Guidelines For Dual Fuel Diesel Engines e

Guidelines for
Dual Fuel Diesel Engines
November 2008
Re-liquefaction Unit,
GCU, etc.
Reduction Gear
～ D/E BOG
Propeller BOG Compressor
Propulsion
Motor ～ D/E
～ D/E
F. O.
D/E Tank Cargo Tank
～
NIPPON KAIJI KYOKAI

Guidelines for Dual Fuel Diesel Engines
November 2008
NIPPON KAIJI KYOKAI

GUIDELINES FOR DUAL FUEL DIESEL ENGINES
Copyright © 2008
All rights reserved
No part of this document may be reproduced in any from, or

transmitted by any means, or otherwise, without prior written
permission from the Society. For information contact Research Institute,
NIPPON KAIJI KYOKAI,
1-8-3 Ohonodai, Midori-ku, Chiba 267-0056
Preface
In low-temperature liquefied gas carriers (LNG carriers), a part of the cargo becomes converted to boil-off gas
due to heat from the open air and ship motions. Until now, steam turbines have been predominantly used for
propulsion systems of LNG carriers, because this boil-off gas can be used as fuel for boilers. In recent years,
however, studies have been carried out on oil-fired diesel propulsion engines with re-liquefaction units, electric
propulsion systems using dual-fuel diesel generator engines, or on dual-fuel diesel propulsion engines instead of
steam turbine propulsion systems, and some of these systems are already in service. Nowadays, highly
efficient steam turbines using re-heating systems have been developed. Henceforth, optimum propulsion
systems will be selected considering the cost of boil-off gas as fuel as well as fuel oil and maintenance expenses.
These Guidelines describe the construction and applicable rules for dual-fuel diesel engines, the application of
which is anticipated to increase henceforth. The IGC Code and Chapter 16, Part N of the Society's Rules
prescribe the requirements related to the "Use of cargo as fuel", which should apply to dual-fuel diesel engines.
Furthermore, “Annex 3” and “Annex 4”, Part N of the Guidance to the Society’s Rules describe the detailed
requirements for high pressure and low pressure dual-fuel diesel engines, respectively. These Guidelines are
not mandatory, but serve as Guidelines for the Society’s Rules and Guidance to be applied.
Dual-fuel diesel engines are necessarily installed together with other boil-off gas treatment equipment such as
re-liquefaction units and boil-off gas combustion units. This is because, when the ship is in port or during
low-load operation, the dual fuel diesel engines can not use up the generated boil-off gas, and excess boil-off gas
will be consumed by other treatment systems. For this reason, considerations of redundancy are described in
detail in these Guidelines, with space devoted especially to equipment such as re-liquefaction units and boil-off
gas combustion units.
These Guidelines incorporate descriptions given in manufacturer brochures and documents related to the
construction and arrangement of boil-off gas treatment equipment including dual-fuel diesel engines, and are
designed such that the Rules and Guidance of the Society can be easily understood when read in conjunction
with these brochures and documents. We hope that these Guidelines will assist not only surveyors but also
designers, shipbuilders and shipowners in understanding the new designs of equipment related to the treatment
and use of boil-off gas. It should be noted, however, that adequate discussions are necessary between all
parties concerned before the actual design and application of the Rules is to be undertaken.
November 2008
Nippon Kaiji Kyokai
This page has been intentionally left blank.
Table of Contents
1 Boil-off gas treatment equipment 1
2 Boil-off gas utilization systems 2

2.1 Steam turbine propulsion systems 2
2.2 Oil-fired diesel engine propulsion system with re-liquefaction unit 4
2.3 Electric propulsion system using dual fuel diesel generator engines 5
2.4 Dual fuel diesel engine propulsion system 6
3 Dual fuel diesel engines 7

3.1 General 7
3.2 Low pressure (four-stroke) DFD engines 8
3.2.1 Combustion 8
3.2.2 Gas admission valve and control of gas fuel 9
3.2.3 Gas fuel supply pipe 11
3.2.4 Supply and control of fuel oil 13
3.3 High pressure (two-stroke) DFD engines 14
3.3.1 Construction of gas injection valve and fuel modes 14
3.3.2 Dual fuel supply system 16
3.3.3 Control of BOG 19
3.4 Safety measures 21
3.4.1 Combustion monitoring 21
3.4.2 Protection against explosions in DFD engines 22
3.4.3 Monitoring, alarms and safety devices of gas compressor 26
3.5 Accessory equipment 27
3.5.1 Exhaust gas piping system 27
3.5.2 Starting air piping system 27
3.5.3 Lubricating oil piping system 27
3.5.4 Cooling water piping system 27
4 Re-liquefaction units 29
4.1 Construction 29
4.2 Arrangement 30
4.3 Requirements related to re-liquefaction units 31
4.3.1 Processing ability and redundancy of re-liquefaction units 31
4.3.2 Cargo / BOG circuit 31
4.3.3 Refrigerant circuit 33
4.3.4 Monitoring, alarms and safety devices 34
5 BOG combustion units 35

5.1 Construction 35
5.2 Arrangement 36
5.3 Requirements related to GCUs 37
5.3.1 Processing ability and redundancy of GCUs 37
5.3.2 General requirements related to GCUs 37
5.3.3 Burner system 38
5.3.4 Gas fuel supply piping 39
5.3.5 Monitoring, alarms and safety devices 39
6 Gas fuel supply piping 41

6.1 Protective measures against gas fuel leaks 41
6.2 Ventilation hood or casing 41
6.3 Construction and strength of gas fuel piping 43
6.4 Automatic valves (double block and bleed valves) 44
6.5 Master gas fuel valve 45
6.6 Automatic gas shut-off valve 45
6.7 Example of gas fuel supply piping 46
6.7.1 Division and ventilation of generator rooms 46
6.7.2 Gas detection in gas valve unit room 47
6.7.3 Division of gas valve unit room 49
6.7.4 Supply of inert gas 49
6.7.5 Assembly of vent pipes 49
7 Requirements for automatic and remote control systems 50

7.1 DFD engine 50
7.2 Gas fuel make-up plants 51
8 Redundancy 52
8.1 Redundancy of propulsion system 52
8.2 Capacity and redundancy of BOG treatment equipment 53
References 55
Chapter 1 Boil-off gas treatment equipment
1 Boil-off gas treatment equipment
The cargo carried in a liquefied gas carrier is a gaseous substance under normal temperature and atmospheric
pressure. This gaseous substance can be transported in bulk in large volumes by liquefying it. In
low-temperature liquefied gas carriers, the substance is cooled down to below its saturated steam temperature at
atmospheric pressure, based on the saturated steam pressure-temperature diagrams of the said substance to
liquefy it. This temperature is -42.1˚C for propane, one of the substances carried onboard low-temperature
LPG carriers, and is -161.5 ˚C for methane, another substance commonly carried onboard LNG carriers.
Low-temperature liquefied gas carriers transport cargo at such very low temperatures and at the boiling point
state of normal pressure (not overcooled state). Accordingly, when heat from outside enters the liquid cargo
after permeating through the insulating material provided around the cargo tank, it causes a rise in the
temperature of the liquid cargo, which in turn generates evaporative gas, that is, boil-off gas (hereafter referred
to as "BOG"). This process is also accompanied by a rise in pressure in the cargo tank.
The design pressure of the cargo tank of a low-temperature liquefied gas carrier is generally about 0.25 bar. To
ensure that the pressure in the tank does not exceed the design pressure, the IGC Code and classification society
rules require the installation of a suitable cargo pressure and/or temperature control system.
Paragraph 7.1.1, Chapter 7 of the IGC Code classifies pressure and/or temperature control systems as follows:
(a) A system that regulates the pressure in the cargo tanks by the use of mechanical refrigeration
This refers to what is commonly referred to as the re-liquefaction unit.
(b) A system whereby the BOG is utilized as fuel for shipboard use or waste heat system
Combustion by dual fuel boiler or dual fuel diesel engine and BOG combustion unit, etc.
(c) A system allowing the product to warm up and to increase in pressure
Design wherein insulating material and/or the design pressure of the cargo tank have adequate margin in
terms of usage hours and temperatures encountered
Until now, BOG has been burned as fuel in the main boiler to drive a steam turbine for propulsion. However,
presently, the re-liquefaction unit of (a) and the BOG combustion unit of (b) are also actually used. When
combined together with the adoption of the dual fuel diesel engine, the number of such units installed is likely to
increase. On the other hand, the system referred to in (c) above has a low probability of being used in
low-temperature LNG carriers because of economic reasons.
The total capacity of BOG treatment equipment fitted onboard ships should not be greater than the designed
BOG rate under the conditions of sea water temperature of 32˚C and an atmospheric temperature of 45˚C
(paragraph 7.1.2 of the IGC Code). In existing standard LNG carriers, the boil-off rate (BOR) is planned to be
in the range of 0.1 to 0.15% per day, considering the cost of insulating work and other economic reasons.
1
Chapter 2 BOG utilization systems
2 BOG utilization systems
In this chapter examples in which BOG is used as fuel for propulsion or generator engines are introduced.
Although BOG can be fully utilized only by the main boiler and dump condenser in steam turbine systems
provided with the same equipment, in other systems, the complete system is constructed by combining
re-liquefaction unit, BOG combustion unit and other components as required. Here, examples are given of
heavy fuel oil-fired diesel propulsion engines with re-liquefaction units, electric propulsion system using dual
fuel diesel generator engines, and dual fuel diesel propulsion engines, in addition to a steam turbine system.
The steam turbine system including equipment on the cargo tank side is described, and overviews of other
systems are given with the focus on the propulsion system.
2.1 Steam turbine propulsion systems

BOG is sent to the engine room by a low duty compressor through a gas heater, where it is burnt as fuel for the
main boiler. This compressor is installed in addition to the high duty compressor used for loading normal cargo.
The dual fuel burner of the main boiler can be used in three kinds of combustion mode, namely, BOG mono fuel
combustion, multi-fuel combustion of BOG and heavy fuel oil, and heavy fuel oil mono fuel combustion modes.
The combustion mode is determined based on the quantity of natural BOG used and BOG costs.
When the required propulsive force is not obtained by natural BOG alone, either multi-fuel combustion that is
continued while replenishing any shortfall with heavy fuel oil, or BOG mono fuel combustion that relies on
forcibly vaporized LNG may be used to operate the main boiler. Generally, a forcing vaporizer is installed for
this purpose (see Figure 2.1).
To vent mast
Gas Heater
BOG Line
L.D. Compressor
F.O. Cargo
Boiler Tank
Forcing Vaporizer
Pump
Turbine Dump
Condenser
Figure 2.1 Supply of BOG to the main boiler.
In a steam turbine system, steam is generally used for power generation in addition to propulsion. Two
generators driven by a steam turbine and one generator driven by a diesel engine are popular configurations.
Excess BOG is generated during low-load operation of the main engine or while the ship is in port. In this case,
excess steam generated during combustion in the main boiler is disposed of by the dump condenser, and excess
heat is disposed of by sea water (see Figure 2.2).
Compared to a diesel engine system, a steam turbine system has a considerably low plant efficiency; thus, this
system has almost never been used in general merchant ships other than LNG ships where the main boiler was
used as the BOG treatment system. It is also true that crew members familiar with steam turbines are in short
supply; therefore, training and educating crew members has also become an important area of concern.
2
However, in recent years, steam turbine systems with efficiency levels equivalent to those of diesel engines are
being developed, which employ a reheating system that increases the temperature and pressure of the steam.
Main boiler
Electric
Load
Dump Condenser
Reduction
Gear
BOG Compressor BOG
～ S/T
H. P. Turbine
～ S/T
F. O.
L. P. Turbine Tank
Cargo Tank
～ D/E
Steam Boil-off Gas

Electric Fuel Oil
Figure 2.2 Steam turbine propulsion system.
3
2.2 Oil-fired diesel engine propulsion system with re-liquefaction unit

If the equipment used for BOG treatment consists only of re-liquefaction units, then a spare re-liquefaction unit
must be installed for redundancy. The advantage of this system is that a conventional diesel engine can be used
as the propulsion system and the power generating equipment. Conversely, the disadvantage of this system is
that, even if BOG is inexpensive, it cannot be used as fuel for the engine. Moreover, the cost of a
re-liquefaction unit is high, the power consumed is also large; therefore, studies are necessary not only on initial
costs, but also on fuel consumption in the power generating engines before such a system can be adopted (see
Figure 2.3).
Electric
Load
BOG
Re-liquefaction
Units
2-stroke ～ D/E
Main Engine
～ D/E
2-stroke
Main Engine F. O.
～ D/E Cargo Tank
Tank
Electric Boil-off Gas Fuel Oil
Figure 2.3 Oil-fired diesel engine propulsion system with re-liquefaction unit.
4
2.3 Electric propulsion system using dual fuel diesel generator engines
A system that uses BOG as fuel for power generating diesel engines and driving propulsion motors is the most
common system replacing the steam turbine system. In this case, two propulsion motors and four generating
sets are generally provided. The generating sets are installed as two independent groups in a gastight generator
room, or all four sets are installed in one generator room with gas fuel supply piping made of double wall pipes.
A four-stroke electronically-controlled engine is used as the principal power generating engine. Marine diesel
oil is supplied for igniting the engine, and either marine diesel oil or heavy fuel oil is supplied as back-up fuel
(see Figure 2.4).
In this system only the minimum quantity of heavy fuel oil required may be provided as fuel; thus, the ship's
weight can be reduced, and as a result, a greater quantity of LNG can be transported. Moreover, since this is an
electric propulsion system, the advantages are that both vibration and noise are minimal, and plant efficiency is
higher than that of a steam turbine propulsion system.
However, a re-liquefaction unit or a BOG combustion unit must be provided in such a system to treat the excess
BOG generated while the ship is in port or during low-load operation. Redundancy is required in both cases,
similar to the system described in Section 2.2 above. The reliability and maintainability of the power
generating engines are also problems in this system. When the sealing effect of piston rings degrades in a
trunk-piston type dual fuel diesel engine used as a power generating engine, BOG leaks into the crankcase, and
the risk of crankcase explosion arises due to blow-by and bearing failure. Accordingly, equipment such as gas
leak alarms need to be installed in the crankcase, and more meticulous maintenance of the piston rings and liners
than for general diesel engines is necessary.
Electric Re-liquefaction Unit,

