Safety Concept - Dual Fuel Engines

======
Safety Concept
Dual fuel engines
Status version Checked Date Checked Date
03.2011 2.0 Rid 2011-03-15 Utjesinovic 2011-03-15
All data provided in this document is non-binding. This data serves informational purposes only and
is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This will depend on the
particular characteristics of each individual project, especially specific site and operational condi-
tions.
lf this document is delivered in another language than English and doubts arise concerning the
translation, the English text shall prevail.
MAN Diesel & Turbo
86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com
MAN Diesel & Turbo
Reproduction permitted provided source is given.
Safety concept MAN Diesel & Turbo dual fuel engine
Status 03/2011 Revision - 1
Revision History
version Date Editor/Remarks
- 2006-01-12 DRAFT
0.1 2006-05-04 DRAFT
0.2 2006-07-14 DRAFT
0.3 2006-09-25 editorial corrections, drawing corrections, waving of requirement 30 air changes per
hour for gas safe engine room, nitrogen gas supply piping on engine in every case
engine stopping, automatically venting of gas supply piping outside engine room
between gas supply shut off valve and gas valve unit
0.4 2006-10-12 The changes which need to be implemented are marked in red letters. The comments
from LR and DNv are considered.
0.5 2006-10-16 Figure 18 and Appendix A1 revised.
1.0 2006-10-18 Approval in Principle by DNv without comments.
1.1 2007-05-14 Revisions history please see overleaf!
1.5 2008-11-10 Revision history please see overleaf!
2.0 2011-03-15 Revision history please see overleaf!
Revision - 2 Status 03/2011
1.1 2007-05-14 -Corrected spelling in the document.
Chapter 2.0 Basic Standards lEC 60092-502:1999 and lEC 60079-14 added, DlN-EN
1127 1 delete
Chapter 3.1 Abbrevations revised.
Chapter 3.2 Definition revised
Chapter 5.1 revised.
Chapter 6.0
Chapter 7.2 renamed in Fuel Gas concept ,Chapter revised
Chapter 8.1 revised
Chapter 8.2.1 Engine Figure 3 revised
Chapter 9.1.1.2 Fuel system revised
Chapter 9.1.7.2 completely revised
Figure 7 on page 15 and figure 18 on page 44 revised.
Chapter 9.1.2 Crankcase revised.
Chapters 9.1.5 Lubrication oil (LOj system, 9.1.6 Cooling water system revised
Chapter 9.1.8 lnsulation revised
Chapter 9.4.3 Engine control/alarm initiation
Chapter 9.4.6 Dual Fuel Engine operation modes revised.
9.4.7 Gasmode - FMEA
Alarmlist on page 51 part gas leakage revised.
Alarmlist on page 50 part gas valve unit revised.
Chapter 10.1.1 Starting air system and 10.1.2. Control air revised
Chapter 11.3, Page 57 , the upper line revised
Page 58 Figure 21 included.
Chapter 11.2 Gas valve unit room
Chapter 11.4 ventilation revised
Chapter 11.5 Gas detection revised
Chapter 11.6 revised
Page A13 No. 113 and 114 revised.
Page A19 and A20 Table 15 added
1.2 2007-07-25 Chapter2.0
Chapter 3.1 Abbreviations revised
Chapter 5.2 Table 3 revised
Chapter 7.2 Chapter revised
Chapter 9.1.1.2 Fuel system revised
Chapter 9.1.4 Exhaust gas system (Externalj revised
Chapter 9.1.7 Electrical systems revised
Chapter 9.1.7.1 Measures in case of gas detection delete
Chapter 9.1.7.2 Control cabinets/Terminal boxes on engine revised
Chapter 9.1.7.5 Lighting revised
Chapter 9.4.2 Safety system
Chapter 9.4.6 Table 9 revised
Chapter 9.4.8 Alarmlist for SaCoS DF Control system Table 12 revised
Chapter 11.2 Gas valve unit room revised
Chapter 11.3 Engine room revised
Chapter 11.7 delete
Appendix A2 Table 15 revised
Appendix A.3 revised
Please see overleaf!
Status 03/2011 Revision - 3
1.3 2008-03-06 Chapter 5.1 Methane Number added
Chapter 5.2 Table 2 revised
Chapter 9.1.1.1 Reference to chapter 9.4.6 added
Chapter 9.1.4.1 added
Chapter 9.1.7.1 Electrical systems revised
Chapter 9.1.7.2 revised
Chapter 9.4.6 line "Engine control sequences" revised
Chapter 10.1.2 revised
Appendix A2 Table 13 revised
1.4 2008-07-15 Naming "SaCoS DF" changed to "SaCoS
one
"
Page 35 Figure 15 changed
Chapter 9.4.5 Remote operation revised
Chapter 9.4.6 engine control sequence revised
Appendix Table 12 revised
Appendix Tabke 13 revised
1.5 2008-11-10 Chapter 9.1.1.2 revised
Chapter 9.3 revised
Chapter 9.4.2 added item "Auto shut down by engine protection"
Chapter 9.4.6 added note "*with special engine equipment, lower gas load is possi-
ble."; added drawing "Fuel changer over at variabale speed"
Chapter 9.4.7 revised Table 9: "FMEA"
Chapter 9.4.8 revised Alarmlist forSaCoSone and partly expanded with single engine
mode
Chapter 11.1 added drawing "Gas feeding system, one engine room"
Appendix 2 deleted figure "Gas mode - FMEA"
Revision - 4 Status 03/2011
2.0 2011-03-15 All Chapters added item "lGF- and" to item lGC-Code
Chapter 1 revised
Chapter 2 revised
Chapter 3.1 revised
Chapter 3.2 amongst others,added items: "According to interim guidelines of safety
for natural gas-fuelled engine installations (lGFj Chapter 5, 5.6.3", "According to lGC-
Code Chapter 1, 1.3.24"; "According to interim guidelines of safety for natural gas-
fuelled engine installations (lGFj Chapter 2, 2.3.3", "and/or according to interim
guidelines of safety for natural gas-fuelled engine installations (lGFj Chapter 5, 5.6.8".
Chapter 5.1 revised
Chapter 5.2 revised
Chapter 9.1.1.1 added items "could be", "or CNG (offshore or from onshorej","lGF-
and".
Chapter 9.1.2 added "lf required by classification societies, shipyard can install a gas
detection device in the crankcase ventilation pipe."
Chapter 9.1.4
Chapter 9.1.4.2 added item"ln case of single-engine propulsion: A automatic safety
valve raise an alarm and cause a changeover from diesel operation mode to the gas
operation."
Chapter 9.1.7.4 revised (old: 4mm, new: 16 mmj
Chapter 9.4.5 changed figure "Diesel fuel system, measuring device diagram" and
"Gas fuel system, measuring device diagram", new figure "Diagram CPP operating
ranges 51/60DF, Figure "Fue change over at variable speed (with exhaust gas equip-
ment or vTAj".
Chapter 9.4.6 revised,
Chapter 10.2 added "lGF- and"
Chapter 11.8 added "(only if required by classificaiton societiesj"
Chapter A1 Table 13 revised.
Appendix A.2 correction in figure "Piping design requirements" value "design pres-
sure" for "Exhaust gas system after engine".
Chapter A3 revised
Table of contents
Contents - 1
Table of contents
1 lntroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 Basic Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3 Abbreviations and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.1 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4 Ambient reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5 Conditions of applied fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5.1 Gas fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5.2 Diesel fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6 Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
6.1 Explosion danger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
6.2 Safety Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
7 Gas feeding concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
7.1 Marine rule requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
7.2 Fuel gas concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8 lnstallation plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
8.1 Definition of explosion hazardous areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
8.2 Plan of explosion hazardous areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.2.1 Engine ....................................................................................................................... 9
8.2.2 External engine systems ......................................................................................... 11
8.2.3 Further system components - plant related ........................................................... 12
Table of contents
Contents - 2
9 Explosion protection requirements on components . . . . . . . . . . . . . 12
9.1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
9.1.1 Functional description ............................................................................................ 12
9.1.1.1 Operation modes .................................................................................. 12
9.1.1.2 Fuel System .......................................................................................... 13
9.1.2 Crankcase ............................................................................................................... 20
9.1.3 Charge air system ................................................................................................... 21
9.1.4 Exhaust gas system ................................................................................................ 21
9.1.4.1 Exhaust gas system (enginej ................................................................ 21
9.1.4.2 Exhaust gas system (externalj .............................................................. 21
9.1.5 Lubrication oil (LOj system ..................................................................................... 23
9.1.6 Cooling water system ............................................................................................. 24
9.1.6.1 High temperature cooling water system ............................................... 24
9.1.6.2 Low temperature cooling water system ............................................... 24
9.1.6.3 Nozzle Cooling water system ............................................................... 29
9.1.7 Electrical systems ................................................................................................... 31
9.1.7.1 Electrical equipment in hazardous areas .............................................. 31
9.1.7.2 Control cabinets/Terminal boxes on engine ......................................... 32
9.1.7.3 ventilation ............................................................................................. 32
9.1.7.4 Grounding/Potential equalisation ......................................................... 32
9.1.7.5 Lighting ................................................................................................. 32
9.1.8 lnsulation ................................................................................................................ 33
9.2 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
9.2.1 Explosion protection turbine side ........................................................................... 34
9.2.2 Explosion protection compressor side ................................................................... 34
9.3 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
9.4 Safety and Control System SaCoS
one
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
9.4.1 Components of SaCoS
one
...................................................................................... 34
9.4.2 Safety system ......................................................................................................... 37
9.4.3 Engine control/alarm initiation ................................................................................ 38
9.4.4 Electronic speed control ......................................................................................... 39
9.4.5 Operation ................................................................................................................ 40
9.4.6 Dual fuel engine operation modes .......................................................................... 43
9.4.7 Switching from Gas mode to Diesel mode (according FMEAj ............................... 47
9.4.8 Alarmlist for SaCoS
one
Control System (additional alarmlist for DF enginesj ........ 52
10 Engine related systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
10.1 Air pressure systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
10.1.1 Starting air system .................................................................................................. 57
10.1.2 Control air ............................................................................................................... 57
10.2 lnert gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Table of contents
Contents - 3
11 Plant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
11.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
11.2 Gas valve unit room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
11.3 Engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
11.4 ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
11.5 Gas detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
11.6 Safety of electrical equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
11.7 Fire detection and fire fighting system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
11.8 Gas pipe rupture detection (only in case of DNv classificationj . . . . . . . . . . . . . . . 66
Table of contents
Contents - 4

Status 03/2011 Page 1 - 1
1 lntroduction
The aim of the safety concept is to demonstrate that MAN Diesel & Turbo Dual Fuel engines can be
installed in ships fulfilling the requirements of the lGF- and lGC-Code (see section 3.1 Abbreviationsj
and lACS-Classification requirements.
The Dual Fuel engines will be type approved by the individual lACS Classes according to their rules.
Therefore in this document the general and special requirements relating to Dual Fuel engines and
gas fuel supply to the engine are mentioned only. The class approval in principle and safety concept
should give confidence to the yard that MAN Diesel & Turbo Dual Fuel engines fulfil lACS Class re-
quirements as well as the lGF- and lGC-Code (see section 3.1 Abbreviationsj requirements. The gas
fuel supply system is considered beginning with the Shut off valve upstream of the gas valve unit
room. The engines are suitable as prime movers in Diesel-mechanic or Diesel-electric propulsion
plants and as auxiliary engines. This safety concept is applicable for multi and single engine plants.
The requirements stated in this safety concept for the installation of the Dual Fuel engine and the
equipment are MAN's recommendations. lf the customer or yard make modifications on the ar-
rangements and design principles, they are responsible for the approval of the deviations by the
classification societies and the flag state administrations.
2 Basic Standards
The following basic standards were used for this safety concept:
Relevant classification rules (e.g. Bv RN481 (2007j, DNv, etc.j
APl 500 (Nov. 2007j
DvGW standards
lACS unified requirements
lEC 60079-10
lEC 60079-14
lEC 60092-502: 1999
lGF- and lGC-Code (see section 3.1 Abbreviationsj
SOLAS lMO convention "Safety of Life at Sea"
EC directive 94/9/EC European Commission directive (ATEXj regarding devices and protecting sys-
tems used in explosion hazardous areas
European pressure vessel directive 97/23/EC

Page 1 - 2 Status 03/2011
3 Abbreviations and Definitions
3.1 Abbreviations
AL
Alarm level (acc. lEC 60050-426j
APl
American Petroleum lnstitute
ATEX
European Commission Directive (94/9/ECj (ATEXj regarding devices and protecting systems used
in explosion hazardous areas
DF engine
Dual fuel engine
Dual fuel mode
Gas mode
DvGW
German association for the sectors gas and water (Deutsche vereinigung des Gas- und
Wasserfachesj
EC Directive 94/9/EC
European Commission Directive (ATEXj regarding devices and protecting systems used in explosion
hazardous areas
FBOG
Forced boil off gas
FMEA
Failure Mode and Effect Analysis
GCU
Gas combustion unit, thermal oxidiser
GS
Gas sensors
GvU
Gas valve unit
HT
High temperature
lACS
lnternational Association of Classification Societies
lGC-Code
lMO Convention "lnternational Code for the Construction and Equipment of Ships Carrying Lique-
fied Gases in Bulk"

lGF-Code
lMO Convention lnternational Gas-Fuelled Ships code (interim guidelines of safety for natural
gas-fuelled engine installations, lMO Resolution MSC.285(86jj
lEC
lnternational Electrotechnical Commission
LEL
Lower explosion level (acc. lEC 60050-426j
LFL
Lower flammable level
LNG
Liquefied natural gas
LNGC
Liquefied natural gas carrier
LT
Low temperature
NBOG
Natural boil off gas
PLD
lnjection pump with a pipe and an injection nozzle
PREAL
Pre alarm
SaCoS
one
MAN Diesel & Turbo Engine Safety and Control System
SOLAS
lMO convention Safety of Life at Sea", 1974 with amendments 2008
Tl
Temperature indicator
UEL
Upper explosion level (acc. lEC 60050-426j
vTA
variable Turbine Area

3.2 Definitions
Block and bleed valve
For gas carrier installations in accordance to lGC-Code Chapter 16, 16.3.6. For other gas-fueled
vessel applications in accordance to the interim guidelines for safety for natural gas-fuelled engine
installations (lGFj Chapter 5, 5.6.3
Dual Fuel engine
Engines able to burn liquid fuel or gaseous fuel gases with liquid pilot fuel simultaneously
Engine room
See Machinery space
Explosion proof design
Pressure related components are designed to withstand an internal explosion pressure without de-
stroying the components and to make them untight. Plastic deformation is allowed, but the system
has to be tight after the explosion that no contained media could be let to the surrounding atmos-
phere.
Gas high-pressure piping
Gas fuel piping with working pressure above 10 bar
Gas safe areas
Zones or areas not being gas dangerous
Gas dangerous zones
Zones or areas defined as gas dangerous zones Z0, Z1 or Z2, according to lEC 60092-502: 1999
Gas mode
Operation with gas and pilot fuel as ignition source
Gas sources
Any valves or detachable pipe joints in the fuel gas system. Also all seals of rotating components in
which there is a overpressure to the surrounding environment regarded as gas sources.
High pressure fuel oil pipe
Double walled piping with leakage monitoring according to SOLAS Chapter ll-2, Regulation 4, 2.2.5
Machinery space of category A
For gas carrier installations definition according to lGC-Code 1, 1.3.24. For other gas-fueled vessel
applications in accordance to the interim guidelines for safety for natural gas-fuelled engine instal-
lations (lGFj Chapter 2, 2.3.4.2
Machinery space
For gas carrier installations definition according to lGC-Code Chapter 1, 1.3.25. For other gas-
fueled vessel applications in accordance to the interim guidelines for safety for natural gas-fuelled
engine installations (lGFj Chapter 2, 2.3.3
Shut off valve
The Shut off valve is an automatic valve in the gas supply line to each engine room located upstream
of the gas valve unit outside the machinery space. For gas carrier installations definition according
to lGC-Code Chapter 16, 16.3.7. For other gas-fueled vessel applications in accordance to the in-
terim guidelines for safety for natural gas-fuelled engine installations (lGFj Chapter 5, 5.6.8.

