition in 5.3.3.1.1 may be accepted by the Society for ships operating in
restricted areas. Conversely, higher values of ambient temperature may be required.
For ships on voyages of restricted duration, Po may be calculated based on the actual pressure rise during the voyage and account may be
taken of any thermal insulation of the tank. Reference is made to "Application of Amendments to Gas Carrier Codes Concerning Type C
Tank Loading Limits" (SIGTTO/IACS).
2 Piping, piping systems and components shall have a minimumdesign pressure of 10 bar except for open ended lines where it is not
to be less than 5 bar.

7.3.4 Allowable stress
1 For pipes made of steel including stainless steel, the allowable stress to be considered in the formula of the strength thickness in
5.3.2.1 shall be the lower of the following values:
R
m
/ 2.7 or R
e
/ 1.8
where:
R
m
= specified minimumtensile strength at roomtemperature (N/mm)
R
e
= specified minimumyield stress at roomtemperature (N/mm). If the stress-strain curve does not show a defined yield
stress, the 0.2% proof stress applies.
2 Where necessary for mechanical strength to prevent damage, collapse, excessive sag or buckling of pipes due to superimposed loads,
the wall thickness shall be increased over that required by 7.3.1 or, if this is impracticable or would cause excessive local stresses, these
loads shall be reduced, protected against or eliminated by other design methods. Such superimposed loads may be due to; supports, ship
deflections, liquid pressure surge during transfer operations, the weight of suspended valves, reaction to loading armconnections, or
otherwise.
3 For pipes made of materials other than steel, the allowable stress shall be considered by the Society.
4 High pressure gas piping systems shall have sufficient constructive strength. This shall be confirmed by carrying out stress analysis
Guidelines for Gas fuelled ships

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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.
5 When the design temperature is minus 110 C or colder, a complete stress analysis, taking into account all the stresses due to weight
of pipes, including acceleration loads if significant, internal pressure, thermal contraction and loads induced by hog and sag of the ship
shall be carried out for each branch of the piping system.

7.3.5 Flexibility of piping
1 The arrangement and installation of gas piping shall provide the necessary flexibility to maintain the integrity of the piping systemin
the actual service situations, taking potential for fatigue into account.

7.3.6 Piping fabrication and joining details
1 Flanges, valves and other fittings shall comply with a standard acceptable to the Society, taking into account the design pressure
defined in 7.3.3-1. For bellows and expansion joints used in vapour service, a lower minimumdesign pressure than defined in 7.3.3-1 may
be accepted.
2 All valves and expansion joints used in high pressure gas systems shall be approved according to a standard acceptable to the
Society.
3 The piping systemshall be joined by welding with a minimumof flange connections. Gaskets shall be protected against blow-out.
4 Piping fabrication and joining details shall comply with the following:
(1) Direct connections
(a) Butt-welded joints with complete penetration at the root may be used in all applications. For design temperatures colder than
-10C, butt welds shall be either double welded or equivalent to a double welded butt joint. This may be accomplished by use of
a backing ring, consumable insert or inert gas back-up on the first pass. For design pressures in excess of 10 bar and design
temperatures of minus 10C or colder, backing rings shall be removed.
(b) Slip-on welded joints with sleeves and related welding, having dimensions in accordance with recognized standards, shall only
be used for instrument lines and open-ended lines with an external diameter of 50 mmor less and design temperatures not colder
than minus 55C.
(c) Screwed couplings complying with recognized standards shall only be used for accessory lines and instrumentation lines with
external diameters of 25 mmor less.
(2) Flanged connections
(a) Flanges in flange connections shall be of the welded neck, slip-on or socket welded type.
(b) For all piping except open ended, the following restrictions apply:
(i) For design temperatures colder than minus 55C, only welded neck flanges shall be used.
(ii) For design temperatures colder than minus 10C, slip-on flanges shall not be used in nominal sizes above 100 mmand
socket welded flanges shall not be used in nominal sizes above 50 mm.
(3) Expansion joints
(a) Where bellows and expansion joints are provided in accordance with 7.3.6-1 the following requirements apply:
(i) If necessary, bellows shall be protected against icing.
(ii) Slip joints shall not be used except within the liquefied gas fuel storage tanks.
(iii) Bellows shall normally not be arranged in enclosed spaces.
(4) Other connections
(a) Piping connections shall be joined in accordance with 7.3.6.4 (1) - 7.3.6.4(3) but for other exceptional cases the Society may
consider alternative arrangements.

Guidelines for Gas fuelled ships

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7.4 Requirements for materials

1 Materials for piping systemfor liquefied gases shall comply with the requirements in 6.2, Part N of the Rules, referring to relevant
section in this Guideline. Some relaxation may, however, be permitted in the quality of the material of open ended vent piping, provided
the temperature of the gas at atmospheric pressure is -55C or higher, and provided no liquid discharge to the vent piping can occur.
2 Materials having a melting point below 925C shall not be used for piping outside the gas tanks.
3 For CNG tanks, the use of materials not covered above may be specially considered by the Society.
4 Where required the outer pipe or duct containing high pressure gas in the inner pipe shall as a minimumfulfill the material
requirements for pipe materials with design temperature down to minus 55C in Table 6.4 in 6.2, Part N of the Rules.
5 The outer pipe or duct around gas pipes with liquid gas shall as a minimumfulfill the material requirements for pipe materials with
design temperature down to minus 165C in Table 6.4 in 6.2, Part N of the Rules.

Guidelines for Gas fuelled ships

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Chapter 8 Bunkering

8.1 Goal

The goal of this chapter is to provide for suitable systems onboard the ship to ensure that bunkering can be conducted without
causing danger to persons, the environment or the ship.

8.2 Functional requirements

1 This chapter relates to functional requirements 3.2-1, 3.2-2, 3.2-3, 3.2-4, 3.2-5, 3.2-6, 3.2-7, 3.2-8, 3.2-9, 3.2-10, 3.2-11, 3.2-13,
3.2-14, 3.2-15, 3.2-16 and 3.2-17 of these guidelines. In particular the following apply:
(1) The piping systemfor transfer of gas to the storage tank shall be designed such that leakage fromthe piping systemcannot cause
danger to the persons on board, the environment or the ship.
(2) The vessel shall not connect to any facility or barge which does not meet an applicable and appropriate safety standard.

8.3 Bunkering station

8.3.1 General
1 The bunkering station shall be so located that sufficient natural ventilation is provided. Closed or semi-enclosed bunkering stations
shall be subject to special consideration within safety analysis.
2 Connections and piping shall be so positioned and arranged that any damage does not cause damage to the ships fuel containment
systemresulting in an uncontrolled gas discharge.
3 Arrangements shall be made for safe management of any spilled fuel.
4 Suitable means should be provided to relieve the pressure and remove liquid contents frompump suctions and bunker lines. Liquid
is to be discharged to the fuel tanks or other suitable location.
5 The surrounding hull or deck structures shall not be exposed to unacceptable cooling, in case of leakage of liquid gas.
6 For compressed gas bunkering stations, low temperature steel shielding shall be provided to prevent the possible escape of cold jets
impinging on surrounding hull structure.

8.3.2 Ships fuel hoses
1 Liquid and vapour hoses used for fuel transfer shall be compatible with the fuel and suitable for the fuel temperature.
2 Hoses subject to tank pressure, or the discharge pressure of pumps or vapour compressors, shall be designed for a bursting pressure
not less than five times the maximumpressure the hose can be subjected to during bunkering.

8.4 Requirements for manifold

1 The bunkering manifold shall be designed to withstand the external loads during bunkering. The connections at the bunkering station
shall be of dry-disconnect type equipped with additional safety dry break-away coupling/ self-sealing quick release. The couplings shall be
of a standard type.

8.5 Requirements for bunkering system

1 For tanks not permanently installed in the vessel the connection of all necessary tank systems (piping, controls, safety system, relief
systemetc.) to the gas systemof the vessel is part of the bunkering process and shall be finished prior to ship departure fromthe
bunkering station. Connection of portable tanks during the sea voyage or manoeuvring is not permitted.
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2 An arrangement for purging fuel bunkering lines with shall be provided.
3 The bunkering systemshall be so arranged that no gas is discharged to the atmosphere during filling of storage tanks.
4 A manually operated stop valve and a remote operated shutdown valve in series, or a combined manually operated and remote valve
shall be fitted in every bunkering line close to the connecting point. It shall be possible to operate the remote valve in the control location
for bunkering operations and/or fromanother safe location.
5 Means shall be provided for draining any liquid fromthe bunkering pipes upon completion of operation.
6 Bunkering lines shall be arranged for draining inerting and gas freeing. During operation of the vessel the bunkering pipes shall be
free of gas, unless the consequences of not gas freeing is evaluated and approved.
7 In case bunkering lines are arranged with a cross-over it shall be ensured by suitable isolation arrangements that no fuel is transferred
inadvertently to the ship side not in use for bunkering.
8 If the vessel intends to carry out cargo operations in parallel with bunkering, vessel shall be fitted with an interlinked ESD-Systemto
the bunker supply facility ensuring an efficient shut down of both operations in case of emergency.
9 If not demonstrated to be required at a higher value due to pressure surge considerations a default time of 5 seconds fromthe trigger
of the alarmto full closure of the valve shall be adjusted.
10 Bunkering lines are not to pass through accommodation, service spaces or control stations. Where bunkering lines pass through other
gas safe spaces, these are to comply with the requirements of 9.6.2 (i.e. enclosed in a double-walled piping or a ventilated gas tight duct).

