Tentative Rules for Low Flashpoint Liquid Fuelled Ship Installations

Transcription

1 RULES FOR CLASSIFICATION OF Ships / High Speed, Light Craft and Naval Surface Craft PART 6 CHTER 32 NEWBUILDINGS SPECIAL EQUIPMENT AND SYSTEMS ADDITIONAL CLASS Tentative Rules for Low Flashpoint Liquid Fuelled Ship Installations JULY 2013 The electronic pdf version of this document found through is the officially binding version The content of this service document is the subject of intellectual property rights reserved by Det Norske Veritas AS (DNV). The user accepts that it is prohibited by anyone else but DNV and/or its licensees to offer and/or perform classification, certification and/or verification services, including the issuance of certificates and/or declarations of conformity, wholly or partly, on the basis of and/or pursuant to this document whether free of charge or chargeable, without DNV's prior written consent. DNV is not responsible for the consequences arising from any use of this document by others.

2 FOREWORD DNV is a global provider of knowledge for managing risk. Today, safe and responsible business conduct is both a license to operate and a competitive advantage. Our core competence is to identify, assess, and advise on risk management. From our leading position in certification, classification, verification, and training, we develop and apply standards and best practices. This helps our customers safely and responsibly improve their business performance. DNV is an independent organisation with dedicated risk professionals in more than 100 countries, with the purpose of safeguarding life, property and the environment. The Rules lay down technical and procedural requirements related to obtaining and retaining a Class Certificate. It is used as a contractual document and includes both requirements and acceptance criteria. Det Norske Veritas AS July 2013 Any comments may be sent by to rules@dnv.com If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas, then Det Norske Veritas shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not eceed an amount equal to ten times the fee charged for the service in question, provided that the maimum compensation shall never eceed USD 2 million. In this provision Det Norske Veritas shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Det Norske Veritas.

3 Pt.6 Ch.32 Changes Page 3 CHANGES CURRENT General This is a new document.

4 Pt.6 Ch.32 Contents Page 4 CONTENTS CHANGES CURRENT... 3 Sec. 1 General... 7 A.Introduction...7 A 100 Objective...7 A 200 Scope...7 A 300 Application...7 A 400 Class notation... 7 A 500 Relation to other DNV documents... 7 B.References...7 B 100 Terminology and definitions... 7 B 200 Abbreviations and symbols...8 C.Procedural Requirements...9 C 100 Documentation requirements... 9 C 200 Certification requirements Sec. 2 Materials A.General...14 A 100 General...14 A 200 Fuel tanks A 300 Fuel piping...14 Sec. 3 Arrangement and Design A.General...15 A 100 General...15 B.Fuel Storage...15 B 100 Location of fuel tanks...15 B 200 Protection of fuel tanks...15 B 300 Gas freeing, inerting and venting of fuel tanks B 400 Fuel tanks on weather deck...16 B 500 Portable fuel tanks C.Fuel Transfer and Supply...17 C 100 General...17 C 200 Protection of fuel transfer system...17 C 300 Valves C 400 Pipe connections C 500 Fuel pumps...19 C 600 Temperature control...19 D.Access...19 D 100 Access to fuel tanks and cofferdams D 200 Access to pump room...19 E.Ventilation...20 E 100 General...20 E 200 Hazardous spaces E 300 Non-hazardous spaces...20 E 400 Double walled fuel piping E 500 Pump room...20 F. Fuel Bunkering...21 F 100 Fuel bunkering station F 200 Fuel bunkering system G.Nitrogen Installations...21 G 100 General...21 Sec. 4 Fire Safety A.General...22 A 100 General...22 B.Containment of Fire...22 B 100 General...22

5 Pt.6 Ch.32 Contents Page 5 C.Fire Fighting...22 C 100 Foam fire etinguishing on open deck C 200 Fire etinguishing of the pump room C 300 Fire etinguishing of engine room C 400 Portable fire fighting equipment and fire fighter s outfits Sec. 5 Electrical Systems A.General...24 A 100 General...24 B.Area Classification...24 B 100 General...24 B 200 Definition of zones C.Inspection and testing...25 C 100 General...25 D.Maintenance...25 D 100 General...25 Sec. 6 Control, Monitoring and Safety Systems A.General...26 A 100 System arrangement...26 A 200 Engine shutdown prevention system...26 B.Control System...26 B 100 General...26 B 200 Field instrumentation...26 B 300 Bunkering and tank monitoring...26 B 400 Fuel supply monitoring...26 C.Safety System...26 C 100 General...26 C 200 Bunkering and tank safety C 300 Gas detection...27 C 400 Liquid leakage detection C 500 Ventilation...28 C 600 Manual shutdown buttons C 700 Safety actions D.Engine Monitoring...30 D 100 General...30 Sec. 7 Engines and Pumps A.Pumps...31 A 100 General...31 B.Engines...31 B 100 General...31 B 200 Functional requirements for dual fuel engines...31 B 300 Functional requirements LFL-only engines Sec. 8 Manufacture, Workmanship and Testing A.General...32 A 100 General...32 B.Fuel Tanks...32 B 100 Manufacture and testing C.Piping System...32 C 100 Manufacture and testing D.Onboard Testing...33 D 100 General...33 Sec. 9 Operational Instructions A.General...34 A 100 General...34

6 Pt.6 Ch.32 Contents Page 6 Sec. 10 Personnel Protection A.General...35 A 100 General...35 Sec. 11 Ship Type Considerations A.Chemical Tankers...36 A 100 General...36 A 200 Arrangement...36 A 300 Fire Safety A 400 Segregation of cargo- and fuel system B.Passenger vessels...37 B 100 General...37 C.Offshore supply vessels...37 C 100 General...37