4 Ambient reference conditions
The ambient reference conditions according to lACS URM28 are the regular machinery space room
temperature 45C, ambient pressure 1,000 mbar absolute and air humidity 60 %.
5 Conditions of applied fuels
5.1 Gas fuel
5.2 Diesel fuel

Gas fuel main components
Component Methane CH
4
Pressure <10 bar
Operation temperature after Shut off valve 0 to 50 C
lgnition temperature 595C
LEL in air 4.4 vol%
UEL in air 16.5 vol%
Flash point tk = -82C
Max explosion pressure at ambient pressure 7.2 bar
Density of gaseous CH4 0.72 kg/Nm
Methane Number of fuel gas 65
Table 1 Fuel gas component conditions
Pilot fuel / Back-up-fuel Remark
Quality MGO (class DMAj,
MDO (class DMBj
Acc. to
MAN Diesel &
Turbo quality
requirements.
Operation pressure after high pressure injection pump 1600 bar
Temperature 60 C
Operation pressure supply system 10 bar
Table 2 Pilot fuel / back-up-fuel conditions

6 Basics
6.1 Explosion danger
Explosive atmosphere (air/fuel mixturej and an effective ignition source are simultaneously present.
6.2 Safety Concept
Prevention from formation of an explosive atmosphere (e.g. ventilation, operation of equipment
over UEL or below LEL, (gas detection and warning systemj inertisationj
Exclusion of igniting sources by design measures (no surfaces at or over ignition temperature of
critical substances, neither electrostatic nor electric ignition sources, no spark generation, no
open flamej
Limitation of the effect of explosion. Safety measures against dangerous overpressure (rupture
discs, safety valves, explosion proof design (design pressure = max. explosion pressure x initial
pressurej, flame arresting piping equipmentj
Main fuel
Marine diesel
fuel
lgnition
temperature [C|
Flash point
[C|
Remark
MGO
(Class DMAj
> 250
> 60
Acc. to
MAN Diesel &
Turbo quality
requirements.
MDO
(Class DMBj
> 60
MDO
(Class DMCj
> 60
HFO > 60
Crude oil
1j
> 60
1j
Fuel properties are to be approved by MAN Diesel & Turbo.
Table 3 lgnition temperature and fuel oil quality requirements

7 Gas feeding concept
7.1 Marine rule requirements
The basic requirement is the prevention from formation of an explosive atmosphere.
The design principle for explosion protection is the application of a double barrier between the fuel
gas and the environment. The space between the first and the second barrier is defined as explosion
hazardous zone. The space outside of the second barrier is defined as a gas safe area.
To realise this, there are the following two possibilities:
Double walled piping or
Single walled piping installed in a separate compartment
The space between the first and second barrier could be realised as follows:
Gas monitoring and venting of the space or
Gas tight space, monitored and filled with over pressurised inert gas
7.2 Fuel gas concept
Based on the criteria in chapter 6 MAN Diesel & Turbo decided to select for the fuel gas supply sys-
tem of the DF engine the following design concept. The gas fuel system is designed to fulfil all re-
quirements for a gas safe engine room.
Figure 1 Gas feeding system

General requirements on double wall fuel gas piping:
ventilation by suction in the outer pipe with an air change of 30 times per hour and control and
monitoring of possible fuel gas concentration in the space between the inner and outer pipe (see
Figure 1j or alternative inertisation media in the outer pipe, inert media pressure > operating pres-
sure of flammable gas, control and monitoring of the inert gas media due to inertisation pressure
and inert media leakages
Closing of shut off valve in case of gas leakage detection
Purging or inertisation of the gas pipe in case of gas leakage
General requirements for ventilation of possible gas leakages:
Air change 30 times per hour monitored and controlled by differential pressure switches (see
Figure 1, PDSLj
- Switch-over from gas fuel mode to diesel fuel mode in case of provided air changes < 30 air
changes per hour
Control of leakage gas by gas detection sensors
Closing of Shut off valve
8 lnstallation plan
8.1 Definition of explosion hazardous areas
The protection and certification requirements on components used in explosion hazardous areas
are related to the explosion hazardous zones in which they are used. The definitions according to
lEC 60092-502: 1999 are:
Zone 0: Area in which an explosive gas atmosphere is present continuously or is present for long
periods
Zone 1: Area in which an explosive gas atmosphere is likely to occur in normal operation
Zone 2: Area in which an explosive gas atmosphere is not likely to occur in normal operation and,
if it does occur, is likely to do so only infrequently and will exist for a short period only.

8.2 Plan of explosion hazardous areas
8.2.1 Engine
Figure 2 Engine related hazardous areas

Page 1 - 10 Status 03/2011
Figure 3 Engine related hazardous areas - 2

Status 03/2011 Page 1 - 11
8.2.2 External engine systems
Figure 4 Plant related hazardous areas
Note:
Z0: explosion protection zone 0 (EN60079-10j; Class l, Special Division 1 (APl 500, November 1997j
Z1: explosion protection zone 1 (EN60079-10j; Class l, Division 1 (APl 500, November 1997j
Z2: explosion protection zone 2 (EN60079-10j; Class l, Division 2 (APl 500, November 1997j
GS: Gas Sensor certified intrinsically safe type
GvU room: Gas valve unit room
ventilation: mechanical ventilation with at least 30 air changes per hour, GvU room in depression

Page 1 - 12 Status 03/2011
8.2.3 Further system components - plant related
9 Explosion protection requirements on components
9.1 Engine
9.1.1 Functional description
The engine is an Dual Fuel type. The engine could either operate on liquid fuel or on fuel gas.
9.1.1.1 Operation modes
Gas mode: Gaseous fuel with pilot fuel oil ignition
ln the gas operation mode the fuel gas, which is burned, will be supplied in accordance to table
1 in chapter 5.1. The ignition of the lean gas mixture is provided by a small amount of diesel fuel,
which ignites the gas-air mixture. The operating principle in gas-mode is the lean-burn concept.
A lean mixture of fuel gas and charge air will be provided to the combustion chamber of each
cylinder by individually controlled fuel gas admission valves, see also 9.4.6 Dual fuel engine op-
eration modes.
Diesel mode: Main fuel oil and pilot fuel oil
ln Diesel mode liquid fuel oil is provided by the conventional injection pump system and the com-
mon rail pilot fuel system to be burned inside the combustion chamber, see also 9.4.6 Dual fuel
engine operation modes.
Back-up mode: Main fuel oil only
ln Back-up mode liquid fuel oil is provided by the conventional fuel oil injection pump system and
burned inside the combustion chamber, see also 9.4.6 Dual fuel engine operation modes.
System Explosion zone Remark
Lube oil system Zone 2 Description, see chapter 9.1.5
HT-cooling water system Zone 2 Description, see chapter 9.1.6.1
LT- cooling water system Zone 2 Description, see chapter 9.1.6.2
Nozzle cooling water system Zone 2 Description, see chapter 9.1.6.3
Shipboard exhaust gas system Zone 2 Description, see chapter 9.1.4.2
venting pipe for engine crankcase Zone 1 Description, see chapter 9.1.4.2
venting pipes in general / other vent-
ings
Zone 2 Description, see chapter 9.1.4.2
Table 4 Plant related hazardous areas

Status 03/2011 Page 1 - 13
9.1.1.2 Fuel System
Gas-Fuel-System
The general arrangement of the gas-fuel system is shown in Figure 5. The explanation of the differ-
ent systems is given in the following chapters.
Figure 5 Gas feeding system (detailed drawing see Appendix A.3j
Gas fuel piping on the engine
The fuel gas supplied to the engine is provided to the cylinders individually through the gas admis-
sion valves mounted in the air inlet manifold of each cylinder. The gas admission valves are control-
led individually by the engine control system in order to regulate the engine power and speed
through controlling the amount of fuel gas fed to each cylinder.
The design of the gas admission valves and pipings ensures, that only air and not fuel gas is con-
tained in the charge air manifold. The gas admission valves are actuated (openedj through solenoids
and are closed through springs (normally closed typej.
All engine mounted fuel gas pipes upstream of the cylinder heads are of double-walled pipe design,
including the sections around the fuel gas admission valves. The outer space of the double wall pip-
ing is continuously ventilated by 30 air changes per hour and monitored by at least 2 gas detectors
mounted between the GvU room and the engine (see next section Gas fuel piping between gas
valve unit room and enginej. The ventilation flow is monitored by differential pressure monitoring
(see Figure 5, PDSLj.

Page 1 - 14 Status 03/2011
The piping is designed to withhold an internal explosion without being untight. The components are
allowed to experience a non dangerous deformation. Ductile material has to be used. Therefore the
piping pressure rating PN40 (40 barj, valves with pressure rating PN25 (25 barj and compensators
with pressure rating PN10 (10 barj are used. ln a gas line with 5 bar operation pressure the maximum
explosion pressure for Methane is 36 bar.
lt is not required to install a flame arrester in the fuel gas pipe, as there is no homogeneous ignitable
mixture of gas available and due to the explosion proof design of the inner gas pipe.
Features:
- Gas admission valve for each cylinder.
- Gas supply on the engine by double walled distribution pipe.
- Complete double wall piping system including gas admission valves and compensators
- The outer space of the double walled piping is in depression and ventilated by at least 30 air
changes per hour. This function is monitored by differential pressure switches.
- The outer space of the double wall pipe is controlled by at least two intrinsically safe and cer-
tified gas detectors (to be installed in the pipe section between the engine and gas valve unit
room, see next section Gas fuel piping between gas valve unit room and enginej.
- Explosion proof design of the inner gas pipe.
Gas fuel piping between gas valve unit room and engine
The pipe between the gas valve unit room and the engine is a double walled pipe, also the compen-
sator used to connect the engine is double walled. The outer space of the double walled pipe is con-
tinuously ventilated by 30 air changes per hour. The ventilation flow is monitored by differential
pressure switches (see Figure 2, PDSLj and by at least 2 gas detectors. When reaching PREAL (see
Table 10 Automatic safety actions) the detectors will cause an alarm and will automatically change the
gas fuel mode to the diesel mode. ln that case the gas supply line will be shut off by closing the Shut
off valve upstream the GvU and the block and bleeYd valve in the GvU and they will be purged by
Nitrogen. No additional flammable gas can be supplied to defect components and therefore could
be a source of fuel gas related explosion danger.
The piping is designed to withstand an internal explosion without being untight. A non dangerous
deformation of the components is allowed. Ductile material has to be used. Therefore the piping
pressure rating PN40 (40 barj, valves with pressure rating PN25 (25 barj and compensators with
pressure rating PN10 (10 barj are used. ln a gas line with 5 bar operation pressure the maximum ex-
plosion pressure for Methane is 36 bar.
ls not required to install a flame arrestor in the fuel gas pipe as there is no homogeneous ignitable
mixture of gas available and due to the explosion proof design of the inner gas pipe.
lnstallation:
- Gas lines passing through the engine room, or other enclosed spaces with exception of the
gas valve control room, are to be of the double walled type with controlled ventilation in de-
pression, or controlled overpressure of inert gas in the outer pipe space.
- The outer space of the double wall pipe is controlled by at least two intrinsically safe and cer-
tified gas detectors (installed between the engine and gas valve unit roomj.