Guidelines for Gas fuelled ships

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Chapter 9 Fuel Supply to Consumers

9.1 Goal

The goal of this chapter is to ensure safe distribution of fuel fromthe fuel containment systemto the consumers.

9.2 Functional requirements

1 This chapter is related to functional requirements 3.2 -1, 3.2 -2, 3.2 -3, 3.2 -4, 3.2 -5, 3.2 -6, 3.2 -7, 3.2 -9, 3.2 -10, 3.2 -11, 3.2 -13,
3.2 -14, 3.2 -15, 3.2 -16 and 3.2 -17 of these guidelines. In particular the following apply:
2 The fuel supply systemshall be so arranged that the consequences of any release of gas will be minimized, while providing safe
access for operation and inspection.
3 The piping systemfor gas transfer to the consumers shall be designed in a way that a failure of one barrier cannot lead to a leak from
the piping systeminto the surrounding area causing danger to the persons on board, the environment or the ship.
4 Fuel lines outside the machinery spaces shall be installed and protected so as to minimize the risk of injury to personnel in case of
rupture.

9.3 Redundancy of fuel supply

1 For single fuel installations the fuel supply systemshall be arranged with full redundancy and segregation all the way fromthe gas
tanks to the consumer, so that a leakage in one systemdoes not lead to loss of propulsion and/or power to essential consumers.
Note: For dual fuel supply systems, installation of one gas fuel supply systemfromone tank is acceptable.
2 For single fuel installations (gas only), the fuel storage should be divided between two or more tanks. The tanks should be located in
separate compartments.
3 Alternative arrangement may be accepted in accordance with the requirements specified in 2.3 of the Guideline.

9.4 Safety functions of gas supply systems

1 Each gas storage tank shall be provided with a tank valve and is to be located as close to the tank outlet as possible. Valves required
to be operated during normal operation which are not accessible shall be remotely operated. Tank valves shall be automatically operated
when the safety systemrequired in 15.2-1(2) is activated.
2 The main gas supply line to each engine or set of engines shall be equipped with a manually operated stop valve and an
automatically operated "master gas fuel valve" coupled in series or a combined manually and automatically operated valve. The valves
shall be situated in the part of the piping that is outside machinery space containing gas fuelled engines, and placed as near as possible to
the installation for heating the gas, if fitted. The master gas fuel valve shall automatically cut off the gas supply as given in table 15.1.
3 The automatic master gas fuel valve shall be operable froma reasonable number of places in the machinery space containing gas
fuelled engines, froma suitable location outside the space and fromthe navigation bridge.
4 Each gas consuming equipment shall be provided with a set of "double block and bleed" valves. These valves shall be arranged as
outlined in (1) or (2) (respectively shown as alternatives 1 and 2 in figure15.1) so that when automatic shutdown is initiated as given in table
15.1, this will cause the two gas fuel valves that are in series to close automatically and the ventilation valve to open automatically and:
(1) The two shut-off valves of these valves shall be in series in the gas fuel pipe to the gas consuming equipment. The bleed 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 shut-off valves in
series; or
(2) 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 utilization unit will be blocked and the ventilation opened.
Guidelines for Gas fuelled ships

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5 The two shut-off valves shall be of the fail-to-close type, while the ventilation valve shall be fail-to-open.
6 The double block and bleed valves shall also be used for normal stop of the engine.
7 In cases where the master gas fuel valve is automatically shutdown, the complete gas supply branch downstreamof the double block
and bleed valve shall be ventilated, if reverse flow fromthe engine to the pipe must be assumed.
8 There shall be one manually operated shutdown valve in the gas supply line to each engine upstreamof the double block and bleed
valves to assure safe isolation during maintenance on the engine.
9 For one-engine installations and multi-engine installations, where a separate master valve is provided for each engine, the master gas
fuel valve and the double block and bleed valve functions can be combined. Examples for the high-pressure systemare shown in figure
15.1 and figure 15.2.
10 Each main gas supply line entering an ESD protected machinery space, and each gas supply line to high pressure installations means
shall be provided 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-roomor as close as possible to the point of entry
inside the engine-room. It can be a separate valve or combined with other functions, e.g. the master valve.
Note: The shutdown shall be time delayed to prevent shutdown due to transient load variations.

Guidelines for Gas fuelled ships

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ALTERNATIVE 1 DUCT VENTILATION FAN
DOUBLE BLOCK FROM FUEL
AND BLEED MASTER VALVE GAS TANKS



EL. MOTOR
ROOM

AUTOMATIC
VENT VALVES H.P. COMPRESSOR
ROOM


AUTOMATIC SHUT-OFF VALVE





GAS INJECTION VALVES
ENGINE





ALTERNATIVE 2 DUCT VENTILATION FAN
FROM FUEL
DOUBLE BLOCK AND BLEED MASTER VALVE GAS TANKS



EL. MOTOR
ROOM


AUTOMATIC H.P. COMPRESSOR
VENT. VALVE ROOM






AUTOMATIC SHUT-OFF VALVES

GAS INJECTION VALVES
ENGINE




Figure 9.1: Alternative supply valve arrangements for high-pressure installations
(single engine or separate master valve arrangement)
Guidelines for Gas fuelled ships

- 31 -



DUCT VENTILATION FROM FUEL
FAN MASTER VALVE GAS TANKS



EL. MOTOR
ROOM

AUTOMATIC
VENT VALVES H.P. COMPRESSOR
ROOM








AUTOMATIC SHUT-OFF VALVES
ENIGNE




DOUBLE BLOCK AND BLEED









AUTOMATIC
VENT VALVES








GAS INJECTION VALVES


ENGINE




Figure 9.2: Alternative supply valve arrangements for high-pressure installations
(multi engine installation)
Guidelines for Gas fuelled ships

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9.5 Requirements for fuel distribution outside of machinery space

1 Where gas pipes pass through enclosed spaces in the ship, they shall be protected by a secondary barrier. This barrier can be a
ventilated duct or a double wall piping system. A duct shall be mechanically under pressure ventilated with 30 air changes per hour, and
gas detection as required in 15.8 shall be provided.
Note: A double wall piping with vacuumin the outer pipe, in which the loss of vacuumis detectable, may be considered as a secondary
barrier.

9.6 Requirements for fuel supply to consumers in gas-safe machinery spaces

1 Fuel piping in gas-safe machinery spaces shall be completely enclosed by a double pipe or duct fulfilling one of the following
conditions.
(1) A double wall design with the space between the concentric pipes pressurized with inert gas at a pressure greater than the gas fuel
pressure;
(2) As an alternative to pressurized inert gas, the space between the concentric pipes may be pressurized with inert gas at a pressure
lower than the gas fuel pressure provided that:
(a) A high pressure alarmshall be provided to indicate a leakage fromthe inner pipe
(b) A low pressure alarmshall be provided to detect leakage of inert gas
(c) The outer pipe shall be designed for the maximumservice pressure of the inner pipe.
(d) Valves on the inert gas system(filling, purge) shall be designed for the maximumpressure in the inner pipe.
(3) Installed in a pipe or duct equipped with mechanical exhaust ventilation having a capacity of at least 30 air changes per hour, and
shall be arranged to maintain a pressure less than the atmospheric pressure. The mechanical ventilation shall be in accordance with
Chapter 13 as applicable. The ventilation shall always be in operation when there is fuel in the piping and the isolating valve shall
close automatically if the required air flow is not established and maintained by the exhaust ventilation system. The inlet or the duct
may be froma non-hazardous machinery space, the ventilation outlet shall be in a safe location. For high pressure systems both
ventilation inlets and outlets shall be in a safe location on open deck.
(4) A double wall piping with vacuumin the outer pipe. The vacuumshall be monitored. Loss of vacuumshall lead to shut down and
purging of the line. Flanges in the vacuumpiping located in enclosed spaces must be efficiently protected within a double duct or
pipe.
(5) A double wall design with the annular space between the inner and outer pipes continuously monitored for hydrocarbon presence.
The master gas valve shall close automatically with the presence of gas detected in the space.
2 The connecting of gas piping and ducting to the gas injection valves shall be completely covered by the ducting. The arrangement
shall facilitate replacement and/or overhaul of injection valves and cylinder covers. The double ducting is also required for all gas pipes on
the engine itself, until gas is injected into the chamber.
3 Where the use of double ducting is not practicable at a gas consumer a hood or casing enclosing the consumer may be fitted in lieu.
The hood or casing shall be equipped with mechanical exhaust ventilation complying with 9.6-1(3). The double pipe or duct within the
machinery space may terminate at the boundary of the hood or casing.

9.7 Requirements for fuel supply to consumers in ESD-protected machinery spaces

1 The pressure in the fuel supply systemshall not exceed 10 bar.
2 The fuel supply lines shall have a design pressure not less than 10 bar.