7 Pt.6 Ch.32 Sec.1 Page 7 SECTION 1 GENERAL A 100 Objective A. Introduction 101 The goal of this rule chapter is to provide criteria for the arrangement and installation of machinery for propulsion and auiliary purposes, using low flashpoint liquids (LFLs) as fuel, which will have an equivalent level of integrity in terms of safety and availability as that which can be achieved with a new and comparable conventional oil-fuelled main and auiliary machinery. A 200 Scope 201 This rule chapter includes requirements from the vessel s LFL fuel bunkering connection up to and including the consumers. The chapter has requirements for arrangement and location of fuel tanks and all spaces with fuel piping and installations, including requirements to entrances to such spaces. Hazardous areas and spaces due to the fuel installations are defined. Requirements for control, monitoring and safety systems for the fuel installations are included, also additional monitoring requirements for engines and pumps. For tank design and piping detail, design reference is in general made to Pt.5 Ch.4. Requirements for manufacture, workmanship and testing are included, mainly referring to details given in Pt.5 Ch.4. Bunkering procedures are required for approval, but apart from this the bunkering processes are not part of the scope for this rule chapter. Crew training is not part of the scope for this rule chapter. A 300 Application 301 The Rules are applicable for installations where methyl alcohol or ethyl alcohol is used as fuel. Other liquid fuels with low flashpoint may be accepted for use after special consideration. Guidance note 1: The use of low flashpoint liquid fuel is not currently covered by international conventions, and such installations will therefore need acceptance by flag authorities. Guidance note 2: Methyl alcohol is a chemical within the formula CH3OH, also known as methanol. Ethyl alcohol is a chemical within the formula C2H5OH, also known as ethanol. 302 Special applications depending on ship type are covered in Sec.11. A 400 Class notation 401 Vessels built in accordance with the requirements in this chapter will be given the class notation LFL FUELLED. A 500 Relation to other DNV documents 501 Ch.13 is applicable for installations where natural gas is used as fuel. If other gases are used as fuel special considerations may apply. B 100 Terminology and definitions B. References 101 Accommodation spaces are those spaces used for public spaces, corridors, lavatories, cabins, offices, hospitals, cinemas, game and hobby rooms, barber shops, pantries containing no cooking appliances and similar spaces. 102 Control stations are those spaces in which the ship's radio or main navigating equipment or the emergency source of power is located or where the fire recording or fire control equipment is centralized. Spaces where the fire recording or fire control equipment is centralized are also considered to be a fire control station. This does not include special fire control equipment that can be most practically located in the cargo area (if the vessel is a cargo ship).

8 Pt.6 Ch.32 Sec.1 Page Dual fuel engines are in this contet engines that can burn LFL fuel and fuel oil simultaneously and in a wide variety of proportions, or can operate either on oil fuel or LFL. 104 Enclosed space means any space within which, in the absence of artificial ventilation, the ventilation will be limited and any eplosive atmosphere will not be dispersed naturally. See also definition in IEC : Engine room means any machinery spaces containing LFL fuelled engines. 106 Fuel can in this chapter be read as LFL fuel. 107 Fuel containment system is the arrangement for the storage of fuel, including cofferdams around storage tanks. 108 Hazardous area is an area in which an eplosive gas atmosphere is or may be epected to be present, in quantities such as to require special precautions for the construction, installation and use of electrical apparatus. Hazardous areas are divided into Zone 0, 1 and 2 as defined below and according to the area classification specified in Sec.5 B. Zone 0 Area in which an eplosive gas atmosphere is present continuously or is present for long periods. Zone 1 Area in which an eplosive gas atmosphere is likely to occur in normal operation. Zone 2 Area in which an eplosive gas atmosphere is not likely to occur in normal operation and, if it does occur, is likely to do so only infrequently and will eist for a short period only. The definition of hazardous area is only related to the risk of eplosion. In this contet, health, safety and environmental issues, i.e. toicity, is not considered. 109 High risk fire areas are for instance cargo areas for carriage of dangerous goods and cargo decks for cars with fuel in the tanks. 110 Control systems are providing control and monitoring for bunkering, LFL storage and LFL supply to machinery. 111 Safety systems are the safety systems for bunkering, LFL storage and LFL supply to machinery. 112 Machinery spaces are machinery spaces of category A and other spaces containing propulsion machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces. 113 Non-hazardous area is an area not considered to be hazardous, i.e. gas safe, provided certain conditions are being met. 114 Open deck means a deck that is open at one or both ends and equipped with adequate natural ventilation that is effective over the entire length of the deck through permanent openings distributed in the side panels or in the deck above. 115 Pump room is in this chapter defined as any space outside the fuel tank that contains LFL fuel pumps, both transfer pumps and booster pumps. 116 Service spaces are spaces outside the cargo area used for galleys, pantries containing cooking appliances, lockers, mail and specie rooms, store rooms, workshops other than those forming part of the machinery spaces and similar spaces and trunks to such spaces. B 200 Abbreviations and symbols 201 LEL = Lower eplosion limit. 202 LFL = Low Flashpoint Liquid. Low Flashpoint Liquid is a liquid with a flashpoint below 60 C.