Load GCU,
Auxiliary Boiler, etc.
Reduction
Gear ～ D/E BOG Compressor BOG
(if a reliquefaction
Propulsion unit is installed)
Motor ～ D/E
～ D/E
F. O.
Tank Cargo Tank
～ D/E
Figure 2.4 Electric propulsion system using dual fuel diesel generator engines.
5
2.4 Dual fuel diesel engine propulsion system

A dual fuel diesel engine propulsion system is a propulsion system currently being studied for application
mainly in large low-speed two-stroke dual fuel engines used as main engines (see Figure 2.5). The main
feature of this system is that gas pressurized to 250 to 300 bar by a high pressure gas compressor installed in the
cargo area is supplied to the main engine in the engine room. Consequently, high reliability is required not
only in main engine, but also in the high pressure gas compressor and high pressure gas piping system.
Although such high pressure gas compressors have been used successfully onshore, they have not yet been used
onboard ships. Furthermore, considering that this is a diesel engine with comparatively high levels of main
engine vibrations, the design should be implemented with particular attention given to the pipe supporting
method, expansion joints, and other components of the high pressure gas piping system.
The BOG treatment system includes a re-liquefaction unit and/or a BOG combustion unit, similar to those
mentioned in Section 2.3, for treatment of excess BOG generated while the ship is in port or during low-load
operation.
Electric Re-liquefaction Unit,

Load Gas Combustion Unit,
Auxiliary Boiler, etc.
H. P. BOG Compressor BOG
(if a reliquefaction
2-stroke ～ D/E unit is installed)
Main Engine
～ D/E
2-stroke
Main Engine F. O.
～ D/E Cargo Tank
Tank
Figure 2.5 Dual fuel diesel engine propulsion system.
6
Chapter 3 Dual fuel diesel engines
3 Dual fuel diesel engines
3.1 General
To be effective, dual fuel diesel engine (hereafter called "DFD engine”) must be capable of maintaining stable
combustion of gas fuel under any circumstance. Unlike fuel oil, methane gas does not ignite even when
injected by itself into a cylinder. For this reason, whatever be the load, fuel oil is used for ignition. Presently,
this kind of ignition method is considered a basic requirement for ensuring stable combustion of gas fuel.
A DFD engine must continue stable operation even under the following conditions.
(1) Transferring from one fuel to another.

(2) Rapid load transients. and
(3) Minimum load conditions during gas combustion.
Fuel oil is used not only for ignition during gas combustion but also as back-up fuel. A DFD engine must
satisfy the general requirements below related to fuel use.
- Only oil fuel is, in principle, to be used when the operation of a DFD engine is unstable, and/or during
maneuvering and port operations.
- DFD engines must be capable of being transferred quickly from the mode of simultaneous combustion of
both gas and fuel oils to the mode of combustion on fuel oil only.
The method of gas injection in a DFD engine is basically classified into two types: low pressure type and high
pressure type. The low pressure method is generally used in four-stroke trunk piston-type engines. Gas fuel
is injected during the intake stroke of the engine. After suction into the cylinders in the air-mixed condition,
ignition and combustion of the gas fuel occur after the pilot fuel oil is injected and ignited at the final stage of
the compression stroke. The design is such that gas fuel supply pressure is always greater than the charged air
pressure since gas fuel is supplied to the combustion chamber or to the air inlet pipe just before the air inlet
valve. Generally, a low-pressure DFD engine is used as a power generating engine.
On the other hand, the high pressure method is generally used in two-stroke low speed crosshead-type engines.
In this case, the pilot fuel oil is injected in the final stage of the compression stroke, and immediately afterward,
the high pressure gas is injected directly into the cylinders so that ignition and combustion occur at this time.
Generally, a high-pressure DFD engine is used as a direct-coupling type of propulsion engine.
7
3.2 Low pressure (four-stroke) DFD engines
3.2.1 Combustion
The combustion cycle of the Wärtsilä 50 DF engine 1) is shown in Figure 3.1 as an example of a four-stroke
DFD engine. This engine can operate by switching between two operating modes, namely the gas mode and
diesel mode, with the combustion cycles corresponding to the Otto cycle and the Diesel cycle, respectively.
Air intake and gas Compression of Pilot fuel injection

injection gas/air mixture and ignition
Air
Figure 3.1 Operating principle in gas mode.1)
Gas is injected at a low pressure of about 5 bar during the intake stroke in the gas mode. The mixture of gas
and air is compressed, and a small quantity of pilot fuel oil is then injected into the cylinder near the top dead
center to ignite the mixture. The pilot fuel oil consists of commonly used marine diesel oil. Operation in the
diesel mode is the same as the operation of the typical diesel cycle.
The engine always starts in the diesel mode. Gas

100
is admitted into the combustion chamber when
combustion in all the cylinders has stabilized.
80
The transition from the diesel mode to the gas
mode is performed at a load below 80% of full
Load %
load, and two minutes after the command to

switch over, the mode changes over completely to
the gas mode.
On the other hand, when the gas supply is cut off

15
during normal operation in the gas mode, the mode
changes over automatically and instantly to the 0
Diesel mode Gas mode
diesel mode without any drop in engine output or
(MDO +MDO pilot) (N-Gas +MDO pilot)
rpm. When operation is performed in the gas
mode for a period exceeding three minutes at a Figure 3.2 Transition of operating mode.2)
load below 15%, the gas mode trips automatically
and changes over the diesel mode.
Figure 3.2 shows the transition of operating mode when marine diesel oil is used in the diesel mode; however,
heavy fuel oil may also be used in the 50DF engine. 2)
8
3.2.2 Gas admission valve and control of gas fuel

A gas admission valve is installed just before the air inlet valve in the cylinder of the 50DF engine. Gas fuel is
supplied to each cylinder by the opening/closing of this gas admission valve. The gas admission valve and the
fuel injection valve are electronically controlled so that thermal efficiency and NOx emissions may be optimized
by the control system that needs to be input with data such as output, rpm, air-fuel ratio and so on (see Figure
3.3).
In the gas mode, abnormal combustion may occur with a rapid rise in pressure or the so-called 'knocking' due to
the air-fuel ratio. A combustion sensor (knocking sensor) is fitted to the top of the cylinder cover to detect the
high frequency vibrations that occur during knocking in the engine. The signal output from the combustion
sensor is input into the control system, and combustion is controlled in each cylinder in such a way as to prevent
knocking.
Input: Engine control

 Power system
 Speed
 Air/Fuel ratio Gas
 Etc.
Gas admission valve Combustion

sensor
Air
Pilot fuel oil
Fuel injection valve
Figure 3.3 Control of gas fuel.2)
The effects of the air-fuel ratio on the combustion characteristics of the 50DF engine are shown in Figure 3.4.
As is clear from the figure, the operating window related to the air-fuel ratio is restricted in order to prevent
knocking and misfiring, but controls are implemented in this range in order to optimize the combustion
characteristics; that is, thermal efficiency is high and NOx emissions are minimum.
Optimum performance for all cylinders

22
Misfiring
20
Knocking
BMEP (bar)
18
NOx emissions (g/kWh)
Thermal efficiency (%)
16
14
12
10
Operating
8 window
6
4
0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6
Air/Fuel ratio
Figure 3.4 Effect of air-fuel ratio on combustion characteristics.2)
9
Gas mixed with air is admitted into the combustion chamber in the gas mode. For this reason, the air / fuel
mixture in the combustion chamber becomes homogeneous, and the local formation of NOx can be avoided.
This contributes to reducing NOx emissions from the engine.
To obtain the optimum air-fuel ratio in any operating condition, the quantity of air must be adjusted by
controlling the turbocharger speed as well as adjusting the flow of gas fuel. For this reason, piping to bypass
the turbocharger is arranged for the exhaust pipe, and a valve called the exhaust waste-gate is provided in this
pipeline to adjust the amount of exhaust gas supplied to the turbocharger. The opening / closing of the exhaust
waste-gate is controlled by the engine control system based on the load, rpm, charged air pressure, and the
exhaust temperature (see Figure 3.5).
Engine control Load

Exhaust waste-gate system Speed
P I
T
Exhaust
T/C
Air
Figure 3.5 Control of turbocharger speed.1)
10
3.2.3 Gas fuel supply pipe

In the engine room, gas fuel is supplied to the engine by double wall supply piping. The gas fuel passes
through the inner pipe of the double wall pipe, and the space between the inner pipe and the protective outer pipe
is always ventilated using exhaust fans. . If a gas leak occurs, the leaked gas is passed through the intermediate
space and led to a vent pipe.
The gas supply manifold has a full double wall pipe construction. The branch pipe from the manifold to each
cylinder is also provided with an appropriate cover, and thus is of a construction similar to that of a substantial
double-wall pipe construction. The gas fuel pipe also has a double wall construction at the flange connecting
the manifold and the branch pipe. Protective covers are fitted that completely cover the gas admission valves
and bellows. Thanks to these measures, even if gas leaks from the gas admission valve, the leaked gas is
passed through the intermediate space of the branch pipe and the intermediate space of the manifold, where it is
led to a vent pipe and finally emitted from gas-safe areas. (See Figure 3.6)
Double bellows
Flame arrester
Air flow
Filter
Leaking gas way
to air flow
Air space around
gas admission valve
Figure 3.6 Construction of gas fuel pipe (branch pipe).3)
Although the gas fuel supply pipe in the engine room consists of a double wall pipe construction, as described
later in Section 6.7, it has a single wall pipe construction in the gas valve unit room adjacent to the engine room.
The intermediate space of the double wall pipe is ventilated by a mechanical exhaust fan installed for ventilation
of the gas valve unit room. In this case, one of several methods can be used to intake air into the intermediate
space of the double wall pipe.
A typical method is to provide an air intake port at the end of the gas supply manifold (opposite side of the gas
inlet), as shown in Figure 3.7(a), which is generally used in steam turbine ships. Although the existence of an
opening in the engine room is of concern, even if the inner pipe of a double wall pipe is damaged and gas leaks,
the leaked gas will not be emitted into the engine room from the air intake port because the exhaust fan is always
in operation. If gas leaks, and if for some reason, the exhaust fan stops, the leaked gas may be emitted from the
air intake port, but the premise of the IGC Code and classification society rules is basically single fault, and this
kind of situation is not considered.
11
Other methods include the arrangement of a double wall vent pipe at the end of the manifold up to the outside of
the engine room. This makes it possible to intake air directly from the outside of the engine room into the
intermediate space of the fuel supply pipe. In this case, even if the exhaust fan stops, leaked gas will not be
emitted into the engine room and safety is enhanced; however, additional work is necessary to extend the double
wall vent pipe to the outside of the engine room (see Figure 3.7(b)).
Gas flow
Air flow
Engine room
Air inlet to
intermediate space Vent Air inlet to Vent
intermediate space
(a) (b)
Figure 3.7 Air intake ports to intermediate spaces of gas fuel double wall pipe.
12
3.2.4 Supply and control of fuel oil

The fuel oil supply system to the DFD engine consists of a system for pilot fuel oil and a system for back-up fuel
oil (see Figure 3.8). The fuel injection valve has two needle valves; the large needle valve is used in the diesel
mode, whereas the small needle valve is used for injecting pilot fuel oil in the gas mode.
The pilot fuel oil is adjusted to a specific pressure by a radial piston type engine-mounted pump and is led to the
fuel injection valve of each cylinder through a common rail pipe. The common rail pipe serves the role of
accumulating oil pressure and inhibiting fluctuations in pressure. Injection of the pilot fuel oil is electronically
controlled by a solenoid valve mounted in the fuel injection valve. The pilot fuel oil is injected into the
cylinder at a pressure of approximately 900 bar.
On the other hand, the back-up fuel oil is pressurized by a camshaft-driven fuel injection pump, and led to the
fuel injection valve. The fuel injection mechanism is the same as that of the fuel injection valve of diesel
engines generally used.
Fuel injection valve
Solenoid
Fuel injection pumps
Fuel injection pumps Pilot diesel Main diesel

for back-up fuel operation needle needle
Return fuel
Injection
valves
high pressure pilot fuel
Return fuel
Engine control
system
difference
Common rail for

Pressure
Pressure
Pressure
Booster Pilot
pump fuel
unit unit
Pilot fuel pump
Figure 3.8 Control of pilot fuel oil and backup fuel oil.1)
13
3.3 High pressure (two-stroke) DFD engines

The features of the ME-GI engine 4) manufactured by MAN Diesel SE are described below as an example of a
two-stroke DFD engine.
3.3.1 Construction of gas injection valve and fuel modes