Guidelines for Gas fuelled ships

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9.8 Requirements for the design of ventilated duct, outer pipe against inner pipe gas leakage

1 The design pressure of the outer pipe or duct of fuel gas systems shall not be less than the maximumworking pressure of the inner
gas pipe. Alternatively for fuel gas piping systems with a working pressure greater than 10 bar, the design pressure of the outer duct shall
not be less than the maximumbuilt-up pressure arising in the annular space considering the local instantaneous peak pressure in way of
any rupture and the ventilation arrangements.
2 For high-pressure piping the design pressure of the ducting should be taken as the higher of the following:
(1) the maximumbuilt up pressure: static pressure in way of the rupture resulting fromthe gas flowing in the annular space;
(2) local instantaneous peak pressure in way of the rupture: this pressure shall be taken as could be defined by the critical pressure given
by the following expression:
1
0
1
2

|
.
|

\
|
+
=
k
k
k
p p

Where
p
0
= maximumworking pressure of the inner pipe
k= C
p
/C
v
constant pressure specific heat divided by the constant volume specific heat
k = 1.31 for CH4
The tangential membrane stress of a straight pipe should not exceed the tensile strength divided by 1.5 (R
m
/1.5) when subjected to
the above pressures. The pressure ratings of all other piping components should reflect the same level of strength as straight pipes.
As an alternative to using the peak pressure fromthe above formula, the peak pressure found fromrepresentative tests can be used.
Test reports should then be submitted.
Note: As an alternative to the above, the peak pressure may be calculated by following formula;

r
r
Ap P
0
=

P: Peak pressure (MPa), A: 0.23 (constant), p: maximumworking pressure of the inner pipe, r
0
: diameter of inner pipe(mm)r: diameter of
outer pipe (mm)
3 For low pressure piping the duct should be dimensioned for a design pressure not less than the maximumworking pressure of the
gas pipes. The duct should also be pressure tested to show that it can withstand the expected maximumpressure at gas pipe rupture.
4 Verification of the strength shall be based on calculations demonstrating the duct or pipe integrity. As an alternative to calculations,
the strength can be verified by representative tests.

9.9 Requirements for gas compressors and pumps

1 If compressors or pumps are driven by shafting passing through a bulkhead or deck, the bulkhead penetration shall be of gastight
type.
2 Compressors and pump shall be suitable for their intended purpose. All equipment and machinery shall be such as to be adequately
tested to ensure suitability for use within a marine environment. Such items to be considered would include, but not be limited to:
Environmental
Shipboard vibrations and accelerations
Effects of pitch, heave and roll motions, etc.
Gas Composition
3 Arrangements shall be made to ensure that under no circumstances liquefied gas can be introduced in the gas control section or gas
fuelled machinery, unless the machinery is designed to operate with gas in liquid state.
4 Compressors and pumps shall be fitted with accessories and instrumentation necessary for efficient and reliable function.
Guidelines for Gas fuelled ships

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Chapter 10 Power Generation including propulsion and other energy converters

10.1 Goal

The goal of this chapter is to provide safe and reliable delivery of mechanical, electrical or thermal energy.

10.2 Functional requirements

1 This chapter is related to functional requirements 3.2.-1, 3.2-8, 3.2-11, 3.2-13, 3.2-16 and 3.2-17 of these Guidelines. In particular
the following apply:
(1) The exhausts systemshall be configured to prevent any accumulation of un-burnt gaseous fuel.
(2) Unless designed with the strength to withstand the worst case over pressure due to ignited gas leaks, engine components or systems
containing or likely to contain an ignitable gas and air mixture shall be fitted with suitable pressure relief systems. Dependent on the
particular engine design this may include the air inlet manifolds and scavenge spaces.
Note: For air inlet manifolds and scavenge spaces which are designed to withstand seven times higher pressure than the design pressure,
pressure relief systems may be omitted.
(3) The explosion venting shall be led away fromwhere personnel may normally be present.
(4) All energy converters shall have separate exhaust system.


10.3 Requirements for internal combustion engines of Piston type

10.3.1 General
1 The exhaust systemshall 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.
2 For engines where the space below the piston is in direct communication with the crankcase a detailed evaluation regarding the
hazard potential of fuel gas accumulation in the crankcase is to be carried out and reflected in the safety concept of the engine.
3 If the gas supply is not changed-over to an alternative type, e.g. oil fuel, before stopping, the machinery including the exhaust system,
gas compressor, gas systemand supply lines up to the master valve shall be purged in order to discharge any residual gas which may be
present.
4 Each engine other than two-stroke crosshead diesel engines shall be fitted with vent systems independent of other engines for
crankcases and sumps.
5 Where gas may leak directly into the auxiliary systemmedium(lubricating oil, cooling water) they shall be equipped with an
appropriate means to extract gas fitted directly after the outlet fromthe engine in order to prevent gas dispersion. The gas extracted from
auxiliary systems media shall be vented to a safe location in the atmosphere.
6 The crankcase of a trunk piston type engines shall be fitted with a means of manually injecting inert gas.
7 For engines fitted with ignition systems, prior to admission of gas fuel, correct operation of the ignition systemon each unit shall be
verified.
8 A means shall be provided to monitor and detect poor combustion or mis-firing that may lead to unburnt fuel gas in the exhaust
systemduring operation. In the event that it is detected, the fuel gas supply shall be shut down. It shall be possible to manually over-ride
the shut down system. Gas operation may be allowed provided that the gas supply to the concerned engine is shut-off and provided that the
operation of the engine with one cylinder cut-off is acceptable with respects to torsional vibrations.
Note:The installation of sensors to monitor the exhaust gas temperature and the status of knocking may be regarded as a means to monitor
and detect poor combustion or mis-firing.
Guidelines for Gas fuelled ships

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9 For engines starting on fuels covered by this Guideline, if combustion has not been detected by the engine monitoring systemwithin
an engine specific time after the opening of the fuel supply valve, the fuel supply valve shall be automatically shut off. Means to ensure
that any un-burnt fuel mixture is purged away fromthe exhaust systemshall be provided.

10.3.2 Requirements for dual fuel engines
1 In case of shut-off of the gas fuel supply, the engines shall be capable of continuous operation by oil fuel only without interruption.
2 An automatic systemshall be fitted to change over fromgas fuel operation to oil fuel operation and vice-versa with minimum
fluctuation of the engine power. Acceptable reliability shall be demonstrated through testing. In the case of unstable operation on engines
when gas firing, the engine shall automatically change to oil fuel mode. Manual intervention shall be possible.
3 In case of a normal stop or an emergency shut-down, the gas fuel supply shall be shut off not later than the ignition source. It shall
not be possible to shut off the ignition source without first or simultaneously closing the gas supply to each cylinder or to the complete
engine.

10.3.3 Requirements for gas-only engines
1 In case of a normal stop or an emergency shutdown, the gas fuel supply shall be shut off not later than with the ignition source. It
shall not be possible to shut off the ignition source without first or simultaneously closing the gas supply to each cylinder or to the
complete engine.

10.3.4 Requirements for multi-fuel engines
1 In case of shut-off of one fuel supply, the engines shall be capable of continuous operation by an alternative fuel with minimum
fluctuation of the engine power.
2 An automatic systemshall be fitted to change over fromone fuel operation to an alternative fuel operation with minimumfluctuation
of the engine power. Acceptable reliability shall be demonstrated through testing. In the case of unstable operation on an engine when
using a particular fuel, the engine shall automatically change to an alternative fuel mode. Manual activation shall always be possible.

10.4 Requirements for boilers main and auxiliary

1 Each boiler shall have a dedicated forced draught system. A crossover between boiler force draught systems may be fitted for
emergency use providing that any relevant safety functions are maintained.
2 Combustion chambers and uptakes of boilers shall be designed to prevent any accumulation of gaseous fuel.
3 Burners shall be designed to maintain stable combustion under all firing conditions.
4 On main/ propulsion boilers an automatic systemshall be provided to change fromgas fuel operation to oil fuel operation without/
with minimuminterruption of boiler firing.
5 Gas nozzles and the burner control systemshall be configured such that gas fuel can only be ignited by an established oil fuel flame,
unless the boiler and combustion equipment is designed and approved by the Society to light on gas fuel.
6 There shall be arrangements to ensure that gas fuel flow to the burner is automatically cut off unless satisfactory ignition has been
established and maintained.
7 On the pipe of each gas burner a manually operated shut-off valve shall be fitted.
8 Provisions shall be made for automatically purging the gas supply piping to the burners, by means of an inert gas, after the
extinguishing of these burners.
9 The automatic fuel changeover systemrequired by 6.9-4 shall be monitored with alarms to ensure continuous availability.
10 Arrangements shall be made that, in case of flame failure of all operating burners, the combustion chambers of the boilers are
automatically purged before relighting.
11 Arrangements shall be made to enable the boilers purging sequence to be manually activated.

Guidelines for Gas fuelled ships

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10.5 Requirements for gas turbines

1 The exhausts shall be appropriately configured to prevent any accumulation of un-burnt fuel gas.
2 Unless designed with the strength to withstand the worst case over pressure due to ignited gas leaks, pressure relief systems shall be
suitably designed and fitted to the exhaust system, taking into consideration of explosions due to gas leaks. Pressure relief systems within
the exhaust uptakes shall be lead to a non-hazardous location, away frompersonnel.
3 The gas turbine may be fitted in a gas-tight enclosure arranged in accordance with the ESD principle outlined in 5.6, however a
pressure above 10 bar in the gas supply piping is not accepted within this enclosure.
4 Gas detection systems and shut down functions shall be as outlined for ESD protected machinery spaces.
5 Ventilation for the enclosure shall be as outlined in Chapter 13 for ESD protected machinery spaces, but shall in addition be arranged
with full redundancy (2 x 100% capacity fans fromdifferent electrical circuits).
6 An automatic systemshall be fitted to change over easily and quickly fromfuel gas operation to fuel oil operation with minimum
fluctuation of the engine power.
7 Means shall be provided to monitor and detect poor combustion that may lead to unburnt fuel gas in the exhaust systemduring
operation. In the event that it is detected, the fuel gas supply shall be shut down.
8 Each turbine shall be fitted with an automatic shutdown device for high exhaust temperatures.