9 Pt.6 Ch.32 Sec.1 Page 9 C 100 Documentation requirements C. Procedural Requirements 101 Documentation shall be submitted as required by Table C For general requirements to documentation, including definition of the Info codes, see Pt.0 Ch.3 Sec For a full definition of the documentation types, see Pt.0 Ch.3 Sec An operation manual as described in Sec. 9 shall be kept on board. 105 A plan for periodic test of all field instruments specified in these rules shall be kept onboard. The plan shall include test intervals, description of how to perform the tests and description of what to observe during the tests. Test intervals for shutdown inputs and outputs (as required by Sec.6 Table C1) shall not eceed 6 months. For other signals the test intervals shall not eceed 12 months. The plan may be included in the plan required for the class notation E0. See Ch.3 Sec.1 D for information about plan for periodic test. Table C1 Documentation requirements System Documentation type Additional description Info Propulsion system Z050 Design Philosophy Including information on the machinery configuration, engine room arrangements, fuel arrangements, shutdown philosophy, redundancy considerations etc. Shall be submitted before other documentation, to give support for approval of these. Fuel system general I260 Field instruments periodic test plan Z030 Arrangement plan Z140 Test procedure for quay and sea trial Arrangement plan to be in profile and plan views, including: Machinery and boiler spaces, accommodation, service and control station spaces Fuel tanks and containment systems Fuel pump rooms Fuel bunkering pipes with shore connections Tank hatches, ventilation pipes and any other openings to the fuel tanks Ventilating pipes, doors and openings to fuel pump rooms, double walled piping and other hazardous areas Entrances, air inlets and openings to accommodation, service and control station spaces. WT divisions. Including testing of safety shutdowns in accordance with the cause and effect diagram. Z160 Operational manual See Sec. 9. FI

10 Pt.6 Ch.32 Sec.1 Page 10 Table C1 Documentation requirements (Continued) System Documentation type Additional description Info Fuel tanks C030 Detailed drawing Including: tanks supports and stays insulation protective cofferdams. C040 Design analysis C050 Non-destructive testing (NDT) plan M060 Welding procedures Including: specification of design loads and structural analysis of fuel tanks. Including information about strength and tightness testing. M010 Material specifications Including connected pipes. FI Z030 Arrangement plan Fuel tanks. FI Fuel tanks and cofferdams pressure/vacuum relief valves and associated ventilation piping Fuel tanks, gas freeing and purging system Control system Safety system Z110 - Data sheet S010 Piping diagram I200 Control and monitoring system documentation I200 Control and monitoring system documentation G130 Cause and effect diagram tank level monitoring tank system control and monitoring bunkering control fuel supply control and monitoring. Functionality as required by Sec.6 Table C1. shall cover the safety functions as required by Sec.6 Table C1 interfaces to other safety and control systems shall be included. FI

11 Pt.6 Ch.32 Sec.1 Page 11 Table C1 Documentation requirements (Continued) System Documentation type Additional description Info Fuel piping system C050 Non-destructive testing (NDT) plan M010 Material specification M060 Welding procedures Including: specification of pressure tests (structural and tightness tests) specification of post-weld heat treatment. S010 Piping diagram S060 Pipe routing sketch Including ventilation lines for pressure/vacuum relief valves or similar piping, and ducts for fuel pipes. FI S090 Specification of valves, flanges and fittings Including offsets, loops, bends and epansion elements. FI Z140 Test procedure for quay and sea trial Functional tests of all piping systems including valves, fittings and associated equipment for handling LFL. Fuel system drip trays and coamings Z280 Type approval certificate Z030 Arrangement plan Type tests for epansion elements. FI Electric bonding of Z100 Specification piping Cooling system S010 Piping diagram In connection with fuel system, if applicable. Heating system S010 Piping diagram In connection with fuel system, if applicable. Hazardous areas G080 Hazardous area classification drawing Air locks Z030 Arrangement plan Location and construction details, including alarm equipment, if applicable. Ventilation of fuel system spaces S012 Ducting diagram For spaces containing LFL installations, like LFL pipe ducts and pump rooms. Including capacity and location of fans and their motors. C030 Detailed drawing Rotating parts and casings for fans and portable ventilators. I200 Control and monitoring Including detection of ventilation function, safety actions and sequences, arrangement of powering of fans etc. Electrical installations in hazardous areas Gas detection system, fied G080 Hazardous area classification drawing An approved Area classification drawing where location of electric equipment in hazardous area is added (ecept battery room, paint stores and gas bottle store). Based on approved area classification. Refer to Pt.4 Ch.8 for details. E090 Table of Einstallation Z180 Maintenance manual Electrical equipment in hazardous areas, see Sec.5 D. I200 Control and monitoring system documentation Z030 Arrangement plan FI FI

12 Pt.6 Ch.32 Sec.1 Page 12 Table C1 Documentation requirements (Continued) System Documentation type Additional description Info Liquid leakage detection system, fied I200 Control and monitoring system documentation Z030 Arrangement plan Fire protection Bunkering station, fire fighting system G060 Structural fire protection drawing G200 Fied fire etinguishing system documentation Fire detection and alarm system I200 Control and monitoring system documentation Z030 Arrangement plan Mobile fire etinguishing equipment Z030 Arrangement plan At bunkering station and entrance to engine rooms. Inert gas system S010 - Piping system I200 - Control and monitoring system documentation