Status 03/2011 Page 1 - 15
- Double walled compensator.
- Explosion proof design of the inner pipe.
Gas valve unit
The fuel gas pressure supplied to the Dual fuel engine is regulated and controlled individually by one
gas valve unit (GvUj for each Dual fuel engine. The GvU has to be protected against excessive inlet-
overpressure from an external safety valve (to be mounted upstream of the Shut off valve, e.g.
downstream of the gas compressorj. A cut off function in case of excessive overpressure down-
stream to the GvU is integrated in the valve PCv-014. The piping scheme is shown in Figure 6 -
Gas valve unit (GvUj P + l - Diagram and Figure 7 - Gas valve unit (GvUj Measuring devices dia-
gram.
The Gas valve unit has the following functions:
Functions:
- Gas leakage test through engine control systems before engine start (see Table 5j
- Control of gas feed pressure to Dual fuel engine
- At the end of gas-operation, the unit shuts off the gas supply and allows the gas pipe to be
purged.
- Shut off of the fuel gas supply in case of emergency stop
- Automatically purging of gas distribution after DF-Operation with inert gas
- Purging for maintenance reasons with inert gas
- Unit is controlled by an engine control sequence of SaCoS
one
lnstallation:
- lnstallation of gas valve unit in dedicated compartment (GvU roomj with gastight walls
- Single wall gas pipes and instrumentation in the gas valve unit room
- The gas valve unit room has to be ventilated by 30 air changes per hour. The ventilation system
of the GvU-room consists of an exhaust ventilator installed in a separate exhaust air duct.
The ventilation air for the GvU-room will be sucked out of the engine room by an air inlet duct.
Therefore the air pressure in the GvU-room is constantly lower than the air pressure in the engine
room. The differentiation of pressure has to be monitored
- The volume of the gas valve unit room has to be as small as possible. Maintenance work must
be possible
- The GvU-room has to be monitored by at least two intrinsically safe certified gas sensors
- Gas overpressure safety valve has to be installed upstream to the Shut off valve

Page 1 - 16 Status 03/2011
Figure 6 Gas valve unit (GvUj P + l - Diagram
Figure 7 Gas valve unit (GvUj Measuring devices diagram
GVU
1TE
5860
Inert gas
1TI
5860
1PI
5860
1PDSH
5862
1PT
5862
1PI
5863
gas venting
1PT
5865
compressed air
Manual
Stop
valve
gas
inlet
1
P
V
5
8
6
3
2PV5864
2PV5865
1PV5864 1PV5865
1GOS
5862
1PT
7460
1PI
7460
terminal box
GVU
press. contr.
& shutoff valve
1PCZV5862
1PC
5862
EP converter
1ET5862
E
P
1PI
5862

Status 03/2011 Page 1 - 17
The gas valve unit (MOD-052, see Figure 6j is a regulating and safety device, allowing the engine to
be safely operated in the gas mode. The control unit is equipped with block and bleed valves (quick-
acting stop valves and venting valvesj and a gas pressure regulating device.
ln order to keep impurities away from the downstream control and safety equipment, a gas filter (FlL-
026j is installed after the manuel-stop valve (v-003j. The pressure loss of the filter is monitored by a
differential pressure gauge of the DF engine.
The gas pressure control device (PCv-014j adjusts the pressure of the gas fed into the engine. The
control devices include a regulating valve with pressure regulator and an lP transducer.
ln accordance with the engine load, the pressure control device maintains a differential gas over-
pressure to the charge air pressure. This ensures that the gas feed pressure is correct at all operating
points of the DF-engine.
At the outlet of the gas valve line are quick-acting stop valves (1,2 QSv-001, 1 Pv5864, 1 Pv5865j
and automatic venting valves (1,2,3 Fv-002 = 1Pv 5863, 2Pv 5864, 2Pv 5865j mounted. The quick-
acting stop valves will interrupt on the request the gas supply to the engine. The automatic venting
valve (2 Fv-002j relieves the pressurised gas trapped between the two closed quick-acting stop
valves (1,2 QSv-001j. The automatic venting valve (3 Fv-002j relieves the pressurised gas trapped
between the quick-acting stop valves (2 QSv-001j and the engine and is used to purge the gas dis-
tribution system and pipe with Nitrogen in inverse direction.
For safety reasons, the working principle of the quick-acting stop valves (1,2 QSv-001j ensures that
the valves are normally closed (closed in case there is no signal or no control media i.e pressurized
airj while the venting valves (2,3 Fv-002j are normally open. ln addition, a safety stop device (SAvj
(incorporated in PCv-014j shuts off the gas flow automatically in case the pressure downstream of
the gas valve unit is to excessive.
The gas valve unit includes pressure transmitters/gauges and a temperature transmitter. The output
of these sensors is transmitted to the engine management system. The control logic meets MAN
Diesel & Turbo requirements and controls the opening and closing of the block and bleed valves as
well as the gas valve line leak test.
The gas valve unit is built according to the German DvGW standards.
DvGW = Deutsche vereinigung des Gas- und Wasserfaches (German association for the sectors
gas and waterj.
At the gas input connection (Aj of the gas valve unit, all gas parameters as specified for the engine
are to be observed (see Project Guide, Chapter "Specification for natural gas"j.

Page 1 - 18 Status 03/2011
Gas leakage test
Table 5 Gas leakage test, procedure
Please see Figure 6 and Figure 7 for control unit and valve arrangements.
Shut-Off sequence
Table 6 Shut-off sequence, procedure
Purging with inert gas
To secure a gas free gas supply line on the DF-engine up to the block valve 1Pv5865 of the GvU,
the piping will be automatically purged with inert gas after each normal or quick change over from
gas mode to liquid fuel mode and each emergency shut down from gas mode. Therefore a inert gas
purge valve 1FSv5888 will be installed on the DF-engine (see Figure 18j.
Step Action
1 valves 1Pv5864, 2Pv5864, 1Pv5865 und 2Pv5865 are closed. valve 2Pv5865 will be opened. The
gas pressure rises up to certain value within a certain time (measures by pressure transmitter
1PT5865j. This indicates a leaking valve 1Pv5864.
Reaction: Alarm and Shut-off sequence. Purging with inert gas.
No alarm: step 2
2 valve 1Pv 5864 will be opened. valve 2Pv5865 remains open. lf there is no pressure rise measured by
pressure transmitter, it indicates that there is either a defect pressure transducer 1PT5865 or the
valves 1Pv5865 or 2Pv5864 are defect.
Reaction: Alarm and Shut-off sequence. Purging with inert gas.
No alarm: step 3
3 valve 1Pv 5864 will be closed. valve 2Pv5865 remains still open. Pressure drop at transducer
1PT5865 within a certain time indicates leaking valves 2Pv 5864 or 1 Pv 5865.
Reaction: Alarm and shut-off sequence. Purging with inert gas.
No alarm: step 4
4 Gas leakage sequence complete. Gas supply for gas engines will be opened
Step Action
1 valves 1 Pv 5864 and 1 Pv 5865 will be immediately closed
2 valves 2Pv 5864 and 2 Pv 5865 will be opened with an individual delay time
3 valve 1 Pv 5863 opens for a short period of time to de-pressurise the gas after the pressure regulating
valve. After de-pressurising valve 1 Pv 5863 remains closed.
4 valve 2 Pv 5865 will be closed.

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During purge mode the purge valve 1FSv5888 and the venting valve 2Pv5865 will be opened and
inert gas can purge the remaining gas downstream over the valve 2Pv5865 out to the gas venting
installation. The inert gas needs to have a pressure of 6.5 bar (gj. ln any case the inert gas pressure
has to be 0.5 bar higher than the maximum operating fuel gas pressure.
After the purge time (depending on the length of the gas piping from GvU to DF-engine manifoldj
there are two different sequences possible:
2Pv5865 and 1FSv5888 will be closed. During preparation to gas mode the purge mode has to
started once again to secure an air free gas piping
2Pv5865 will be closed and 1FSv5888 remains open to secure that no charge air can enter the
gas piping. ln this case the inert gas pressure has to be observed. ln case of a failure of the inert
gas pressure a manual purged mode has to be started before the gas operation can be started
During the design stage it has to be decided which option will be followed. The system has to be
designed accordingly. The control of the valves has to be automatic.
Gas fuel piping between Shut off valve and gas valve unit room
The gas fuel pipe, and also all other pipes which are installed downstream, are monitored against
sudden total rupture by a differential pressure measurement across an orifice. This device is mount-
ed in the external part of the gas pipe, at the beginning of the individual pipe for each engine (each
one for each branching to the enginesj. ln case more than 150% to 200% of the normal max. al-
lowed gas flow of the engine are passing through the pipe, the differential pressure across the orifice
will increase and finally a differential pressure switch is activated. This signal is processed in the ship
alarm system and will automatically close the Shut off valve and will open the venting valve (both
valves are mounted at the beginning of this pipe and also on the exteriorj.
The pipe between the Shut off valve and the gas valve unit room must be double walled if passing
trough enclosed areas (ln frequent cases this pipe can pass directly from the exterior to the gas
valve unit room without passing in other enclosed areas, then a double walled pipe is not requiredj.
The outer space of the double walled pipe is continuously ventilated by 30 air changes per hour. The
ventilation flow is monitored by differential pressure switches (see Figure 2, PDSLj and by at least 2
gas detectors. By detection of PREAL (see Table 10j the gas fuel mode will be automatically
changed to diesel fuel mode. ln that case the Shut off valve will be closed and the external venting
valve will be opened. No additional flammable gas can be supplied to the possible defect compo-
nent and therefore can not be a source of danger for a fuel gas related explosion.
lnstallations:
Shut off valve and venting valves are installed at the exterior upstream of the GvU room in ac-
cordance to lGF- and lGC-Code. For each separate engine room we recommend to provide one
separate shut off and venting valve
One pipe rupture detection is installed with each engine gas feeding pipe
Gas fuel piping should not pass through accommodation spaces. Gas lines passing through en-
closed spaces, with exception of the gas valve control room, are to be of double walled type with
controlled ventilation in depression, or controlled overpressure of inert gas in the outer pipe
space
The outer space of the double wall pipe is controlled by at least two intrinsically safe and certified
gas detectors (installed between the exterior and the gas valve unit roomj

Page 1 - 20 Status 03/2011
Fuel-Oil- Systems
Pilot fuel-oil system
The pilot fuel-oil system of common rail type is build according to the actual classification rules in
force. lt consists of a high pressure fuel pump with double wall pipes and solenoid injection nozzles
for each cylinder. Fuel gas can not enter in the fuel-oil system as the injection pressure of the pilot
fuel oil is a few times higher than the fuel gas or ignition pressure of the cylinder. ln case of a failure
in the pilot fuel-oil system there is an automatic change-over to the conventional diesel fuel mode
with back-up fuel forced by the control system.
Main fuel-oil-system
Conventional Diesel engine fuel oil system, with one engine driven injection pump for each cylinder
which actuates the injection valve by double wall and leakage monitored high pressure pipes. The
system is build according to the actual classification rules in force. The fuel gas mixture in the cyl-
inder can not enter in any case of failure into the main fuel oil injection system. The injection pressure
is higher than the ignition pressure and there is a non return valve installed on the injection pump,
which protects the low pressure fuel system of the gas flow in case of an untight injection nozzle.
9.1.2 Crankcase
Crankcase safety valves are used for every crankgear. The certified safety valves are to be used in
gas dangerous zones to protect components. The certification is usually according to the ATEX EC
directive 94/9/EC and lMO rules.
The crankcase ventilation pipe (natural ventilationj is led to a safe location on the open deck, remote
from any source of ignition. The end of the ventilation pipe has to be equipped with a flame arrester.
The ventilation pipe has to be build steadily ascending to avoid any accumulation of explosive gas
concentration.
An additional crankcase forced ventilation is not necessary and during Diesel operation mode the
ventilation of the crankcase is strictly prohibited by the classification rules. The maximum explosion
pressures in the crankcase of dual fuel engines and conventional diesel engines are comparable (ex-
plosion pressure of lube oil mist 8 bar, explosion pressure Methane gas 7.2 barj. The ignition sourc-
es (see Figure 3j are monitored and alarmed by two redundant and diverse systems, MAN Diesel &
Turbo splash-oil-monitoring-system with main bearing temperature monitoring and a class ap-
proved oil-mist-detection system.
For maintenance work the crankcase is provided with a manual gas detection connection and a inert
gas connection.
lf required by classification societies, shipyard can install a gas detection device (Methanej in the
crankcase ventilation pipe after the flange at the crankcase.

Status 03/2011 Page 1 - 21
9.1.3 Charge air system
The explosion relief valves with flame arrester are certified according to the ATEX EC directive
94/9/EC protect the piping system (charge air manifoldj on the engine. The material used for the pip-
ing and its components are ductile. The discharged overpressure and the discharged media are led
to a safe place, which is not allowed to be entered during engine operation in gas mode and where
person or equipment could be injured.
lf the combustion air is sucked from the machinery room no additional requirements are necessary,
as the machinery room is a gas safe area, which is additionally monitored and supervised by ap-
proved gas detection sensors.
ln case of combustion air is taken directly from the free atmosphere, the air has to be taken from a
gas safe area via ducting. The air inlet ducting has to be protected by a shut-off device and must be
monitored by at least two independent approved gas detectors. ln case of fuel gas inrush the shut-
off device has to close the combustion air intake of the engine.
9.1.4 Exhaust gas system
9.1.4.1 Exhaust gas system (enginej
Gas can only enter into the exhaust gas system in case of an incomplete combustion or misfiring of
one ore more cylinders. Misfiring will be detected by the combustion monitoring. The material used
for the piping and its components are ductile. The design is as thus, that there are no pockets where
unburned gas can be accumulated.
Nevertheless a pressure relief valve with flame arrester protect the piping system on the engine. The
discharged overpressure and the discharged media are let to a safe place, which is not allowed to
be entered during engine operation in gas mode.
9.1.4.2 Exhaust gas system (externalj
DF engine exhaust gas pipes after outlet TC are not allowed to be connected together or to other
exhaust gas pipes. The exhaust ducts have to be build steadily ascending to avoid any accumula-
tion of explosive gas concentration.
During abnormal operation conditions due to incomplete combustion or misfiring gas mixture could
enter the exhaust system. Piping or spaces in which explosive atmosphere could enter or accumu-
late must be protected against dangerous overpressure which could destroy them or will cause in-
jury to person or equipment. Rupture discs or other safety valves must reliable discharge the
overpressure and the discharged media to a safe place and be suitable to be used in gas dangerous,
explosive atmosphere.
The rupture discs or other safety valves have to be monitored. An alarm is to be provided in cases
were the exhaust systems is open so that exhaust gas can be released. The following options are
possible:
ln cases where the exhaust gas is released through the rupture disc or other safety valves without
detrimental effect the engine can be operated in backup mode for emergency reasons.
ln case of multi-engine propulsion, an alarm is to be provided and the shut off of the engine is to
be activated in cases where safe engine operation with release of exhaust gas through the rup-
ture disc or other safety devices is not guaranteed.
ln case of single-engine propulsion: An automatic safety valve raise an alarm and cause a
changeover from diesel operation mode to the gas operation.

