Part A-1. Speciic Requirements or Ships Using Methyl Alcohol (Methanol) or Ethyl Alcohol (Ethanol) as Fuel

LR A-1-01a The general requirements in the, Rules and Regulations for the Classification of Ships using Gases or other Low-flashpoint Fuels, Preamble and Rules and Regulations for the Classification of Ships using Gases or other Low-flashpoint Fuels, Appendix LR1, Part A are applicable to the use of methyl alcohol or ethyl alcohol together with the specific requirements herein.

• 5 Ship Design and Arrangement
• 6 Fuel Containment System
• 7 Material and General Pipe Design
• 8 Bunkering
• 9 Fuel Supply to Consumers
• 10 Power Generation Including Propulsion and Other Gas Consumers
• 11 Fire Safety
• 12 Explosion Prevention
• 13 Ventilation
• 14 Electrical Installations
• 15 Control, Monitoring and Safety Systems
• Annex - Standard for the Use of Limit State Methodologies in the Design of Fuel Containment Systems of Novel Configuration

LR A-1-02a Ships complying with the requirements of Appendix LR1, Part A and Appendix LR1, Part A-1 of the Rules and Regulations for the Classification of Ships using Gases or other Low-flashpoint Fuels and fuelled by methyl alcohol (ML) or ethyl alcohol (EL) will be eligible for assignment of the LFPF(GF,ML) notation or the LFPF(GF,EL) notation respectively.

LR A-1-02b Ships complying with the requirements of Appendix LR1, Part A and Appendix LR1, Part A-1 of the Rules and Regulations for the Classification of Ships using Gases or other Low-flashpoint Fuels and particular requirements of Appendix LR1, Part A-1 of the Rules and Regulations for the Classification of Ships using Gases or other Low-flashpoint Fuels in preparation to be fuelled by methyl alcohol (ML) or ethyl alcohol (EL) will be eligible for assignment of the GR(ML,A), GR(ML,S), GR(ML,T), GR(ML,P), GR(ML,E) descriptive notes (or combination thereof) or the GR(EL,A), GR(EL,S), GR(EL,T), GR(EL,P), GR(EL,E) descriptive notes (or combination thereof) respectively.

LR A-1-03a In addition to the plans and information required by the relevant Chapters of the Rules and Regulations for the Classification of Ships the following are to be submitted for assignment of the LFPF(GF,ML) notation and the LFPF(GF,EL) notation:

• (a) Design statement that defines the service profile of the ship, together with a description of the arrangements, essential services as agreed by LR and the intended operating capability and functionality of the main propulsion and auxiliary systems that use gases or other low-flashpoint fuels as fuel.
• (b) Risk-based studies undertaken to a recognised standard in accordance with LR’s ShipRight Procedure for Risk Based Certification (RBC) and associated annexes. The studies are to be documented so that the risks and how they are eliminated or mitigated are clearly identified.
• (c) Arrangement plans for fuel bunkering stations, fuel storage tanks, fuel supply equipment and fuel consumers, and their location relative to high fire risk areas, accommodation, service and control spaces, water ballast, fuel oil, and other tanks containing flammable substances.
• (d) Process Flow Diagrams (PFDs) and Piping and Instrumentation Diagrams (P&IDs) for all fuel containing equipment. This shall include all pipework and equipment from the bunker connection through to the engine.
• (e) Hazardous area plans (indicating the locations of hazardous areas and their openings, access and ventilation arrangements) and studies are required by Sections 12.3 to 12.5.
• (f) Schedule of electrical and mechanical equipment located in hazardous areas.
• (g) Fuel supply system piping and equipment plans. Details are to include system design and general arrangements; piping design including installation; ducting; valves and fittings; filters; pressure relief; purging arrangements; pumps and heat exchangers etc.
• (h) Plans and details of fuel storage tanks, holding tanks and pressure vessels, including filling, discharge, relief arrangements and tank penetrations.
• (i) Evidence of fatigue analysis for all pressurised low-flashpoint fuel piping arrangements where required.
• (j) Ventilation system plans for the machinery spaces, machinery enclosures or casings including air-locks, pipe ducting and any dampers in them, closing appliances and the position of the controls for stopping the system. Plans shall indicate hazardous areas where appropriate.
• (k) Enclosure or casing plans for fuel consumers and any airlocks where access is required.
• (l) Fixed fuel detection and alarm system plans.
• (m) Description of emergency shutdown arrangements, including a list of control, monitoring and alarm points, and the messages to be displayed for each alarm.
• (n) Operating manuals that describe the installation particulars, together with operating and maintenance instructions to cover operating modes, start-up, shutdown and fault conditions. Procedures to update safety, alarm or control systems are to be included and are to comply with the requirements of Pt 6, Ch 1 Control Engineering Systems of Rules and Regulations for the Classification of Ships. Equipment manufacturers’ instructions are to include the drawings and diagrams necessary for start-up commissioning, maintenance, inspection, checking of correct operation, repair of the machinery, the use of correct spares and tools, and useful instructions with regard to safety.
• (o) Description and plans of fuel control and monitoring systems and fuel changeover arrangements for dual-fuelled machinery, including line diagrams of control circuits and lists of monitoring, control and alarm points.
• (p) Quality assurance plans for sourcing, design, installation and testing of all components and equipment used in the fuel system.
• (q) A concept of operation (ConOp) document, where applicable. This may include a statement of an Owner’s intentions for the operation of the ship, description of ship’s intended service in terms of purpose and function and is to include, but not be limited to, information on the following: crewing, operational speeds, wave heights, displacements, service area, temperatures and motions; arrangements under reasonably foreseeable, normal and abnormal conditions. The ConOp is to be provided by the Owner. LR may accept alternative documents where these provide the information which would be included within the ConOp, in such cases the relevant sections providing the information required to provide equivalence with the ConOp are to be identified.
• (r) Evidence of type testing of the engine/turbine with electronic controls. Alternatively, a test plan is to be submitted to verify on board the safe functionality of the electronic control system during all reasonably foreseeable operational conditions as defined in the ConOp document. The test plan is to identify the foreseeable failure modes.
• (s) Schedule of testing at engine/turbine builders and commissioning prior to sea trials, to demonstrate that the fuel consumers are capable of operating as described in the design statement, including any testing required to confirm the conclusions of the Failure Mode and Effects Analysis (FMEA) or alternative recognised analysis technique for system reliability. The test schedules are to identify all modes of operation and the sea trials are to include typical port manoeuvres under all intended engine/turbine operating modes.
• (t) A cause and effect diagram to indicate the results of activation of each shutdown, shut-off and cut-out associated with the fuel system including engine operation and bunkering.
• (u) A suitable inspection and testing plan for fuel bunkering, storage and supply systems including trials and periodical surveys.
• (v) Fuel bunkering equipment arrangements and plans, operational procedures and maintenance instruction manuals.
• (w) Safety philosophy description for the prevention of crankcase explosions.
• (x) Structural fire protection plan showing the main fire zones, the fire compartmentation bulkheads and decks within the main fire zones, including fire risk categorisation of spaces and class of all fire divisions. The plan is also to allow identification of different types of space and their use.
• (y) A plan showing the details of construction of the fire protection bulkheads and decks.
• (z) A plan showing the arrangement of fire main system protecting any space included in the fuel storage hold space, fuel containment system, fuel storage tanks, and ventilation trunks to such spaces, if any. The plan is to show the layout and construction of the fire main, including the main and emergency fire pumps, isolating valves, pipe sizes and materials, and the cross-connections to any other system.
• (aa) A plan showing the arrangement of fire-fighting systems (e.g. CO₂, water spraying-system) protecting any space included in the fuel storage hold space, fuel containment system, low-flash point fuel storage tanks, and ventilation trunks to such spaces, if any. The plan is to provide details that include calculations for the quantities of the media used and the proposed rates of application.
• (bb) A plan of the Alcohol Resistant Aqueous Film Forming Foam (ARAFFF) system. The plan is to show details of system arrangement, including calculations for the quantities of the media used and the proposed rates of application.
• (cc) A fire control plan (see SOLAS Ch.II-2 Reg. 15.2.4).
• (dd) Fire Safety Operational Booklet including fuel safety/emergency procedure (see SOLAS II-2 Reg. 16.2).
• (ee) For existing vessels, details of any structural modifications are to be submitted.