10.6 Requirements for fuel cells

1 The design shall ensure that any single failure in active components of the fuel cell systemshall not lead to loss of propulsion or
auxiliary power for essential services.
2 The arrangement of the fuel cell spaces shall be so that a necessary shut down due to a fuel or oxidant leakage cannot lead to loss of
propulsion or auxiliary power for essential services.
3 If the power fromthe fuel cell is needed for restoration of power in a black out or dead ship situation, the recovery arrangements
have to be documented and approved in each case.
4 Fuel cell spaces shall have as simple geometrical shape as possible. Fuel cell spaces where hydrogen may be present shall have no
obstructing structures in the upper part and shall be arranged with a smooth ceiling sloping up towards the ventilation outlet. Support
structure like girders and stiffeners shall be facing outwards. Thin plate ceiling to cover support structure under the deck plating is not
acceptable.
5 The presence of fuel release sources in a fuel cell space will decide if it is regarded as a hazardous or non-hazardous space. There are
two ways to make a fuel cell space non-hazardous:
(1) All fuel pipes are enclosed in a gas tight double enclosure (duct or pipe) fulfilling the requirements in 10.4.
(2) All FC fuel pipes that are not inside a double duct are fully welded and the ventilation rate in the space is sufficient to avoid gas
concentration in the flammable range in all leakage scenarios, including pipe rupture. Valves in the fuel cell piping shall be leakage
tested for the fuel used. In addition the fuel cell space is fitted with gas detection and an automatic shut down systemas for ESD
protected machinery spaces.
6 Fuel cell stacks, fuel cell conditioning system(such as pre-heater, compressor, filter, reformer etc) and gas storage systemshall be
located in spaces separated fromeach other and fromother spaces. For fuel cell systems with aggregate power lower than 375 kW, the
installation of the whole fuel cell systemin the same compartment may be accepted by the Society provided that suitable arrangements are
made in order to prevent gas fromreaching the fuel cell stacks in case of a leakage fromthe storage or conditioning system(e.g. screen or
suitable enclosure with exhaust arrangement).
7 In general, the requirements set out in chapter 11 apply. The fire-extinguishing systemshall be chosen according to the specific fuel
cell type and shall not be limited to a water spray system.

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Chapter 11 Fire Safety

11.1 Goal

The goal of this part is to provide for fire-protection, detection and fighting for all systemcomponents related to the storage,
conditioning, transfer and use of gases as ship fuel.

11.2 Functional requirements

1 This chapter is related to functional requirements 3.2-2, 3.2-5, 3.2-6, 3.2-8, 3.2-12, 3.2-14, 3.2-15 and 3.2-17 of these guidelines.

11.3 General

1 Any space containing equipment for the fuel preparation such as pumps, compressors, heat exchangers, vaporizers or pressure
vessels shall be regarded as a machinery space of category A for fire protection purposes.

11.4 Requirements for fire Protection

1 Fuel tank(s) located above the bulkhead deck shall be shielded with class A-60 insulation towards accommodation, machinery
spaces and in way of escape routes. Tanks shall also be separated fromcargo in accordance with the requirements of the IMDG Code
where the tanks are regarded as bulk packaging.
2 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 shall have A-0 fire integrity with fire risk fromoutside.
3 The fuel containments systemboundaries and ventilation trunks to such spaces below the bulkhead deck should be constructed to
class A-60 standard and cofferdam. The separation by means of a cofferdamshall be at least 900 mm. For the purpose of this regulation for
type C tanks, the hold space may be considered as a cofferdam. However, where the roomis adjacent to tanks, voids, auxiliary machinery,
spaces of little or no fire risk, sanitary and similar spaces, the insulation standard may be reduced to class A-0 and a cofferdamis not
required.
4 The fire and mechanical protection of gas pipes led through ro-ro spaces shall be subject to special consideration by the Society
depending on the use and expected pressure in the pipes.
5 The refuelling station shall be separated by fire insulated to class A-60 standard towards other spaces, except for spaces such as tanks,
voids, auxiliary machinery spaces of little or no fire risk, sanitary and similar spaces where the insulation standard may be reduced to class
A-0.
6 If an ESD protected machinery spaces is separated by a single bulkhead, the bulkhead shall be fire insulated to A-60 standard.

11.5 Requirements for fire main

1 The water spray systemrequired below may be part of the fire main systemprovided that the required fire pump capacity and
working pressure are sufficient for the operation of both the required numbers of hydrants and hoses and the water spray system
simultaneously.
2 When the storage tank(s) is located on the open deck, isolating valves shall be fitted in the fire main in order to isolate damaged
sections of the fire main. Isolation of a section of fire main shall not deprive the fire line ahead of the isolated section fromthe supply of
water.

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11.6 Requirements for water spray system

1 A water spray systemshall be installed for cooling and fire prevention, crew protection and to cover exposed parts of the fuel storage
tank(s) located above deck.
2 The water spray systemshall also provide coverage for boundaries of the superstructures, compressor rooms, pump rooms, cargo
control rooms, bunkering control stations, bunkering stations and any other normally occupied deck houses that face the storage tank on
open decks unless the tank is located 10 meters or more fromthe boundaries.
3 The water spray systemshall be designed to cover all areas as specified above with an application rate of 10 l/min/m
2
for horizontal
projected surfaces and 4 l/min/m
2
for vertical surfaces.
4 For the purpose of isolating damaged sections, following (1) or (2) shall be designed.
(1) Stop valves shall be fitted at least every 40 m
(2) The systemmay be divided into two or more sections with control valves located in a safe and readily accessible position not likely
to be inaccessible in case of fire.
5 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 in the areas protected.
6 If the water spray systemis not part of the fire main system, a connection to the ships fire main through a stop valve shall be
provided.
7 Remote start of pumps supplying the water spray systemand remote operation of any normally closed valves to the systemshall be
located in a readily accessible position which is not likely to be inaccessible in case of fire in the areas protected.
8 The nozzles shall be of an approved full bore type and they shall be arranged to ensure an effective distribution of water throughout
the space being protected.

11.7 Requirements for dry chemical powder fire-extinguishing system

1 Area a permanently installed dry chemical powder extinguishing systemshall be installed in the refueling station area to cover all
possible leak points. The capacity shall be at least 3.5 kg/sec for a minimumof 45 sec discharges. The systemshall be arranged for easy
manual release froma safe location outside the protected area.
2 In addition to any other portable fire extinguishers that may be required elsewhere in IMO instruments, one portable dry powder
extinguisher of at least 5 kg capacity shall be located near the bunkering station.

11.8 Requirements for fire detection and alarm system

1 A fixed fire detection and fire alarmsystemcomplying with the Part R of the Rules shall be provided for the fuel storage hold spaces
and the ventilation trunk for fuel containment systembelow deck, and for all other rooms of the fuel gas systemwhere fire cannot be
excluded.
2 Smoke detectors alone shall not be considered sufficient for rapid detection of a fire and shall be combined with flame detectors.

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Chapter 12 Explosion Protection

12.1 Goal

The goal of this chapter is to provide for the prevention of explosions and for the limitation of effects fromexplosion.

12.2 Functional requirements

1 This chapter relates to functional requirements 3.2-2, 3.2-3, 3.2-4, 3.2-5, 3.2-7, 3.2-8, 3.2-12, 3.2-13, 3.2-14 and 3.2-17 of these
guidelines. In particular the following apply:
(1) The probability of explosions shall be reduced to a minimumby:
(a) reducing number of sources of ignition; and
(b) reducing the probability of formation of ignitable mixtures.

12.3 General requirements

1 Hazardous areas on open deck and other spaces not defined in this chapter shall be decided based on a recognized standard. The
electrical equipment fitted within hazardous areas shall be according to the same standard.
Note: Refer to IEC standard 60092-502, part 4.4: Tankers carrying flammable liquefied gases.
2 Electrical equipment and wiring shall in general not be installed in hazardous areas unless essential for operational purposes based
on a recognized standard.
Note: The type of equipment and installation requirements shall comply with IEC standard 60092-502: IEC 60092-502:1999 Electrical
Installations in Ships Tankers Special Features and IEC 60079-10-1:2008 Explosive atmospheres Part 10-1: Classification of areas
Explosive gas atmospheres, according to the area classification.
3 Electrical equipment fitted in an ESD-protected machinery space shall fulfill the following:
(1) In addition to fire and gas hydrocarbon detectors and fire and gas alarms, lighting and ventilation fans shall be certified safe for
hazardous area zone 1; and
(2) All electrical equipment in a machinery space containing gasfuelled engines, and not certified for zone 1 shall be automatically
disconnected, if gas concentrations above 20% LEL is detected by each one of two detectors in the space containing gas fuelled
energy consumers.

12.4 Area classification

1 Area classification is a method of analyzing 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.
2 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. See also 12.5 below.
Note: Refer to standards IEC 60079-10-1:2008 Explosive atmospheres Part 10-1: Classification of areas Explosive gas atmospheres and
guidance and informative examples given in IEC 60092-502:1999, Electrical Installations in Ships Tankers Special Features for
tankers.
3 Ventilation ducts shall have the same hazardous area classification as the ventilated space.