Page 1 - 22 Status 03/2011
During the design stage it has to be decided which option will be followed. The system has to be
designed accordingly. The respective alarms and signals have to be included in the ships safety sys-
tem.
By turning of the engine until standstill the exhaust gas system of the engine itself will be ventilated
after an emergency stop.
The external exhaust gas installation, as duct, silencers, boiler and stack (see Figure 8j, will be ven-
tilated by an additional exhaust gas ventilation unit. The purging is done sufficiently by an air volume
equal to 3 times of the total volume of the exhaust gas system. A valve is protecting the exhaust gas
ventilation unit against exhaust gas inrush. lf the valve is not closed completely an engine start is
blocked.
Figure 8 Exhaust gas ducting arrangement

Status 03/2011 Page 1 - 23
9.1.5 Lubrication oil (LOj system
ln the lubrication oil system there is explosion protection necessary at different levels for the above
mentioned crankcase and the lubrication oil tank. The other system components contain no hazard-
ous fuel gas.
The lubrication oil return pipe from the crankcase to the lubrication oil service tank must be installed
such that the open end discharges are at a minimum of 100 mm below the lowest possible oil level
surface, considering inclination. This is to ensure that there is no direct communication between the
crankcase and the gas area (upper areaj of the lubrication oil service tank possible. The level of the
oil surface is controlled by a level indicator, which will switch the engine from gas mode to diesel
fuel mode in case of low level lube oil alarm in lube oil service tank.
However the lubrication oil service tank, in which the lube oil is collected after leaving the crank-
case, could accumulate an important amount of in solution held gas of the lube oil stream. This
leaked gas from the settled down lube oil is lighter than the air and is constantly by natural ventilation
lead through a separate venting pipe to a safe location on the open deck, remote from any source
of ignition. The venting pipe has to be build steadily ascending to avoid any accumulation of explo-
sive gas concentration. The free end of the venting pipe is protected by a flame arrester. The venting
pipe must not be connected to venting pipes of other systems. The inner space of the LO service
tank is related to explosion protection zone "1". All electrical equipment has to be certified for that
use.
For save maintenance work the LO service tank has to be equipped with a manual gas detection
connection and an inert gas connection to prove that there is no explosive atmosphere available be-
fore starting any maintenance works.
Lubrication oil filters, strainers and centrifugal separators are supplied from lubrication oil from the
lube oil service tank. The oil level in this tank is monitored that no fuel gas from the crankcase could
enter directly into the tank. The oil in the service tank is degassed during the dwell period. Oil sucked
from the service tank bottom is pumped to the separators and filters, where only well degassed lu-
brication oil is treated. Therefore is in these equipment no considerable amount of fuel gas which
can be accumulated to an explosion hazardous atmosphere. No special explosion protection pre-
cautions have to be taken. Nevertheless in all tanks filled with used lube oil, unburned fuel gas can
be present. Due regard has been paid therefore for the used equipment on that tanks and the related
piping. That means that all tanks for used lube oil need vent pipes led to a safe location on the open
deck, remote from any source of ignition.

Page 1 - 24 Status 03/2011
9.1.6 Cooling water system
The following cooling water system is an example for a seperated HT/LT system, it can be designed
also as an integrated cooling water system.
9.1.6.1 High temperature cooling water system
The high temperature cooling water system is an open system.
During normal operation, there would not be any accumulation of unburned fuel gas in the cooling
system. Only in case of a damage an important amount of fuel gas could enter the high temperature
cooling system. This leaked unburned fuel gas is lighter than the air and is constantly naturally vent-
ed through a separate venting pipe from the expansion tank to a safe location on the open deck,
remote from any source of ignition. The venting pipe has to be build steadily ascending to avoid any
accumulation of explosive gas concentration. The free end of the venting pipe is protected by a
flame arrester. The inner space of the tank is related to explosion protection zone "2". All electrical
equipment has to be certified for that use.
For save maintenance the high temperature cooling water tank has to be equipped with a manual
gas detection connection and an inert gas connection to prove that there is no explosive atmos-
phere available before starting any maintenance works.
9.1.6.2 Low temperature cooling water system
The low temperature cooling water system is an open system.
During normal operation, there would not be any accumulation of unburned fuel gas in the cooling
system. Only in case of a damage in the high temperature cooling water system and if the HT system
is connected with the LT system, an important amount of fuel gas could enter into the low temper-
ature cooling system. This leaked fuel gas is lighter than the air and is constantly naturally vented
through a separate venting pipe from the tank to a safe location on the open deck, remote from any
source of ignition. The venting pipe has to be build steadily ascending to avoid any accumulation of
explosive gas concentration. The free end of the venting pipe is protected by a flame arrester (only
required in case that the HT-system is connected to LT-systemj. The inner space of the tank is relat-
ed to explosion protection zone "2". All electrical equipment has to be certified for that use.
For save maintenance work the low temperature cooling water tank has to be equipped with a man-
ual gas detection connection and an inert gas connection to prove that there is no explosive atmos-
phere available before starting any maintenance works.

Status 03/2011 Page 1 - 25
Figure 9 Cooling water system - single engine

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Figure 10 Legend, cooling water system - single engine

Status 03/2011 Page 1 - 27
Figure 11 Cooling water system - twin engine plant, part 1

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Figure 12 Cooling water system - twin engine plant, part 2

Status 03/2011 Page 1 - 29
Figure 13 Legend, cooling water system - twin engine plant
9.1.6.3 Nozzle Cooling water system
The nozzle cooling water system of the main fuel oil onjection valve (see Figure 14j is a closed and
pressurized system.
During normal operation, there would not be any accumulation of fuel gas in the cooling system.
Only in case of untight nozzle cooling spaces an important amount of fuel gas could ingress into the
nozzle cooling system.
This leaked gas is lighter than the air. Therefore the safety valve must be mounted on the highest
point of the nozzle cooling water tank. The safety valve relief pipe has to be build steadily ascending
to avoid any accumulation of explosive gas concentration and is to be led to a safe location on the
open deck, remote from any source of ignition. The free end of the venting pipe is protected by a
flame arrester.
The drainage of the safety valve seat is led through a gastight siphon.

Page 1 - 30 Status 03/2011
The inner space of the tank is related to explosion protection zone "2". All electrical equipment has
to be certified for that use.
For save maintenance work the nozzle cooling water tank has to be equipped with a manual gas
detection connection and an inert gas connection to prove that there is no explosive atmosphere
available before starting any maintenance works. On the highest point of the nozzle cooling tank has
to be installed a valve to depressurise the tank with a venting pipe. The venting pipe has to be build
steadily ascending to avoid any accumulation of explosive gas concentration and is to be led to a
safe location on the open deck, remote from any source of ignition. The free end of the venting pipe
is protected by a flame arrester.
.
Figure 14 Nozzle cooling water system

Status 03/2011 Page 1 - 31
9.1.7 Electrical systems
To avoid ignition sources within gas explosive areas, the electrical equipment is to be designed ac-
cording to ATEX guidelines RL 94/9/EG for manufacturer and RL 1999/92/EG for operators. Further-
more the appropriate standards EN 50014 ff and EN 60079-0 have to be considered.
This design description is valid for the vicinity of engine room and the gas valve unit room.
The cable connection to and between the gas hazardous areas has to be carried out with approved
gasket sets for cables.
The assortment of the electrical devices has to be done according to the defined explosion zones
in chapter 8.1. The verification of suitability of each electrical equipment for the corresponding ex-
plosion zone is necessary according to lEC 60092-502: 1999.
The flooring in rooms within gas hazardous areas has to be equipped with an anti static surface.
9.1.7.1 Electrical equipment in hazardous areas
According to lEC 60092-502: 1999. The following equipment may be considered for the associated
zones:
Zone 0
- certified intrinsically-safe apparatus of category "ia";
- simple electrical apparatus and components (for example thermocouples, photocells, strain
gauges, junction boxes, switching devicesj, included in intrinsically-safe circuits of category
"ia", not capable of storing or generating electrical power energy in excess of the limits given
in lEC 60079-14 and accetable to the appropriate authority.
- or additional parts according lEC 60092-502: 1999; Chapter 6.5.2
Zone 1
Only the following equipment may be considered for zone 1:
- any type that may be considered for zone 0;
- certified intrinsically-safe apparatus of category "ib";
Zone 2
The following equipment may be considered for zone 2:
- any type that may be considered for zone 1;
- tested specially for zone 2 (for example type "n" protectionj;

Page 1 - 32 Status 03/2011
9.1.7.2 Control cabinets/Terminal boxes on engine
The control cabinets of SaCoS
one
and the terminal boxes on engine are installed in a non-gas-ha-
zardous area. The engine room is defined as a non-gas-hazardous area because of double-wall fuel
gas piping and a permanent ventilation.
Moreover, in the unlikely case of leakage the gas mixture ascends. This avoids the development of
an explosive atmosphere in the control cabinets or terminal boxes.
The control cabinets are not subject to approval by a notified body.
For the protection degree (lP codej lP 54 is required at minimum.
9.1.7.3 ventilation
For each engine room a redundant ventilation system is required, which permanently aerates the en-
gine room during engine operation.
9.1.7.4 Grounding/Potential equalisation
ln general all electrical devices and the engine (via ground strapsj are to connect to the potential
equalization.
ln case of earthing of inherently safe circuit there are differences between potentials possible. This
fact should be taken in consideration.
lt is possible to isolate inherently safe circuits. The risk of electrostatic charge is to be considered.
The connection with the ground via a resistor of maximum R = 0.2 ... 1 Mega Ohm for dissipation of
electrostatic charges applies not as a grounding measurement.
An inherently safe circuit can be connected to the potential equalization system, if this is done at
one location only and this circuit is galvanic isolated. This requirement is fulfilled if a galvanic isolator
is used.
ln case of a functional caused earthing of a sensor/actuator, the earthing can be done outside
zone 0 only.
For the conductor of the potential equalization a cross section of 16 mm is required at minimum.
Exemption: Diameter of engines' grounding cables according to Project Guide Marine 51/60DF (see
section Earthing of Diesel engines and bearing insulation on generatorsj.
9.1.7.5 Lighting
The emergency lighting in the engine room is to be carried out for a usage in zone 1.
The multiple coach lighting in the gas valve unit room is to be carried out for a usage in zone 1.

Status 03/2011 Page 1 - 33
9.1.8 lnsulation
Maximum permissible surface temperature
For fire protection reasons the maximum permissible surface temperature is for common marine
Diesel fuel not more than 220 C.
Note!
ln any case the maximum permissible surface temperature must be below 80% of the lowest self
ignition temperature of the used gas fuels.
For the prevention of human injuries according to SOLAS Chapter ll-1, regulation 26.1, the maxi-
mum surface temperatures have to be determined according to EN 563.
Mechanical requirements
The insulation system and materials have to withstand the vibrations, thermal load and media used
in the engines systems for a defined service period. The non combustible material has to be certified
according to Marine Equipment Directive 2002/75/EC. The materials used are to be of non toxic
type. The insulation system has to be tight against penetration by flammable medias. The insulation
design has to give easy access for maintenance and must be effectively refitted. Proper reassembly
should normally be possible without the need of spare parts.
Accumulation of dangerous gas concentration
Due to the lean burn concept and the detection of misfiring with change from gas fuel mode to Die-
sel fuel mode, the risk of leakage from a noteworthy gas volume through untight flange connections
into the insulation is not very probably. Therefore no special consideration is paid for that reason to
the design and evaluation of the insulation material.

Page 1 - 34 Status 03/2011
9.2 Turbocharger
9.2.1 Explosion protection turbine side
The exhaust pipe on the engine to the turbocharger turbine inlet is protected by approved explosion
pressure relief valves with flame arrestor and the opening pressure set point is 5.0 barg overpres-
sure. The certification is usually according to the ATEX EC directive 94/9/EC. All pressure related
parts are designed to withstand at least an overpressure of 8 bar. The used materials are to be duc-
tile. Spheroidal casted iron is to be of the minimum quality "RT18" according to EN 1563.
9.2.2 Explosion protection compressor side
During engine operation is the pressure on the compressor side higher than on the suction side of
the compressor wheel. Therefore no fuel gas could reach the suction side of the compressor wheel.
ln case of stopping the engine, the engine is switched over from the gas fuel mode to Diesel fuel
mode by shut down of the fuel gas supply including venting and purging of the fuel gas supply pip-
ing. Therefore no fuel gas could pass through the compressor wheel outside the turbocharger. The
charge air pipe is protected by approved explosion pressure relief valves with flame arrestor and the
opening pressure set point is 5.5 barg overpressure. The certification is usually according to the
ATEX EC directive 94/9/EC. All pressure related parts are designed to withstand at least an over-
pressure of 8 bar.
9.3 Piping systems
Design requirements for piping systems on gas fueled engine installed ships see Appendix A.2 Pip-
ing design requirements.
9.4 Safety and Control System SaCoS
one
9.4.1 Components of SaCoS
one
The Safety and Control System for the dual fuel (DFj engine serves for full monitoring and control of
an engine (see Figure 15 System overview - block diagram and Figure 16 Schematic drawing of Sa-
CoS
one
system (optional exhaust gas waste gate or vTAjj.
SaCoS
one
comprises:
two units directly mounted on the engine, one containing two independent modules for safety
and engine control/alarm initiation, the other containing the injection module(sj (the number of
injection modules is dependent on the engine's number of cylindersj.
an interface cabinet, which provides power supply and connection to the ship's systems via the
gateway module
an auxiliary cabinet containing drives for pumps and other auxiliary systems as well as additional
sensors
the local operating panal directly mounted on the engine and the remote operating panel in the
engine control room
The two subsystems, safety system and engine control/alarm system, are independent from each
other. However, exchange of information is effected via a common system bus.

Status 03/2011 Page 1 - 35
Each of the subsystems is connected with its appertaining signal processing modules, which are
directly installed in the engine's terminal box, via separate field bus systems.
The SaCoS
one
interface cabinet contains all interfaces to the other system components and to ex-
ternal systems, i.e.:
Generator protection
Load management
Alarm system/remote control
Pump control
Gas alarm system
Figure 15 System overview - block diagram

Page 1 - 36 Status 03/2011
Figure 16 Schematic drawing of SaCoS
one
system (optional exhaust gas waste gate or vTAj

Status 03/2011 Page 1 - 37
9.4.2 Safety system
The safety system monitors all operating data of the engine and initiates the required actions, i.e.
load reduction or engine shut down, in case the limit values are exceeded. The system is designed
to ensure that the functions are achieved in accordance with the classification societies' require-
ments for marine propulsion engines, stationary power plant requirements are met just as well.
ln addition to the provisions made to permit the internal initiation of demands, binary and analogue
channels have been provided for the initiation of safety functions by external systems.
Auto shut down by the generator protection
Auto shut down by the load management
Auto shut down by the heat recovery boiler
Auto shut down by engine protection
Emergency stop by manual emergency shut down device (emergency stop push buttonj
Monitoring of generator bearings and lubrication
Monitoring of the generator windings
Load reduction
The safety system issues a load reduction request to the superior system. ln special cases a switch
over to Diesel mode is initiated.
Auto shut down
Auto shut down is an engine shut down initiated by any automatic supervision of either engine in-
ternal parameters or above mentioned external control systems.
Emergency stop
Emergency stop is an engine shut down initiated manually by an operator.
Engine shut down
lf an engine shut down is triggered by auto shut down, emergency stop or engine shut down the
signal has an immediate effect on the emergency shut down device, the speed control and the gas
valve unit. At the same time the shut down is triggered, SaCoS
one
issues a signal resulting in the
generator switch to be opened.
Override
Only during operation in the Diesel mode, safety actions can be suppressed by the override function
for various parameters. ln gas operating mode by selecting the override function, automatic
changeover to liquid fuel mode is carried out. The override has to be selected before a safety action
is actuated. The scope of parameters prepared for override are different and depend to the chosen
classification society.