LR A-1-03b The following are to be submitted for assignment of the GR(ML,A), GR(ML,S), GR(ML,T), GR(ML,P), GR(ML,E) descriptive notes (or combinations thereof) or the GR(EL,A), GR(EL,S), GR(EL,T), GR(EL,P), GR(EL,E) descriptive notes (or combinations thereof):

• (a) GR(ML, A) or GR(EL, A) ‘Approval in Principle’

  Submitted plans are to be sufficient to demonstrate compliance, including:

  • Design screening completed in accordance with LR’s ShipRight Procedure for Risk Based Certification (RBC) requirements.
  • Risk assessment to demonstrate the elimination or mitigation of risks from new, novel or alternative designs.
  • Machinery space arrangement for fuel equipment and pipework. Vessel General Arrangement (GA) illustrating the location of vent mast, Fuel Storage Hold Space, Cofferdam, Tank Connection Space, Fuel Preparation Room, machinery spaces, bunker stations, other spaces containing fuel equipment and fuel tanks.
  • Ventilation arrangements for spaces with fuel equipment and pipework including ventilated ducts and double-walled pipework.
  • Hazardous area plan.
  • Fire protection arrangements.
  • Fuel system block diagram.
  • Fuel system process flow diagram.
  • Other plans related to the specific installation e.g. Bridge visibility plan for deck mounted tanks, preliminary stability impact evaluation for tank locations above the waterline.
• (b) GR(ML, S) or GR(EL, S) ‘Structural Reinforcement Installed’

  Full details of the structural reinforcement required to support the proposed fuel tanks are to be submitted and are to include details of the proposed fuel tank type, size, location and loadings (dynamic and static) to allow verification of the structural design and calculations for the tank support arrangements.

• (c) GR(ML, T) or GR(EL, T) ‘Tank installed’
  Full details of the tank design are to be submitted as required by the Rules and Regulations for the Classification of Ships using Gases or other Low-flashpoint Fuels and are to include:

  • Details of the proposed fuel tank type, size, location and loadings (dynamic and static) to allow verification of the structural design and calculations for the tank support arrangements.
  • Detailed design of tank, pressure relief arrangement and master isolation valve(s).
  • P&ID for all piping integral to the tank.
  • Ventilation for tank connection space and fuel storage hold space (where applicable).
  • Ventilation arrangements and FSHS arrangements for tanks located under deck.
  • Inert gas and inter-barrier space vent piping plans (where applicable).
  • Fire protection and cofferdam arrangements (where applicable) if deviating from prescriptive requirements of SOLAS II-2, Risk assessment in accordance with MSC/Circ.1002.
  • Hazardous area plan for tank location and associated ventilation arrangements, including details of electrical equipment to be installed in the identified hazardous areas.
  • FMEA for tank master isolation valve and/or the master fuel valve which is to identify:
    • (i) potential failures;
    • (ii) consequences of failure;
    • (iii) means to eliminate or prevent failure; and
    • (iv) means to eliminate or minimise consequences.
  • Risk assessment of the tank design to the extent required for LR’s ShipRight Procedure for Risk Based Certification (RBC).
• (d) GR(ML, P) or GR(EL, P) ‘Piping installed’

Full details of the piping system design are to be submitted as required by the Rules and Regulations for the Classification of Ships using Gases or other Low-flashpoint Fuels and are to include:

• Piping design – bunker piping, fuel delivery piping.
• Fuel processing system design (where applicable).
• Double wall arrangement (including double block and bleed valves(s)).
• Pipe stress analysis (where applicable).
• High pressure analysis (where applicable).
• Structural fire protection plan for fuel preparation room and tank connection space.
• Bunker station location and associated hazardous area assessment including details of electrical equipment to be installed in the identified hazardous areas.
• Risk assessment of the piping design to the extent required for LR’s ShipRight Procedure for Risk Based Certification (RBC).

(e) GR(ML, E) or GR(EL, E) ‘Equipment and machinery installed’

Full details of the equipment and machinery to be reflected in the descriptive note are to be submitted in accordance with the plans and information required by the relevant Chapters of the Rules and Regulations for the Classification of Ships using Gases or other Low-flashpoint Fuels and the Rules and Regulations for the Classification of Ships including details of exhaust gas ducting arrangements and details of associated control and electrical systems.