Gas fuel is always injected under the combustion condition of the pilot fuel oil. For this reason, a fuel valve for
pilot combustion and a gas injection valve for gas combustion are provided on the cylinder cover. Unlike the
four-stroke DFD engine described in Section 3.2 above, the gas is led to the gas injection valve with the gas
pressure raised to 250-300 bar by a high pressure gas compressor.
Figure 3.9 shows a cross-sectional view of the construction of the gas injection valve. For fuel oil, the opening
/ closing of valve is controlled according to the injection pressure of the fuel oil, but the opening / closing of the
gas injection valve is controlled by the hydraulic oil (control oil). This valve is in the open condition only
when the pressure of the control oil has increased.
Control oil inlet
Sealing oil inlet
To vent.
Cylinder
cover Control oil
Seal oil
Gas spindle
Gas inlet
Figure 3.9 Construction of gas injection valve.4)
To prevent gas at high pressure from mixing with the control oil during the time when the valve is closed,
sealing oil is filled in the clearance of the spindle, and the pressure is set to be higher by about 25-50 bar than
the gas pressure. This sealing oil is used to lubricate the spindle. The consumption of sealing oil is small at
about 0.1 g/bhph. The consumed sealing oil is burnt in the combustion chamber.
To prevent gas leakage from the mounting part of the valve, a seal ring with good durability against high
temperature and gases is provided between the gas injection valve and the cylinder cover. Moreover, even
assuming that gas leaks through this seal ring, any leaked gas will be led to the ventilation space of the double
wall pipe through a hole provided in the cylinder cover and the gas injection valve for this purpose, and the gas
leak will be detected by a gas detector.
14
Fuel modes of the ME-GI engine may be any of the three types listed below (see Figure 3.10).
Fuel-oil-only mode Minimum fuel-oil mode Specified gas mode
Gas Gas
Fuel oil
Fuel
Fuel
Fuel oil
Fuel
Fuel oil
8% 8%
100% load 100% load 100% load
(a) (b) (c)
Figure 3.10 Fuel modes of the ME-GI engine.4)
(a) Fuel-oil-only mode

The “fuel-oil-only mode” is a fuel mode in which only fuel oil is used. This mode is used as a back-up
operation during normal gas combustion.
(b) Minimum fuel-oil mode (dual-fuel mode)

The “minimum fuel-oil mode” (“dual-fuel mode”) is enabled when the engine load exceeds approximately 30%.
In this mode, the GI control system minimizes the pilot oil amount to the lowest level (5% to 8%). The
principle of the gas mode control system is that it is controlled by the error between the desired discharge
pressure and the actual measured discharge pressure from the compressor system. The amount of fuel-gas (or
of pilot oil) used is either increased or decreased depending on the size of this error.
If the gas supply pressure is lower than the amount demanded by the GI control system, the control system
compensates for the shortfall by adding fuel oil. Therefore, it would be expected that this mode would be used
both during ballast voyage and laden voyage.
(c) Specified gas mode

The “specified gas mode” can be used when a limited, but constant amount of gas is available. In this mode,
the amount of gas available can be entered onto the GI control panel, and the opening time of the gas valve is
calculated on the basis of the value for the amount of gas entered. All fuel control is done by adjusting the
amount of fuel oil injected.
15
3.3.2 Dual fuel supply system

Figure 3.11 shows the fuel supply system 5) within and outside the DFD engine.
(1) Gas fuel supply pipe
Gas raised to a pressure of 250-300 bar by a high pressure gas compressor is led to the engine using single wall
gas fuel pipe in the cargo area, and a double wall gas fuel pipe in the engine room. The space between the
inner pipe (gas pipe) and the outer pipe of the double wall pipe, and the space around the valve and flange
connected to this space, are always ventilated. Ventilated air is taken in from gas-safe areas and forcedly
ventilated by exhaust draft fans having an exhaust capacity of 30 air changes per hour. The relevant spaces are
always in a state of negative pressure compared to the engine room.
Gas system on the engine Inside E/R Outside E/R
Exhaust receiver Sealing oil system

(could be outside E/R)
Pilot oil
V1
V2 Vent air Suction fan for
V3 intake double pipe system
Valve block Compressor
unit
Vent/purge line
V1: Shutdown valve
V2: Blow-off valve
V3: Purge valve Ventilation system Gas supply system
P Double wall pipe

Fuel oil Pressure Gas pipe
Booster Fuel oil pipe
Control oil/Servo oil pipe
Inert gas system
Sealing oil pipe
ELFI valve ELGI valve
Air flow direction
Gas flow direction
Control/Servo oil
Figure 3.11 Gas fuel supply system (ME-GI engine).5)
16
(2) Valve block
The ME-GI engine is provided with two sets of gas injection valves and two sets of pilot fuel valves per cylinder.
Gas is supplied to the gas injection valve through the valve block. A valve block is a cast steel block
consisting of the elements listed below, and is secured by bolts to the cylinder cover.
- Accumulator
- Gas shut-off valve
- Purge valve
- Blow-off valve
Gas is accumulated into the accumulator via a check valve. The pressure in the accumulator is measured each
time gas is injected. When a pressure drop exceeding 20-30 bar is detected, a gas leak from the seat part of the
gas injection valve or damage to the gas pipe is indicated; therefore subsequently, the safety device activates and
gas injection stops.
Gas accumulated in the accumulator is led to the shut-off valve (V1) through the hole in the valve block. During
the gas injection period, the shut-off valve is maintained in the open condition by the compressed air. The gas
is led to the gas injection valve through a hole in the cylinder cover and through the valve block from the
shut-off valve. A blow-off valve (V2) installed on top of the valve block is used to blow the gas in the gas
passage when necessary. A purge valve (V3) is also installed on top of the valve block. This valve releases
gas in the accumulator, and is used to stop the operation in the gas mode.
The leaked gas from each valve arranged on the valve block is led to the ventilation space of the double wall
pipe through the vent hole in the valve block. The construction is such that the gas detector installed in the
ventilation space can detect a gas leak regardless of the valve from which gas has leaked.
(3) Controlling the gas injection valve and pilot fuel valve
Figure 3.12 shows the change in the control oil pressure for gas injection valves and pilot oil injection pressure
due to the crank angle in the normal dual-fuel mode. Pilot oil is supplied by a fuel oil pressure booster, which
is controlled by an ON/OFF valve known as the electronic fuel injection (ELFI) valve. Gas injection is
controlled by an ON/OFF valve known as the electronic gas injection (ELGI) valve. When the ELGI valve is
open, it increases control oil pressure to open the two gas injection valves fitted on the cylinder cover.
800
Pressure (bar abs)
Pilot oil pressure

600
400
Control oil pressure
200
0
0 5 10 15 20 25 30 35 40 45
Crank angle (deg)
Figure 3.12 Pilot oil pressure and control oil pressure (dual-fuel mode).4)
17
If the pilot oil does not ignite during dual fuel operation for some reason, there is always a risk of unburnt gas
being emitted into the exhaust gas system. However, the design is such that if the injection pressure of the
pilot oil is inappropriate, gas will not be supplied to the gas injection valve.
The ELFI / ELGI valves and their actuators are built into the hydraulic cylinder unit (HCU) together with the
exhaust valve actuator and fuel oil pressure booster, as shown in Figure 3.13. The control oil is supplied by
engine-driven pump and electric pump. The construction of these pumps is similar to that of the general
electronically-controlled engine (ME engine).
Hydraulic cylinder unit

Fuel oil pressure booster
Exhaust valve actuator
ELFI/ELGI valve actuator
Fuel oil, 10 bar

200 bar
Gas, 250 bar
Alpha
lubricator Cyl. 1 CCU Cyl. 2 CCU Cyl. 3 CCU Cyl. 4 CCU Cyl. 5 CCU Cyl. 6 CCU
Safety and
accumulator
block
Main L.O. pump Fine auto filter

Piston cooling P P
+ bearings P
Servo oil P P
P
Servo oil return
to sump From sump Engine-driven Electric driven
hydraulic pumps hydraulic pumps
Figure 3.13 ME-GI engine hydraulic oil loop with common rail gas supply.5)
18
3.3.3 Control of BOG

Figure 3.14 shows an example of gas fuel control by combining the main engine and BOG combustion unit
(generally, called the “Gas Combustion Unit” or “Thermal Oxidiser”).
Fuel oil is used to start-up the engine, and the entire quantity of BOG generated is sent to this combustion unit.
Combustion of the fuel oil is continued until the engine load reaches approximately 30%. The high pressure
gas compressor starts together with the start of the engine, and the gas fuel pipe is purged with N2 at 8 bar.
After purging, the gas fuel is sent to the engine. When the gas in the accumulator of each cylinder reaches the
specified pressure and the gas fuel shut-off valve attached to the cylinder opens, preparations for gas injection
are completed.
Gas combustion occurs when the engine load is greater than 30%. The pressure of the gas led from the high
pressure gas compressor is controlled so that it is always constant (250 bar). That is, based on the difference
between the preset value and measured value of gas pressure, the quantity of gas discharged from the high
pressure gas compressor is adjusted so that the preset value is reached.
Start up on 100% Gas led to Compressor 8 bar N2 flushed

HFO/DO BOF oxidiser starts up in gas pipes
BOG evaporated 100% Compressor Gas burned

Engine on more BOF up to 250 bar in ME-GI
than 30% load
Emergency 100% Gas led to oxidiser Compressor

stop engine BOF when too much internal bypass
BOG is available of remaining gas
Not enough BOG Compressor Gas burning +

for full duel fuel up to 250 bar supplementary fuel
operation oil between 5-100%
Too high 100% Excess BOG Compressor 95% gas +

BOG amount BOF burned in up to 250 bar 5% HFO/DO
evaporated oxidiser
Engine momentarily
Momentary Gas burned in Recirculation change to HFO when gas
shut off of gas 100%
BOF oxidiser of gas pressure is reduced to less
supply system to buffer tank than 200 bar (Gas pipes and
valves are flushed with N2)
Compressor Compressor
LNG tankers LP compressor Oxidiser HP compressor Engine
Figure 3.14 BOG control system in ME-GI engine. 5)
19
During a ballast voyage, the ship is generally operated by retaining the LNG required just for the voyage to the
cargo loading site in the cargo tanks. In this case, BOG sufficient for 100% engine operation will not be
generated, so operation in the dual-fuel mode is continued while replenishing the shortfall with fuel oil.
Conversely, if more BOG than the quantity required is generated during a full-load voyage, the minimum limit
of fuel oil is used as pilot fuel, and the excess gas is burnt in the BOG combustion unit.
When the gas supply is stopped during engine operation, the master gas fuel valve is closed, and all the gas
generated is burnt in the BOG combustion unit. When the gas fuel pressure drops below 200 bar, the operation
is switched over immediately to the fuel-oil-only mode after the gas fuel shut-off valve fitted to the cylinder is
closed. The gas pipes and valves between the master gas fuel valve and the gas fuel shut-off valve are then
purged with nitrogen.
20
3.4 Safety measures
3.4.1 Combustion monitoring

When the DFD engine is operating on gas fuel, and if misfiring or poor combustion occurs, unburnt gas is
discharged into the exhaust pipe, which leads to risks of unexpected explosions. To prevent explosion, faults
that could arise and their effects are generally predicted using such methods as failure modes and effects analysis
(FMEA). The items to be monitored are determined based on the results of such analysis.
Table 3.1 shows the items to be monitored according to the Guidance of the Society. Excluding items not
required to be monitored by FMEA and so on, the items listed in Table 3.1 are at a minimum be monitored.
When an abnormality is found, the gas fuel supply to the engine is to be cut off automatically and controls are to
be implemented so that the engine can be operated by fuel oil.
Table 3.1 Condition Monitoring related to Combustion in DFD Engines

Automatic activation of the
Items to be monitored Alarm
block and bleed valves
Abnormalities in gas fuel injection valve
a. X X
Abnormalities in pilot fuel oil injection valve

b. X X
Abnormalities in suction valve (for trunk-piston type diesel

c. X X
engine) and exhaust valve
Abnormalities in exhaust gas temperatures at each cylinder
d. X X
outlet (temperature-high and deviations from average)
Abnormalities in pressure of each cylinder
e. (X) (X)
Blow-by through suction valve (for trunk-piston type engine)

f. (X) (X)
and exhaust valve
Notes:
(1) (X) indicates ‘Recommendation’.
21
3.4.2 Protection against explosions in DFD engines

(1) Locations for installation of gas detecting system
The key locations where leakage of gas fuel could occur include the gas fuel injection valve body and its
mounting part on the cylinder cover, the space below the piston (for crosshead type engine), crankcase (for trunk
piston type engine), exhaust pipe, engine-mounted gas supply piping, and other similar locations. In the case of
a high pressure DFD engine, the probability of a gas fuel leak accompanying the direct compression stroke of
the gas fuel in the cylinder is small, but not zero. According to the Guidance of the Society, the locations
where gas leaks can occur are given in Table 3.2, and gas detectors or equivalent equipment are to be provided to
protect these locations.
Table 3.2 Location for Installation of Gas Detectors in DFD Engines

Automatic activation of the
Locations Alarm
block and bleed valves
a. Crankcase (for trunk-piston type engine) (1) X X
b. Space below each piston or scavenging air manifold (for
X X
crosshead type high-pressure engine)
c. Void space between gas fuel injection line and shielding
X X
system (for high-pressure engine) (2)
d. Ventilation hood or casing provided for areas occupied by
flanges, valves, etc., and for the gas fuel piping of the gas fuel X X
utilization units (2) (3)
Notes:
(1) Crankcases of low-pressure DFD engines are to be provided with an automatic inert gas spraying system.
(2) To be applied except in cases where the same void space is common to the void space of protective pipes or
ducts for the gas fuel supply piping.
(3) See Paragraph 16.3.4 of the IGC Code
(2) Measures to prevent spread of damage due to explosion

Relief valves are to be provided at locations with a high probability of explosion as protection in the event an
explosion occurs, or measures to prevent the spread of damage due to an explosion are to be adopted. Table 3.3
shows the relevant measures prescribed in the Guidance of the Society.
(3) Ventilation in crankcase