13 Pt.6 Ch.32 Sec.1 Page 13 C 200 Certification requirements 201 The LFL fuel system shall be certified according to Table C For a definition of the certificate types, see Pt.1 Ch.1 Sec.4 B. Table C2 Certification requirements Object Certificate type Additional description LFL engines NV-P DNV Product Certificate TA DNV Type Approval Certificate LFL pressure vessels NV DNV Product Certificate NV-M DNV Material Certificate W-M Works Material Certificate TR Test Report LFL valves NV-P DNV Product Certificate NV-M DNV Material Certificate LFL pumps NV-P DNV Product Certificate LFL control NV-P DNV Product system Certificate LFL safety system Ventilation control system LFL detection system Electric motors and motor starters NV-P NV-P NV-P NV-P TA DNV Product Certificate DNV Product Certificate DNV Product Certificate DNV Product Certificate DNV Type Approval Certificate Piping system NV-M DNV Material Certificate W-M Works Material Certificate TR Test Report LFL engines shall, in addition to the requirements in this chapter, be certified in accordance with Pt.4 Ch.3. Pressure vessels, which under normal operations will contain LFL shall be certified as class I pressure vessels in accordance with Pt.4 Ch.7. Ref. Pt.4 Ch.6 Sec.7 C300. Major units of equipment associated with essential and important control and monitoring systems, shall be provided with a product certificate unless eemption is given in a DNV issued Type Approval Certificate or the logic is simple and the failure mechanisms are easily understood. Ref. Pt.4 Ch.9. Electric motors and motor-starters for the LFL supply system and ventilation system are considered to be important consumers, and shall be certified in accordance with Pt.4 Ch.8 Sec.1 B300. The materials used in fuel piping systems shall be certified according to Pt.5 Ch.4 Sec.2 Table D1, requirements as for cargo pipes.

14 Pt.6 Ch.32 Sec.2 Page 14 SECTION 2 MATERIALS A 100 General A. General 101 Metallic materials are in general to be in accordance with the requirements in the Rules for Classification of Ships, Pt Materials other than those covered by the Rules for Classification of Ships, Pt.2 may be accepted subject to approval in each separate case. Corrosion rate of carbon, carbon-manganese and alloy steels in methyl alcohol and ethyl alcohol is significant, and shall be considered. Galvanic and dissimilar metal corrosion in methyl alcohol and ethyl alcohol service is of particular concern, and may be high if incompatible materials are placed in electrical contact with one another. High strength steels may in general be susceptible to stress corrosion cracking (SCC) in methyl alcohol and ethyl alcohol. For materials with specified minimum yield stress eceeding 410 MPa this shall be considered. Titanium alloys may be subject to stress corrosion cracking and shall not be used unless especially approved. Corrosion rate of copper alloys, zinc (including galvanized steel) and aluminium in methyl alcohol and ethyl alcohol is significant and shall be considered. Plastics are not accepted as tank material and piping material. 103 When selecting construction materials in permanently attached equipment units in tanks and cofferdams, due consideration should be paid to the contact spark-producing properties. 104 Manufacture, workmanship and welding is covered in Sec. 8. A 200 Fuel tanks 201 Materials for integral tanks and independent tanks shall generally be selected in accordance with ordinary practice as given in the Rules for Classification of Ships, Pt.3 Ch.1 Sec.2 for hull materials. 202 Materials for pressure vessels containing LFL shall be as given in the Rules for Classification of Ships, Pt.2 Ch.2 Sec.2. A 300 Fuel piping 301 Materials for fuel pipes shall be as given in the Rules for Classification of Ships, Pt.2 Ch.2 Sec Bodies of valves and fittings, pressure containing components not considered as pressure vessel, and pump housings shall be of suitable steel grade following the requirements as given in the Rules for Classification of Ships Pt.2 Ch.2 Sec.2, Sec.4, Sec.5 and Sec.7, or nodular cast iron Grade NV1 or NV2 (see Rules for Classification of Ships Pt.2 Ch.2 Sec.8), or other approved material, see A For tanks made of or protected by corrosion-resistant steel, the tank vent piping shall be made of or protected by similar material. 304 The bunkering line material shall be compatible with the LFL fuel.

15 Pt.6 Ch.32 Sec.3 Page 15 SECTION 3 ARRANGEMENT AND DESIGN A 100 General A. General 101 The propulsion and fuel supply system shall be so designed that the remaining power after any safety actions required by Sec.6 Table C1 shall be sufficient to maintain propulsion, power generation and other main functions defined in the Rules for Classification of Ships, Pt.1 Ch.1 Sec.1 A The arrangement and location of spaces for fuel storage, distribution and use shall be such that the number and etent of hazardous areas is kept to a minimum. 103 Drip trays shall be installed below all possible leakage points in the fuel system. 104 All fuel piping and tanks shall be electrically bonded to the ship's hull. Bonding straps across stainless steel flanges with bolts and nuts of stainless steel are not required. If carbon-manganese steel is not fitted with bonding straps across the flanges, it shall be checked for electric bonding. The electrical bonding is sufficient, when the electrical resistance between piping and the hull does not eceed 10 6 Ohm. LFL piping sections of piping components which are not permanently connected to the hull by permanent piping connections, or where such connections are removable e.g. for removal of spool pieces, shall be electrically bonded to the hull by special bonding straps. The value of resistance 10 6 Ohm may be achieved without the use of bonding straps where LFL piping systems and equipment are directly, or via their supports, either welded or bolted to the hull of the ship. It will be generally necessary initially to achieve a resistance value below 10 6 Ohm, to allow for deterioration in service. 105 Bilge systems installed in areas where LFL fuel can appear shall be segregated from other bilge systems. B 100 Location of fuel tanks B. Fuel Storage 101 Fuel shall not be stored within machinery spaces (SOLAS Ch.II-2 Reg ). 102 Fuel shall not be stored within accommodation spaces. 103 Minimum horizontal distance between the fuel tank side and the ship's shell shall be at least 760 mm. 104 The spaces forward of the collision bulkhead (forepeak) and aft of the aftermost bulkhead (afterpeak) shall not be arranged as fuel tanks. 105 Two fuel service tanks for each type of fuel used on board necessary for propulsion and vital systems or equivalent arrangements shall be provided. Each tank shall have a capacity sufficient for continuous rating of the propulsion plant and normal operating load at sea of the generator plant for a period of not less than 8 hours. For eamples of equivalent arrangements, see IACS Unified Interpretations SC123. B 200 Protection of fuel tanks 201 Where not bounded by bottom shell plating or fuel pump room, the fuel tanks for LFL shall be surrounded by protective cofferdams. For access and dimensioning of cofferdams, see D The protective cofferdam surrounding the LFL fuel tank shall be arranged with vapour and liquid leakage detection and possibility for water filling upon detection of leakage. The water filling shall be through a system without permanent connections to water systems in non-hazardous areas. Emptying shall be done with a separate system. Bilge ejectors serving hazardous spaces shall not be permanently connected to the drive water system.