5.1 Goal

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

5.2 Functional requirements

5.3 General provisions

LR 5.3-01 Except where otherwise required by these Rules, the ship and its arrangements are to be in accordance with the Rules and Regulations for the Classification of Ships and the Rules and Regulations for the Construction and Classification of Ships for the Carriage of Liquid Chemicals in Bulk as applicable and the requirements of this section.

5.3.1 Tanks containing fuel should not be located within the accommodation spaces or machinery spaces of category A.

5.3.2 Integral fuel tanks should be surrounded by protective cofferdams, except on those surfaces bound by shell plating below the lowest possible waterline, other fuel tanks containing methyl/ethyl alcohol, or fuel preparation space.

5.3.3 The fuel containment system should be abaft of the collision bulkhead and forward of the aft peak bulkhead.

LR 5.3-02 Fuel tanks shall have a tank master isolation valve located as near to the tank outer shell as is practicable. This valve is to be capable of remote and local manual operation and provide full closure.

LR 5.3-03 The tank master isolation valve and pipework from the valve to the fuel tank is to be located at the minimum distance required for the fuel tank as determined by 5.3.2.

LR 5.3-04 Tank connections, fittings, flanges and tank valves are to be enclosed in a tank connection space which shall safely contain leakages. The applicability to tanks on open deck is to be established as part of the required risk assessment(s).

LR 5.3-05 Arrangements are to be provided to safely drain and empty fuel from the fuel storage tanks.

5.3.4 Fuel tanks located on open decks should be protected against mechanical damage.

5.3.5 Fuel tanks on open decks should be surrounded by coamings and spills should be collected in a dedicated holding tank.

LR 5.3-06 Fuel tanks are to be protected against the effects of fire and heat when adjacent compartments are high fire risk/fire load spaces. The protection required is to be established as part of the required risk assessment(s).

5.3.6 Special consideration should be given to chemical tankers using methyl/ethyl alcohol cargoes as fuel.

5.4 Independent fuel tanks

5.4.1 Independent tanks may be accepted on open decks or in a fuel storage hold space.

LR 5.4-01 Independent fuel tanks on open deck are to be in a naturally well-ventilated area.

LR 5.4-02 Independent fuel tanks may be located in enclosed or semi-enclosed fuel storage hold spaces.

5.4.3 Independent fuel tanks should be secured to the ship's structure. The arrangement for supporting and fixing the tanks should be designed for the maximum expected static, dynamic inclinations and accidental loads as well as the maximum expected values of acceleration, taking into account the ship characteristics and the position of the tanks.

LR 5.4-04 Fuel storage tanks, supports and tank connections are to be designed to withstand loading from expected and reasonably foreseeable sloshing of tank contents.

LR 5.4-05 Fuel storage tanks are to withstand, without leakage, the maximum static and dynamic pressures (and vacuum) expected during purging and inerting, and the maximum static and dynamic pressures that can be reasonably expected in the event of a deviation from ‘normal’ or intended purging and inerting.

LR 5.4-06 Fuel storage tanks are to withstand, without leakage, the maximum calculated pressure increases due to fuel returning to the tank. LR 5.4-07 Arrangements are to be provided to safely drain and empty fuel from the fuel storage tanks.

5.5 Portable tanks

LR 5.5-01 Portable fuel tanks are to be considered as part of the required risk assessment(s).

5.5.2 Portable fuel tanks should be secured to the deck while connected to the ship systems. The arrangement for supporting and fixing the tanks should be designed for the maximum expected static and dynamic inclinations, as well as the maximum expected values of acceleration, taking into account the ship characteristics and the position of the tanks.

5.5.3 Consideration should be given to the ship's strength and the effect of the portable fuel tanks on the ship's stability.

5.5.4 Connections to the ship's fuel piping systems should be made by means of approved flexible hoses suitable for methyl/ethyl alcohol or other suitable means designed to provide sufficient flexibility.

5.5.5 Arrangements should be provided to limit the quantity of fuel spilled in case of inadvertent disconnection or rupture of the non-permanent connections.

5.5.6 The pressure relief system of portable tanks should be connected to a fixed venting system.

5.5.7 Control and monitoring systems for portable fuel tanks should be integrated in the ship's control and monitoring system. Safety system for portable fuel tanks should be integrated in the ship's safety system (e.g. shutdown systems for tank valves, leak/vapour detection systems).

5.5.8 Safe access to tank connections for the purpose of inspection and maintenance should be ensured.

5.6 Provisions for machinery space

5.6.1 A single failure within the fuel system should not lead to a release of fuel into the machinery space.

5.6.2 All fuel piping within machinery space boundaries should be enclosed in gas and liquid tight enclosures in accordance with 9.4.

LR 5.6-01 Alternative concepts such as ESD (Emergency Shut Down) protected spaces may be specially considered for unattended spaces and enclosures and, if agreed, are to be considered as part of the required risk assessment(s).

5.7 Provisions for location and protection of fuel piping space

5.7.1 Fuel pipes should not be located less than 800 mm from the ship's side.

5.7.2 Fuel piping should not be led directly through accommodation spaces, service spaces, electrical equipment rooms or control stations as defined in the SOLAS Convention.

5.7.3 Fuel pipes led through ro-ro spaces, special category spaces and on open decks should be protected against mechanical damage.

LR 5.7-01 The slope of pipes and the number and position of drain points are to be such that fuel can be efficiently drained from any portion of the piping system. LR 5.7-02 Alternative arrangements for draining the piping are to be considered as part of the required risk assessment(s).

5.8 Provisions for fuel preparation spaces design

Fuel preparation spaces should be located outside machinery spaces of category A.

5.9 Provisions for bilge systems

5.9.1 Bilge systems installed in areas where methyl/ethyl alcohol can be present should be segregated from the bilge system of spaces where methyl alcohol or ethyl alcohol cannot be present.

5.9.2 One or more holding tanks for collecting drainage and any possible leakage of methyl/ethyl alcohol from fuel pumps, valves or from double walled inner pipes, located in enclosed spaces should be provided. Means should be provided for safely transferring contaminated liquids to onshore reception facilities.