Generally, in oil-fired diesel engines, a vent pipe (oil mist pipe) is installed in the crankcase to prevent
accumulation of oil mist in the crankcase, and the vent pipe for each engine is independently led to the mist box
in the funnel. The vent pipes from the lubricating oil sump tanks and lubricating oil systems of other
equipment are also led to the mist box.
Since an oil film is present on the inner wall of the vent pipe, if a fire or explosion occurs in the crankcase or in
the mist box, there is always the risk that the fire may propagate in the pipes resulting in widespread damage.
In such pipes, a flame arrester is generally provided at the open end of the pipe, but sometimes this flame
arrester may be omitted for any of the following reasons:
- The mist box in the funnel has a low probability of an outbreak of fire.
- There is a low probability that flames due to the explosion in the crankcase will propagate through the vent
pipe.
- The wire gauze (flame arresting screen) becomes clogged with oil.
22
Table 3.3 Measures for Protecting against Explosion of DFD Engines

Items to be protected Means
a. Each cylinder Relief valve or other means
b. Crankcase for each crankthrow Relief valve (1)
c. Casing for camshaft-driven equipment or similar equipment (in cases Relief valve
where the casing is independent from the crankcase)
d. Each gas fuel injection pipe (for low-pressure engine) Non-return valve (2)
e. Suction manifold (for low-pressure engine) (3) Relief valve or other means
f. Exhaust gas manifold before the turbocharger (for high-pressure Relief valve or other means
engine) (4)
g. Exhaust gas pipes after the turbocharger Relief valve or other means
Notes:
(1) The construction and operating pressure of the relief valves are to be determined considering explosions
due to gas fuel leaks, as well.
(2) Rupture disks or other means are to be provided between the gas fuel injection line and the non-return
valve to prevent the failure of the gas fuel injection lines due to abnormal pressure peak, if considered
necessary by the Society.
(3) A system that delivers gas fuel directly to the suction line before the suction valve is to be provided with
measures to prevent backfiring in each suction pipe.
(4) Measures should also be provided for protecting the exhaust gas manifold before the turbocharger of
low-pressure engines, if considered necessary by the Society.
Since there is a possibility of gas leaks into the crankcase in a DFD engine, any oil mist and leaked gas must
both be led to a safe location using the vent pipe. In this case, considering only the leaked gas, the general
procedure is to lead the gas to the vent mast in the cargo area, but if discharging the oil mist simultaneously is to
be considered, then it may be preferable to lead the gas to the mist box in the funnel instead because of the
reasons mentioned below.
Vent pipes from pressure relief valves of the cargo tanks and the gas fuel supply piping are assembled in the vent
mast, and wire gauze is provided at the open ends of these vent pipes. However, this wire gauze is meant to
prevent the ingress of foreign matter, and is not a flame arresting screen. This is because an outbreak of fire in
the vent mast is unlikely； moreover, ingress of flames from the vent pipe into the vent mast also cannot be
visualized.
On the other hand, in the case of the crankcase vent pipe, flames that occur during an explosion in the crankcase
may propagate through the pipe. In particular, if a gas leak occurs in the crankcase of a DFD engine and leaked
gas is also present in the vent pipe, then the probability of propagation of the fire increases. Such a pipe that
could become the source of fire should preferably not be led to the vent mast, where many vent pipes are
assembled. Even if a flame arrester is fitted to the open end of the vent pipe in the vent mast, the possibility of
igniting the gas discharged from other vent pipes cannot be ruled out. For this reason, and considering the
safety of the cargo tanks, the crankcase vent pipe of a DFD engine should preferably be led to the mist box in the
funnel rather than to the vent mast.
Based on the above considerations, the vent pipe of the crankcase leads to the mist box in the funnel under the
conditions mentioned below (see Figure 3.15).
- The crankcase vent pipes of two or more engines are not to be mutually interconnected.
- A flame arrester is to be fitted to the vent pipe.
23
MIST BOX
FLAME ARRESTER FUNNEL
TO DRAIN
DFD ENGINE DFD ENGINE
L.O. SUMP TANK L.O. SUMP TANK
Figure 3.15 Arrangement of crankcase vent pipes in DFD engines.
Figures 3.16(a) and 3.16(b) show examples of safety measures used in a low-pressure DFD engine.
Figure 3.16(a) shows an example of the disposition of equipment related to ensuring the safety of gas fuel piping,
air inlet piping, and exhaust gas piping in a DFD engine. The gas detector is generally installed on the vent exit
side of the double wall pipe intermediate space. This is because gas leaking from a gas pipe, joint flange,
bellows, gas admission valve, etc., is likely to accumulate at this location.
A relief valve (or rupture disk) is generally installed in the air intake manifold and exhaust manifold as a
measure against the occurrence of explosion due to a gas leak. A temperature sensor is fitted to the exhaust
pipe of each cylinder. This sensor is used to control the combustion and diagnose the condition of each
cylinder.
Figure 3.16(b) shows an example of the disposition of equipment related to ensuring the safety of the DFD
engine unit. Various kinds of condition monitoring methods using special sensors may be considered to detect
abnormalities in fuel oil injection valves, air intake valves, and exhaust valves,. However, detection of
abnormalities in most cases can generally be performed by monitoring the exhaust temperature in each cylinder.
Oil mist detectors in the crankcase are required to be installed for engines installed in ships to which the Rules
for Automatic Remote Control Systems apply, and not for DFD engines. The gas detector sensor unit in the
crankcase may be installed in the vent pipe (oil mist pipe), as shown in the figure, only when a splash of
lubricating oil in the crankcase is judged to affect the gas detecting function of the detector.
24
Turbine Temperature sensor

Exhaust gas
Relief valve
T T
Cylinder
Gas admission valve
with flame arrester
Compressor
Charge air
Relief valve
GAS FUEL G
Double-wall pipe
Gas sensor
Air flow
(a) Safety measures related to DFD engine piping system.
Relief valve for cylinder

Vent
Gas
Exhaust Air
gas
Flame arrester
Relief valve
Gas sensor
Flame arrester
Oil mist detector O
N2
(b) Safety measures for DFD engine unit.
Figure 3.16 Safety measures for trunk-piston type low-pressure DFD engines.
25
3.4.3 Monitoring, alarms and safety devices of gas compressor

Low-pressure and high-pressure gas compressors are used to supply gas in low-pressure and high-pressure DFD
engines, respectively. Table 3.4 shows the monitoring, alarms and safety devices required by the Guidance of
the Society for these gas compressors.
Table 3.4 Monitoring, Alarms and Safety Devices Required for Gas Compressors
Automatic
Items Monitoring Alarm
shut-down
a. Remote stopping from a position which is always and easily
X
accessible, and also from the engine room (1)
b. Emergency stopping from a local position and from the
X
control station (2)
c. Pressure relief valves of the delivery side (in the case of
volumetric gas compressors) (3)
d. Gas inlet pressure (4) Low Low
(X)
X
e. Gas outlet temperature (5) High High High
(X)
X X
f. Lubricating oil pressure (5) Low Low Low
(X)
X X
g. Sealing liquid pressure of shaft seal assembly (5) Low Low Low
(X)
X (7) X (7)
h. Stopping of cooling water supply or cooling water outlet High High High
(X)
temperature (5) X (7) X (7)
i. Loss of control power (5)
X
j. Surging (in the case of centrifugal type gas compressors) (5)

X (7) X (7)
k. Sealing liquid pressure of bearing (5) Low Low Low

(X)
X (7) X (7)
l. Safety devices required for the driving units of gas
X X
compressors (5) (6)
Notes:
(1) Remote stopping required by Paragraph 16.4.2 of the IGC Code.
(2) See Paragraph 2.4.3, Annex 1, Part N of the Guidance to the Rules.
(3) Gas discharged from the relief valve is to be lead to the suction line of the compressor. The size of the
pressure relief valve is to be determined in such a way that, with the delivery valve kept closed, the
maximum pressure does not exceed by more than 10% the maximum working pressure. (See Paragraph
16.4.2 of the IGC Code.)
(4) The value of the suction pressure for shut-down of the compressor is to be determined based on the set
pressure of the vacuum relief valves of the cargo tanks. (See Paragraph 16.4.2 of the IGC Code.)
(5) See Paragraph 2.4.2, Annex I, Part N of the Guidance to the Rules.
(6) See Section 3.3 (stem turbine) and Section 4.3 (gas turbine), Part D of the Rules, and Section 2.3, Part
H of the Rules.
(7) To be provided with alarms or safety devices.
(8) (x)-marked monitoring may be omitted if alarms or safety devices are installed.
26
3.5 Accessory equipment

Requirements to be given special attention related to equipment other than gas fuel piping from among the
accessory equipment of DFD engines are as given below.
3.5.1 Exhaust gas piping system

Exhaust gas pipes or exhaust pipes of any other engine or equipment are not to be connected to the exhaust
gas pipes of a DFD engine (Paragraph 2.4.1, "Annex 3” and “Annex 4", Part N of the Guidance to the
Rules). An appropriate gradient is also to be given to the exhaust pipe after the turbocharger so as to
prevent the creation of any gas pockets.
The exhaust gas of ordinary oil-fired diesel engines for propulsion may be used as the heat source for the
boiler (exhaust gas boiler and composite boiler). In such cases, a linkage with the exhaust gas pipe may be
allowed (see Paragraph 13.16.1-3, Part D of the Rules). Linkage with the exhaust gas pipe may be allowed
even in DFD engines only when the exhaust gas is used as a heat source for the boiler. However,
precautions must always be taken against mixing gas fuel with exhaust gas during operation of the DFD
engine when the exhaust gas is heated by firing of the boiler.
3.5.2 Starting air piping system

If a fault occurs in the starting valve on the cylinder, there is a risk of an outbreak of fire from ignition of
accumulated gas fuel or unburnt fuel oil accumulated in the starting air manifold due to backfiring from the
combustion chamber to the manifold. For this reason, a flame arrester is to be installed in the starting air
branch pipe to each cylinder (Paragraph 2.4.2 of “Annex 3” and “Annex 4”, Part N of the Guidance to the
Rules).
Moreover, in the case of direct reversing DFD engines, a rupture disk is to be installed at the appropriate location
of the starting air manifold as the final means of releasing air (Paragraph 2.5.3-1.(3), Part D of the Rules).
3.5.3 Lubricating oil piping system

If gas fuel leaks into the crankcase of a DFD engine, the leaked gas may also accumulate in the lubricating oil
sump tank. The vent pipe of the lubricating oil sump tank may be led to the mist box of the funnel subject to
installation of a flame arrester, which is similar to the vent pipe of the crankcase.
With regard to the connection of the vent pipes, the vent pipe of the crankcase may be connected to the vent pipe
of the lubricating oil sump tank for each DFD engine, as shown in the example in Figure 3.15. However, vent
pipes after connection are to be led to the mist box in the funnel through a flame arrester. The connection of
each vent pipe of the lubricating oil sump tank may also be accepted if each vent pipe of the crankcase is
separately installed.
3.5.4 Cooling water piping system

Equipment that comes in contact with gas fuel, such as cylinder liners, cylinder covers, and gas fuel
injection valves, are cooled by fresh water. The fresh water cooling pipe system consists of a closed circuit
comprising equipment such as fresh water cooler, fresh water pump, and fresh water expansion tank, in
addition to cooled equipment. If any of the equipment that comes in contact with the gas fuel becomes
damaged, for example by cracking, it is possible for the gas fuel to leak into the cooling fresh water from
the damaged part. To prepare for such eventualities, a vent pipe is to be installed in the fresh water
expansion tank and this pipe should be led to the vent mast. Installation of a flame arrester at the open
27
end of the vent pipe is also recommended.
The vent pipe may be connected to a vent pipe of the same kind (for example, vent pipe installed in the gas
fuel supply pipe) and need not be led independently.
28
Chapter 4 Re-liquefaction units
4 Re-liquefaction units
4.1 Construction
The construction of a re-liquefaction unit varies depending on whether the cargo is LNG or LPG. In cases
where the cargo is LPG such as propane or ethane, the cargo can be condensed (liquefied) by pressurization even
under normal temperature. However, LNG, in which methane is the main component, cannot be liquefied at
normal temperature. To pressurize and liquefy methane, it needs to be cooled to at least below the critical
temperature (-82.5˚C); in practice, it is usually cooled to approximately -150˚C 6). A system diagram of the
Hamworthy LNG re-liquefaction unit 7) 8) is shown in Figure 4.1. The construction of the re-liquefaction unit is
described here referring to the example presented in this figure.
(a) Cargo cycle
BOG is led to the cargo machinery room from the cargo tank by a low duty compressor, and is compressed to
4.5 bar by two centrifugal compressors after being passed through the pre-cooler. The pressurized BOG is
condensed by the plate-type heat exchanger in the cold box, where it is cooled to about -160˚C, and led to the
gas-liquid separator. The LNG in the gas-liquid separator is returned to the cargo tank. On the other hand, N2
does not condense at a pressure of 4.5 bar, and exists as air bubbles in LNG. Therefore, after separation in the
gas-liquid separator, it is discharged to the atmosphere from the vent mast, or sent to the BOG combustion unit
where it is burned.
M BOG compressor
(-60˚C)
(+25˚C)
To vent or GCU
reservoir
Nitrogen
(+40˚C)
(-140˚C)
Pre-Cooler
BOG
(-110˚C)
Recycling Separator
(-160˚C)
2 3 By-pass
(+90˚C)
1 M E (-160˚C)
Suction throttle To tank
1,2,3: Compressor E: Expander ( ): Temperature
Figure 4.1 Schematic construction of a re-liquefaction unit.8)
29
(b) Refrigeration cycle
The cryogenic condition needed for BOG re-liquefaction is generated by the compression / expansion cycle
using N2 as the refrigerant. Nitrogen gas at a pressure of 13.5 bar is compressed to a pressure of 57 bar by a
three-stage set of centrifugal compressors. The N2 gas is cooled by sea water or fresh water after compression
at each stage, then led to the pre-cooling unit of a plate-type heat exchanger for cooling to a temperature of about
-110˚C at the relevant part, and then sent to an expander. The N2 gas, which is expanded to a cryogenic
temperature of about -163˚C and a pressure of 14.5 bar, is sent to the supercooling unit of the heat exchanger,
and BOG is liquefied here. Subsequently, the N2 gas is passed through the pre-cooling unit of the heat
exchanger, and returned to the inlet side of the three-stage compressor.
4.2 Arrangement
Figure 4.2 shows an example arrangement of the equipment constituting the re-liquefaction unit illustrated in
Figure 4.1. The re-liquefaction unit is installed in the cargo machinery room in the cargo area. It is necessary
for the BOG compressors and the refrigerant compressors / expanders and related equipment constituting the
re-liquefaction unit to be completely duplicated (100% redundancy), including their drive sources, as described
in section 4.3.1 later. Duplication of the plate-type heat exchanger used for cooling LNG with excess capacity
and the piping is not required. The plate-type heat exchanger consists of the N2 pre-cooler, BOG condensing
unit and LNG supercooler. The plate-type heat exchanger and gas-liquid separator are equipment used under
cryogenic temperatures. Since these items are to be kept segregated from heat in the surrounding areas, they
are enclosed in a special insulated box commonly referred to as a “cold box”.
Equipment in direct contact with cargo, that is, BOG pre-cooler, BOG compressors, and cold box, are arranged
in gas-hazardous areas partitioned by bulkheads. On the other hand, refrigeration equipment (compressors,
expanders, and motors), motors for BOG compressors, etc., are arranged in gas-safe areas.
3 stage centrifugal compressors