16 Pt.6 Ch.32 Sec.3 Page 16 B 300 Gas freeing, inerting and venting of fuel tanks 301 Fuel tanks shall be provided with an arrangement for safe inert gas purging and gas freeing. 302 Fuel tanks without direct access from open deck shall have a sufficient number of ventilation inlets and outlets to ensure complete gas-freeing, but no less than 2 inlets and 2 outlets per tank. 303 The fuel tanks shall be designed with a geometry, internal structure and strategic location of ventilation pipes that will ensure complete gas-freeing. 304 The tanks shall have an arrangement for pressure/vacuum relief or equivalent during voyage, bunkering and fuel transfer with closed tank hatch covers. 305 Individual pressure vacuum relief valves or an equivalent arrangement shall be fitted to each tank to limit the pressure or vacuum in the tank. High velocity vent valves shall be of an approved type with an eit velocity of at least 30 m/s. 306 Shut-off valves shall not be fitted above or below pressure/vacuum safety valves, but by-pass valves may be provided. 307 The venting system shall be designed with redundancy for the relief of full flow overpressure and vacuum. Pressure sensors fitted in each fuel tank, and connected to an alarm system, may be accepted in lieu of the redundancy requirement for pressure relief. The opening pressure of the vacuum relief valves is normally not to be lower than 0.07 bar below atmospheric pressure. 308 Pressure/vacuum safety valves shall be located on open deck and shall be of a type which allows the functioning of the valve to be easily checked. 309 Intake openings of pressure/vacuum relief valves shall be located at least 1.5 m above tank deck, and shall be protected against the sea. 310 Fuel tank vent outlets shall be situated not less than 3 m above the deck or gangway if located within 4 m from such gangways. The fuel tank vent outlets are also to be arranged at a distance of at least 10 m from the nearest air intake or opening to accommodation and service spaces and ignition sources. The vapour discharge shall be directed upwards in the form of unimpeded jets. 311 Vapour outlets for fuel tanks shall be provided with devices tested and approved as given in IMO MSC/ Circ.677 as amended by MSC/Circ.1009, to prevent the passage of flame into the cargo tanks. Due attention shall be paid in the design of pressure/vacuum safety valves, flame screens and vent heads to the possibility of the blockage of these devices by icing up in adverse weather conditions. Provisions shall be made that the system and fittings may be inspected, operationally checked, cleaned or renewed as applicable. 312 The vent system shall be sized, allowing for flame screens, if fitted, to permit bunkering at a design rate without overpressuring the tank. Specifically, under conditions in which a saturated fuel vapour is discharged through the venting system at the maimum anticipated bunkering rate, the pressure differential between the fuel tank vapour space and the atmosphere shall not eceed the design vapour pressure of the tank, or, for independent tanks, the maimum working pressure of the tank. 313 The venting system shall be connected to the highest point of each fuel tank and vent lines shall be selfdraining under all normal operating conditions of list and trim. 314 The arrangement for gas freeing fuel tanks shall be such as to minimize the hazards due to the dispersal of flammable vapours in the atmosphere and to flammable vapour mitures in a fuel tank. The ventilating system used for gas freeing of fuel tanks shall be used eclusively for ventilating purposes. Connection between fuel tank and pump room ventilation will not be accepted 315 Gas freeing operations shall be carried out such that vapour is initially discharged in one of the following ways: a) through outlets at least 2 m above the deck level with a vertical efflu velocity of at least 30 m/s maintained during the gas freeing operation; or b) through outlets at least 2 m above the deck level with a vertical efflu velocity of at least 20 m/s which are protected by suitable devices to prevent the passage of flame. When the flammable vapour concentration at the outlets has been reduced to 30% of the lower flammable limit, gas freeing may thereafter be continued at deck level. B 400 Fuel tanks on weather deck 401 LFL fuel tanks on open deck shall be protected against mechanical damage.