LR 5.9-01 Bilge holding tanks are to have sufficient capacity to accommodate the maximum credible leakage of fuel. The maximum credible leakage scenario is to be established as part of the required risk assessment(s).

5.9.3 The bilge system serving the fuel preparation space should be operable from outside the fuel preparation space.

LR 5.9-02 The bilge holding tank and the area in which the bilge holding tank(s) is located are to be considered hazardous. Alternative arrangements (e.g. dilution of the methyl/ethyl alcohol to maintain the solution below its lower flammable limit) may be considered as part of the required risk assessment(s).

5.10 Provisions for drip trays

5.10.1 Drip trays should be fitted where leakage and spill may occur, in particular in way of single wall pipe connections.

LR 5.10-01 Drips trays are to be made of appropriate material to contain and prevent any leakage coming into contact with other equipment/structures.

5.10.2 Each tray should have a sufficient capacity to ensure that the maximum amount of spill according to the risk assessment can be handled.

LR 5.10-02 The maximum credible spill scenario is to be established as part of the required risk assessment(s).

5.10.3 Each drip tray should be provided with means to safely drain spills or transfer spills to a dedicated holding tank. Means for preventing backflow from the tank should be provided.

5.10.4 Drip trays for leakage of less than 10 litres may be provided with means for manual emptying.

5.10.5 The holding tank should be equipped with a level indicator and high-level alarm and should be inerted at all times during normal operation.

LR 5.10-03 The drain holding tank and the area in which the drain holding tank(s) is located are to be considered hazardous. Alternative arrangements (e.g. dilution of the methyl/ethyl alcohol to maintain the solution below its lower flammable limit) may be considered as part of the required risk assessment(s).

5.11 Provisions for arrangement of entrances and other openings in enclosed spaces

5.11.1 Direct access should not be permitted from a non-hazardous area to a hazardous area. Where such openings are necessary for operational reasons, an airlock which complies with the provisions of Section 5.12 should be provided.

5.11.2 Fuel preparation spaces should have independent access direct from open deck, where practicable. Where a separate access from open deck is not practicable, an airlock complying with Section 5.12 should be provided.

5.11.3 Fuel tanks and surrounding cofferdams should have suitable access from the open deck, where practicable, for gas-freeing, cleaning, maintenance and inspection.

5.11.5 The area around independent fuel tanks should be sufficient to carry out evacuation and rescue operations.

LR 5.11-01 The area around independent fuel storage tanks is also to be sufficient to carry out maintenance and inspections.

5.11.6 For safe access, horizontal hatches or openings to or within fuel tanks or surrounding cofferdams should have a minimum clear opening of 600 mm X 600 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 fuel tanks and cofferdams, the minimum clear opening should not be less than 600 mm X 800 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.

LR 5.11-02 Maintenance hatches or removable panels providing access to enclosed spaces considered as hazardous, such as cofferdams, are to be provided with suitable seals to prevent the passage of vapour when closed. The sealing arrangements on hatches and panels are to be capable of being tested for gas-tightness following maintenance. Access hatch seals are to be secured in place.

LR 5.11-03 Access to fuel equipment enclosures which are gas tight and not normally accessed during operation are to be by bolted gastight manholes or covers. Subject to the approval by the Administration, physical arrangements are to ensure that access to the unit is only possible once the fuel equipment is shut down, isolated from the fuel system and drained and the atmosphere within the enclosure is gas-free.

5.12 Provisions for airlocks

5.12.1 An airlock is a space enclosed by gas tight bulkheads with two gas tight doors spaced at least 1.5 m and not more than 2.5 m apart. Unless subject to the requirements of the International Convention on Load Line, the door sill should not be less than 300 mm in height. The doors should be self-closing without any hold-back arrangements.

5.12.2 Airlocks should be mechanically ventilated at an overpressure relative to the adjacent hazardous area or space.

LR 5.12-01 The air-lock ventilation is to be drawn from a non-hazardous area.

5.12.3 Airlocks should have a simple geometrical form. They should provide for free and easy passage and should have a deck area not less than 1.5 m². Airlocks should not be used for other purposes, for instance as storerooms.

5.12.4 An audible and visual alarm system to give a warning on both sides of the airlock should be provided to indicate if more than one door is moved from the closed position.

5.12.5 For non-hazardous spaces with access from hazardous spaces below deck where the access is protected by an airlock, upon loss of under pressure in the hazardous space access to the space should be restricted until the ventilation has been reinstated. Audible and visual alarms should be given at a manned location to indicate both loss of pressure and opening of the airlock doors when pressure is lost.

5.12.6 Essential equipment required for safety should not be de-energized and should be of a certified safe type. This may include lighting, fire detection, gas detection, public address and general alarms systems.

5.12.7 Electrical equipment which is not of the certified safe type for propulsion, power generation, manoeuvring, anchoring and mooring equipment as well as the emergency fire pumps should not be located in spaces to be protected by airlocks.

6.1 Goal

The goal of this section is to provide for a fuel containment system where the risk to the ship, its crew and to the environment is minimized to a level that is at least equivalent to a conventional oil fuelled ship.

6.2 Functional requirements

6.2.1 This section refers to functional requirements in 3.2.1, 3.2.2, 3.2.5 and 3.2.8 to 3.2.16 of these Interim Guidelines

6.2.3 The fuel containment system and the fuel supply system should be so designed that safety actions after any leakage, irrespective of in liquid or vapour phase, do not lead to an unacceptable loss of power.

6.2.4 If portable tanks are used for fuel storage, the design of the fuel containment system should be equivalent to permanent installed tanks as described in this section.

LR 6.2-01 Except where otherwise required by these Rules, fuel containment systems, including inerting systems, are to be in accordance with the Rules and Regulations for the Construction and Classification of Ships for the Carriage of Liquid Chemicals in Bulk as applicable and the requirements of this section.

6.3 Provisions for fuel tanks venting and gas freeing system

6.3.1 The fuel tanks should be fitted with a controlled tank venting system.

6.3.2 A fixed piping system should be arranged to enable each fuel tank to be safely gas freed, and to be safely filled with fuel from a gas-free condition.