with expanders and electric motors Cold box and separator
M
M
M
Pre-cooler
M
BOG compressors
and electric motors
N2 reservoir
Figure 4.2 Example of arrangement of equipment constituting a re-liquefaction unit

(for membrane ships).
30
4.3 Requirements related to re-liquefaction units
4.3.1 Processing ability and redundancy of re-liquefaction units

When the re-liquefaction unit is used as the only means of serving as a pressure / temperature control system for
cargo, that is, as a BOG treatment system, the following redundancy is required for the re-liquefaction unit
(Paragraph 7.2.1 of the IGC Code and Paragraph 1.2, GC10 of IACS UI).
i) A re-liquefaction unit is to be provided with a stand-by affording spare capacity at least equal to the
largest required single unit. A stand-by unit is to consist of a compressor with its driving motor,
control system and any necessary fittings to permit operation independently of the normal service.
ii) A stand-by LNG / refrigerant heat exchanger need not be provided and the fitted LNG / refrigerant
heat exchanger will not be required to have 25% excess capacity over that for normal requirements,
considering that corrosion and fouling problems are not expected in the heat exchangers.
iii) Other heat exchangers utilizing water cooling should have a stand-by or have at least 25 percent
excess capacity.
iv) Separate piping systems are not required.
According to the requirements mentioned above, it is a general practice that one plate-type heat exchanger for
cooling LNG and one gas-liquid separator are provided whereas BOG compressors, N2 gas compressors /
expanders, and N2 gas coolers, etc., are duplicated, as shown in Figure 4.2.
4.3.2 Cargo / BOG circuit

Table 4.1 shows the Rules and Guidance of the Society applicable to piping and process pressure vessels and so
on used in a cargo piping system for the re-liquefaction of BOG.
Table 4.1 NK Rules and Guidance Applicable to a Piping System for Re-liquefaction of BOG
Categories NK Rules and Guidance to be applied

Piping systems (pipes, valves, Chapter 5, Part N of the Rules (Chapter 5 of the IGC Code),
couplings, etc.) Chapter N5, Part N of the Guidance (including Annex 1)
Process pressure vessels Chapter 4, Part N of the Rules (Chapter 4 of the IGC Code),
(Pre-coolers, separators, etc.) Requirements related to type C independent tanks described in Chapter
N4, Part N of the Guidance
BOG compressors, LNG pumps Annex 1, Part N of the Guidance
(return pumps), etc
Cryogenic heat exchangers Annex 1, Part N of the Guidance, ASME Section VIII, etc.
(Plate-type heat exchangers)
General requirements on Chapter 6, Part N of the Rules (Chapter 6 of the IGC Code),
materials Chapter N6, Part N of the Guidance
31
(1) General requirements related to piping system

A cargo piping system used for the re-liquefaction of BOG is to satisfy the following requirements similarly to a
general cargo piping.
i) Protection from excessive stresses due to thermal expansion and contraction (Paragraph 5.2.1.2 of the
IGC Code):
Provision is to be made by the use of offsets, loops, bends, mechanical expansion joints such as
bellows, slip joints and ball joints or similar suitable means to protect the piping, piping system
components from excessive stresses due to thermal movement. Where mechanical expansion joints
are used in piping, they are to be kept to a minimum and are to be of the bellows type.
ii) Thermal isolation of low-temperature piping from the hull structure (Paragraph 5.2.1.3 of the IGC
Code):
Low-temperature piping is to be thermally isolated from the adjacent hull structure, where necessary,
to prevent the temperature of the hull from falling below the design temperature of the hull material.
Where liquid piping is dismantled regularly, or where liquid leakage may be anticipated, such as at
pump seals, suitable protection for the hull beneath is to be provided.
iii) Electrical bonding (Paragraph 5.2.1.4 of the IGC Code):
Where piping is separated from the ship’s structure by thermal isolation, provision is to be made for
electrically bonding both the piping and the structure. All gasketed pipe joints and hose connections
are to be electrically bonded.
iv) Relief valves (Paragraph 5.2.1.6 of the IGC Code):
All pipelines or components* which may be isolated in a liquid full condition are to be provided with
relief valves.
* Note:
For example, this refers to following pipelines (Paragraph 5.2.1-7, Part N of the Guidance to the
Rules).
- Pipeline between two adjacent stop valves.
- Pipeline between stop valve and compressor or pump likely to be liquid full. However, where
the relief valve mounted on the compressor or pump is in an effective condition, this requirement
may be dispensed with.
v) Discharging from relief valves (Paragraph 5.2.1.7 of the IGC Code):
Relief valves discharging liquid cargo from the cargo piping system are to discharge into the cargo
tanks, alternatively they may discharge to the cargo vent mast if means are provided to detect and
dispose of any liquid cargo which may flow into the vent system. Relief valves on cargo pumps are
to discharge to the pump suction.
(2) Strength of a plate-type heat exchanger

The plate-type heat exchanger referred to in Table 4.1 has plates in the pressure-resistant unit that are of a special
shape; thus, the general rules related to strength calculations are not applicable to it. Approval of plate-type
heat exchangers requires that a rupture test based on Section VIII of ASME or other verification test equivalent
to this be satisfactorily performed.
32
4.3.3 Refrigerant circuit

(1) Refrigerant piping
Relevant provisions of the Rules for Cargo Refrigerating Installations apply to refrigerant piping. However,
for classifying refrigerant pipes using N2, pipes to be used at locations where the temperature is less than 0˚C are
treated as Group I pipe, while pipes to be used at locations where the temperature is 0˚C or more are treated as
Group III pipe. Accordingly, the requirements related to the testing and materials of pipes vary depending
upon these categories. (See Paragraph 12.1.3, Chapter 12, Part D of the Rules.)
(2) N2 compressors / expanders

Relevant requirements of Rules for Cargo Refrigerating Installations apply to N2 compressors. Although the
N2 expander is refrigeration machinery, it is treated as cargo machinery since operating temperatures reach
cryogenic conditions. Thus, the provisions of "Annex 1", Part N of the Guidance to the Rules are applied to the
N2 expander, where "compressor" in the provisions is to be read as "expander".
From the requirements related to materials, in principle, material tests of impellers, casing, and the like (parts
used below 0˚C) of the N2 expander are to be carried out in the presence of the surveyor.
(3) Cryogenic heat exchangers

To prevent BOG from mixing within the refrigerant piping in the cryogenic heat exchanger (plate-type heat
exchanger), the pressure in the refrigerant circuit is to be maintained at a pressure greater than the pressure in the
BOG circuit at all times
(4) Cold box

i) A gas detector is to be installed in the cold box. If a gas leak is detected, an alarm is to be activated
in the cargo control room.
ii) To prevent excessive pressure in the cold box due to leakage of BOG or N2 from equipment, a relief
valve is to be installed in the cold box. A vent pipe is to be installed in the relief valve, and
discharges through this pipe are to be led to a safe location.
iii) Provision is to be made for purging the cold box with inert gas.
(5) Cooling water system

The provisions of Paragraph 7.2.3, Part N of the Rules (Paragraph 7.2.3 of the IGC Code) and Paragraph 3.2.8 of
the Rules for Cargo Refrigerating Installations apply to cooling water systems. The fresh water (or sea water)
system used to cool N2 is to satisfy the following requirements.
i) At least two cooling water pumps are be provided and arranged such that they can be switched over
and used when necessary. In this case, one of the pumps may be used for other purposes; however,
even if a pump is being used for other services, it is to be capable of supplying the required quantity
of water.
ii) If sea water is used, the cooling water is to be taken in from at least two sea connections (suctions).
These sea connections are to be arranged on both the port and starboard sides as far from each other
as possible.
33
4.3.4 Monitoring, alarms and safety devices

For the equipment used in cargo / BOG circuits, monitoring, alarms and safety devices are required, as shown in
Table 4.2.
Table 4.2 Monitoring, Alarm and Safety Devices Required for Equipment in Cargo / BOG Circuits
Automatic
shut-down (1)
a. BOG compressors See Table 3.4 of these Guidelines (except for item a. )
High, Low
b. Liquid level in gas-liquid separators
X
30% LEL 60% LEL
c. Gas detection in cold boxes
X X
N2 inlet temperature in cryogenic heat High
d. X
exchangers X
Notes:
(1) Automatic shut-down of BOG compressors.
(2) LEL: Lower explosion limit (or Lower flammable limit).
The monitoring, alarms and safety devices listed in Table 4.3 are required for the N2 compressor (or expander)
used in the refrigerant circuit.
Table 4.3 Monitoring, Alarms and Safety Devices Required for N2 Compressors (or Expanders)
Automatic
shut-down
Pressure relief valves of the delivery side (in
a.
the case of volumetric N2 compressors) (1)
Lubricating oil pressure (in the case of forced Low Low Low
b. (X)
lubricating system) (2) X X
c. N2 inlet pressure X
N2 inlet temperature (in the case of N2 High
d. X
compressors) X
e. Loss of control power (3) X X
Low Low Low
f. Sealing gas pressure (3) (X)
X (5) X (5)
g. Safety systems for the driving units (3) (4) X X
Notes:
(1) See Paragraph 3.2.10 of the Rules for Cargo Refrigerating Installations and Paragraph 16.4.2 of the
IGC Code.
(2) See Paragraph 3.2.1-2 of the Rules for Cargo Refrigerating Installations.
(3) See Paragraph 2.4.2, Annex 1, Part N of the Guidance to the Rules.
(4) See Section 3.3 (steam turbine) and Section 4.3 (gas turbine), Part D, and Section 2.3, Part H of the
Rules.
(5) To be provided with alarms or safety devices.
(6) (x)-marked monitoring may be omitted if alarms or safety devices are installed.
34
Chapter 5 BOG combustion units
5 BOG combustion units
5.1 Construction
The BOG combustion unit (generally called the “Gas Combustion Unit“ or “Thermal Oxidiser”; hereafter
referred to as the “GCU“) burns BOG generated in cargo tanks, and is generally installed as a stand-by for the
re-liquefaction unit or the DFD engines. The GCU is required to have compact construction because space for
installing large equipment is limited onboard ship. The GCU should have closed combustion so that flames are
not emitted from the ship and, considering safety, the surface temperature should be restricted to a low level.
Figure 5.1 shows a GCU 9) produced by SAACKE GmbH, and the overall construction of the GCU is described
here referring to this GCU as an example. The GCU consists of a combustion chamber (inner chamber) and an
outer casing. The burners of this GCU consist of one main burner for BOG combustion, two BOG pilot
burners, and two fuel oil pilot burners. The main burner is a swirl-type burner that supplies excess air and
lowers the mean temperature within the combustion chamber; moreover, it also contributes to reducing NOx
emissions.
The combustion gas is discharged into the space between the combustion chamber and the casing through
several nozzles in the upper part of the combustion chamber. Cooling air is supplied by dilution fans fitted to
cool this space; as a result, the temperature at the combustion unit outlet can be restricted to approximately 450
degrees. Strength members are used for the casing of the combustion chamber since thermal deformation could
otherwise occur, and a ceramic lining is provided on the inner surface of the casing. By adopting a ceramic
lining and introducing cooling air, the temperature of the outer surface of the casing is restricted to a low level so
that the surface can even be touched by hand.
450˚C
Nozzle
GI: Gas Igniter