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12.5 Definition of hazardous area zones

12.5.1 Zone 0:
This zone includes:
(1) The interiors of gas tanks, any pipework for pressure-relief or other venting systems for gas tanks, pipes and equipment containing
gas.
Note: Instrumentation and electrical apparatus in contact with the gas or liquid gas shall be of a type suitable for zone 0. Temperature
sensors installed in thermo wells, and pressure sensors without additional separating chamber shall be of intrinsically safe type Ex-ia.

12.5.2 Zone 1
Note: Instrumentation and electrical apparatus installed within these areas shall be of a type suitable for zone 1.
This zone includes:
(1) Tank connection spaces, fuel storage hold spaces and interbarrier spaces.
Note: Fuel storage hold spaces for type C tanks are normally not considered as zone 1.
(2) Gas compressor roomand or fuel preparation roomarranged with ventilation according to Chapter13.5;
(3) Areas on open deck, or semi-enclosed spaces on deck, within 3 mof any gas tank outlet, gas or vapour outlet,
1
bunker manifold
valve, other gas valve, gas pipe flange, gas pump-roomventilation outlets and gas tank openings for pressure release provided to
permit the flow of small volumes of gas or vapour mixtures caused by thermal variation;
Note: Such areas are, for example, all areas within 3mof gas tank hatches, ullage openings or sounding pipes for gas tanks located on open
deck and gas vapour outlets.
(4) Areas on open deck or semi-enclosed spaces on deck, within 1.5 mof gas compressor and pump roomentrances, gas pump and
compressor roomventilation inlets and other openings into zone 1 spaces;
(5) Areas on the open deck within spillage coamings surrounding gas bunker manifold valves and 3 mbeyond these, up to a height of
2.4 mabove 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; and
(7) The ESD-protected machinery space is considered as non-hazardous area during normal operation, but will require equipment
required to operate following detection of gas leakage to be certified as suitable for zone 1; and
(8) A space protected by an airlock is considered as non-hazardous area during normal operation, but will require equipment required to
operate following loss of differential pressure between the protected space and the hazardous area to be certified as suitable for zone
1.
(9) An area within 2.4 mof the outer surface of a fuel containment systemwhere such surface is exposed to the weather.
12.5.3 Zone 2
Note: Instrumentation and electrical apparatus installed within these areas shall be of a type suitable for zone 2.
This zone includes:
(1) Areas within 1.5 msurrounding open or semi-enclosed spaces of zone 1


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Chapter 13 Ventilation

13.1 Goal

The goal of this chapter is to provide requirements for the design of ventilation systems.

13.2 Functional requirements

1 This chapter is related to functional requirements 3.2-2, 3.2-6, 3.2-10, 3.2-12, 3.2-13, 3.2-14 and 3.2-17 of these guidelines.

13.3 General

1 Any ducting used for the ventilation of hazardous spaces shall be separate fromthat used for the ventilation of non-hazardous spaces.
The ventilation shall function at all temperatures and environmental conditions the ship will be operating in.
2 Electric motors for ventilation fans shall not be located in ventilation ducts for hazardous spaces unless the motor is certified for the
same hazard zone as the space served.
3 Design of ventilation fans serving spaces containing gas sources shall fulfill the following:
(1) Ventilation fans shall not produce a source of vapour ignition in either the ventilated space or the ventilation systemassociated with
the space. Ventilation fans and fan ducts, in way of fans only, shall be of non-sparking construction defined as:
(a) Impellers or housings of non-metallic material, due regard being paid to the elimination of static electricity;
(b) Impellers and housings of non-ferrous metals;
(c) Impellers and housing of austenitic stainless steel;
(d) Impellers of aluminiumalloys or magnesiumalloys and a ferrous (including austenitic stainless steel) housing on which a ring of
suitable thickness of non-ferrous materials is fitted in way of the impeller, due regard being paid to static electricity and
corrosion between ring and housing; or
(e) Any combination of ferrous (including austenitic stainless steel) impellers and housings with not less than 13 mmtip design
clearance.
(2) In no case shall the radial air gap between the impeller and the casing be less than 0.1 of the diameter of the impeller shaft in way of
the bearing but not less than 2 mm. The gap need not be more than 13 mm.
(3) Any combination of an aluminumor magnesiumalloy fixed or rotating component and a ferrous fixed or rotating component,
regardless of tip clearance, is considered a sparking hazard and shall not be used in these places.
4 Ventilation systems required to avoid any gas accumulation shall consist of independent fans, each of sufficient capacity, unless
otherwise specified in this Guideline.
5 Air inlets for hazardous enclosed spaces shall be taken fromareas that, in the absence of the considered inlet, would be
non-hazardous. Air inlets for non-hazardous enclosed spaces shall be taken fromnon-hazardous areas at least 1.5 maway fromthe
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.
6 The ventilation inlet for the double wall piping or duct shall always be located in open air, away fromignition sources. The inlet
opening shall be fitted with a suitable wire mesh guard and protected fromingress of water.
7 The capacity of the ventilation for a pipe duct or piping may be below 30 air changes per hour if a flow velocity of minimum3 m/s
is ensured. The flow velocity shall be calculated for the duct with fuel pipes and other components installed.
8 Air outlets fromnon-hazardous spaces shall be located outside hazardous areas.
9 Air outlets fromhazardous enclosed spaces shall be located in an open area that, in the absence of the considered outlet, would be of
the same or lesser hazard than the ventilated space.
10 The required capacity of the ventilation plant is normally based on the total volume of the room. An increase in required
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ventilation capacity may be necessary for rooms having a complicated form.
11 Non-hazardous spaces with entry openings to a hazardous area 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, before energizing any electrical installations not certified safe for the
space in the absence of pressurization, it shall be required to:
(a) Proceed with purging (at least 5 air changes) or confirmby measurements that the space is non-hazardous; and
(b) Pressurize the space.
(2) Operation of the overpressure ventilation shall be monitored and in the event of failure of the overpressure ventilation:
(a) An audible and visual alarmshall be given at a manned location; and
(b) If overpressure cannot be immediately restored, automatic or programmed, disconnection of electrical installations according to
a recognized standard
2
shall be required.
Note: Refer to IEC 60092-502:1999 Electrical Installations in Ships Tankers Special Features, table 5.
12 Non-hazardous spaces with entry openings to a hazardous enclosed space shall be arranged with an air-lock and the hazardous space
shall be maintained at underpressure relative to the non- hazardous space. Operation of the extraction ventilation in the hazardous space
shall be monitored and in the event of failure of the extraction ventilation:
(1) an audible and visual alarmshall be given at a manned location; and
(2) if underpressure cannot be immediately restored, automatic or programmed, disconnection of electrical installations according to a
recognized standard in the non-hazardous space shall be required.

13.4 Requirements for tank connection space

1 The tank connection space shall be provided with an effective mechanical forced ventilation systemof under pressure type, if any
risk of explosion can occur. A ventilation capacity of at least 30 air changes per hour shall be provided. The rate of air changes may be
reduced if other adequate means of explosion protection are installed. The equivalence of alternative installations shall be demonstrated by
a safety analysis.
2 Approved automatic fail-safe fire dampers shall be fitted in the ventilation trunk for tank room.

13.5 Requirements for machinery spaces

1 The ventilation systemfor machinery spaces containing gas-fuelled consumers shall be independent of all other ventilation systems.
The ventilation systemfor double piping and for gas valve unit spaces in gas safe engine-rooms shall be independent of all other
ventilation systems.
2 ESD protected machinery spaces 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 roomis avoided.
3 For ESD protected machinery spaces] the ventilation arrangements shall provide sufficient redundancy to ensure a high level of
ventilation availability as defined in the appropriate standard.
Note: Refer to IEC 60092-10-1.
4 The number and power of the ventilation fans shall be such that the capacity is not reduced by more than 50% of the total ventilation
capacity if a fan with a separate circuit fromthe main switchboard or emergency switchboard or a group of fans with common circuit from
the main switchboard or emergency switchboard, is inoperable.



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13.6 Requirements for fuel preparation room, pump and compressor rooms

1 Fuel preparation rooms, pump and compressor rooms shall be fitted with effective mechanical ventilation systemof the under
pressure type, providing a ventilation capacity of at least 30 air changes per hour.
2 The number and power of the ventilation fans shall be such that the capacity is not reduced by more than 50%, if a fan with a
separate circuit fromthe main switchboard or emergency switchboard or a group of fans with common circuit fromthe main switchboard
or emergency switchboard, is inoperable.
3 Ventilation systems for fuel preparation rooms, pump and compressor rooms shall be in operation when pumps or compressors are
working.
4 When the space is dependent on ventilation for its area classification, the following shall apply.:
(1) During initial start-up and after the loss of ventilation, the space shall be purged (at least 5 air changes), before connecting electrical
installations which are not certified for the area classification in the absence of ventilation. Warning notices to this effect shall be
placed in an easily visible location near the control stand.
(2) Operation of the ventilation shall be monitored.
(3) In the event of failure of ventilation, the following shall apply:
(a) An audible and visual alarmshall be given at a manned location;
(b) Immediate action shall be taken to restore ventilation.

13.7 Bunkering station

1 Bunkering stations that are not located on open deck shall be suitably ventilated to ensure that any vapour being released during
bunkering operations will be removed outside. If the natural ventilation is not sufficient, mechanical ventilation shall be provided.
2 When in accordance with 13.7-1 forced ventilation is fitted, a minimumventilation rate of 30 air changes per h is required. Air
changes shall be calculated using as reference volume the volume of the bunker station without following ventilation ducting and assuming
that no equipment is installed.