6.3.3 The formation of gas pockets during gas freeing operation should be avoided by considering the arrangement of internal tank structure and location of gas freeing inlets and outlets.

6.3.4 Pressure and vacuum relief valves should be fitted to each fuel tank to limit the pressure or vacuum in the fuel tank. The tank venting system may consist of individual vents from each fuel tank or the vents from each individual fuel tank may be connected to a common header. Design and arrangement should prevent flame propagation into the fuel containment system. If pressure relief valves (PRVs) of the high velocity type are fitted to the end of the vent pipes, they should be certified for endurance burning in accordance with MSC/Circ.677. If PRVs are fitted in the vent line, the vent outlet should be fitted with a flame arrestor certified for endurance burning in accordance with MSC/Circ.677.

6.3.5 Shut-off valves should not be arranged either upstream or downstream of the PRVs. By-pass valves may be provided. For temporary tank segregation purposes (maintenance) shut-off valves in common vent lines may be accepted if a secondary independent over/under pressure protection is provided to all tanks as per 6.3.7.

6.3.6 The fuel tank controlled venting system should be designed with redundancy for the relief of full flow overpressure and/or vacuum. Pressure sensors fitted in each fuel tank, and connected to an alarm system, may be accepted in lieu of the secondary redundancy requirement for pressure relief. The opening pressure of the PRVs should not be lower than 0.007 MPa below atmospheric pressure.

6.3.7 PRVs should vent to a safe location on open deck and should be of a type which allows the functioning of the valve to be easily checked.

LR 6.3-01 The safe locations of the vent from the pressure relief valves are to be established as part of the required risk assessment(s).

6.3.8 The fuel tank vent system should be sized to permit bunkering at a design loading rate without over-pressurizing the fuel tank.

6.3.9 The fuel tank vent system should be connected to the highest point of each tank and vent lines should be self-draining under all normal operating conditions.

6.4 Inerting and atmospheric control within the fuel storage system

6.4.1 All fuel tanks should be always inerted during normal operation. 6.15.8 Cofferdams should be arranged either for purging or filling with water through a non-permanent connection. Emptying the cofferdams should be done by a separate drainage system, e.g. bilge ejector.

LR 6.4-01 The cofferdam is to be designed to withstand the weight of accumulated liquid from a maximum credible leakage scenario into the cofferdam. The maximum credible leakage is to be established as part of the required risk assessment(s).

LR 6.4-02 Cofferdams are to be provided with a suitable means of removing fuel.

6.4.2 Cofferdams should be arranged either for purging or filling with water through a non-permanent connection. Emptying the cofferdams should be done by a separate drainage system, e.g. bilge ejector.

6.4.3 The system should be designed to eliminate the possibility of a flammable mixture atmosphere existing in the fuel tank during any part of the atmosphere change operation, gas-freeing or inerting by utilising an inerting medium.

6.4.4 To prevent the return of flammable liquid and vapour to the inert gas system, the inert gas supply line should be fitted with two shutoff valves in series with a venting valve in between (double block and bleed valves). In addition, a closable non-return valve should be installed between the double block and bleed arrangement and the fuel system. These valves should be located inside hazardous spaces.

6.4.5 Where the connections to the inert gas piping systems are non-permanent, two non-return valves may substitute the valves required in 6.4.4.

6.4.6 Blanking arrangements should be fitted in the inert gas supply line to individual tanks. The position of the blanking arrangements should be immediately obvious to personnel entering the tank. Blanking should be via removable spool piece.

6.4.7 Fuel tank vent outlets should be situated normally not less than 3 m above the deck or gangway if located within 4 m from such gangways. The 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 should be directed upwards in the form of unimpeded jets.

6.4.8 Vapour outlets from fuel tanks should be provided with devices tested and type approved to prevent the passage of flame into the tank. Due attention should be paid in the design and position of the PRVs with respect to blocking and due to ice during adverse weather conditions. Provision for inspection and cleaning should be arranged.

6.4.9 The arrangements for gas-freeing and ventilation of fuel tanks should be such as to minimize the hazards due to the dispersal of flammable vapours to the atmosphere and to flammable gas mixture in the tanks. The ventilation system for fuel tanks should be exclusively for ventilating and gas freeing purposes. Connection between fuel tank and fuel preparation space ventilation will not be accepted.

6.5 Inert gas availability on board

6.5.1 Inert gas should be available permanently on board in order to achieve at least one trip from port to port considering maximum consumption of fuel expected and maximum length of trip expected and to keep tanks inerted during two weeks in harbour with minimum port consumption.

6.5.2 A production plant and/or adequate storage capacities might be used to achieve availability target defined in 6.5.1.

6.5.3 Fluid used for inerting should not modify the characteristics of the fuel.

6.5.4 The production plant, if fitted, should be capable of producing inert gas with oxygen content at no time greater than 5 per cent by volume. A continuous-reading oxygen content meter should be fitted to the inert gas supply from the equipment and should be fitted with an alarm set at a maximum of 5% oxygen content by volume. The system should be designed to ensure that if the oxygen content exceeds 5% by volume, the inert gas should be automatically vented to atmosphere.

6.5.5 The system should be able to maintain an atmosphere with an oxygen content not exceeding 8% by volume in any part of any fuel tank.

6.5.6 An inert gas system should have pressure controls and monitoring arrangements appropriate to the fuel containment system.

6.5.7 Where a nitrogen generator or nitrogen storage facilities are installed in a separate compartment outside of the engine-room, the separate compartment should be fitted with an independent mechanical extraction ventilation system, providing a minimum of 6 air changes per hour. If the oxygen content is below 19% in the separate compartment an alarm should be given. A minimum of two oxygen sensors should be provided in each space. Visual and audible alarm should be placed at each entrance to the inert gas room.

6.5.9 Notwithstanding the provisions of Section 6.5, inert gas utilized for gas freeing of tanks may be provided externally to the ship.

LR 6.5-02 Inert gas systems are to be designed to minimise the risk of ignition from the generation of static electricity by the inert gas system itself.

7.1 Goal

7.1.1 The goal of this section is to ensure the safe handling of fuel, under all operating conditions, to minimize the risk to the ship, personnel and to the environment, having regard to the nature of the products involved.

7.1.2 The goal of this chapter is to ensure the safe handling of fuel, under all operating conditions, to minimize the risk to the ship, personnel and to the environment, having regard to the nature of the products involved.