Page 1 - 38 Status 03/2011
9.4.3 Engine control/alarm initiation
The subsystem engine control/alarm initiation works independently from the safety system. lt mon-
itors all operating parameters and signals alarms in case impermissible deviations occur.
Following functions are included:
Start/stop sequences
Demands regarding lube oil and cooling water pumps
Monitoring of the pre-lubrication and post-cooling period
Monitoring of the acceleration period
Fuel change over
Release of the gas operating mode
Control of the switch-over from one type of fuel to another
Fuel injection flow is controlled by the speed governor
Control station switch-over
Switch-over from local operation in the engine room to remote control from the engine control room
or external control from power management system.
Fast switch over to Diesel mode at gas alarm
The external gas warning system monitors the engine room and, in the case of a gas alarm, issues
an emergency switch over to Diesel mode demand to SaCoS
one
.
Knock control
For the purpose of knock recognition, a special evaluation unit is fitted to the engine and connected
with the engine control via the field bus.
Lambda control
For air fuel ratio control purposes, part of the charge air is rerouted via a bypass flap. The exhaust
gas temperature upstream of the turbine as well as characteristic fields stored in the engine control
are used for control purposes. The air fuel ratio control is only active in the gas operating mode. ln
the Diesel mode, the flap remains closed.
Control of the gas valve unit
The gas pressure at the engine inlet is specified by the engine control and regulated by the gas valve
unit. The pressure control device is activated by the engine control system. Prior to every engine
start and switch-over to the gas operating mode respectively, the block and bleed valves are
checked for tightness (see also 9.1.1.2 Fuel Systemj.
Jet-assist
To improve the response of the engine in case of fast increasing load, starting air is supplied to the
turbocharger via a valve.

Status 03/2011 Page 1 - 39
Pump control
The demands regarding the electric pumps for lubricating oil and cooling water are issued
by SaCoS
one
. SaCoS
one
also supplies the requested signals for standby start of the lube oil and HT
cooling water pumps. The standby and pump logics are to be realised in an external pump control
system.
Alarm initiation
All impermissible deviations from operating parameters as well as malfunctions cause alarm signals
to be issued and transmitted to the alarm systems via an serial bus interface.
Temperature control
Temperature controllers for various operating medias are integrated in SaCoS
one
. For more details,
please refer to the temperature control of the respective subsystems.
9.4.4 Electronic speed control
The electronic speed governing system is part of the injection module(sj and includes the control
and regulating devices for activating all of the engine's fuel control valves.
lt comprises:
Speed control
Common Rail control system for pilot fuel
Gas admission valve control
Driver unit for conventional operation on Diesel oil, in case of single engine plant: additional elec-
tric/mechanical backup for speed govenor
ln case of single engine plant: additional electromechanical backup for speed govenor
The speed governing system effects the exchange of all data required for safe and reliable operation
with the safety and control system. This data exchange takes place via bus and hardware connec-
tions.
Speed alteration
An influence on speed is exerted by SaCoS
one
. ln the case of remote control, a set point input by
the plant-specific control system is possible either by means of binary contacts (e.g. for synchroni-
sationj or, alternatively, by an active 4-20 mA analogue signal via SaCoS
one
.
ln the case of local control, speed alteration is only possible at the local operating panel.
Operating modes
The following operating modes are available:
lsochronous (optionalj
Droop (with a 5-percent speed increase when reducing load from nominal load to no load, as a
standardj

Page 1 - 40 Status 03/2011
Load sharing
ln the case of multi-engine plants, load sharing is effected by a droop function.
Autobalancing
For autobalancing a load control for each single cylinder is implemented in the modules "engine
control" and "speed governing" of SaCoS
one
.
lnterfaces
The speed governing system is supplied with electric power of the required voltage from the inter-
face cabinet.
The connection of the speed control cabinet to the actuators on the engine is to be carried out by
the yard. The restrictions with regard to the length of these connecting lines mentioned in Project
Guide chapter "installation requirements" are to be observed.
9.4.5 Operation
Local operation
Local operation takes place via an operating panel which is directly fitted to the engine.
An integrated display permits the visualisation of all operating data as well as status and fault indi-
cations available via SaCoS
one
. The following operational functions are possible:
Starting
Stopping
Adjustment of the desired speed value
Local control/remote control switch-over
Reset for stops and alarms
Engine emergency stop
Remote operation
An operating panel to be installed in the control console in the engine control room can be delivered
for remote control as an option.
The panel is equipped with an interactive display for visualisation of all engine parameters, status
and fault indications.
The following operational functions are possible:
Starting
Stopping
Control station switch-over (local/remote controlj to load management
Reset for stops and alarms
Engine emergency stop

Status 03/2011 Page 1 - 41
Figure 17 Diesel fuel system, measuring device diagram

Page 1 - 42 Status 03/2011
Figure 18 Gas fuel system, measuring device diagram

Status 03/2011 Page 1 - 43
9.4.6 Dual fuel engine operation modes
The control system performs three modes of operation. The gas mode, the Diesel mode and the
backup mode. The desired operating mode can be selected via the operating devices or the inter-
faces to the remote control. For detail informations about ventilation and gas detection see the
chapters 11.4 ventilation and 11.5 Gas detection.
Gas mode
ln the Dual-Fuel mode (Gas modej, the fuel mixture generation is done separately for each cylinder,
by individual fuel gas admission valves directly in the cylinder head. The required amount of pilot
fuel oil is made available by a Common Rail system and is directly injected by electromagnetic
valves.
Diesel mode
ln the Diesel mode, main fuel supply is realised by a conventional injection system. Flow control
takes place by means of an electric actuator, which is activated by the speed governor.
The Common Rail system, which supplies the engine with the required amount of pilot fuel oil in the
gas mode, is also active in the Diesel mode.
Backup mode
Backup mode operation is active when the Common Rail pilot-fuel oil system fails. During backup
operation, only the conventional main Diesel oil system is active.
The different operation modes and their availability are summarised in Table 7 and Table 8
Table 7 Fuel supply systems and operating modes active
Table 8 Alarm settings and operating modes available
Backup mode Diesel mode Gas mode
Gas fuel system not active not active active
Pilot fuel system not active active active
Main Diesel system active active not active
Availability of operating modes
Backup mode Diesel mode Gas mode
Normal operation not available available available
Gas pre alarm not available available not available
gas valve unit failure not available available not available
Gas supply failure not available available not available
Pilot oil system failure available not available not available

Page 1 - 44 Status 03/2011
Engine control sequences
Engine start
The engine will be always started in liquid fuel oil mode. From an engine load higher than 15 %*
up to 100 % load, the operator is free to select between the fuel gas mode and the liquid fuel oil
mode.
Engine stop
lf an engine stop is requested, the power management system has to reduce the engine load. lf
the engine is operating in fuel gas mode, a switch over to liquid fuel oil mode will be accom-
plished before the load will be further reduced and the automatic generator trip switch has to be
opened. Thereafter SaCoS
one
will stop the engine.
Emergency shut down
ls an emergency shut down triggered in liquid fuel oil mode, the main injection pumps will be
pushed to zero filling, through a pneumatic emergency stop system.
ln case of an emergency shut down in fuel gas mode, the double block and bleed valve of the
GvU will be automatically closed. The gas injection through the main gas valves and the CR-Pilot
Fuel-Oil lnjection will be deactivated. The main injection pumps will be pushed to zero filling,
through a pneumatic emergency stop system, like above mentioned. The fuel gas pipe will be
purged with inert gas in this case.
Switch over from liquid fuel oil mode to gas fuel mode
The switch over from liquid fuel oil mode to fuel gas mode is carried out automatically. lf the fuel
gas mode is selected, a prior check of all important gas equipment is effected like, for example,
the accomplishment of a leakage test of the GvU, as well as the review of all relevant alarms see
Table 11 Alarmlist. lf no failure or alarm is detected, the pre purge mode will be activated. ln this
purge mode the gas pipe will be filled with gas, so that gas is available on each main gas valve.
After finishing the pre purge mode the switch over will be enabled. During the switch over proce-
dure, the filling of the main fuel oil injection is regulated reduced to zero. The injection module
balances the decreasing main fuel oil amount, through a controlled increasing amount of fuel gas.
During the switch over procedure the engine will be controlled and checked at any time by the
SaCoS
one
system.
Switch over from fuel gas mode to liquid fuel mode
lf no fuel gas operation is needed, the operator can deselect this mode. Then the engine will be
automatically transferred to the fuel oil mode by the SaCoS
one
System. lf the engine operates on
liquid fuel oil, the gas valves 1Pv 5864 and 1Pv 5865 will be immediately closed and the venting
valve 2Pv5865 will be opened (see shut-off sequence in chapter 9.1.1.2 Fuel Systemj. The after
purge mode will be initiated, this will cause the flushing of the gas pipe. lf a gas alarm occurs (see
Table 11 Alarmlistj, a switch over to the liquid fuel oil mode is applied by the SaCoS
one
system.
*with special engine equipment, exhaust gas equipment or vTA, lower gas load is possible.

Status 03/2011 Page 1 - 45
Quick change over (QCOj
A quick change over from gas fuel mode to liquid fuel oil mode is only released, if relevant alarms
(see chapter 9.4.8j occur. ln this case it will be changed to liquid fuel oil mode without a delay
and the gas valves 1Pv5864 and 1Pv5865 will be closed. The shut off sequence will be initiated
and the gas pipe will be purged with inert gas.
Figure 19 Load application and time to change over to gas mode operation at nominal speed
*with special engine equipment, exhaust gas equipment or vTA, lower gas load is possible.

Page 1 - 46 Status 03/2011
Figure 20 Diagram CPP operating ranges 51/60DF

Status 03/2011 Page 1 - 47
9.4.7 Switching from Gas mode to Diesel mode (according FMEAj
For the Gas mode a detailed FMEA (Cause and effect-analysisj was carried out with focus on the
MAN Diesel & Turbo Dual-Fuel engine operating in Gas mode and faults affecting gas safety. The
following spreadsheet shows a summary of the FMEA report:
System/Signal/Fault Detection Measure
1j
Run
Starting System 30 bar
Start air supply failure Function not in gas mode
Diesel mode: pressure measurement
AL
Control air system
Pressure sensor failure - Monitoring sensor status AL, ACO
Air-Fuel control system
Bypass-Flap malfunction - Knocking
- Heavy Knocking
- Exhaust gas temperature before turbo-
charger high
- Exhaust gas temperature after cylinder,
mean value deviation high
AL
QCO, AL
AL; ACO
AL; ACO
Total failure of Exhaust gas temper-
ature measurement
- Monitoring sensor status AL, QCO
Pilot Fuel System
lnjector failure - Temperature after cylinder low, deviation AL, QCO
Failure injection module/DF - lnternal alarm
- Exhaust temperature low -> AL, QCO
AL, QCO to backup-mode
HP-Pump (mechj failure:
- 1 Pump piston damage
- 2 Pump piston damage
- Suction throttle failure
- Pressure low limit 1
- Pressure low limit 2
- Pressure low/ high
- AL
- AL, QCO to backup-mode
Filter contaminated - Difference pressure sensor high - AL
Leakage in pilot injector - in reservoir supervision/monitoring by level
switch
Failure in fuel supply - pressure drop in fuel supply - AL
Pressure regulating valve - pressure sensor low - AL
Pressure sensor failure - monitoring sensor status
- signal deviation below limit
- AL
1j
QCO = Quick change over to Diesel mode
ACO = Automatic change over to Diesel mode
SD = Shut down
AL = Alarm

Page 1 - 48 Status 03/2011
Gas supply System
Low control air pressure to GvU - pressure drop over GvU AL, ACO
Gas pressure peak to GvU - pressure rise over GvU pressure
- shut down of mechanical valve AL, QCO
Gas admission valve leakage
(SOGAvj
- Heavy knocking
- Exhaust gas temperature high
- Exhaust gas temperature mean value devi-
ation
AL, QCO
AL, ACO
AL, ACO
High gas pressure to gas regulating
valve
- Shut off valve will shut off AL, QCO
Gas admission valve not opening
(SOGAvj
- Exhaust gas temperature low
ation
AL, QCO
AL, ACO
Gas pressure regulating valve fail-
ure
- Deviation between setpoint and actual
reading
AL
Gas pressure sensor on engine fail-
ure
- monitoring sensor status AL
Combustion monitoring
1. Exhaust gas temperature after
cylinder
- Exhaust gas temperature high
- Exhaust gas temperature low = Misfiring
ation
AL, ACO
AL; QCO
AL, ACO
2. Failure of exhaust temperature
sensors before turbocharger
- Monitoring sensor status AL, ACO
3. Abnormal value of knock sensor Heavy knocking AL, QCO
4. Cylinder Blow-By - Splash oil monitoring system AL, QCO, SD
5. Gas admission duration limit
overexpandend
- Maximum duration reached (N
2
-content!j AL, QCO
Exhaust System
1. Exhaust system ventilation fail-
ure
- Flow sensor venting system failure
- Power Supply failure for fan
AL, Start blocking, Manual over-
write possibility for single engine
plant
AL, Start blocking, Manual over-
plant
2. ventilation valve malfunction (not
completely closedj
- Position sensor AL, Start blocking, Manual over-
plant
1j
SD = Shut down
AL = Alarm
1j
Run