13.8 Ducts and double pipes

1 Ducts and double pipes containing gas piping shall be fitted with effective mechanical ventilation systemof the extraction type,
providing a ventilation capacity of at least 30 air changes per hour. This is not applicable to double pipes in the engine-roomif fulfilling
9.6-1(1).
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Chapter 14 Electric installations

14.1 Goal

The goal of this chapter is to provide for electrical installations that minimizes the risk of fire and explosion fromflammable
products.

14.2 Functional requirements

1 This chapter is related to functional requirements 3.2-1, 3.2-2, 3.2-5, 3.2-8, 3.2-13, 3.2-16, and 3.2-17 of these guidelines. In
particular the following apply:
(1) Electrical generation and distribution systems, and associated control systems, shall be designed such that a single fault will not
result in the loss of ability to maintain fuel tank storage pressures and hull structure temperature within normal operating limits.

14.3 General requirements

1 Electric installations are to be according to relevant requirements in Part H of the Rules and recognized standards deemed
appropriate by the Society, in addition to the requirements chapter 12 in these guidelines.
Note: Refer to IEC 60092 series standards, as applicable.
2 Electrical equipment or wiring shall not be installed in hazardous areas unless essential for operational purposes or safety
enhancement.
3 Where electrical equipment is installed in hazardous areas as provided in 14.3-2 it shall be selected, installed and maintained in
accordance with standards at least equivalent to those acceptable to the Society. Equipment for hazardous areas shall be evaluated and
certified or listed by an accredited testing authority or notified body recognized by the Society.
Note: Refer to the recommendation published by the International Electrotechnical Commission, in particular to publication IEC
60092-502:1999.
4 Failure modes and effects of single failure for electrical generation and distribution systems shall be analyzed and documented to be
at least equivalent to those acceptable to the Society.
Note: Refer to IEC 60812.
5 The lighting systemin hazardous areas shall be divided between at least two branch circuits. All switches and protective devices
shall interrupt all poles or phases and shall be located in a non-hazardous area.
6 The installation on board of the electrical equipment units shall be such as to ensure the safe bonding to the hull of the units
themselves.
7 Submerged fuel gas pump motors and their supply cables may be fitted in fuel containment systems. Arrangements shall be made to
alarmin low liquid level and automatically shut down the motors in the event of low-low liquid level. The automatic shutdown may be
accomplished by sensing low pump discharge pressure, low motor current, or low liquid level. This shutdown shall give an audible and
visual alarmon the navigation bridge, continuously manned central control station or onboard safety centre. Fuel gas pump motors shall be
capable of being isolated fromtheir electrical supply during gas-freeing operations.

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Chapter 15 Control, monitoring and safety systems
15.1 Goal

The goal with this chapter is to provide for the arrangement of control, monitoring and safety systems that support an efficient and
safe operation of the gas-fuelled installation as covered in the other chapters of the guidelines.

15.2 Functional requirements

1 This chapter is related to functional requirements mentioned in the paragraphs 3.2-1, 3.2-13, 3.2-14, 3.2-15, 3.2-17 and 3.2-18 of
these guidelines. In particular the following apply:
(1) The control, monitoring and safety systems of the gas-fuelled installation shall be so arranged that the remaining power for
propulsion and power generation is in accordance with 9.3 in the event of single failure.
(2) A gas safety systemshall be arranged to close down the gas supply systemautomatically, upon failure in systems essential for the
safety philosophy and upon fault conditions which may develop too fast for manual intervention.
(3) For ESD protected machinery configurations the safety systemshall shut down gas supply upon gas leakage and in addition
disconnect all non-safe type equipment in the machinery space.
(4) The safety functions shall be arranged in a dedicated gas safety systemthat is independent of the gas control systemin order to avoid
possible common cause failures. This includes power supplies and input and output signal.
(5) The safety systems including the field instrumentation shall be arranged to avoid spurious shutdown, e.g. as a result of a faulty gas
detector or a wire break in a sensor loop.
(6) Where two gas supply systems are required to meet the regulations, each systemshall be fitted with its own set of independent gas
control and gas safety systems.

15.3 General

1 Suitable instrumentation devices shall be fitted to allow a local and a remote reading of essential parameters to ensure a safe
management of the whole fuel-gas equipment including bunkering.
2 A bilge well surrounding fuel containment systemcontaining an independent liquefied gas storage tank shall be provided with both a
level indicator and a temperature sensor. Alarmshall be given at high level in bilge well. Low temperature indication is to lead to automatic
closing of main tank valve.
3 For tanks not permanently installed in the vessel a monitoring systemhas to be provided as for permanent installed tanks.

15.4 Requirements for bunkering and gas tank monitoring

15.4.1 Level indicators for fuel tanks
1 Each fuel tank shall be fitted with liquid level gauging device(s), arranged to ensure a level reading is always obtainable whenever
the fuel tank is operational. The device(s) shall be designed to operate throughout the design pressure range of the fuel tank and at
temperatures within the fuel operating temperature range.
2 Where only one liquid level gauge is fitted it shall be arranged so that it can be maintained in an operational condition without the
need to empty or gas-free the tank.
3 Fuel tank liquid level gauges may be of the following types:
(1) indirect devices, which determine the amount of fuel by means such as weighing or in-line flow metering;
(2) closed devices, which do not penetrate the fuel tank, such as devices using radio-isotopes or ultrasonic devices;

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15.4.2 Overflow control
1 Each fuel tank shall be fitted with a high liquid level alarmoperating independently of other liquid level indicators and giving an
audible and visual warning when activated.
2 An additional sensor operating independently of the high liquid level alarmshall automatically actuate a shutoff valve in a manner
that will both avoid excessive liquid pressure in the bunkering line and prevent the tank frombecoming liquid full.
3 The position of the sensors in the tank shall be capable of being verified before commissioning. At first loading, testing of high level
alarms shall be conducted by raising the cargo liquid level in the fuel tank to the alarmpoint.
4 All elements of the level alarms, including the electrical circuit and the sensor(s), of the high, and overfill alarms, shall be capable of
being functionally tested. Systems shall be designed to be tested prior to fuel operation.

15.4.3 Pressure indicator
1 The vapour space of each fuel tank shall be provided with a direct reading gauge. Additionally, an indirect indication is to be
provided on the navigation bridge, continuously manned central control station or onboard safety centre.
2 The pressure indicators shall be clearly marked with the highest and lowest pressure permitted in the tank.
3 A high-pressure alarmand, if vacuumprotection is required, a low-pressure alarmshall be provided on the navigation bridge and at
continuously manned central control station or onboard safety centre. Alarms shall be activated before the set pressures of the safety valves
are reached.
4 For fuel tanks fitted with PRVs, which can be set at more than one set pressure, high-pressure alarms shall be provided for each set
pressure.
5 Each fuel pump discharge line and each liquid and vapour fuel manifold shall be provided with at least one local pressure indicator.
6 Local-reading manifold pressure indicator shall be provided to indicate the pressure between ship's manifold valves and hose
connections to the shore.
7 Hold spaces and interbarrier spaces without open connection to the atmosphere shall be provided with pressure indicator.
8 At least one of the pressure indicators provided shall be capable of indicating throughout the operating pressure range.

15.5 Requirements for bunkering control

1 Control of the bunkering shall be possible froma safe location remote fromthe bunkering station. At this location the tank
pressure and tank level shall be monitored. Remotely controlled valves shall be capable of being operated fromthis location Overfill alarm
and automatic shutdown shall also be indicated at this location.
2 If the ventilation in the ducting enclosing the bunkering lines stops, an audible and visual alarmshall be provided at the bunkering
control location, see also 15.8.
3 If gas is detected in the ducting around the bunkering lines an audible and visual alarmand emergency shut-down shall be provided
at the bunkering control location.

15.6 Gas compressor monitoring

1 Gas compressors shall be fitted with audible and visual alarms both on the navigation bridge and in the engine room. As a minimum
the alarms shall include low gas input pressure, low gas output pressure, high gas output pressure and compressor operation.
2 Temperature monitoring for the bulkhead shaft glands and bearings required in 9.9.1 shall be provided, which automatically give a
continuous audible and visual alarmon the navigation bridge or in a continuously manned central control station.

15.7 Requirements for gas engine monitoring

1 Additional to the instrumentation provided in accordance with the requirements of Part D of the Rules, indicators shall be fitted on
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the navigation bridge, the engine control roomand the manoeuvring platformfor:
(1) Operation of the engine in case of gas-only engines; or
(2) Operation and mode of operation of the engine in the case of dual fuel engines.