7.2 Functional requirements

7.2.1 This section refers to functional requirements 3.2.1, 3.2.6, 3.2.8, 3.2.9 and 3.2.10, of these Interim Guidelines. In particular, all materials used should be suitable for the fuel under the maximum working pressure and temperature.

7.3 Provisions for general pipe design

LR 7.3-01 Except where otherwise required by these Rules, the design and construction of piping are to be in accordance with the Rules and Regulations for the Classification of Ships, Pt 5, Ch 12 Piping Design Requirements and the Rules and Regulations for the Construction and Classification of Ships for the Carriage of Liquid Chemicals in Bulk, Ch 5 Process Pressure Vessels and Liquid, Vapour and Pressure Piping Systems as applicable and the requirements of this section.

7.3.1 The design pressure for any section of the fuel piping system is the maximum gauge pressure to which the system may be subjected in service, considering the highest set pressure on any relief valve on the system.

7.3.4 Where necessary for mechanical strength to prevent damage, collapse, excessive sag or buckling of pipes due to superimposed loads, the wall thickness should be increased over that required by 7.3.2 or, if this is impracticable or would cause excessive local stresses, these loads should be reduced, protected against or eliminated by other design methods. Such superimposed loads may be due to: supports, ship deflections, liquid pressure surge during transfer operations, the weight of suspended valves, reaction to loading arm connections or otherwise.

7.3.5 For pipes made of materials other than steel, the allowable stress should be considered by the Administration.

7.3.7 Fuel pipes and all the other piping needed for a safe and reliable operation and maintenance should be colour marked in accordance with a standard at least equivalent to those acceptable to the Administration.

7.3.8 All fuel piping and independent fuel tanks should be electrically bonded to the ship's hull. Electrical conductivity should be maintained across all joints and fittings. Electrical resistance between piping and the hull should be maximum 10^6 Ohm.

7.3.9 Piping other than fuel supply piping and cabling may be arranged in the double wall piping or duct if they do not create a source of ignition or compromise the integrity of the double pipe or duct. The double wall piping, or duct should only contain piping or cabling necessary for operational purposes.

7.3.10 Filling lines to fuel tanks should be arranged to minimize the possibility for static electricity e.g. by reducing the free fall into the fuel tank to a minimum.

7.3.11 The arrangement and installation of fuel piping should provide the necessary flexibility to maintain the integrity of the piping system in the actual service situations, taking potential for fatigue into account. Expansion bellows should not be used.

LR 7.3-02 Pipes or components which may be isolated automatically in the event of a fire resulting in an entrapped inventory of fuel are to be provided with pressure relief valves sized for a fire condition.

LR 7.3-03 A Fatigue analysis is to be conducted for all pressurised piping arrangements subject to vibration or pulsating pressure where failure of the pipe or its connection or a component could result in a safety hazard (e.g. fire), or the prime mover being unavailable. The analysis is to recognise the pressures and fluctuating stresses that the piping system may be subject to in normal service.

LR 7.3-04 All piping is to be suitably and adequately supported so as to avoid vibration that could lead to fatigue failure.

LR 7.3-05 The materials, construction and strength of outer protection pipes or ducts and the mechanical ventilation systems is to be capable of withstanding the sudden emission and expansion of pressurised fuel in the event of failure of the inner pipe.

7.3.12 Piping fabrication and joining details

LR 7.3-06 Fuel pipe joints, other than welded joints, at locations approved by LR are to comply with an appropriate standard recognised by LR or their structural strength is to be verified through tests and analysis to the satisfaction of LR.

LR 7.3-07 Piping connections are to be reduced to the minimum required for installation and maintenance.

7.3.12.4 Welding, post-weld heat treatment, radiographic testing, dye penetrating testing, pressure testing, leakage testing and non-destructive testing should be performed in accordance with recognized standards. Butt welding should be subject to 100% non-destructive testing, while sleeve welds should be subject to at least 10% liquid penetrant testing (PT) or magnetic particle testing (MT).

7.3.12.5 Where flanges are used they should be of the welded neck or slip-on type. Socket welds are not to be used in nominal sizes above 50 mm.

7.3.12.6 Expansion of piping should normally be allowed for by the provision of expansion loops or bends in the fuel piping system. Use of expansion joints used in high pressure^footnote fuel systems should be approved by the Administration. Slip joints should not be used.

7.3.12.7 Other connections: Piping connections should be joined in accordance with 7.3.12.2 but for other exceptional cases the Administration may consider alternative arrangements.

7.4 Provisions for materials

7.4.1 Due consideration should be taken with respect to the corrosive nature of fuel when selecting materials.

LR 7.4-01 Except where otherwise required by these Rules, materials are to comply with the relevant requirements of the Rules for the Manufacture, Testing and Certification of Materials and the Rules and Regulations for the Construction and Classification of Ships for the Carriage of Liquid Chemicals in Bulk as applicable and the requirements of this section.

LR 7.4-02 Materials that are sensitive to methyl alcohol or ethyl alcohol or methyl alcohol or ethyl alcohol containing water, such as aluminium alloys, galvanised steel, lead alloys, nitrile, butyl and others are not to be used in systems containing fuel.

LR 7.4-03 Where stainless steel is specified, it is to be an austenitic or duplex type and comply with the appropriate requirements of the Rules for the Manufacture, Testing and Certification of Materials . Alternative grades of stainless steel may be considered provided that they comply with National or Proprietary specifications and are suitable for the intended purpose. Austenitic stainless steels are not to be used where methyl/ethyl alcohol contains water which may contain chlorides.

LR 7.4-04 Novel steel materials such as austenitic manganese steels may be considered on a case-by-case basis.

8.1 Goal

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

8.2 Functional requirements

8.2.1 This section refers to functional requirements 3 3.2.1, 3.2.2, 3.2.3, 3.2.4, 3.2.5, 3.2.6,3.2.7, 3.2.8, 3.2.9, 3.2.10, 3.2.11, 3.2.13, 3.2.14, 3.2.15 and 3.2.16 of these Interim Guidelines. In particular, the following applies:

8.2.1.1 The piping system for transfer of fuel to the fuel tank should be designed such that any leakage from the piping system cannot cause danger to the persons onboard, the environment or the ship.