OI: Oil Igniter
Burner
GI OI
Dilution Air Dilution Air
Gas pipe 1
BOG Combustion Air
Gas pipe 2
Ignition Air
Fuel Oil
Figure 5.1 Schematic view of the construction of a GCU.9)
35
The pressure of the BOG is about 5 bar. The BOG is supplied through piping installed within a special gastight
room. In addition to the usual “BOG combustion mode”, the operational modes of this GCU also include a
“stand-by mode”, a “stand-by eco mode”, and a “tank purging mode”. Furthermore, it can also burn the vent
gas discharged from the re-liquefaction unit.
5.2 Arrangement
Figure 5.2 shows an example of the arrangement of a GCU. The GCU is generally installed in the funnel space
that extends over four tiers of decks.
BOG supply piping and valves, burners, control system and draft fans for combustion are installed on the lowest
deck. Burners, BOG valves, and associated components are arranged in a gastight burner room, where gas
detectors and fire extinguishing systems, etc., are installed. A self-closing type door is also installed in this
burner room. Since the burner room is kept under negative pressure, the door is fitted so as to open outward
from the room. This arrangement prevents the door from being kept in an open condition.
Axial dilution fans for cooling and an exhaust fan for ventilating the burner room are installed on the deck above
the lowest deck. Air is supplied with practically no pressure loss from the ventilation port on the starboard and
port sides to the dilution fans. The two decks above this deck include spaces for exhaust gas piping.
Combustion chamber Funnel
Dilution air fan Dilution air fan
Exhaust fan Dilution air inlet

for burner room
Fresh air inlet
for burner room
Burner room
Central air
Gas valve train Combustion air fan

Swirl burner
Figure 5.2 Arrangement of GCU.9)
36
5.3 Requirements related to GCUs
5.3.1 Processing ability and redundancy of GCUs

When multiple GCUs are installed as the only BOG treatment equipment onboard ship, provision is to be made
to burn the BOG at the designed boil-off rate (100%) even if one unit fails. Accordingly, the relationship
between the processing ability and number of units installed is expressed as the following examples:
- GCU with 100% processing ability x 2, or

- GCU with 50% processing ability x 3.
However, considering the construction of GCU, it is possible to ensure sufficient reliability even in the case of
single unit. A GCU has a comparatively simple construction, and components that are likely to fail are
restricted to fans, burners and the like. Considering this, even if the GCU has one casing, the reliability of the
GCU having multiple components shown in Table 5.1 may be treated as being equivalent to that of two GCUs
with 100% processing ability.
Table 5.1 Requirements for Equivalency to Two GCUs (100% x 2)

Item Processing ability x number
a. Forced draft fan for combustion 100% x 2 units or 50% x 3 units
b. Dilution fan for cooling 100% x 2 units or 50% x 3 units
c. Electric ignition device 2 units
d. Pilot burner 2 units
e. BOG combustion burner 100% x 2 units
However, single gas burner unit may be accepted
provided that it is determined to have an adequate level
of reliability
f. Control system 2 sets
In addition, regardless of the redundancy of GCU and its components, at lease one spare set of consumables such
as nozzle tips and movable parts of the burners are also to be provided onboard the ship.
5.3.2 General requirements related to GCUs

In accordance with the provisions of "Use of cargo as fuel" in Chapter 16 of the IGC Code, the GCU is to satisfy
the requirements described below.
(1) Arrangement
The GCU is to be installed at a gas-safe location such as the funnel space.
(2) Burner room

i) A ventilation hood, casing or other dedicated space (hereafter referred to as “burner room”) is to be
provided for the areas occupied by valves and flanges in the gas supply piping, burners and so on
(Paragraph 16.3.4 of the IGC Code).
37
ii) The burner room is to be provided with a mechanical exhaust ventilation system. If one burner
room is arranged in the ship, the burner room is in principle to be provided with at least two sets of
ventilation fans.
iii) The burner room is to be provided with a gas detecting system of fixed type. If one burner room is
arranged in the ship, the burner room is to be provided with at least two units of gas sensors.
However, one unit of gas sensor may be accepted if the gas sensor is provided with a self-monitoring
function.
iv) The ventilation inlet and discharge for the required ventilation systems are to be respectively from
and to a safe location (Paragraph 16.3.5 of the IGC Code).
v) Access provided from a gas safe space to the burner room is to be achieved by means of a
self-closing door.
(3) Uptake
i) The uptake of the GCU is to be independent of the uptakes of other GCUs, boilers and the like
(Paragraph 16.5.1 of the IGC Code).
ii) The temperature of exhaust gas emitted from the GCU is not to exceed 535˚C (Paragraph 154.703
(b), (1) of CFR 46, USCG).
iii) Measures are to be taken to ensure that flames from the combustion chamber are not visible from
outside the ship (Paragraph 154.703 (b), (2) oｆ CFR 46, USCG).
(4) Combustion chamber

i) The combustion chamber is to be of suitable shape so as not to present pockets where gas may
accumulate (Paragraph 16.5.3 of the IGC Code).
ii) Arrangements are to be made so that, in case of flame failure of gas burners, the combustion chamber
of the GCU is automatically purged before re-ignition. Arrangements are also to be made to enable
the GCU to be manually purged (Paragraph 16.5.6 of the IGC Code).
5.3.3 Burner system

The provisions of Paragraph 16.5.4, Part N of the Rules (Paragraph 16.5.4 of the IGC Code) and Paragraph 2.3,
"Annex 2", Part N of the Guidance to the Rules, which prescribe the requirements for a burner system of the
main boiler, are also to apply to a burner system of GCU. The burner system is to satisfy the following
requirements.
i) Gas nozzles for combustion are to be fitted in such a way that gas fuel is ignited by an electric
ignition device or pilot fuel oil burner.
ii) A flame scanner is to be installed and arranged to assure that gas flow to the burner is cut off unless
satisfactory ignition has been established and maintained.
iii) Each burner is to be provided with at least two flame detectors. However, one flame detector may
be accepted if the detector is provided with a self-diagnostic function.
iv) Gas fuel supply pipes to each burner are to be provided with a manually operable shut-off valve.
v) Gas fuel supply pipes to each burner are to be purged with inert gas in the event of flame failure of
the same burners.
38
5.3.4 Gas fuel supply piping

Gas fuel supply piping for the GCU is to comply with the requirements of Chapter 16 of the IGC Code.
Generally, gas pipes are of single-wall construction, and machinery for the GCU, such as filters and control
valves, is installed in the burner room. As described in Paragraph 5.3.2(2) of these Guidelines, the burner room
is to be provided with exhaust ventilation systems and gas detectors. Gas fuel supply piping in the burner room
is to be provided with automatic valves (double block and bleed valves, see Paragraph 6.4 of these Guidelines)
that activate when flame failure of the burner, gas leak, or other similar problem is confirmed.
BOG is sent to the GCU by the low-duty compressor in the compressor room. As stated in paragraph 16.3.7 of
the IGC Code, a master gas fuel valve that can be closed from the machinery space is required to be installed in
the gas fuel supply piping on the upstream side (cargo area) of the burner room. If only one GCU is installed
as the BOG treatment equipment, the master gas fuel valve is to be capable of closing automatically when a gas
leak is detected or when the ventilating ability for the burner room is lost.
However, as shown in Figure 5.3, if the GCU is installed together with the DFD engines onboard the ship,
automatic gas shut-off valves may be installed between the master gas fuel valve and the GCU and between the
master gas fuel valve and each respective DFD engine. In this case, for example, if a fault occurs in one DFD
engine, closing of the automatic gas shut-off valve of the relevant line can ensure the safety of the remaining
DFD engines, and gas can be continuously supplied to the GCU and other DFD engines (for details, see Chapter
6 of these Guidelines).
Exhaust fan GCU

To gas safe area
Burner room Air intake
Burner
To vent mast
Automatic gas
shut-off valve
N2
Master gas fuel valve
BOG To DFD engines
Figure 5.3 Gas fuel supply piping for GCU.
5.3.5 Monitoring, alarms and safety devices

The provisions of Chapter 16, Part N of the Rules (Chapter 16 of the IGC Code) and “Annex 2”, Part N of the
Guidance to the Rules apply to monitoring, alarms and safety devices for a GCU and relevant equipment, as
shown in Table 5.2.
39
Table 5.2 Monitoring, alarms and Safety Devices Required for GCUs and Relevant Equipment
Automatic
Item Monitoring Alarm
shut-off (1)
a. Stopping of draft fan for combustion (2) X
b. Stopping of dilution fan for cooling (2) X
c. Auto ignition failure X X
X (3)
d. Flame failure of burner X (3) (4)
GCU High
e. Exhaust gas temperature
X
Low Low Low
f. Gas supply pressure
X X
Low
g. Pilot fuel oil supply pressure
X
h. Loss of burner control power X
i. Stopping of exhaust ventilation fan (2) X
j. Fault of gas detection sensor X

Burner room
30% LEL 60% LEL
k. Gas detection
X X
l. Activation of automatic valve X
Automatic gas
m. Closing of valve X
shut-off valve
Gas See Table 3.4 of these Guidelines (except for X X X
compressor item a. )
Notes:
(1) When the GCU installed together with DFD engines is automatically stopped, the gas supply to
the GCU is to be cut off by the automatic gas shut-off valve and the automatic valves.
(2) The GCU need not be automatic stopped in order to automatically switch over to the standby fan.
(3) When two flame detectors are provided, a flame failure signal by one unit is to activate the alarm
and flame failure signals by both units is to automatically shut down the GCU.
(4) The gas fuel supply is to be shut down within four seconds after flame failure.
(5) LEL: Lower explosion limit (or Lower flammable limit).
40
Chapter 6 Gas fuel supply piping
6 Gas fuel supply piping
6.1 Protective measures against gas fuel leaks

Gas fuel piping is not to pass through accommodation spaces, service spaces and control stations. However, such
piping may pass through or extend into other spaces (e.g. engine room) provided protective measures against gas
fuel leaks have been adopted. Protective measures here specifically refer to the methods shown in (1) to (3)
below.
(1) Gas fuel piping is to consist of a double wall piping system with the gas fuel contained in the inner pipe.
The space between the concentric pipes is to be pressurized with inert gas at a pressure greater than the gas
fuel pressure. (See Paragraph 16.3.1.1 of the IGC Code.)
(2) Gas fuel piping is to be installed within a ventilated pipe or duct. The air space between the gas fuel
piping and inner wall of this pipe or duct is to be equipped with mechanical exhaust ventilation. (See
Paragraph 16.3.1.2 of the IGC Code.)
(3) Gas fuel piping is to consist of a double wall piping system with the gas fuel contained in the inner pipe.
The space between the concentric pipes is to be pressurized constantly with inert gas at a pressure greater
than 0.025 MPa, and this pressure is to be maintained and continuously monitored.
However, the protective measure presently being considered for gas fuel piping in spaces where DFD engines
are installed generally consists of mechanically exhaust ventilating the intermediate space of the gas fuel piping,
which comprises a double wall pipe construction for both a low pressure and high pressure system (i.e. the
method described in (2) above). Requirements related to the method in (2) are given in Table 6.1.
Moreover, in the event that a gas leak occurs, the gas fuel supply is not to be restored until the leak has been
found and repaired. Instructions to this effect are to be placed in a prominent position in the machinery space.
(See Paragraph 16.3.2 of the IGC Code.)
6.2 Ventilation hood or casing

Since the probability of gas leaks occurring from connections between the gas fuel pipe and valves (or
equipment) is higher than that from the pipe itself (such as pipe welds), these locations are to be properly
enclosed with a ventilation hood or casing. For a DFD engine, the gas fuel piping in spaces where the engine is
installed is generally of double-wall pipe construction. On the other hand, gas pressure control valve and
automatic valves, etc. (see Section 6.4 below) may be arranged in gas fuel piping before the spaces. This gas
piping is generally of single wall construction, and the gas piping systems including valves, etc., are installed in
exclusive spaces known as a “gas valve unit room” or “gas control unit room”.
The requirements for ventilation hoods, casing, gas control unit room, or similar spaces are given in Table 6.2.
41
Table 6.1 Protection against Gas Leaks from Gas Fuel Piping
Requirements
a. The air space between the gas fuel piping and inner wall of a protective pipe or duct is to be equipped
with mechanical exhaust ventilation having a capacity of at least 30 air changes per hour.(1) The
capacity of mechanical ventilating systems for use in high-pressure DFD engines is to be determined
considering the flow rate of gas fuel and construction and arrangement of protective pipes or ducts, as
deemed appropriate by the Society.(2)
b. The ventilation system is to be arranged to maintain a pressure less than the atmospheric pressure.(1)
c. The fan motors are to be placed outside the ventilated pipe or duct.(1)
d. The ventilation outlet is to be placed in a position where no flammable gas-air mixture may be ignited.(1)
e. The ventilation is to always be in operation when there is gas fuel in the piping.(1)
f. Continuous gas detection is to be provided to indicate leaks and to shut down the gas fuel supply to the
machinery space. The systems are to activate the alarm at 30% of the lower flammable limit and to shut
down the master gas fuel valve before the gas concentration reaches 60% of the lower flammable limit.(1)
g. The master gas fuel valve is to close automatically, if the required air flow is not established and
maintained by the exhaust ventilation system.(1)
h. Materials, construction and strength of protection pipes or ducts and mechanical ventilating systems are
to be sufficiently durable against bursting and rapid expansion of high-pressure gases following an inner
pipe failure.(2)
i. The air intakes of mechanical ventilating systems are to be provided with non-return devices effective for
gas fuel leaks. However, if the air intakes are opened directly to exposed spaces and located at places
free from risk of ignition of leaked gas fuel, these requirements may be dispensed with.(2)
j. The number of flange joints of protective pipes or ducts is to be minimized.(2)
k. It is to be so arranged that the inside of the gas fuel supply piping system between the master gas fuel
valve and the high-pressure DFD engines is to be automatically purged with inert gas, when the master
gas fuel valve is closed.(2)
Notes:
(1) See Paragraph 16.3.1.2 of the IGC Code.
(2) Additional requirements for high-pressure DFD engines. (See Paragraph 3.2.3-2(2), Annex 3, Part N of
the Guidance to the Rules.)
Table 6.2 Protection against Gas Leaks from Gas Utilization units (Paragraph 16.3.4 of the IGC Code)
Requirements
a. The ventilation hood or casing is to be equipped with an exhaust ventilation system (1) and a continuous
gas detecting system (1).
b. The ventilation hood or casing is to be installed or mounted to permit the ventilating air to sweep across
the gas utilization unit and be exhausted at the top of the ventilation hood or casing.
Note:
(1) The exhaust ventilation system and continuous gas detecting system may be systems used for the air space
of double wall gas fuel pipes for DFD engines.
42
6.3 Construction and strength of gas fuel piping