15.7 Requirements for gas detection

1 Permanently installed gas detectors shall be fitted in:
(1) the tank connection spaces
(2) in all ducts around gas pipes
(3) in machinery spaces containing gas piping, gas equipment or gas consumers
(4) compressor rooms and fuel preparation rooms
(5) other enclosed spaces containing gas piping or other gas equipment without ducting
(6) other enclosed or semi-enclosed spaces where fuel vapours may accumulate including interbarrier spaces and hold spaces of
independent tanks other than type C
(7) air locks
(8) gas heating circuit expansion tanks
(9) motor rooms associated with the fuel systems
(10) At ventilation inlets to accommodation and machinery spaces if required based on the risk assessment required in 4.2.1.
2 In each ESD-protected machinery space, redundant gas detection systems shall be provided.
3 The number of detectors in each space shall be considered taking into account the size, layout and ventilation of the space.
4 The detection equipment 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.
Note: Considering that gas may collect near outlets of exhaust ventilation in general, the detector shall be located near the outlets. If
some doubts are arisen as to the before-mentioned location, the best arrangement shall be found using gas dispersal analysis or a physical
smoke test.
5 Gas detection equipment shall be designed, installed and tested in accordance with a recognized standard deemed appropriate by the
Society.
Note: Refer to IEC 60079-29-1 Explosive atmospheres Gas detectors Performance requirements of detectors for flammable
detectors.
6 An audible and visible alarmshall be activated before the gas vapour concentration reaches 20% of the lower explosion limit (LEL).
The protective systemshall be activated at 40% LEL.
7 For ventilated ducts around gas pipes in the machinery spaces containing gas-fuelled engines, the alarmlimit can be set to 30% LEL.
The safety systemshall be activated at 60% of LEL at two detectors.
8 Audible and visible alarms fromthe gas detection equipment shall be located on the navigation bridge and in the engine control
room.
9 Gas detection required by this section shall be continuous without delay.

15.9 Requirements for fire detection

1 Required safety actions at fire detection in the machinery space containing gas fuelled engines and rooms containing independent
tanks for fuel containments systems are given in table 15.1 below.

15.10 Requirements for ventilation

1 Any loss of the required ventilating capacity shall give an audible and visual alarmon the navigation bridge or in a continuously
Guidelines for Gas fuelled ships

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manned central control station or safety centre.
Note: It is not necessary to be carried out of measurement of ventilation capacity.
2 For ESD protected machinery spaces the safety systemshall be activated upon loss of ventilation in engine-room.

15.11 Safety functions of gas supply systems

1 The total loss of ventilation in a machinery space for a single fuelled gas systemshall, additionally to what is given in table 1, lead to
one of the following actions:
(1) for a gas electric propulsion systemwith more than one machinery space: Another engine shall start. When the second engine is
connected to bus bar, the first engine shall be shutdown automatically;
(2) for a direct propulsion systemwith more than one machinery space: The engine in the roomwith defect ventilation shall be manually
shutdown, if at least 40% propulsion power is still available after such a shutdown; and
(3) if only one machinery space for gas-fuelled engines is fitted and ventilation in one of the enclosed ducts around the gas pipes is lost,
the master gas fuel and double block and bleed valves in that supply line shall close automatically provided the other gas supply unit is
ready to deliver.
2 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.
3 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.
4 A signboard shall be permanently fitted in the machinery space containing gas-fuelled engines stating that heavy lifting, implying
danger of damage to the gas pipes, shall not be done when the engine(s) is running on gas.
5 Compressors, pumps and fuel gas supply shall be arranged for manual remote emergency stop fromthe following locations:
(1) Navigation bridge;
(2) Cargo control room;
(3) Engine control room;
(4) Fire control station; and
(5) Adjacent to the exit of gas compressor or fuel handling rooms
The gas compressor shall also be arranged for manual local emergency stop.


Table 15.1: Monitoring of gas supply systemto engines

Parameter Alarm Automatic
shutdown
of main
tank valve
Automatic shutdown
of gas supply to
machinery space
containing
gas-fuelled engines
Comment
Gas detection in tank connection space at above 20%
LEL
X

Gas detection on two detectors
1)
in tank connection
space above 40% LEL
X X

Fire detection in tank connection space X X
Bilge well high level tank connection space X
Bilge well low temperature in tank connection space X X
Gas detection in duct between tank and machinery
space containing gas-fuelled engines above 20%
LEL
X

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Gas detection on two detectors
1)
in duct between
tank and machinery space containing gas-fuelled
engines above 40% LEL
X X
2)


Gas detection in compressor roomabove 20% LEL X
Gas detection on two detectors
1)
in compressor room
and or fuel preparation roomabove 40% LEL
X X
2)


Gas detection in duct inside machinery space
containing gas-fuelled engines above 30% LEL X
If double pipe fitted in
machinery space containing
gas-fuelled engines
Gas detection on two detectors
1)
in duct inside
machinery space containing gas-fuelled engines
above 60% LEL
X

X
3)

If double pipe fitted in
machinery space containing
gas-fuelled engines
Gas detection in machinery space containing
gas-fuelled engines above 20% LEL X
Gas detection only required for
ESD protected machinery
space
Gas detection on two detectors
1)
in machinery space
containing gas-fuelled engines above 40% LEL
X

X
Gas detection only required for
ESD protected machinery
space containing gas-fuelled
engines. It shall also disconnect
non certified safe electrical
equipment in machinery space
containing gas-fuelled engines
Loss of ventilation in duct between tank and
machinery space containing gas-fuelled engines
6)

X

X
2) 4)


Loss of ventilation in duct inside machinery space
containing gas-fuelled engines
6)
X

X
3) 4)

If double pipe fitted in
machinery space containing
gas-fuelled engines
Loss of ventilation in machinery space containing
gas-fuelled engines X

X
ESD protected machinery
space containing gas-fuelled
engines only
Fire detection in machinery space containing
gas-fuelled engines
X



Abnormal gas pressure in gas supply pipe X X
4)

Failure of valve control actuating medium
X

X
5)

Time delayed as found
necessary
Automatic shutdown of engine (engine failure) X X
5)

Emergency shutdown of engine manually released X X
1) Two independent gas detectors located close to each other are required for redundancy reasons. If the gas detector is of self
monitoring type the installation of a single gas detector can be permitted.
2) If the tank is supplying gas to more than one engine and the different supply pipes are completely separated and fitted in separate
ducts and with the master valves fitted outside of the duct, only the master valve on the supply pipe leading into the duct where gas or
loss of ventilation is detected is to close.
3) If the gas is supplied to more than one engine and the different supply pipes are completely separated and fitted in separate ducts and
with the master valves fitted outside of the duct and outside of the machinery space containing gas-fuelled engines, only the master
valve on the supply pipe leading into the duct where gas or loss of ventilation is detected is to close.
4) This parameter is not to lead to shutdown of gas supply for single fuel gas engines, only for dual fuel engines.
5) Only double block and bleed valves to close.
6) If the duct is protected by inert gas (see 9.6-1) then loss of inert gas overpressure is to lead to the same actions as given in this table.

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Chapter 16 Manufacture, workmanship and testing

16.1 General

The manufacture, testing, inspection and documentation shall be in accordance with recognized standards and the specific
requirements given in these guidelines.

16.2 Testing

16.2.1 Testing during construction
1 All liquefied gas fuel tanks and process pressure vessels shall be subjected to welding and non-destructive testing in accordance with
6.3, Part N of the Rules
2 All liquefied gas fuel tanks and process pressure vessels shall be subjected to hydrostatic or hydro-pneumatic pressure testing in
accordance with 4.10.10, Part N of the Rules, as applicable for the tank type.
3 All tanks shall be subject to a tightness test which may be performed in combination with the pressure test referred to in 4.10.10, Part
N of the Rules.
4 The gas tightness of the fuel containment systemwith reference to 6.3-3 shall be tested.
5 Requirements with respect to inspection of secondary barriers shall be decided by the Society in each case, taking into account the
accessibility of the barrier.
6 The Society may require that for ships fitted with novel Type B independent tanks, or tanks designed with new concept at least one
prototype tank and its support shall be instrumented with strain gauges or other suitable equipment to confirmstress levels during the
testing required in 16.2.3-1. Similar instrumentation may be required for Type C independent tanks, depending on their configuration and
on the arrangement of their supports and attachments.
7 The overall performance of the liquefied gas fuel containment systemshall be verified for compliance with the design parameters
during the first full loading and discharging of the liquefied gas fuel, in accordance with the survey procedure and requirements in 4.10.14,
Part N of the Rules. Records of the performance of the components and equipment, essential to verify the design parameters, shall be
maintained and be available to the Society.
8 The liquefied gas fuel containment systemshall be inspected for cold spots during or immediately following the first loaded voyage.
Inspection of the integrity of thermal insulation surfaces that cannot be visually checked shall be carried out in accordance with the
requirements of the Society.

16.2.2 Type A tanks
1 All Type A independent tanks shall be subjected to a hydrostatic or hydropneumatic test. This test shall be performed such that the
stresses approximate, as far as practicable, the design stresses, and that the pressure at the top of the tank corresponds at least to the
MARVS. When a hydropneumatic test is performed, the conditions should simulate, as far as practicable, the design loading of the tank
and of its support structure including dynamic components, while avoiding stress levels that could cause permanent deformation.

16.2.3 Type B tanks
1 Type B independent tanks shall be subjected to a hydrostatic or hydropneumatic test as follows:
(1) The test shall be performed as required in 16.2.2-1 for Type A independent tanks
(2) in addition, the maximumprimary membrane stress or maximumbending stress in primary members under test conditions shall not
exceed 90% of the yield strength of the material (as fabricated) at the test temperature. To ensure that this condition is satisfied, when
calculations indicate that this stress exceeds 75% of the yield strength the prototype test shall be monitored by the use of strain
gauges or other suitable equipment.