17 Pt.6 Ch.32 Sec.3 Page LFL deck tanks on open deck shall be surrounded by coamings. 403 Special considerations shall be taken to minimize any fire hazards adjacent to the fuel tanks on weather deck. Protection of the LFL fuel tanks from possible fires onboard may be subject to a fire safety assessment in each particular case. B 500 Portable fuel tanks 501 Fuel systems utilising portable storage tanks will be specially considered, and shall have equivalent safety as permanent fuel tanks. 502 Portable fuel tanks shall be certified by the society. 503 The tank support (container frame or truck chassis) shall be designed for the intended purpose. 504 Portable fuel tanks shall be located in dedicated areas fitted with: mechanical protection of the tanks depending on location and cargo operations spill protection if located on open deck 505 If located in an enclosed space, the tank hold space shall be arranged in accordance with requirements for fuel pump rooms. 506 Portable fuel tanks shall be secured to the deck while connected to the ship systems. The arrangement for supporting and fiing the tanks shall be designed for the maimum epected static and dynamic inclinations, as well as the maimum epected values of acceleration, taking into account the ship characteristics and the position of the tanks. 507 Connections to the ship piping systems shall be made by means of approved fleible hoses or other suitable means designed to provide sufficient fleibility. 508 Arrangements shall be provided to limit the quantity of fuel spilled in case of inadvertent disconnection or rupture of the non-permanent connections. 509 The pressure/vacuum relief system of portable tanks shall be connected to a fied venting system. 510 Control and monitoring systems for portable fuel tanks shall be integrated in the ship's control and monitoring system. Safety system for portable fuel tanks shall be integrated in the ship's gas safety system (e.g. shutdown systems for tank valves, leak/gas detection systems). 511 Safe access to tank connections for the purpose of inspection and maintenance shall be ensured. C 100 General C. Fuel Transfer and Supply 101 The fuel system shall be entirely separate from all other piping systems on board. 102 The piping shall be located no less than 760 mm from the ship side. 103 For vessels using LFL as their only fuel, the fuel supply system shall be arranged with redundancy and segregation all the way from the fuel tank to the consumer, so that a leakage in the fuel supply system with following necessary safety actions does not lead to loss of propulsion, power generation or other main functions. 104 All piping containing LFL shall be arranged for gas-freeing and inerting. 105 The fuel piping system shall be dimensioned as given in the Rules for Classification of Ships Pt.4 Ch.6 Sec.7. The design pressure p is the maimum working pressure to which the system may be subjected. The design pressure for fuel piping is as a minimum to be taken as 10 bar. Due consideration shall be given to possible liquid hammer in connection with the closing of valves. 106 Filling lines to fuel tanks shall be so arranged that the generation of static electricity is reduced, e.g. by reducing the free fall into the tank to a minimum. 107 Fuel pipes shall be colour marked based on a recognized standard. See EN ISO 14726:2008 Ships and marine technology - Identification colours for the content of piping systems. C 200 Protection of fuel transfer system 201 Fuel piping shall be protected against mechanical damage.

18 Pt.6 Ch.32 Sec.3 Page 18 Fuel pipes lead through ro-ro spaces on open deck shall be provided with guards or bollards to prevent vehicle collision damage. Fuel pipes in other types of cargo areas with risk of damage from cargo operations shall be similarly protected. Fuel pipes in double ducts in other areas are generally regarded as sufficiently protected. 202 All piping containing LFL that pass through enclosed spaces in the ship shall be enclosed in a pipe that is gas tight and water tight towards the surrounding spaces with the LFL contained in the inner pipe. Such double walled piping is not required in cofferdams surrounding fuel tanks, fuel pump rooms or other hazardous fuel treatment spaces as the boundaries for these spaces will serve as a second barrier. 203 Fuel piping shall normally not be lead through accommodation spaces, service spaces or control stations. In cases where fuel piping must be led through accommodation spaces, the double walled fuel piping shall be led through a dedicated duct. The duct shall be of substantial construction and be gas tight and water tight. 204 The annular space in the double walled fuel pipe shall be ventilated to open air and be equipped with vapour and liquid leakage detection. Inerting of the annular space in the double walled fuel piping may be accepted as an alternative in low pressure fuel systems. The inerted annular space shall be pressurised with inert gas at a pressure greater than the fuel pressure. Suitable alarms shall be provided to indicate a loss of inert gas pressure between the pipes. 205 The outer pipe in the double walled fuel pipes shall be dimensioned for a design pressure not less than the maimum working pressure of the fuel pipes. As an alternative the calculated maimum built up pressure in the duct in the case of a pipe rupture when ventilation is not running may be approved used for dimensioning of the duct. 206 The annular space in the double walled fuel piping shall be segregated at the engine room bulkhead. This means that there shall be no common ducting between the engine room and other spaces. 207 There shall be no openings between the annular space in the double walled fuel piping and enclosed spaces in the ship. Fuel valves in such spaces may be accessible through a bolted opening that is both gas tight and water tight when sealed. 208 The annular space in the double walled fuel piping shall be equipped with means for safe drainage. C 300 Valves 301 LFL storage tank inlets and outlets shall be provided with remotely operated shut-off valves located as close to the tank as possible. The tank valve shall automatically cut off the LFL supply as given in Sec.6 Table C Valves that are required to be operated during normal operation and which are not accessible shall be remotely operated. Normal operation in this contet is when fuel is supplied to consumers and during bunkering operations. Regarding automatic operation of tank valves, see Sec.6 Table C The main supply lines for fuel to each engine room shall be equipped with automatically operated master LFL fuel valves. The shut-off valve shall be situated outside the engine room. The master LFL fuel valve is automatically to cut off the LFL supply to the engine room as given in Sec.6 Table C The LFL fuel supply to each consumer shall be provided with a remote shut-off valve. 305 There shall be one manual shutdown valve in the LFL supply line to each engine to assure safe isolation during maintenance on the engine. 306 All automatic and remotely operated valves are to be provided with indications for open and closed valve positions at the location where the valves are remotely operated. 307 Valves shall fail to a safe position. Fail to close is generally considered to be the safe mode. C 400 Pipe connections 401 Piping systems in fuel tanks and their cofferdams shall have no connections with piping systems in the rest of the ship, apart from fuel pipes which shall be arranged as specified in other parts of this chapter. 402 Fuel piping shall not penetrate fuel tank boundaries below the top of the tank. However, penetrations below the top of the tank may be accepted provided that a remotely operated shut-off valve is fitted within the