8.3 Provisions for bunkering station

8.3.1 General provisions

8.3.1.1 The bunkering station should be located on open deck so that sufficient natural ventilation is provided. Closed or semi-enclosed bunkering stations should be subject to special consideration with respect to provisions for mechanical ventilation. The Administration may require special risk assessment.

LR 8.3-02 The bunkering station arrangements onboard the ship subject to special consideration are to be considered as part of the required risk assessment(s).

LR 8.3-03 Bunkering stations on open deck are to be located in a naturally well-ventilated area and protected from possible mechanical damage.

LR 8.3-04 Bunkering stations are to be physically separated or structurally shielded from accommodation, service areas and control stations.

LR 8.3-05 Bunkering connections and piping are to be positioned and arranged so that any damage to the fuel piping does not cause damage to the ship's fuel storage tanks resulting in an uncontrolled fuel discharge.

8.3.1.2 Entrances, air inlets and openings to accommodation, service and machinery spaces and control stations should not face the bunkering station.

8.3.1.3 Closed or semi-enclosed bunkering stations should be surrounded by gas and liquid tight boundaries against enclosed spaces.

8.3.1.4 Fuel piping shall not be led directly through accommodation spaces, service spaces, electrical equipment rooms or control stations as defined in the SOLAS Convention. For other non-hazardous areas it needs to be double walled or located in gas tight ducts.

8.3.1.5 Arrangements should be made for safe management of fuel spills. Coamings and/or drip trays should be provided below the bunkering connections together with a means of safely collecting and storing spills. This could be a drain to a dedicated holding tank equipped with a level indicator and alarm. Where coamings or drip trays will be subject to rainwater, provisions should be made to drain rainwater overboard.

8.3.1.6 Showers and eye wash stations for emergency usage are to be located in close proximity to areas where the possibility for accidental contact with fuel exists. The emergency showers and eye wash stations to be operable under all ambient conditions.

8.3.2 Ships bunker hoses

8.3.2.1 Bunker hoses carried on board are to be suitable for methyl/ethyl alcohol. Each type of bunker hose, complete with end-fittings, should be prototype-tested at a normal ambient temperature, with 200 pressure cycles from zero to at least twice the specified maximum working pressure. After this cycle pressure test has been carried out, the prototype test should demonstrate a bursting pressure of at least 5 times its specified maximum working pressure at the upper and lower extreme service temperature. Hoses used for prototype testing should not be used for bunker service. Entrances, air inlets and openings to accommodation, service and machinery spaces and control stations should not face the bunkering station.

8.3.2.2 Before being placed in service, each new length of bunker hose produced should be hydrostatically tested at ambient temperature to a pressure not less than 1.5 times its specified maximum working pressure, but not more than two fifths of its bursting pressure. The hose should be stencilled, or otherwise marked, with the date of testing, its specified maximum working pressure and, if used in services other than ambient temperature services, its maximum and minimum service temperature, as applicable. The specified maximum working pressure should not be less than 1 MPa gauge.

LR 8.3-07 The design, construction and testing of fuel hoses is to be in accordance with the requirements of the relevant National Administration and/or Port Authority.

8.3.2.3 Means should be provided for draining any fuel from the bunkering hoses upon completion of operation.

8.3.2.4 Where fuel hoses are carried on board, arrangements should be made for safe storage of the hoses. Hoses should be stored on the open deck or in a storage room with an independent mechanical extraction ventilation system, providing a minimum of 6 air changes per hour.

8.4 Provisions for manifold

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

LR 8.4-01 A local pressure indicator is to be provided to indicate the pressure between the ship's manifold valves and hose connections to the bunker supply.

8.5 Provisions for bunkering system

8.5.1 Means should be provided for draining any fuel from the bunkering lines upon completion of operation.

8.5.2 Bunkering lines should be arranged for inerting and gas freeing. When not engaged in bunkering, the bunkering lines should be free of gas, unless the consequences of not gas freeing is evaluated and approved.

LR 8.5-01 Arrangements are to be provided to confirm that bunkering lines/pipes are free of fuel upon completion of bunkering. Any fuel released is to be safely discharged. The arrangements are to be considered as part of the required risk assessment(s).

8.5.3 A ship-shore link (SSL) or an equivalent means for automatic and manual ESD communication to the bunkering source should be fitted.

LR 8.5-02 The Emergency Shutdown (ESD) System is to be provided onboard and be operable from both the ship and the bunker supply facility, and is to provide for rapid and safe shutdown of bunkering without release of liquid or vapour.

8.5.4 In the bunkering line, as close to the connection point as possible, there should be a manually operated stop valve and a remotely operated shutdown valve arranged in series. Alternatively, a combined manually operated and remote shutdown valve may be provided. It should be possible to operate this remotely operated valve from the bunkering control station.

8.5.5 Where bunkering lines are arranged with a cross-over suitable isolation arrangements should be provided to ensure that fuel cannot be transferred inadvertently to the ship side not in use for bunkering.

9.1 Goal

9.1.1 The goal of this section is to ensure safe and reliable distribution of fuel to the consumers.

9.2 Functional requirements

9.2.1 This section refers to functional requirements 3.2.1, 3.2.2, 3.2.3, 3.2.4, 3.2.5, 3.2.6, 3.2.8, 3.2.9, 3.2.10, 3.2.11 and 3.2.13 to 3.2.17 of these Interim Guidelines.

9.3 General provisions for fuel supply system

9.3.1 The fuel piping system should be separate from all other piping systems.

9.3.2 The fuel supply system should be so arranged that the consequences of any release of fuel will be minimized, while providing safe access for operation and inspection. The causes and consequences of release of fuel should be subject to special consideration within the risk assessment in 4.2.

9.3.3 The piping system for fuel transfer to the consumers should be designed in a way that a failure of one barrier cannot lead to a leak from the piping system into the surrounding area causing danger to the persons on board, the environment or the ship.

9.3.4 Fuel lines should be installed and protected so as to minimize the risk of injury to persons on board in case of leakage.

9.4 Provisions for fuel distribution

9.4.1 The outer pipe or duct should be gas and liquid tight.

LR 9.4-01 Fuel supply piping within non-hazardous areas is to be double-walled piping or enclosed in gastight ducting.