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16.2.4 Type C tanks
1 Each pressure vessel shall be subjected to a hydrostatic test at a pressure measured at the top of the tanks, of not less than 1.5 Po. In
no case during the pressure test shall the calculated primary membrane stress at any point exceed 90% of the yield stress of the material. To
ensure that this condition is satisfied where calculations indicate that this stress will exceed 0.75 times the yield strength, the prototype test
shall be monitored by the use of strain gauges or other suitable equipment in pressure vessels other than simple cylindrical and spherical
pressure vessels.
2 The temperature of the water used for the test shall be at least 30C above the nil-ductility transition temperature of the material, as
fabricated.
3 The pressure shall be held for 2 hours per 25 mmof thickness, but in no case less than 2 hours.
4 Where necessary for liquefied gas fuel pressure vessels, a hydro-pneumatic test may be carried out under the conditions prescribed in
16.2.4-1 to 16.2.4-3.
5 Special consideration may be given to the testing of tanks in which higher allowable stresses are used, depending on service
temperature. However, the requirements of -1 above shall be fully complied with.
6 After completion and assembly, each pressure vessel and its related fittings shall be subjected to an adequate tightness test, which
may be performed in combination with the pressure testing referred to in 16.2.4-1.
7 Pneumatic testing of pressure vessels other than liquefied gas fuel tanks shall only be considered on an individual case basis. Such
testing shall only be permitted for those vessels designed or supported such that they cannot be safely filled with water, or for those vessels
that cannot be dried and are to be used in a service where traces of the testing mediumcannot be tolerated.

16.2.5 Membrane tanks
16.2.5.1 Design development testing
1 The design development testing shall include a series of analytical and physical models of both the primary and secondary barriers,
including corners and joints, tested to verify that they will withstand the expected combined strains due to static, dynamic and thermal
loads. This will culminate in the construction of a prototype scaled model of the complete liquefied gas fuel containment system. Testing
conditions considered in the analytical and physical model shall represent the most extreme service conditions the liquefied gas fuel
containment systemwill be likely to encounter over its life. Proposed acceptance criteria for periodic testing of secondary barriers required
in 7.4.4.2 is to be based on the results of testing carried out on the prototype scaled model.
2 The fatigue performance of the membrane materials and representative welded or bonded joints in the membranes shall be
determined by tests. The ultimate strength and fatigue performance of arrangements for securing the thermal insulation systemto the hull
structure shall be determined by analyses or tests.
16.2.5.2 Testing
1 In ships fitted with membrane liquefied gas fuel containment systems, all tanks and other spaces that may normally contain liquid
and are adjacent to the hull structure supporting the membrane, shall be hydrostatically tested. All hold structures supporting the membrane
shall be tested for tightness before installation of the liquefied gas fuel containment system. Pipe tunnels and other compartments that do
not normally contain liquid need not be hydrostatically tested.

16.3 Gas piping systems

1 The requirements for testing shall apply to gas piping inside and outside the gas tanks. However, relaxation fromthese requirements
may be accepted for piping inside gas tanks and open ended piping.
2 Welding procedure tests shall be required for gas piping and be similar to those required for gas tanks specified in 6.3.3, Part N.
3 Approval requirements for piping components, such as Type Approval or type testing, need to be included. Prototype testing for
bellows and cryogenic valves needs to be suitably covered.

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16.4 Welding, post-weld heat treatment and non-destructive testing

16.4.1 General
1 Welding shall be carried out in accordance with 6.5.

16.4.2 Post-weld heat treatment
1 Post-weld heat treatment shall be required for all butt welds of pipes made with carbon, carbon-manganese and low alloy steels. The
Society may waive the requirements for thermal stress relieving of pipes with wall thickness less than 10 mmin relation to the design
temperature and pressure of the piping systemconcerned.

16.4.3 Non destructive testing
1 In addition to normal controls before and during the welding, and to the visual inspection of the finished welds, as necessary for
proving that the welding has been carried out correctly and according to the requirements of this paragraph, the following tests shall be
required:
(1) 100% radiographic or ultrasonic inspection of butt-welded joints for piping systems with; design temperatures colder than 10C, or
with inside diameters of more than 75 mm, or wall thicknesses greater than 10 mm.
(2) When such butt welded joints of piping sections are made by automatic welding procedures approved by the Society, then a
progressive reduction in the extent of radiographic or ultrasonic inspection can be agreed, but in no case to less than 10% of each joint. If
defects are revealed the extent of examination shall be increased to 100% and shall include inspection of previously accepted welds. This
approval can only be granted if well-documented quality assurance procedures and records are available to assess the ability of the
manufacturer to produce satisfactory welds consistently.
(3) For other butt-welded joints of pipes, spot radiographic or ultrasonic inspection or other non-destructive tests shall be carried out
depending upon service, position and materials. In general, at least 10% of butt-welded joints of pipes shall be subjected to radiographic or
ultrasonic inspection.

16.5 Testing requirements

16.5.1 Type testing of piping components
1 Valves
Each type of piping component shall be subject to the following type tests:
(1) Each size and type of valve shall be subjected to seat tightness testing over the full range of operating pressures and temperatures, at
intervals, up to the rated design pressure of the valve. During the testing satisfactory operation of the valve shall be verified.
(2) The flow or capacity shall be certified to a recognized standard for each size and type of valve.
(3) Pressurized components shall be pressure tested to at least 1.5 times the rated pressure.
(4) For emergency shutdown valves, with materials having melting temperatures lower than 925C, the type testing shall include a fire
test to a standard* *acceptable to the Society.
(5) Type testing of emergency shutdown valves used in liquid cargo piping systems shall include demonstration of closing
characteristics.
2 Expansion bellows
The following type tests shall be performed on each type of expansion bellows intended for use on cargo piping outside the cargo
tank and where required by the Society, on those installed within the cargo tanks:
(1) Elements of the bellows, not pre-compressed, shall be pressure tested at not less than five times the design pressure without bursting.
The duration of the test shall not be less than five minutes.
(2) A pressure test shall be performed on a type expansion joint, complete with all the accessories such as flanges, stays and articulations,
at the minimumdesign temperature and twice the design pressure at the extreme displacement conditions recommended by the
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manufacturer without permanent deformation.
(3) A cyclic test (thermal movements) shall be performed on a complete expansion joint, which shall withstand at least as many cycles
under the conditions of pressure, temperature, axial movement, rotational movement and transverse movement as it will encounter in
actual service. Testing at ambient temperature is permitted when this testing is at least as severe as testing at the service temperature.
(4) A cyclic fatigue test (ship deformation) shall be performed on a complete expansion joint, without internal pressure, by simulating
the bellows movement corresponding to a compensated pipe length, for at least 2,000,000 cycles at a frequency not higher than 5 Hz.
This test is only required when, due to the piping arrangement, ship deformation loads are actually experienced.
3 The Society may waive performance of the tests provided that complete documentation is supplied to establish the suitability of the
expansion joints to withstand the expected working conditions. When the maximuminternal pressure exceeds 1 bar, this documentation
shall include sufficient tests data to justify the design method used, with particular reference to correlation between calculation and test
results.

16.5.2 System testing requirements

1 The requirements of this section apply to piping inside and outside the fuel tanks.
2 After assembly, all fuel piping shall be subjected to a strength test with a suitable fluid. The test pressure is to at least 1.5 times the
design pressure (1.25 times the design pressure where the test fluid is compressible) for liquid lines and 1.5 times the maximumsystem
working pressure (1.25 times the maximumsystemworking pressure where the test fluid is compressible) for vapour lines. When piping
systems or parts of systems are completely manufactured and equipped with all fittings, the test may be conducted prior to installation on
board the ship. Joints welded on board shall be tested to at least 1.5 times the design pressure.
3 After assembly on board, the fuel piping systemshall be subjected to a leak test using air, or other suitable mediumto a pressure
depending on the leak detection method applied.
4 In double wall fuel gas piping systems the outer pipe or duct shall also be pressure tested to show that it can withstand the expected
maximumpressure at gas pipe rupture.
5 All piping systems, including valves, fittings and associated equipment for handling fuel or vapours, shall be tested under normal
operating conditions not later than at the first bunkering operation, in accordance with the requirements deemed appropriate by the Society.

16.6 Other test requirements

1 Tensile tests:
Generally, tensile strength shall not be less than the specified minimumtensile strength for the appropriate parent materials. The
Society may also require that the transverse weld tensile strength shall not be less than the specified tensile strength for the weld metal,
where the weld metal has a lower tensile strength than that of the parent metal. In every case, the position of fracture shall be reported for
information.
2 Bend tests:
No fracture shall be acceptable after a 180 bend over a former of a diameter four times the thickness of the test piece, unless otherwise
specially required or agreed with the Society.
3 Charpy V-notch impact tests:
Charpy tests shall be conducted at the temperature prescribed for the base material being joined. The results of the weld impact tests,
minimumaverage energy (E), shall be no less than 27 J. The weld metal requirements for sub-size specimens and single energy values
shall be in accordance with 6.1.4, Part N of the Rules. The results of fusion line and heat affected zone impact tests shall show a minimum
average energy (E) in accordance with the transverse or longitudinal requirements of the base material, whichever applicable, and for
sub-size specimens, the minimumaverage energy (E) shall be in accordance with the requirements specified in 6.1.4, Part N of the Rules.
If the material thickness does not permit machining either full-sized or standard sub-size specimens, the testing procedure and acceptance
standards shall be in accordance with recognized standards. Impact testing is not required for piping with thickness less than 6 mm.
Guidelines for Gas fuelled ships



For information on this publication, please contact the following:

NIPPON KAIJ I KYOKAI
Natural Resources and Energy Department
Phone : +81-3-5226-2042
FAX +81-3-5226-2177
e-mail [email protected]
Guidelines for Gas fuelled ships