Status 03/2011 Page 1 - 49
Table 9 FMEA
Special attention was drawn to the automatic safety actions in regard to the gas valves and engine
modes. The following spreadsheet is giving detailed information on this matter:
Speed Devices - Single engine
1. Failure of one speed sensor
2. Total loss of both speed sensors
- Self detection in control unit AL
AL, QCO
3. lnjection module / DF supply fail-
ure
- voltage monitoring AL
QCO to backup-mode
4. lnjection module / DF failure - Monitoring by control modules AL
QCO to backup-mode
Speed Devices Overwrite functions - Single engine
Overwrite active - Self detection in control unit QCO
Speed Devices - Multi engine
1. Failure of one speed sensor
2. Total loss of both speed sensors
- Self detection in control unit AL
AL, SD
3. lnjection module / DF supply fail-
ure
- voltage monitoring AL,
SD (at L-enginesj,
SD (at v-engines for the module of
bank Aj
QCO to backup-mode (at v-
engines for the module of bank Bj
4. lnjection module / DF failure - Monitoring by control modules AL,
SD (at L-enginesj,
SD (at v-engines for the module of
bank Aj
QCO to backup-mode (at v-
engines for the module of bank Bj
1j
SD = Shut down
AL = Alarm
1j
Run

Page 1 - 50 Status 03/2011
Parameter Automatic Safety Actions
1j
E
x
t
e
r
n
a
l

s
i
g
n
a
l
A
l
a
r
m
A
c
t
i
v
a
t
i
o
n

o
f

a
l
l

s
h
u
t
-
o
f
f

v
a
l
v
e
s
A
c
t
i
v
a
t
i
o
n

o
f

t
h
e

b
l
o
c
k
-
a
n
d
-
b
l
e
e
d

v
a
l
v
e
s

u
p
s
t
r
e
a
m

o
f

t
h
e

l
o
c
a
t
i
o
n
o
f

d
e
t
e
c
t
i
o
n
A
c
t
i
v
a
t
i
o
n

o
f

t
h
e

s
h
u
t

o
f
f

v
a
l
v
e

v
a
l
v
e
s

u
p
s
t
r
e
a
m

o
f

t
h
e

l
o
c
a
t
i
o
n

o
f

d
e
t
e
c
t
i
o
n
S
w
i
t
c
h

o
v
e
r

t
o

D
i
e
s
e
l

m
o
d
e
E
n
g
i
n
e

s
h
u
t

d
o
w
n
Gas detection Level
Gas fuel piping on the
engine, gas fuel piping
between engine and GvU
room
PREAL
2j
x x x x
AL
3j
x x x x
Gas fuel piping between
shut off valve and GvU
room
PREAL
2j
x x x x x
AL
3j
x x x x x
ventilation air duct GvU
room - outside
PREAL
2j
x x
AL
3j
x x x x x
ventilation air duct engine
room - outside
PREAL
2j
x x x x x
AL
3j
x x x x x
GvU room PREAL
2j
x x
AL
3j
x x x x x
Engine room PREAL
2j
x x x x x
AL
3j
x x x x x
General gas alarm (e.g. in
cargo areaj
PREAL
2j
x x
AL
3j
x x x x x x
ventilation pressure dif-
ference
Engine room inlet PDSL low x x x x x
GvU room outlet PDSL low x x x x x
Engine room - GvU room PDSL low x x x x x
Engine room - on engine
piping
PDSL low x x x
GvU room - outside PDSL low x x x x x

Status 03/2011 Page 1 - 51
Table 10 Automatic safety actions
1j Automatic Safety Actions released by
- MAN SaCoS
one
: Activation of the block-and-bleed valves, switch over to diesel mode, engine shut down, alarm gen-
eration
- External safety systems: Activation of the Shut off valves, Alarm generation
2j PREAL
- acc. lGF = 20-30 % LEL
- acc. lGC = 30 % LEL
3j AL
- acc. lGF = 40 % LEL
For more information about gas detection see chapter 11.5.
Gas parameters at GvU
inlet (Aj
High / Low
Gas pressure H / L x x x
Gas temperature H / L x x x
Fire alarm
GvU room x x x x
Engine room x x x x
1j
E
x
t
e
r
n
a
l

s
i
g
n
a
l
A
l
a
r
m
A
c
t
i
v
a
t
i
o
n

o
f

a
l
l

s
h
u
t
-
o
f
f

v
a
l
v
e
s
A
c
t
i
v
a
t
i
o
n

o
f

t
h
e

b
l
o
c
k
-
a
n
d
-
b
l
e
e
d

v
a
l
v
e
s

u
p
s
t
r
e
a
m

o
f

t
h
e

l
o
c
a
t
i
o
n
o
f

d
e
t
e
c
t
i
o
n
A
c
t
i
v
a
t
i
o
n

o
f

t
h
e

s
h
u
t

o
f
f

v
a
l
v
e

v
a
l
v
e
s

u
p
s
t
r
e
a
m

o
f

t
h
e

l
o
c
a
t
i
o
n

o
f

d
e
t
e
c
t
i
o
n
S
w
i
t
c
h

o
v
e
r

t
o

D
i
e
s
e
l

m
o
d
e
E
n
g
i
n
e

s
h
u
t

d
o
w
n

Page 1 - 52 Status 03/2011
9.4.8 Alarmlist for SaCoS
one
Control System (additional alarmlist for DF enginesj
Alarm ident Alarmtype
A
l
a
r
m
G
a
s

t
o

D
i
e
s
e
l
F
a
s
t

G
a
s

t
o

D
i
e
s
e
l
S
w
i
t
c
h

t
o

B
a
c
k
u
p
S
h
u
t

d
o
w
n
Measuring
point ident
General
- External change over X
3EAS1013 Override active X 3EAS1013
1EAL1022 Engine load low X 1GT1022
3EASL1022 Engine load low X 1GT1022
1EASH1022 Engine load high X 1GT1022
3EAS1022 Engine load not available X 1GT1022
Gas injection, pilot fuel and speed control
3SCAS1005-1 lnjection module 1 major alarm or
communication error
between lM1 and engine control
X 1SC1005 multi engines
X single engine
3SCAS1005-2 lnjection module 2 major alarm or
communication error
between lM2 and engine control
X 1SC1005 only at v-engines
2SEZ1005
Engine speed sensor failure (both
sensorsj
X
1SC1005 X multi engines
X single engine
3FSvAS5885 Wire break or overcurrent of con-
trol of a main gas injection nozzle
X X 1..nFSv5885
1KAH5885 Gas injection duration at maxi-
mum limit
X 1..nFSv5885
3KASH5885 Gas injection duration at maxi-
mum limit
X
1..nFSv5885
Knock control
1XASH1200 Knocking X 1..nXE1200
3XASH1200-
SW
Heavy knocking (software
detectedj
X 1..nXE1200
3XASH1200-
HW
Heavy knocking (hardware
detectedj
X 1..nXE1200
3XEAS1200 Knocking signal for at least one
cylinder is not available
X X 1..nXE1200

Status 03/2011 Page 1 - 53
3XCAS1200-1
Knock control unit failure
X 1..nXE1200
X
3XCAS1200-2
Complete loss of bus between
KCU and control unit
X 1..nXE1200
X
Main bearings
3TASH1064 Main bearing temp high X 1..nTE1064
3TEAS1064 Total loss of main bearing temp
sensors
X 1..nTE1064
Crankcase
3TASH2880 Splash oil temp high X 1..nTE2880
3TEAS2880 Total loss of splash oil temp sen-
sors
X
1..nTE2880
Pilot fuel LP system
1PDAH5275 Pilot fuel fine filter contamination,
diff. pressure high
X
1PDS5275
1PAL5275 Pilot fuel pressure low X 1PT5275
4PTAS5275 Pilot fuel pressure not available X 1PT5275
1TAH5275 Pilot fuel temperature high X 1TE5275
Pilot fuel HP system
4PAL2170 Lubrication oil pressure of common
rail pump low
X
1PT2170
1PTA2170 Lubrication oil pressure of common
rail pump not available
X 1PT2170
3EMAS5276
Pilot fuel pump is switched off
X
X
4EMAS5276 Circuit breaker common rail pump
is open
X
1PAL5276
(A/Bj
Pilot fuel pressure low X 1/2PT5276 Characteristic curve
4PASL5276
(A/Bj
Pilot fuel pressure low X 1/2PT5276 Characteristic curve
A
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Page 1 - 54 Status 03/2011
1PAH5276
(A/Bj
Pilot fuel pressure high X 1/2PT5276
1PASH5276
(A/Bj
Pilot fuel pressure high X 1/2PT5276
4PTAS5276
(A/Bj Pilot fuel pressure sensor failure
(both sensorsj
X
1/2PT5276
X
3EMAS5276 Pilot fuel pump is switched off X
X
3FSvAS5278
(A/Bj Wire break or over-current of pilot
fuel injection nozzle
X
1..nFSv5278
X
4LSAH5276 Fuel level high in pilot fuel oil leak-
age monitoring tank
X 1LS5276
Gas valve unit
3EAS5860
Complete loss of bus between
GvU and control unit
X
X
3GAS5862
SAv closed
X
1GOS5862
1TAH5860 Gas temperature GvU inlet high X 1TE5860
2TASH5860 Gas temperature GvU inlet high X 1TE5860
1TAL5860 Gas temperature GvU inlet low X 1TE5860
2TASL5860 Gas temperature GvU inlet low X 1TE5860
2TEAS5860 Gas temperature GvU inlet not
available
X 1TE5860
1PAH5862 Gas supply pressure before gas
control valve high
X 1PT5862
1PAL5862 Gas supply pressure before gas
control valve low
X 1PT5862
1PDAH5862 Gas filter GvU contaminated X 1PDS5862
1PTA5862 Gas supply pressure before gas
control valve not available
X 1PT5862
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Status 03/2011 Page 1 - 55
1PDAL5865 Diff. pressure gas/charge air low X 1PT5865 +
1PT6180
1PDAH5865 Diff. pressure gas/charge air high X 1PT5865 +
1PT6180
3PDASH5865 Diff. pressure gas/charge air high X 1PT5865 +
1PT6180
1PCA5865 Gas pressure regulation GvU dis-
turbed
X 1PT5865
1PTA5865 Gas pressure after gas control
valve not available
X 1PT5865
3PASH5870 Diff. pressure of double wall piping
low
X X 1PT5870
3PTAS5870 Diff. pressure of double wall piping
not available
X X 1PT5870
1PAL7460 Control air pressure at GvU low X 1PT7460
3PASL7460 Control air pressure at GvU low X 1PT7460
1PAH7460 Control air pressure at GvU high X 1PT7460
3PASH7460 Control air pressure at GvU high X 1PT7460
2PTAS7460
Control air pressure sensor failure
X
1PT7460
X
Lambda control and charge air
3PTAS6180 Charge air pressure sensor failure
(total lossj
X X
1PT6180
1TAH6180 Charge air temperature high X 2TE6180
1TAL6180 Charge air temperature low X 2TE6180
2TASL6180 Charge air temperature low X 2TE6180
1TEA6180 Charge air temperature not availa-
ble
X
2TE6180
1TA6575-?
Lambda control disturbed
X 1TE6575,
1PT6180
2TAS6575-?
Lambda control disturbed
X 1TE6575,
1PT6180
2TEAS6575-?
Lambda control not available
X 1TE6575,
1PT6180
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Table 11 Alarmlist
Exhaust gas system
2TASH6570 Exhaust gas temperature high X 1..nTE6570
3TASL6570 Exhaust gas temperature low X 1..nTE6570
2TDASH6570 Exhaust gas temp mean value
deviation
X
1..nTE6570
3TEAS6570
Exhaust gas temp after cyl sensor
failure
X
1..nTE6570
X
2TASH6575 Exhaust gas temp at turbine inlet
high
X 1TE6575
Lube oil service tank
2LASL2310
Lube oil level in service tank low or
sensor not available
X
1/2LS2310
coupling side and/or
counter-coupling
side
X
Gas leakage
3QASH5800
Gas alarm
X
1QC5800
X
3PDASH5850
Excessive gas flow
X
2PDS5850
X
ventilation control
3EAS7300 Engine room ventilation failure X X 1QC7300
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Status 03/2011 Page 1 - 57
10 Engine related systems
10.1 Air pressure systems
10.1.1 Starting air system
The engine will be always started in diesel fuel mode and run on diesel fuel oil mode up to the rated
speed. Therefore is no fuel gas during starting with starting air available which could ingress into the
starting air system. Nevertheless, every cylinder is equipped with a flame arrester to avoid any flame
to strike back into the starting air pipe. As commonly for MAN Diesel & Turbo engines the starting
air system overpressure is 30 bar at 50 C temperature.
10.1.2 Control air
There is no connection on the engine through which any fuel gas could ingress into the control air
system. The control air system overpressures are 8 bar and 30 bar at max. 50C temperature. The
control air at 30 bar overpressure is used for the emergency shut down of the engine. With 8 bar
control air are operated the block valves and the lP actuator of the GvU.
10.2 lnert gas system
lt is to be build according to the yards specification and lGF- and lGC-Code. lnert gas consumption
according to purged volumes.

Page 1 - 58 Status 03/2011
11 Plant
11.1 General
To keep the complexity and costs on a reasonable level, the components of the plant are installed
in special, functionality related, machinery spaces.
Due to the double wall concept of the fuel gas pipes, the dual fuel engines can be installed in engine
rooms, with substantially similar requirements as engine rooms for conventional diesel engines.
Nevertheless, for the engine room same special provisions are to be observed and recommended.
lt is not possible to equip the gas valve unit with double wall pipes. For this reason the GvU is in-
stalled in a separate, special protected, compartment near the DF engine.
The complete arrangement drawings and design proposal for a new building with dual fuel engines
have to be in accordance with applicable marine rules (lGF-Code, lGC-Code, lACS unified require-
ments etc.j and approved by the marine classification society.
For the MAN Diesel & Turbo proposal see Figure 21 and Figure 22. For detailed drawings see ap-
pendix A.3.