The material comprising the pipes, valves and pipe fittings of the gas fuel piping system and the thickness of the
pipe are determined to be based on the relevant provisions of the IGC Code and the Rules of the Society.
Particularly in the case of gas fuel piping system used in high-pressure DFD engines, the construction and
strength of the system require special considerations as mentioned in i) to iii) below. (See Paragraph 3.2.2,
Annex 3, Part N of the Guidance to the Rules.)
i) High-pressure gas fuel piping system used in large two-stroke DFD engines for propulsion not only
have high gas pressure, but are also exposed to external loads due to vibration of the engine.
Therefore, the system is to be ensured to have sufficient structural strength by stress analysis
considering the weight of the pipes, acceleration loads if significant, internal pressure, thermal
contraction, loads induced by hogging and sagging of the ship, and vibration of the engine.
ii) Joints between the gas fuel lines are to be butt-welded joints with full penetration, except where
specially approved by the Society, and for all butt-welded joints, post-weld heat treatment is to be
performed, in principle.
iii) Valves and expansion joints are to be of a type approved by the Society. The provisions of
Paragraph 5.3.2.2 of the IGC Code are to apply to the bellows expansion joints, and prototype tests,
described in Table 6.3, are to be carried out for the bellows expansion joints used for two-stroke
cycle DFD engines for propulsion.
Table 6.3 Type Tests Required for Bellows Expansion Joints

Type of tests Test description
a. Overpressure A type element of the bellows, not precompressed, is to be pressure tested
test at not less than five times the design pressure without bursting. The
duration of the test is not to be less than five minutes.
b. Pressure test A pressure test is to be performed on a type expansion joint complete with
all the accessories at twice the design pressure at the extreme displacement
conditions recommended by the manufacturer without permanent
deformation.
c. Cyclic test A cyclic test (thermal movements) is to be performed on a complete
expansion joint, which is to successfully withstand at least as many cycles,
under the similar conditions of actual circumstances, as it will encounter in
actual service.
d. Fatigue test (1) A cyclic fatigue test is to be performed on a type element of the bellows,
which is not to break down, without internal pressure, for at least 107 cycles
at the amplitude of fluctuating stresses that would act on the expansion joint
in actual service.
Note:
(1) This test is applicable to expansion joints used for two-stroke cycle DFD engines for propulsion.
43
6.4 Automatic valves (double block and bleed valves)

The IGC Code prescribes requirements for three automatic valves (double block and bleed valves) to be installed
on the inlet side of equipment using gas fuel (see Figure 6.1). Among these, two of the valves, V1 and V2, are
installed in series in the gas fuel supply piping, and they are to close automatically when a fault such as a gas
leak occurs. In addition, a vent pipe and one valve, V3, are to be installed between the two automatic valves.
When a fault occurs, this V3 valve is to automatically open and discharge the gas entrapped between the two
valves, V1 and V2. These three automatic valves are to be arranged to permit manual resetting (Paragraph
16.3.6 of the IGC Code).
Automatic venting valve To vent mast

Gas valve unit room
Inert gas
V3
Gas inlet Gas
V1 V2 DFD engine, etc

Filter
Quick-acting stop valve
Manually opened stop valve
Pressure control valve
Figure 6.1 Arrangement of automatic valves (double block and bleed valves).
The IGC Code prescribes requirements only for the three automatic valves described above. However, in an
actual system, a vent pipe with a control valve is also installed in the gas supply piping on the inlet side of the
V1 and on the outlet side of the V2 allowing gas to be discharged from these parts, as well, in the event of a fault
or gas leak. The vent piping need not be independent; gas may be led to the vent mast through connections, as
shown in Figure 6.1.
Each BOG treatment system is to include valves such as a pressure regulating valves and automatic valves
(hereafter referred to as "control valve units") in the gas fuel supply piping. As mentioned in Section 6.2, the
IGC Code requires that the control valve units be enclosed by a ventilation hood or casing, or that these units be
installed in special gastight rooms as a measure against gas leaks. In this case, manually operated stop valve
(for maintenance), filter, pressure regulating valve, automatic valves, and so on, are sequentially arranged in the
gas fuel piping from the inlet side in this space.
44
6.5 Master gas fuel valve

The IGC Code requires that a master gas fuel valve be provided in the cargo area that can be closed from the
machinery space. This valve is to be arranged such that it automatically closes when a gas leak is detected or
when the ventilating ability of the duct or casing is lost (Paragraph 16.3.7 of the IGC Code).
Figure 6.2 shows an example of the arrangement of the master gas fuel valve and control valve unit for the main
boiler installed in a steam turbine ship. The general practice onboard a steam turbine ship is to accommodate
the control valve units for two main boilers in one ventilation hood, as shown in this figure. In this case, the
master gas fuel valve must always close automatically when a gas leak is detected in the ventilation hood. If
one of the two exhaust ventilation fans (100% x 2) has a breakdown, automatic changeover to the other fan
should be provided, but if both fans have broken down, then shut-down of the master gas fuel valve is necessary.
Exhaust fan
Ventilation hood
No. 1 Burner
To vent mast No. 1
Master gas fuel valve No. 2 Burner Main boiler
BOG No. 3 Burner
No. 1 Burner
Cargo area No. 2
No. 2 Burner
Main boiler
No. 3 Burner
Air intake
Figure 6.2 Arrangement of master gas fuel valve (for steam turbine ships).
6.6 Automatic gas shut-off valve

If multiple BOG treatment equipment are installed onboard the ship and if redundancy in the systems is to be
utilized effectively even when a fault such as a gas leak occurs, then an automatic gas shut-off valve that can
shut down the gas supply in each equipment (or equipment group) is needed in addition to the master gas fuel
valve.
Figure 6.3 shows an example of the gas fuel supply to four DFD engines (power generating engines) and one
GCU. In this example, the control valve units of the No. 1 and No. 2 DFD engines, the control units of the No.
3 and No. 4 DFD engines, and the GCU control units are installed in independent gas valve unit rooms (or
burner rooms). In addition, automatic gas shut-off valves are independently arranged in the gas pipe lines led
to each room.
For instance, if a gas leak is detected in the No. 1 gas valve unit room, the No. 1 automatic gas shut-off valve
will close, and the automatic valves (double block and bleed valves) in the No. 1 gas valve unit room will
activate. In this case, the No. 3 and the No. 4 DFD engines can be operated under the open conditions of the
master gas fuel valve and the No. 2 automatic gas shut-off valve.
45
GCU
No. 1 Gas valve unit room
No.1 DFD
Master gas fuel valve Burner room

No.2 DFD
3 1
BOG
2
Cargo area No.3 DFD
Automatic gas shut-off valves
(need not to be located in the cargo area)
No.4 DFD
No. 2 Gas valve unit room
Figure 6.3 Arrangement of master gas fuel valve and automatic gas shut-off valves.
The automatic gas shut-off valves are to be installed outside the gas valve unit room and the burner room
(generally above the open weather deck); however, they need not to be located in the cargo area. The IGC
Code does not take into consideration the redundancy of BOG treatment equipment. Consequently, it
prescribes shut-down of the master gas fuel valve as a measure against gas leaks, etc., as described in Section 6.5
of these Guidelines. However, by additionally installing an automatic gas shut-off valve, and by providing this
valve with the same functions required as the master gas fuel valve, the system may be treated as satisfying the
requirements of the IGC Code.
Situations in which the master gas fuel valve is to be shut down under the arrangement of the automatic gas
shut-off valves may include cases where abnormalities such as a fault in the compressor or fire in the compressor
room are confirmed on the upstream side of the gas supply piping, or where a fault occurs in the control system
of the automatic gas shut-off valve. Under such circumstances, the master gas fuel valve and the automatic
valves (double block and bleed valves) for the equipment in operation are to be capable of being activated to
shut down the gas supply. At the same time, gas accumulated between the master gas fuel valve and the
automatic valves is to be released from the vent pipe.
6.7 Example of gas fuel supply piping

Figure 6.4 demonstrates an example of piping for a gas fuel supply to four power generating DFD engines
together with the arrangement of the gas detection sensors and ventilation system. BOG is supplied to each
engine through a master gas fuel valve, automatic gas shut-off valves, control valve units, and so on. The
arrangement of the equipment and considerations regarding redundancy are described below.
6.7.1 Division and ventilation of generator rooms

The gas fuel piping for DFD engines is generally of double-wall construction. In this case, even if a gas leak
occurs in one of the engines, there will be no effect on the other engine; thus, all the DFD engines can be
arranged in one compartment. However, in order for power to continue being supplied even in the event that an
accident such as fire in the generator room that could cause widespread damage occurs, a design ensuring proper
redundancy is recommended in which the generator room is divided into at least two parts, as shown in Figure
46
6.4.
If the gas fuel piping is of double-wall pipe construction, the space within the generator room is ventilated by the
supply-type ventilation fan. If all power generating systems are installed in one generator room, two
ventilation fans are generally installed. In this case, even if one ventilation fan fails, the other fan switches on
automatically. If the generator room is divided into two parts, as noted above, one ventilation fan may be
installed in each room, which ensures redundancy.
On the other hand, if gas fuel is supplied through single-wall piping to the DFD engine, the generator room must
be divided into at least two parts, from the view point of redundancy. An exhaust type ventilation system is to
be installed in each room to discharge the leaked gas outside the generator room (see Table 6.4).
Table 6.4 Type and Number of Ventilation Fans for Generator Rooms
Structure of gas piping for DFD engines Single wall Double wall
Number of generator rooms Multiple One Multiple
Ventilation fan Type Exhaust Supply
Number At least one set At least two sets At least one set
per each room per each room
6.7.2 Gas detection in gas valve unit room

The gas fuel control valve units are arranged in the gas valve unit room in which the exhaust type ventilation
system is provided, as described in Section 6.2. Figure 6.4 shows an example of a design of a divided gas
valve unit room that incorporates control valve units for two engines in one room.
The intermediate space of the gas fuel double wall piping for the DFD engine (space between the gas pipe and
protective pipe) is connected to the gas valve unit room without installing partitions, which means that the
pressure in this space is below atmospheric pressure. In contrast, the space in the generator room is pressurized
to a pressure above atmospheric pressure by the supply-type ventilation system. Accordingly, even if a gas
leak occurs from the gas fuel pipe, the leaked gas does not leak outside the double wall pipe (within the
generator room). The leaked gas is always passed through this intermediate space, delivered to the gas valve
unit room, and led to the vent pipe by the exhaust-type ventilation system.
Gas leaks from the gas fuel double wall pipe are detected by gas detection sensors installed at the end of the
double wall pipe on the side of the gas valve unit room. Gas leaks from the control valve units are detected by
gas detection sensors installed on either the upper part of the gas valve unit room or at the inlet of the exhaust
type ventilation system, or at both locations. The location of a gas leak can be identified from the gas
concentration detected by each of the gas sensors. In this way, at least two gas detection sensors are necessary
in one room to identify the location of a gas leak. When a gas leak is detected, the automatic gas shut-off valve
arranged before the gas valve unit room where the gas leak was detected automatically closes, and at the same
time, the automatic valves (double block and bleed valves) in the room also activate, as explained in Section 6.6
of these Guidelines.
The gas detectors are to be of a type approved by the Society. Visual and audible alarms are to be activated
when the gas concentration reaches 30% of the lower flammable limit, and the automatic gas shut-off valve and
automatic valves are to activate automatically before the gas concentration reaches 60% of the lower flammable
limit.
47
To vent mast
Chapter 6
Gas valve unit room

To GCU Exhaust fan
Double block and bleed valves
G
No. 1 DF diesel engine
Figure 6.4
Gas fuel supply piping
G Supply fan
G
N2
G
N2
Double-wall pipe Air intake

48
G
Automatic gas G Supply fan

shut-off valves
G No. 4 DF diesel engine

Single-wall pipe
G
Example of gas fuel supply piping arrangement to DFD generator engines.