19 Pt.6 Ch.32 Sec.3 Page 19 fuel tank served. Where a fuel tank is adjacent to a pump room, the remotely operated stop valve may be fitted on the fuel tank bulkhead on the pump room side. 403 Fuel piping system shall be installed with sufficient fleibility. Epansion bellows are not to be used. C 500 Fuel pumps 501 Any pump room shall be located outside the engine room, be gas tight and water tight to surrounding enclosed spaces and vented to open air. 502 Hydraulically powered pumps that are submerged in fuel tanks (e.g. deep well pumps) shall be arranged with double barriers preventing the hydraulic system serving the pumps from being directly eposed to the fuel. The double barrier shall be arranged for detection and drainage of possible fuel leakages. 503 LFL pump rooms shall be provided with a dedicated bilge system, operable from outside the pump room. Bilge ejectors serving hazardous spaces shall not be permanently connected to the drive water system. The bilge system may have possibilities for discharge to a suitable cargo tank, slop tank or similar, however taking into account hazards related to incompatibility. C 600 Temperature control 601 The temperature control medium shall be compatible with the fuel and the temperature of the control medium shall not eceed 220 C. 602 The temperature control system shall be arranged as a secondary system independent of other ship's services. 603 Temperature control systems shall be provided with valves to isolate the system for each supply line or tank. 604 For any temperature control system, means shall be provided to ensure that, when in any other but the empty condition, a higher pressure is maintained within the system than the maimum pressure head eerted by the fuel tank content on the system. 605 The temperature control circuit epansion tank shall be fitted with a gas detector and low level alarm and be vented to open air. D 100 Access to fuel tanks and cofferdams D. Access 101 For safe access, horizontal hatches or openings to or within fuel tanks or cofferdams are to have a minimum clear opening of mm that also facilitates the hoisting of an injured person from the bottom of the tank/cofferdam. For access through vertical openings providing main passage through the length and breadth within cargo tanks and cofferdams, the minimum clear opening shall not be less than mm at a height of not more than 600 mm from bottom plating unless gratings or footholds are provided. Smaller openings may be accepted provided evacuation of an injured person from the bottom of the tank/cofferdam can be demonstrated. 102 Tanks are to be arranged for closed portable gas detection prior to opening. 103 Fuel tanks and surrounding cofferdams shall have suitable access from open deck for cleaning and gasfreeing, ecept as given in 104 and 105 below. 104 For fuel tanks without direct access from open deck, the arrangement shall be such that before opening any tank access located in enclosed spaces, the tanks shall completely free of flammable gas or other gases that represent a hazard to the crew. 105 For fuel tanks without direct access from open deck, the entry space shall comply with the following: The entry space shall be well ventilated. The entry space shall have sufficient open area around the fuel tank hatch for efficient evacuation and rescue operations. Entry from accommodation spaces, service spaces, control stations and machinery spaces will not be accepted. Entry from cargo areas may be accepted if the area is cleared for cargo and no cargo operations are ongoing during tank entry. D 200 Access to pump room 201 Entrance to the pump room shall be from open deck. Access from an enclosed space through an air lock may be accepted upon special considerations. If accepted, airlocks shall comply with the requirements as given in Ch.13 Sec.3 B100.

20 Pt.6 Ch.32 Sec.3 Page 20 E 100 General E. Ventilation 101 Any ducting used for the ventilation of hazardous spaces shall be separate from that used for the ventilation of non-hazardous spaces. Electric fan motors shall not be located in ventilation ducts for hazardous spaces unless the motor is certified for the same hazard zone as the space served. 102 Design of ventilation fans shall be according the requirements given in the Rules for Classification of Ships, Pt.5 Ch.4 Sec.10 A The required capacity of the ventilation plant is normally based on the total volume of the room. An increase in required ventilation capacity may be necessary for rooms having a complicated form. 104 Ventilation inlets and outlets for spaces required to be fitted with mechanical ventilation in this rule chapter shall be so located that they according to the International Load Line Convention will not be required to have closing appliances. E 200 Hazardous spaces 201 Air inlets for hazardous enclosed spaces shall be taken from areas which, in the absence of the considered inlet, would be non-hazardous. Air inlets for non-hazardous enclosed spaces shall be taken from non-hazardous areas at least 1.5 m away from the boundaries of any hazardous area. Where the inlet duct passes through a more hazardous space, the duct shall have over-pressure relative to this space, unless mechanical integrity and gas-tightness of the duct will ensure that gases will not leak into it. 202 Air outlets from hazardous enclosed spaces shall be located in an open area which, in the absence of the considered outlet, would be of the same or lesser hazard than the ventilated space. 203 Hazardous spaces shall be provided with an effective mechanical ventilation system of the etraction type, providing a ventilation capacity of at least 30 air changes per hour. 204 The number and power of the ventilation fans in hazardous spaces shall be such that the capacity is not reduced by more than 50% if a fan with a separate circuit from the main switchboard or emergency switchboard or a group of fans with common circuit from the main switchboard or emergency switchboard, is out of action. E 300 Non-hazardous spaces 301 Air outlets from non-hazardous spaces shall be located outside hazardous areas. E 400 Double walled fuel piping 401 The ventilation openings for the annular space in the double walled fuel piping are always to be located in open air, away from ignition sources. 402 The annular space in the double walled fuel piping shall be equipped with mechanical etraction ventilation having a capacity of at least 30 air changes per hour. This ventilation capacity can be reduced to 10 air changes per hour provided automatic filling of the duct with nitrogen upon detection of gas. The ventilation outlet shall be covered by a protection screen and placed in a position where no flammable gas-air miture may be ignited. In the engine room, inerting of the annular space in the double walled fuel piping may be accepted as an alternative according to C203. E 500 Pump room 501 The ventilation openings for the pump room are always to be located in open air, away from ignition sources. 502 A permanent mechanical ventilation system shall be installed capable of circulating sufficient air to give at least 30 air changes per hour. Etraction from above and below floor plates shall be possible, with the following arrangement of ehaust trunking: in the pump room bilges just above the transverse floor plates or bottom longitudinals, so that air can flow over the top from adjacent spaces. 503 Ventilation systems for pump rooms and other fuel handling spaces shall be in operation when pumps or other fuel treatment equipment are working. Warning notices to this effect shall be placed in an easily visible position near the control stand.