Status 03/2011 Page 1 - 59
Figure 21 Example: Gas feeding system, two engine rooms. Detailed drawing see appendix A.3

Page 1 - 60 Status 03/2011
Figure 22 Example: Gas feeding system, single engine plant. Detailed drawings see appendix A.3.
11.2 Gas valve unit room
The GvU room is a separate compartment with gastight walls. lt is a gas hazardous area, related to
explosion hazardous area, zone 1.
Usually in the GvU room are installed:
Gas valve unit
Gas and fire detection systems
Fire fighting system
Room ventilation system
Lighting
For redundancy reasons it is recommended to distribute the gas valve units in separate GvU rooms.
ln this way not all main engines are involved, if a gas or fire alarm happens in one of the gas valve
unit rooms.
For single engine plants only one GvU room is necessary.
The ambient air pressure in the GvU room is in depression related to the engine room and related
to the exterior. ln this way the space between the double walls of the fuel gas pipes leading to the
GvU room and leading from the GvU room to the engine, are ventilated in direction to the GvU room.
The depression in the GvU room is monitored and verified by differential pressure switches. ln case
of abnormal differential pressures, the Shut off valve (upstream of the GvU roomj is closed and the
engines are switched over to liquid fuel mode.

Status 03/2011 Page 1 - 61
ln accordance with lEC 60092-502:1999 and considering that the outside of the GvU room is a non-
hazardous area, the GvU room is to be equipped with a double door system forming an air-lock.
Alternatively a single door system can be considered if the ventilation of the GvU room is capable
to ensure a minimum underpressure of 25 mbar within the GvU-room. The doors must be self clos-
ing giving an alarm when the doors remain open for longer than 60 seconds. lf the ship layout of the
yard leads to another area classification of the outside of the GvU room, other door arrangements
might be possible according to lEC 60092-502:1999. ln case persons are in the gas valve unit room,
the automatic fire fighting system has to be disabled (only in case that personal could be endan-
geredj. ln that case other fire protection measurements have to be organised.
All installed electrical equipment has to be of certified safe type for zone 1.
ln case of a gas PREAL (see Table 10j in the GvU room or inside double wall piping only an alarm is
generated.
ln case of a main gas alarm (ALj in the GvU room or inside double wall piping, the Shut off valve is
closed automatically and the engine is switched over to liquid fuel mode. The ventilating system will
remain in operation to remove the fuel gas from the GvU room. This alarm has to be visual and au-
dible indicated also locally at the entrance of the GvU room.
ln case of a sudden total rupture of a gas pipe in the GvU room (this is detected by an external dif-
ferential pressure measurement across an orifice in case of a gas flow of more than 150 % to 200 %
of the nominal gas flowj the external Shut off valve is closed and all engines served by the involved
Shut off valve are switch over to Diesel mode. The ventilating system will remain in operation to re-
move the fuel gas from the GvU room. This alarm has to be visually and audibly indicated also locally
at the entrance of the GvU room.
ln case of fire alarm in the GvU room the Shut off valve is closed automatically, the engine is shifted
to liquid mode, the ventilation of the GvU room is stopped, louvers in the ventilating system are
closed to avoid air or oxygen admission from the exterior and fire extinguishing agent is injected in
the gas valve unit room.
The requirements on gas detection, ventilation and electrical equipment are mentioned in the fol-
lowing chapters (11.4 - 11.6j.

Page 1 - 62 Status 03/2011
11.3 Engine room
The engine room is considered as a gas safe area due to the complete double wall fuel gas piping
system on the engine and in the engine room. Additionally each engine room must be equipped with
at least four gas sensors of continuos monitoring type. Two sensors in the ventilation outlet and two
sensors above each DF-engine. The detection equipment shall be located where gas may accumu-
late. The number of detectors could depend on size, layout and ventilation of the engine room.
Usually in the engine room are installed:
Dual fuel engines
Alternators
Gear box
Propeller system
Gas and fire detection systems
Fire fighting system
lnlets and outlets of the engine room ventilation system
Lighting
Lube oil pumps, lube oil service tank and lube oil system
Liquid fuel pumps and liquid fuel system
Cooling water pumps and parts of the cooling water system
Different components of auxiliary engine systems
For redundancy reasons it is recommended to distribute the main engines in at least two separate
engine rooms. (Not for single engine plantsj
ln case of gas PREAL (see Table 10j at one gas detector in the engine room an audible and visible
alarm is given. ln case of a gas prealarm at two gas detectors in the engine room, the Shut off valve
of the affected engine room is closed automatically and all engines installed in the affected engine
room are switched over to Diesel mode. The engine room ventilation system will remain in operation
to remove the fuel gas from the engine room.
ln case of a main gas alarm AL (see Table 10j at one gas detectors in the engine room, the Shut off
valve of the affected engine room is closed automatically and all engines installed in the affected
engine room are switching over to Diesel mode (Fast Gas to Dieselj.
ln case of a sudden total rupture of a gas pipe in the engine room (this is detected, by an external
differential pressure measurement across an orifice in case of a gas flow of more than 150 % to
200 % of the nominal gas flowj, the external Shut off valve of the involved engine room is closed
automatically and all engines installed in the affected engine room are switching over to Diesel mode
(Fast Gas to Dieselj.
The setting of the alarms ensures that the engine room is protected against a major inrush of gas as
the gas supply lines would be shut off and purged with inert gas in the case that the level of PREAL
(see Table 10j is reached and detected by two gas detectors. The second alarm level of AL (see Ta-
ble 10j at two gas detectors is a theoretical setting which cannot be reached as to the safety mea-
sures before. There is no internal source of gas which could release that much gas to the engine
room that a level of AL (see Table 10j could be reached. A sudden, strong gas release which would

Status 03/2011 Page 1 - 63
lead to fast increasing gas concentrations would be detected by the engine monitoring system, by
the gas pressure monitoring and by the gas detectors within the double piping system. However it
is possible that gas could be sucked into the engine room from external sources. Therefore the sec-
ond alarm level at AL should be established to have the information and to start the necessary coun-
termeasures. For safety reasons no automatic shut down of the engines is planned as this last
decision is to be made by the crew appropriate to the ships situation. The second alarm level is to
be equivalent to fire alarm within the machinery space.
ln case of fire alarm in the engine room the Shut off valve of the affected engine room is closed au-
tomatically and all engines installed in the affected engine room are switching over to Diesel mode
(Fast Gas to Dieselj. For further information see chapter 11.7 Fire detection and fire fighting system.
The fuel gas content in the combustion air has to be monitored by a gas detection system. ln case
of combustion air taken from the engine room this will be done by the gas detection system of the
engine room. ln case that the combustion air is taken directly from the exterior gas detectors have
to be installed within the air admission system.
The requirements on gas detection, ventilation and electrical equipment are mentioned in the fol-
lowing chapters (11.4 - 11.6j.
Figure 23 ventilation and gas detection

Page 1 - 64 Status 03/2011
11.4 ventilation
Rooms and spaces to be ventilated for gas leakage fighting reasons:
GvU room
Space between the double wall gas pipes
Technical requirements of the ventilation:
The complete design of the ventilation system for a gas engine fueled newbuilding has to be in
accordance with applicable marine rules (lGF- and lGC-Code etc.j and approved by the marine
classification society.
The design of the ventilation is in general a mechanical forced ventilation system.
The complete ventilation system has to be optimised in the engine- and GvU room that way that
no "dead" edges or spaces with no or less efficient ventilation will occur. The efficiency of the
ventilation system has to be shown with simulation methods or practical testing on the vessel.
ventilation air is taken from free atmosphere and gas safe area via ducting.
ventilation inlet and outlet duct have to be equipped with automatically closing fire louvers and
are mechanically protected by screens with not more than 13 mm square mesh.
ventilation capacity: for not gas save areas min. 30 air changes per hour. Monitoring of the suc-
tion with alarm below 30 air changes per hour.
lndication and alarming of loss of ventilation capacity in engine control station.
ventilation system independent from other ventilation systems.
lndependent systems for each engine room. Each GvU room will be forced exhaust ventilated.
ventilation is in operation even under shut down conditions.
ventilation fans have to be approved for ventilating explosive atmosphere.
GvU room ventilation: number and power of fans are to be such that the capacity is not less than
100 %. Redundant fans (100 % eachj have to be installed.
The ventilation air for the GvU room taken from the engine is equipped with gas detection with
alarm points set at PREAL (see Table 10j.
ventilation air outlet kept away from ignition sources.
Electric fan motors are not allowed to be installed in ventilation ducts or piping.
ventilation air outlets are to discharge upwards in locations at least 10 m in the horizontal direc-
tion from ventilation intakes and openings for gas safe spaces.
lnlet and outlet equipped with closing arrangement (louversj in case of fire in engine or GvU
room.

Status 03/2011 Page 1 - 65
11.5 Gas detection
The project related requirements have to be in accordance with applicable marine rules (lGF- and
lGC-Code etc.j and approved by the marine classification society.
General requirements:
Each engine room must be equipped with at least four HC-sensors of continuous monitoring
type. Two sensors in ventilation outlet and 2 sensors above each DF-engine, where gas may ac-
cumulate
Above each GvU in the GvU room two sensors must be installed. The GvU room ventilation out-
let must be monitored by additional 2 gas detection sensors
Gas sensors are to be connected to a common alarm system with audible and visible alarms
Gas sensors have to be of intrinsically-safe and certified type and have to be type approved by
lACS-Classification societies
Two independent, continuous working, fixed gas monitoring systems in operation when gas fuel
is in piping or during purging
Gas detection requirements: self monitoring
Self detection of system: malfunction shall not lead to false emergency shut down of the engine
Functional redundancy when either one of the systems fails
System designed to be readily tested
The alarm levels, see Table 10.
11.6 Safety of electrical equipment
Please note the requirements of chapter 9.1.7 for electrical equipment.
Additional requirements are:
lnside gas duct and piping: electrical equipment intrinsically-safe type.
GvU room: fire and gas detectors, fire and gas alarm equipment, lightning, ventilation fans and
other installed equipment is certified safe for zone 1.