Exhaust fan BOG G Gas detector
Gas venting
To vent mast Inert gas Air
6.7.3 Division of gas valve unit room

When the gas valve unit room is divided into two parts as shown in Figure 6.4, for instance, even if a gas leak is
detected from the gas fuel double wall pipe of the No. 1 DFD engine only, it is necessary to stop both the No. 1
and the No. 2 DFD engines for the following reasons.
i) Leaked gas can enter the gas valve unit room for both the No. 1 and No. 2 DFD engines.
ii) An automatic gas shut-off valve is provided for both the No. 1 and No. 2 DFD engines.
In contrast, if a gas valve unit room and automatic gas shut-off valve are installed for each DFD engine as
shown in Figure 6.5, only the engine in which the gas leak occurred may be stopped. This means that
redundancy of the system is improved, while bulkheads, automatic gas shut-off valves and gas detection sensors
have to be added. Such an issue of partitioning and arrangement is determined by the relationship between
which engine can be used in the various failure modes and the cost aspects involved.
Automatic gas shut-off valves G

1
G
No. 1 DFD
2
G
No. 2 DFD
G
3
G
No. 3 DFD
4
G
No. 4 DFD
Figure 6.5 Arrangement of independent gas valve unit rooms for each DFD engine.
6.7.4 Supply of inert gas

N2 gas for purging is generally supplied from two locations for one gas fuel supply piping. One location is
directly behind the manually operated valve on the inlet side of the control valve unit, and this is also the same in
systems such as a GCU. With respect to the other N2 gas supply port, Figure 6.4 shows an example of supply
from the aft end of the gas pipe of the engine. Alternative methods may include supplying the N2 gas from the
gas fuel pipe on the engine inlet side, with the installation of a vent pipe at the aft end of the gas pipe of the
engine.
6.7.5 Assembly of vent pipes

If a redundant DFD engine system is arranged, the number of vent pipes to be installed in the gas fuel supply
piping will become considerably large, and it becomes substantially more difficult to lead each of these vent
pipes independently to the vent mast. For this reason, each vent pipe is first led to one collection pipe in each
control valve unit, and then these collection pipes are generally assembled into one collection pipe that is led to
the vent mast. In this way, assembling of vent pipes into one collection pipe is acceptable if the vent pipes are
of the same kind.
49
Chapter 7 Requirements for automatic and remote control systems
7 Requirements for automatic and remote control systems

7.1 DFD engine
A DFD engine installed onboard a ship subject to the Society's Rules for the Automatic and Remote Control
Systems is required to conform to the relevant provisions of the said rules and is to be installed with safety
devices capable of addressing abnormalities in the gas fuel supply. When an abnormality that requires urgent
action such as a gas leak in the DFD engine is confirmed, automatic transfer to the fuel oil operation or
automatic shut down of the engine is required as well as automatic shut down of the gas fuel supply. If an
abnormality occurs in the DFD engine used for propulsion, and there is still time to take an appropriate measure
to address the abnormality, then automatic transfer to the fuel oil operation or automatic speed reduction of the
engine is required.
Safety measures required for a DFD engine that uses double wall gas fuel piping are shown in Table 7.1.
Table 7.1 Safety Measures Required for DFD Engines

Automatic transfer Automatic
Activation to oil mode transfer to oil
of the operation or mode operation
Items Alarm
automatic automatic speed or automatic shut
valves reduction of the down of the
engine engine
a. Abnormalities specified in Table 3.1
(combustion monitoring) of these X X X
Guidelines
b. Detection of gas fuel leaks specified in
Table 3.2 (gas detecting systems) of X X X
these Guidelines
c. Detection of gas leaks in the air spaces
X X X
of double wall gas fuel pipes
d. Automatic stopping due to
abnormalities in high-pressure gas X X X
compressors (1)
e. Abnormalities in gas fuel temperature X X
f. Abnormalities in gas fuel supply
X X
pressure
g Activation of alarms due to
abnormalities in high-pressure gas X X
compressors
h. Low pressure of inert gas supplied for
X X
purging gas fuel pipe lines
i. Low pressure of hydraulic pneumatic
sources or loss of electric power X X
supply for gas fuel combustion control
Note:
(1) To be applied except in cases where arrangement is made for automatic starting of a stand-by compressor
when the working compressor fails.
50
Chapter 7 Requirements for automatic and remote control systems
7.2 Gas fuel make-up plants

Gas compressors used for gas fuel make-up plants installed onboard a ship to which the Society’s Rules for the
Automatic and Remote Control Systems apply are to be provided with alarm systems and safety devices capable
of sensing degradation in the functions of the compressors, in addition to the safety measures given in Table 3.4
of these Guidelines. Here, gas fuel make-up plants refer to DFD engines, re-liquefaction units, GCUs, and the
like. Table 7.2 shows the monitoring, alarms and safety devices required for gas compressors.
Table 7.2 Monitoring, Alarms and Safety Devices Required for Gas Compressors
Automatic
shut-down
Monitoring, alarms and safety devices specified in Table
a. X X X
3.4 of these Guidelines
Low Low Low
b. Gas outlet temperature of boil off gas heaters (1)
X X
High High High
c. Gas outlet pressure (1)
X X
d. Over speed (1) X X
Device for reciprocating compressors to avoid continuous

e. X
operation within the barred range (1)
Note:
(1) See Paragraph 4.3 (1) of Annex 3, and Paragraph 4.3 of Annex 4, Part N of the Guidance to the Rules.
51
Chapter 8 Redundancy
8 Redundancy
8.1 Redundancy of propulsion system

Redundancy requirements for propulsion systems used onboard LNG carriers are similar to those for general
merchant ships, that is, no special requirements apply to LNG carriers. Therefore, a single propulsion engine
may be acceptable if the components are sufficiently reliable. The general requirement for a single fault is to
maintain the navigable speed (7 knots or a speed corresponding to half the speed specified in the rules at
full-load draught). The only exception is the electric propulsion ship. In this case, two power generating sets
for propulsion are to be provided. (See Paragraph 1.3.1-2 and -3, Part D of the Rules.)
However, regardless of the above points, redundancy of a propulsion engine for LNG carriers is required in
practice because of their special features, as shown below.
i) Regular operation required as part of the LNG supply chain
ii) Requirements of stand-by of an propulsion engine while at terminal
For this reason, except for equipment (such as shafts, reduction gears, etc.) considered to have especially high
reliability, redundancy for the propulsion system is generally required, as summarized in Table 8.1.
Table 8.1 Redundancy of Propulsion System

Type Requirements related to redundancy
Main Steam turbine Independent operation of HP or LP
Engine Diesel engine Multi-cylinder engines
The engines are to maintain navigable speed by reduced cylinder
operation even if a fault occurs in one cylinder. One crankshaft may
be accepted considering the high reliability of the crankshaft.
However, in the case of LNG carriers, installation of twin engines or
an intermediate shaft with a propulsion motor is recommended.
Propulsion In the case of LNG carriers, installation of two propulsion motors is
motor recommended. However, one propulsion motor may be accepted if
operational reliability is ensured by double windings.
Propulsion Shaft, reduction One set may be accepted considering the high reliability of the
Shafting gear propulsion shafting.
Generator Main source of Two sets or more
electrical power Normal operation of the ship is to be maintained even if one set stops
working properly.
Power for Two sets or more
propulsion Navigable speed of the ship is to be maintained even if one set stops
working properly.
Auxiliary propulsion Two sets or more
equipment (1)
Note:
(1) Refer to equipment for operating propulsion machinery such as lubricating oil pumps, fuel oil
pumps, cooling water pumps, and so on.
52
8.2 Capacity and redundancy of BOG treatment equipment

Even if a DFD engine can treat gas at the boil-off rate during full-load voyage, the quantity of gas consumed
during low-load operation or while the ship is in port is comparatively small. Accordingly, the general practice
is to use the DFD engine together with the re-liquefaction unit or GCU to treat the excess BOG. For details
concerning the combination of BOG treatment equipment used, refer to Table 8.2, which gives detailed
examples of treatment capacity and redundancy.
i) Additional treatment equipment is not required for main boilers with dual fuel burners because BOG
can be burnt with only the main boiler (case a).
ii) When a re-liquefaction unit or GCU is installed as the only means of treating BOG, the treatment
capacity and redundancy for this equipment are given in Paragraphs 4.3.1 and 5.3.1 of these
Guidelines. If redundancy of a part of the components is ensured, then only one set of the equipment
may be accepted. If one re-liquefaction unit and one GCU are installed, a stand-by for each unit is
not required.
iii) Two sets of low-duty compressors including a stand-by are required to supply gas.
iv) When DFD engines for propulsion are installed onboard the ship, BOG cannot be consumed with the
DFD engines while the ship is in port unless the ship is equipped with CPP. Therefore,
re-liquefaction units or GCUs having a treatment capacity of 100% are required. A stand-by
high-pressure gas compressor for a high-pressure DFD propulsion engine is not required, because
HFO is supplied to the engine as backup fuel (case b).
v) When DFD engines for power generation are used, gas consumption by the DFD engines becomes
minimum while the ship is in port or during low-load operation, and minimum gas consumption rate is
to be determined based on such condition. The capacity of additional BOG treatment equipment is
required to be the amount obtained by subtracting this minimum gas consumption rate from the
planned boil-off gas rate.
For instance, if the minimum gas consumption rate is assumed as being 30%, the treatment capacity
required for one GCU with redundant components becomes 70% of the total capacity. If redundancy
in components is not provided, the minimum requirement becomes GCU (70%) x 2 sets, or GCU
(35%) x 3 sets and so on, which means that the treatment capacity of 70% is required even if one set of
GCUs has failed (case c).
53
Table 8.2 Examples of Installation of BOG Treatment Equipment
Propulsion system Power generating system RLs, GCUs

a. Main boiler (100%) x2 DG x 2 and TG x 1
---
b. DE x 2 DG x 3 RL (100%) x1
or For redundancy of components, see Paragraph
DFD x2 (0% in port) 4.3.1 of these Guidelines.
GCU (100%) x1
For redundancy of components, see Paragraph
5.3.1 of these Guidelines.
RL (100%) x1 and GCU(100%) x1
Stand-by unit is not required.
c. Propulsion motor x 2 DFD x4 (min. 30%) RL (70%) x1
GCU (70%) x1
GCU (70%) x2
GCU(35%) x3
RL(70%) x1 and GCU(70%) x1
Notes:
(1) Underlined equipment: BOG treatment equipment. Values in brackets indicate BOG treatment capacity.
(2) DE: Oil-fired diesel engine, DFD: DFD engine, DG: Generator driven by oil-fired diesel engine,
TG: Turbo generator, RL: Re-liquefaction unit, GCU: Gas combustion unit.
(3) In any case, two sets of LD compressors (100% x 2) including a stand-by are required.
54
References
References
[1] Wärtsilä Finland Oy, Brochure, “50DF Technology Review”.

[2] Barend Thijssen, “Dual-fuel-electric LNG carriers”, LNG Shipping Operations, Hamburg, September
27, 2006.
[3] ABB / Wärtsilä LNG seminar, “Safety Concept for Dual Fuel Engine Installations in LNG Carrier
Application”, Tokyo, 9 May 2007.
[4] Ole Grøne, et al., “ME and ME-GI Engines for LNG Application, System Control and Safety”,
Marine Propulsion 2005 Conference.
[5] Niels B. Clausen, “Alternative Propulsion for LNG Ships by Low Speed ME-C and ME-GI
Engines”, Proceedings of the International Symposium on New Technologies for Power Machinery,
November 30, 2006.
[6] Masaru Oka, "Re-liquefaction onboard LNG ships," Piping Engineering, Feb. 2006, Special Edition,
"Practical Design and Construction of LNG Equipment, p. 48 (in Japanese).
[7] Hamworthy, Gas Systems AS, Brochure, “LNG Systems for Marine Application – LNG
Re-liquefaction & LNG Re-gasification”.
[8] Tore Lunde, “LNG re-liquefaction and LNG regas”, LNG journal conference at Norshipping June 9,
2005.
[9] SAACKE Marine Systems, Brochure.
55
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1 Boil-off gas treatment equipment 1

2 Boil-off gas utilization systems 2

3 Dual fuel diesel engines 7

5 BOG combustion units 35

6 Gas fuel supply piping 41

7 Requirements for automatic and remote control systems 50

1 Boil-off gas treatment equipment

2 BOG utilization systems

2.1 Steam turbine propulsion systems

Figure 2.1 Supply of BOG to the main boiler.

Steam Boil-off Gas

Figure 2.2 Steam turbine propulsion system.

2.2 Oil-fired diesel engine propulsion system with re-liquefaction unit

Electric Boil-off Gas Fuel Oil

Electric Re-liquefaction Unit,

Electric Boil-off Gas Fuel Oil

2.4 Dual fuel diesel engine propulsion system

Electric Re-liquefaction Unit,

H. P. BOG Compressor BOG

Electric Boil-off Gas Fuel Oil

Figure 2.5 Dual fuel diesel engine propulsion system.

3 Dual fuel diesel engines

(1) Transferring from one fuel to another.

3.2 Low pressure (four-stroke) DFD engines

Air intake and gas Compression of Pilot fuel injection

Figure 3.1 Operating principle in gas mode.1)

The engine always starts in the diesel mode. Gas

load, and two minutes after the command to

On the other hand, when the gas supply is cut off

3.2.2 Gas admission valve and control of gas fuel

Input: Engine control

Gas admission valve Combustion

Figure 3.3 Control of gas fuel.2)

Optimum performance for all cylinders

Figure 3.4 Effect of air-fuel ratio on combustion characteristics.2)

Engine control Load

Figure 3.5 Control of turbocharger speed.1)

3.2.3 Gas fuel supply pipe

Figure 3.6 Construction of gas fuel pipe (branch pipe).3)

3.2.4 Supply and control of fuel oil

Fuel injection valve

Fuel injection pumps Pilot diesel Main diesel

Common rail for

Pilot fuel pump

3.3 High pressure (two-stroke) DFD engines

3.3.1 Construction of gas injection valve and fuel modes

Control oil inlet

Sealing oil inlet

Figure 3.9 Construction of gas injection valve.4)

Fuel-oil-only mode Minimum fuel-oil mode Specified gas mode

Figure 3.10 Fuel modes of the ME-GI engine.4)

(a) Fuel-oil-only mode

(b) Minimum fuel-oil mode (dual-fuel mode)

(c) Specified gas mode

3.3.2 Dual fuel supply system

(1) Gas fuel supply pipe

Gas system on the engine Inside E/R Outside E/R

Exhaust receiver Sealing oil system