21 Pt.6 Ch.32 Sec.3 Page 21 F 100 Fuel bunkering station F. Fuel Bunkering 101 The bunkering station shall be so located that sufficient natural ventilation is provided. The bunkering station shall be separated from other areas of the ship by gas tight bulkheads, ecept when located in the cargo area on tankers. Closed or semi-enclosed bunkering stations will be subject to special consideration with respect to requirements for mechanical ventilation. 102 Coamings shall be fitted below the bunkering connections. 103 Control of the bunkering shall be possible from a safe location in regard to bunkering operations. At this location the tank level shall be monitored. Overfill alarm and automatic shutdown is also to be indicated at this location. F 200 Fuel bunkering system 201 A manually operated stop valve and a remote operated shutdown valve in series, or a combined manually operated and remote valve shall be fitted in every bunkering line close to the shore connecting point. 202 Bunkering pipes shall be self-draining. 203 Bunkering lines shall be arranged for inerting and gas freeing. 204 The connecting coupling for the transfer hose shall be of a type which automatically closes at disconnection (self-sealing type). G 100 General 101 All tanks containing LFL shall be inerted. G. Nitrogen Installations 102 To prevent the return of fuel vapour to any gas safe spaces, the inert gas supply line shall be fitted with two shut-off valves in series with a venting valve in between (double block and bleed valves). In addition a closable non-return valve shall be installed between the double block and bleed arrangement and the fuel tank. These valves shall be located outside non-hazardous spaces and must function under all normal conditions of trim, list and motion of the ship. The following conditions apply: a) The operation of the valves shall be automatically eecuted. Signals for opening and closing shall be taken from the process directly, e.g. inert gas flow or differential pressure. b) An alarm for faulty operation of the valves shall be provided. 103 Where the connections to the fuel tanks or to the fuel piping are non-permanent, two non-return valves may substitute the non-return devices required in 102 above. Fuel tank connections for inert gas padding are considered as permanent for the purpose of this requirement. 104 Low-pressure alarm shall be provided in the nitrogen supply line on the fuel tank side of any double block and bleed valves and pressure reduction units. If pressure/vacuum alarms are fitted in each fuel tank as means to comply with redundant venting requirements, a separate low-pressure alarm is not required. 105 A high oygen content alarm shall be provided in the engine control room. The alarm is to be activated when the oygen content in the inert gas supply eceeds 5%. 106 Where a nitrogen generator or nitrogen storage facilities are installed in a separate compartment, outside of the engine room, the separate compartment shall be fitted with an independent mechanical etraction ventilation system, providing 6 air changes per hour. A low oygen alarm shall be fitted. Such separate compartments shall be treated as one of other machinery spaces, with respect to fire protection.

22 Pt.6 Ch.32 Sec.4 Page 22 SECTION 4 FIRE SAFETY A 100 General A. General 101 The requirements in this chapter are additional to those given in SOLAS Ch.II-2. B 100 General B. Containment of Fire 101 The fire integrity of LFL fuel tank cofferdam boundaries facing machinery spaces or other high fire risk spaces shall not be less than A-60. This does not apply to the top boundary of the cofferdam above the fuel tank. High fire risk spaces are for instance cargo areas for carriage of dangerous goods and cargo decks for cars with fuel in the tanks. 102 Any boundary of accommodation up to bridge windows, machinery spaces and cargo spaces facing LFL fuel tanks on open deck shall have A-60 fire integrity and bridge windows A-0 (with fire load from outside). 103 The LFL fuel tanks on open deck shall be protected from possible fire loads in cargo area and a Fire Safety Assessment may be required to ensure necessary preventive actions (passive and active). 104 Fire integrity of the pump room towards control stations, accommodation and cargo area for carriage of dangerous goods shall not be less than A-60 and towards other spaces not less than A Boundaries around fuel bunkering stations shall normally be separated by permanent steel bulkheads towards inboard ship structure / cargo area and be open towards outboard during bunkering. 106 Means of escape shall be shielded from possible fire hazards from the fuel arrangement C 100 Foam fire etinguishing on open deck C. Fire Fighting 101 The vessel shall have a fied foam fire etinguishing system (alcohol resistant foam liquid) for protection of any LFL fuel tank on weather deck and the fuel bunkering station. The fied foam fire etinguishing system shall have cross connection to fire main as redundancy. 102 The pump(s) and piping system / fire main serving the foam fire etinguishing system shall be arranged with two independent inlets to the sprinkler grid protecting any fuel tank(s) arranged on weather deck and shall be arranged with isolating valves fitted in the supply piping system in order to isolate any damaged sections of the water supply up to the sprinkler grid. 103 The foam fire etinguishing system for fuel tanks on weather deck shall be fitted for the purpose of both object protection and fire etinguishing and designed to cover the fuel tank(s) on weather deck with an application rate of 10 l/min/m 2 for the horizontal projected surfaces from above and 4 l/min/m 2 for all vertical surfaces / projections. 104 Remote start of pumps supplying the foam fire etinguishing system and remote operation of any normally closed valves to the system should be located in a readily accessible position which is not likely to be cut off in case of fire in the areas protected. 105 The nozzles shall be of full bore type and they shall be arranged to ensure an effective and even distribution of water towards the protected objects/ surfaces. Alternatives to full bore may be accepted if data sheets for nozzles confirm correct application rate at the working pressure and area coverage. C 200 Fire etinguishing of the pump room 201 Fuel pump rooms shall be protected by an approved fire etinguishing system. Fied pressure waterspraying system and high epansion foam system may also be considered.