Page 1 - 66 Status 03/2011
11.7 Fire detection and fire fighting system
The complete design of the fire detection and fire fighting system for a gas engine fueled newbuild-
ing engines has to be in accordance with applicable marine rules (lGF- and lGC-Code etc.j and ap-
proved by the marine classification society.
The fire detection and fire fighting system is to be approved by the lACS Classification Societies SO-
LAS Ch ll-2 and lGF- and lGC-Code and the relevant classification rules.
11.8 Gas pipe rupture detection (only in case of DNv classificationj
Detection of sudden total gas pipe rupture is according to the actual classification societies rules
necessary. lt has to monitor all pipes in enclosed spaces. A pipe rupture detection can be realised
by differential pressure monitoring across an orifice mounted on the exterior part (not enclosed partj
of the gas pipe of each engine. The upstreaming gaspipe up until the pipe rupture detection will now
be as well monitored together with the external gas fuel supply pipe against sudden total pipe rup-
ture.
ln case more than approx. 150% to 200% of the nominal max. gas flow is passing, the gas pipe is
considered broken. An alarm is generated and the external Shut off valve is closed. All engines con-
nected to the affected Shut off valve are immediately switched over to Diesel mode.
Appendix
Status 03/2011 Appendix - 1
Appendix
Appendix
Appendix - 2 Status 03/2011
A.1 List of measuring and control devices
No. Measuring
point
1j
Description Function Mea-
suring
range
Location Connected
to
Depend-
ing on
option
Pressure
1
1PT2170 pressure
transmitter
lube oil pressure
engine inlet
alarm at low lube
oil pressure
0-10 bar engine control
module/
alarm
2
2PT2170 pressure
transmitter
lube oil pressure
engine inlet
auto shut down at
low pressure
module/
safety
3
1PT2570 pressure
transmitter
lube oil pressure
turbocharger inlet
alarm at low lube
oil pressure
module/
alarm
4
2PT2570 pressure
transmitter
lube oil pressure
turbocharger inlet
auto shut down at
low lube oil
pressure
module/
safety
5
1PT3170 pressure
transmitter
HT-cooling water
pressure engine
inlet
alarm at low
pressure
module/
alarm
6
2PT3170 pressure
transmitter
HT-cooling water
pressure engine
inlet
auto shut down at
low cooling water
pressure
module/
safety
7
1PT4170 pressure
transmitter
LT-water pressure
charge air cooler
inlet
alarm at low
cooling water
pressure
module/
alarm
8
2PT4170 pressure
transmitter
LT-water pressure
charge air cooler
inlet
alarm at low
cooling water
pressure
module/
safety
Appendix
9
1PT5070 pressure
transmitter
fuel pressure
engine inlet
remote indication
and alarm
module/
alarm
10
2PT5070 pressure
transmitter
fuel pressure
engine inlet
remote indication
and alarm
module/
safety
11
1PT6180 pressure
transmitter
charge air
pressure before
cylinders
engine control 0-6 bar engine control
module/
alarm
12
2PT6180 pressure
transmitter
charge air
pressure before
cylinders
module/
safety
13
1PT7170 pressure
transmitter
starting air
pressure
engine control,
remote indication
module/
alarm
14
2PT7170 pressure
transmitter
starting air
pressure
engine control,
remote indication
module/
safety
15
1PT7180 pressure
transmitter
emergency stop
air pressure
alarm at low air
pressure
module/
alarm
16
2PT7180 pressure
transmitter
emergency stop
air pressure
alarm at low air
pressure
module/
safety
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
engine speed, turbocharger speed and injection control
17
1SE1004 speed pickup
turbocharger
speed
indication,
supervision
0-20000
rpm/
0-25000
rpm
turbo-
charger
control
module/
safety
18
1SC1005 injection module/
DF
speed control,
control of gas
injection valves,
main fuel, pilot
fuel
engine
19
1SE1005 pickup engine speed,
camshaft position
detection
0-600rpm
0-1200Hz
drive wheel injection
module(sj/
DF, control
module/
alarm,
control
module/
safety
20
2SE1005 pickup engine speed,
camshaft position
detection
0-600rpm
0-1200Hz
drive wheel injection
module(sj/
DF, control
module/
alarm,
control
module/
safety
21
1Sv1010 actuator
engine
conventional fuel
admission
speed and load
governing
engine auxiliary
cabinet
start and stop of engine
22
1PS1011 pressure switch
start air pressure
feedback start
valve open, reset
and start speed
governor
0-10 bar start air
pipe on
engine
control
module/
alarm
23
1SSv1011 solenoid valve
engine start
actuated during
engine start
engine control
module /
alarm
24
1SZv1012 solenoid valve
engine shut down
manual and auto-
emergency shut
down
engine control
module/
safety
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
25
1PS1012 pressure switch
emergency stop
air
feedback
emergency stop,
startblocking
active
0-10 bar emergency
stop air
pipe on
engine
control
module/
safety
variable injection timing
26
1Uv1028 solenoid valve
vlT adjustment
energise valve
means remove
hydraulic brake
for vlT-adjustment
engine control
module /
alarm
27
2Uv1028 solenoid valve
vlT adjustment
energise valve
means remove
hydraulic brake
for vlT-adjustment
engine control
module /
alarm
28
1EM1028 electric motor
vlT-setting
injection time
setting
engine auxiliary
cabinet
29
1PSH1028 pressure switch
oilpressure vlT-
brake
release vlT-motor
at sufficient
pressure
module /
alarm
30
2PSH1028 pressure switch
oilpressure vlT-
brake
release vlT-motor
at sufficient
pressure
module /
alarm
31
1GOS1028 limit switch
early ignition
indication vlT
early position
engine control
module /
alarm
32
late ignition
indication vlT late
position
engine control
module /
alarm
main bearings
33
xTE1064-1 temp sensors
main bearings
indication and
engine protection
0-120C engine ATEX-Unit
34
main bearings
indication and
engine protection
0-120C engine ATEX-Unit
turning gear
35
turning gear
engaged
indication and
start blocking
engine control
module/
alarm
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
slow turn
36
M329 for
slowturn
turning engine
with reduced start
air pressure
engine control
module/
alarm
37
M371/2 for
slowturn
turning engine
with reduced start
air pressure
engine control
module/
alarm
jet assist
38
for jet assist
turbocharger
acceleration by jet
assist
engine control
module/
alarm
knock control
39
1XC1200 control unit
knock monitoring
knock monitoring
and regulation
engine control
module/
alarm
40
3SE1200 speed pickup
for knock
detection
speed and
camshaft position
input for knocking
detection
0-600
rpm
0-1200
Hz
camshaft anti
knocking
regulation
41
1..nXE1200
A/B *j
knock sensors knock event
detection
engine knock
control unit
lube oil system
42
1TE2170-1 temp sensor
lube oil temp
engine inlet
alarm at high
temp
0-120C engine control
module/
alarm
43
lube oil temp
engine inlet
request load
reduction at high
temp
module/
safety
44
1LS2310 level sensor
lube oil service
tank (coupling
sidej
lube oil level low
alarm
Lube oil
service tank
interface
cabinet
45
2LS2310 level sensor
lube oil service
tank (counter
coupling sidej
lube oil level low Lube oil
service tank
interface
cabinet
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
46
1EM2470 electric motor
cylinders
lubrication
cylinder
lubrication
engine auxiliary
cabinet
47
1FE2470 limit switch
cylinders
lubricator
function control of
cylinder lubricator
0.1-1Hz engine control
module/
alarm
48
lube oil temp
turbocharger
drain
module/
alarm
49
lube oil temp
turbocharger
drain
module/
safety
oil mist detection
50
1QTlA2870 oilmist detector
oilmist
concentration in
crankcase
oilmist
supervision
engine optional
splash oil
51
splashoil temp
rod bearings
splash oil
supervision
module/
alarm
52
splashoil temp
rod bearings
splash oil
supervision
module/
safety
cooling water systems
53
1TE3168 temp sensor
HT-water temp
charge air cooler
inlet
for EDS
visualisation and
control of
preheater valve
module/
alarm
54
HT-water temp
engine inlet
alarm indication 0-120C engine control
module/
alarm
55
HT-water temp
engine inlet
alarm indication 0-120C engine control
module/
safety
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
56
HT-water temp
engine outlet
alarm at high
temp
module/
alarm
57
HT-water temp
engine outlet
alarm at high
temp
module/
safety
58
LT-water temp
charge air cooler
inlet
alarm, indication 0-120 C LT-pipe
charge air
cooler inlet
of engine
control
module/
alarm
59
LT-water temp
charge air cooler
inlet
alarm, indication 0-120 C LT-pipe
charge air
cooler inlet
of engine
control
module/
safety
main fuel system
60
1TE5070 temp sensor
fuel temp engine
inlet
alarm at high
temp in MDO-
mode
and for EDS use
module/
alarm
pilot fuel LP system
61
1PT5275 pressure
transmitter
pilot fuel oil
pressure
indication and
alarm pilot fuel oil
pressure low
0-160bar pressure
system
before high
pressure
pump
control
module/
alarm
62
1TE5275 temp sensor
pilot fuel temp
engine inlet
alarm at high pilot
fuel temp
0-120 C
engine control
module/
alarm
63
1PDS5275 differential
pressure switch
pilot fuel fine filter
alarm at high filter
contamination
fuel fine
filter before
high
pressure
pump on
engine
control
module/
alarm
64
1FCv5275 suction throttle
valve
low pressure pilot
fuel
volume control of
low pressure pilot
fuel
0=closed engine injection
module/
pilot oil
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
pilot fuel HP system
65
1LSAH5276 level switch fuel
level
pilot fuel oil
leakage
monitoring tank
alarm at high level pilot fuel
leakage
monitoring
tank
control
module/
alarm
66
1PT5276 *j pressure
transmitter 1
rail pressure 1
pressure of high
pressure pilot fuel
system common
rail
0-2000
bar
engine control
module/
alarm
67
2PT5276 *j pressure
transmitter 2
rail pressure 2
pressure of high
pressure pilot fuel
system common
rail
0-2000
bar
engine control
module/
alarm
68
xFSv5278 solenoid valves
pilot fuel injectors
pilot fuel injection
cylinders A/B
engine injection
module/DF
gas system
69
xFSv5885 solenoid valves
main gas
injectors A/B
injection of main
gas cylinders A/B
engine injection
module/DF
gas control unit GvU
70
1TE5860 temp sensor
gas temp sensor
gas control unit
inlet
temp gas GvU
inlet
GvU terminal
box GvU
71
pressure switch
filter GvU inlet
GvU terminal
box GvU
72
1PT5862 pressure
transmitter
gas pressure
before gas
control valve
indication of
supply gas
pressure, alarm
0-10 bar GvU terminal
box GvU
73
1ET5862 electro-
pneumatic
converter
conversion of
desired value
input for gas
pressure
controller
GvU terminal
box GvU
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
74
1PC5862 pneumatic
pressure
controller
pneumatic gas
pressure control
GvU
75
1GOS5862 proximity switch
for valve 1
PCZv5862
position feedback GvU terminal
box GvU
76
1Pv5863 venting valve venting of gasline
between pressure
control valve and
main gas valve 1
GvU terminal
box GvU
77
1Pv5864 main gas valve 1 blocking of gas
supply
GvU terminal
box GvU
78
2Pv5864 venting valve venting of gas line
between main gas
valves
GvU terminal
box GvU
79
1Pv5865 main gas valve 2 blocking of gas
supply
GvU terminal
box GvU
80
2Pv5865 venting valve venting of gas
pipe between
GvU and engine
GvU terminal
box GvU
81
1PT7460 pressure
transmitter
GvU control air
pressure
box GvU
gas leakage and venting
82
1QE5860 gas sensor gas detection gas pipe
before GvU
gas
warning
unit
83
1QE5868 gas sensor gas detection gas pipe
after GvU
gas
warning
unit
84
pressure switch
pipe rupture
detection orifice
pipe rupture
detection
gas inlet
pipe before
GvU
gas
warning
unit
85
pressure switch
pipe rupture
detection orifice
pipe rupture
detection
gas inlet
pipe
gas
warning
unit
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
Lube oil service tank
86
1LS2310 level switch lube
oil service tank
(coupling sidej
lube oil level low
alarm
lube oil
service tank
interface
cabinet
87
2LS2310 level switch lube
oil service tank
(counter coupling
sidej
lube oil level low lube oil
service tank
interface
cabinet
Lambda control and charge air system
88
1PT6100 pressure
transmitter
intake air
pressure
for EDS
visualisation
-20...+20
mbar
TC-silencer
between
filter and
silencer
control
module/
alarm
89
1TE6100 temp sensor
intake air temp
temp input for
charge air blow-
off and EDS
visualisation
0-120C intake air
duct of
engine
control
module /
alarm
90
1TE6170 temp sensor
charge air temp
charge air cooler
inlet
for EDS
visualisation
module /
alarm
91
1PT6180 pressure
transmitter
charge air
pressure before
cylinders
module/
alarm
92
2PT6180 pressure
transmitter
charge air
pressure before
cylinders
module/
safety
93
charge air temp
after charge air
cooler
module /
alarm
94
charge air temp
after charge air
cooler
module /
safety
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
exhaust gas system
95
1..nTE6570(
A/Bj-1
element 1 of
double-
thermocouple
1..nTE6570
safety system
alarm, remote
indication
module/
alarm
96
1..nTE6570(
A/Bj-2
element 2 of
double-
thermocouple
1..nTE6570
engine control
load reduction 0-800C engine control
module/
safety
97
1TE6575-1 double
thermocouple
exhaust gas temp
before
turbocharger
alarm, indication 0-800C engine control
module/
alarm
98
1TE6575-2 double
thermocouple
exhaust gas temp
before
turbocharger
load reduction 0-800C engine control
module/
safety
99
1TE6580-1 double
thermocouple
exhaust gas temp
after
turbocharger
indication 0-800C engine control
module/
alarm
100
1TE6580-2 double
thermocouple
exhaust gas temp
after
turbocharger
indication 0-800C engine control
module/
safety
101
1FSv6582 venting valve
exhaust gas
system
exhaust gas
system ventilation
exhaust
pipe (off
enginej
interface
cabinet
102
exhaust gas
system venting
valve
position indication interface
cabinet
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
Table 12 List of measuring and control devices
*)
In general all pressure rates are over-pressure data
control air
103
1PT7460 pressure
transmitter
control air
pressure for gas
control unit
box GvU
No. Measuring
point
1j
suring
range
Location Connected
to
Depend-
ing on
option
Appendix
Special attention was drawn to the automatic safety actions in regard to the gas valves and engine modes. The following
spreadsheet is giving detailed information on this matter:
1j
E
x
t
e
r
n
a
l

s
i
g
n
a
l
A
l
a
r
m
A
c
t
i
v
a
t
i
o
n

o
f

a
l
l

s
h
u
t
-
o
f
f

v
a
l
v
e
s
A
c
t
i
v
a
t
i
o
n

o
f

t
h
e

b
l
o
c
k
-
a
n
d
-
b
l
e
e
d

v
a
l
v
e
s

u
p
s
t
r
e
a
m

o
f

t
h
e

l
o
c
a
t
i
o
n
o
f

d
e
t
e
c
t
i
o
n
A
c
t
i
v
a
t
i
o
n

o
f

t
h
e

s
h
u
t

o
f
f

v
a
l
v
e

v
a
l
v
e
s

u
p
s
t
r
e
a
m

o
f

t
h
e

l
o
c
a
t
i
o
n

o
f

d
e
t
e
c
t
i
o
n
S
w
i
t
c
h

o
v
e
r

t
o

D
i
e
s
e
l

m
o
d
e
E
n
g
i
n
e

s
h
u
t

d
o
w
n
Gas detection Level
Gas fuel piping on the
engine, gas fuel piping
between engine and GvU
room
PREAL
2j
x x x x
AL
3j
x x x x
Gas fuel piping between
shut off valve and GvU
room
PREAL
2j
x x x x x
AL
3j
x x x x x
ventilation air duct GvU
room - outside
PREAL
2j
x x
AL
3j
x x x x x
ventilation air duct engine
room - outside
PREAL
2j
x x x x x
AL
3j
x x x x x
GvU room PREAL
2j
x x
AL
3j
x x x x x
Engine room PREAL
2j
x x x x x
AL
3j
x x x x x
General gas alarm (e.g. in
cargo areaj
PREAL
2j
x x
AL
3j
x x x x x x
Appendix
Table 13 Automatic safety actions
1j Automatic Safety Actions released by
- MAN SaCos: Activation of the block-and-bleed valves, switch over to diesel mode, engine shut down, alarm gener-
ation
- External safety systems: Activation of the Shut off valves, Alarm generation
2j PREAL
- acc. lGF = 20-30 % LEL
3j AL
- acc. lGF = 40 % LEL
ventilation pressure dif-
ference
Engine room inlet PDSL low x x x x x
GvU room outlet PDSL low x x x x x
Engine room - GvU room PDSL low x x x x x
Engine room - on engine
piping
PDSL low x x x
GvU room - outside PDSL low x x x x x
Gas parameters at GvU
inlet (Aj
High / Low
Gas pressure H / L x x x
Gas temperature H / L x x x
Fire alarm
GvU room x x x x
Engine room x x x x
1j
E
x
t
e
r
n
a
l

s
i
g
n
a
l
A
l
a
r
m
A
c
t
i
v
a
t
i
o
n

o
f

a
l
l

s
h
u
t
-
o
f
f

v
a
l
v
e
s
A
c
t
i
v
a
t
i
o
n

o
f

t
h
e

b
l
o
c
k
-
a
n
d
-
b
l
e
e
d

v
a
l
v
e
s

u
p
s
t
r
e
a
m

o
f

t
h
e

l
o
c
a
t
i
o
n
o
f

d
e
t
e
c
t
i
o
n
A
c
t
i
v
a
t
i
o
n

o
f

t
h
e

s
h
u
t

o
f
f

v
a
l
v
e

v
a
l
v
e
s

u
p
s
t
r
e
a
m

o
f

t
h
e

l
o
c
a
t
i
o
n

o
f

d
e
t
e
c
t
i
o
n
S
w
i
t
c
h

o
v
e
r

t
o

D
i
e
s
e
l

m
o
d
e
E
n
g
i
n
e

s
h
u
t

d
o
w
n
Appendix
A.2 Piping design requirements
Figure A-1 Piping design requirements 1
Appendix
Figure A-2 Piping design requirements 2
Appendix
A.3 Plant arrangement, ventilation system
Figure A-3 Plant arrangement (gas feeding system, ventilation systemj - general
Appendix
Figure A-4 Example: Plant arrangement (gas feeding system, ventilation systemj -alternative 1;
one common engine room
Appendix
Figure A-5 Example: Plant arrangement (gas feeding system, ventilation systemj, single engine plant.
Appendix
Figure A-6 Example: Plant arrangement (gas feeding system, ventilation systemj, two engine rooms
Appendix
Figure A-7 Example: Plant arrangement (gas feeding system, ventilation systemj - alternativ; two engine rooms
Appendix
A.4 Measuring device diagrams
Figure A-8 Diesel fuel system, measuring device diagram
Appendix
Figure A-9 Gas fuel system, measuring device diagram

Safety Concept - Dual Fuel Engines

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