LR 9.4-02 The outer pipe or duct is to remain gas and liquid tight in the event of leakage of the primary pipe taking into consideration the impingement force and the effects of pressurised expansion.

9.4.2 The annular space between inner and outer pipe should have mechanical ventilation of underpressure type with a capacity of minimum 30 air changes per hour and be ventilated to open air. Appropriate means for detecting leakage into the annular space should be provided. The double wall enclosure should be connected to a suitable draining tank allowing the collection and the detection of any possible leakage.

9.4.3 Inerting of the annular space might be accepted as an alternative to ventilation. Appropriate means of detecting leakage into the annular space should be provided. Suitable alarms should be provided to indicate a loss of inert gas pressure between the pipes.

LR 9.4-03 Inerting, where permitted as an alternative to ventilation, is to be considered as part of the required risk assessment(s).

9.4.4 The outer pipe in the double walled fuel pipes should be dimensioned for a design pressure not less than the maximum working pressure of the fuel pipes. As an alternative the calculated maximum built up pressure in the duct in the case of an inner pipe rupture may be used for dimensioning of the duct.

9.5 Redundancy of fuel supply

9.5.1 Propulsion and power generation arrangements, together with fuel supply systems should be arranged, so that a failure in fuel supply does not lead to an unacceptable loss of power.

LR 9.5-02 For single fuel installations, the fuel storage is to be arranged in no fewer than two tanks.

9.6 Safety functions of the fuel supply system

9.6.1 All fuel piping should be arranged for gas-freeing and inerting.

9.6.2 Fuel tank inlet and outlet valves should be as close to the tank as possible. Valves required to be operated under normal operation such as when fuel is supplied to consumers or during bunkering should be remotely operated if not easily accessible.

9.6.3 The main fuel supply line to each consumer or set of consumers should be equipped with an automatically operated master fuel valve. The master fuel valve(s) should be situated in the part of the piping that is outside the machinery space containing methyl/ethyl alcohol fuelled consumer(s). The master fuel valve(s) should automatically shut off the fuel supply in accordance with section 15.2.1.2 and table 1 in section 15.

See also Chapter 15, Table 1 for general overview of engine fuel system control and monitoring requirements.

9.6.4 Means of manual activation of the emergency shutdown of fuel supply to the consumers or set of consumers should be provided on the primary and secondary escape routes from the consumer compartment, at a location outside consumer space, outside the fuel preparation space and at the bridge. The activation device should be arranged as a physical button, duly marked and protected against inadvertent operation and operable under emergency lighting.

9.6.5 The fuel supply line to each consumer should be provided with a remote operated shut-off valve.

9.6.6 There should be one manually operated shutdown valve in series with the automatically operated master fuel valve in the fuel line to each consumer to ensure safe isolation during maintenance.

9.6.7 Valves should be of the fail-safe type.

9.6.8 When pipes penetrate the fuel tank below the top of the tank a remotely operated shut-off valve should be fitted to the fuel tank bulkhead. When the fuel tank is adjacent to a fuel preparation space, the valve may be fitted on the tank bulkhead on the fuel preparation space side.

LR 9.6-03 The fuel line to each consumer is to be fitted with a means of purging the pipework downstream of the master fuel valve of fuel (liquid and vapour). This is to happen automatically when the master fuel valve is automatically closed.

LR 9.6-04 Prime movers of fuel supply equipment, such as engines and motors, are to be of a certified safe type suitable for the space in which they are installed or are to be located in an adjacent non-hazardous area. Prime mover shafts passing through bulkheads or decks are to be fitted with gastight seals of an approved type.

9.7 Provisions for fuel preparation spaces and pumps

9.7.1 Any fuel preparation space should not be located within a machinery space of category A, should be gas- and liquid-tight to surrounding enclosed spaces and vented to open air.

LR 9.7-01 Fuel preparation spaces are to be provided with approved piping and cabling penetrations.

9.7.2 Hydraulically powered pumps that are submerged in fuel tanks should be arranged with double barriers preventing the hydraulic system serving the pumps from being directly exposed to methyl/ethyl alcohol. The double barrier should be arranged for detection and drainage of eventual methyl/ethyl alcohol leakage.

9.7.3 All pumps in the fuel system should be protected against running dry (i.e. protected against operation in the absence of fuel or service fluid). All pumps which are capable of developing a pressure exceeding the design pressure of the system should be provided with relief valves. Each relief valve should be in closed circuit, i.e. arranged to discharge back to the piping upstream of the suction side of the pump and to effectively limit the pump discharge pressure to the design pressure of the system.

LR 9.7-02 Pumps and their supports are to be suitable for the expected levels of vibration.

LR 9.7-03 Pumps within accessible spaces are to be protected from impact damage.

10.1 Goal

10.1.1 To provide safe and reliable delivery of mechanical, electrical or thermal energy.

10.2 Functional requirements

10.2.2 One single failure in the fuel system should not lead to an unacceptable loss of power.

10.3 General

LR 10.3-01 Except where otherwise required by these Rules, power generation machinery and equipment including propulsion and other energy converters are to comply with the relevant requirements of Pt 5 Main and Auxiliary Machinery and Pt 6 Control, Electrical, Refrigeration and Fire of the Rules and Regulations for the Classification of Ships as applicable and the requirements of this section.

LR 10.3-02 Consumers not mentioned in this section such as gas turbines and fuel cells are to be specially considered as part of the required risk assessment(s).

LR 10.3-03 Consumers (e.g. engines, turbines, fuel cells) installed in gas-tight enclosures employing alternative concepts such as ESD protected spaces may be specially considered for unattended spaces and enclosures and, if agreed, are to be considered as part of the required risk assessment(s).

LR 10.3-04 Where power for the propulsion of the ship or other essential services is solely dependent on methyl/ethyl alcohol fuelled power generation machinery or equipment, no fewer than two independent sources of power shall be provided so that one source is retained in operation or is capable of being brought into operation in the event of unintended loss of one of the power units. Complete loss of power for propulsion and essential systems is not acceptable. Alternative arrangements (e.g. for single engine installations) may be considered where supported by risk assessment that demonstrate an equivalent level of dependability to a conventional oil fuelled engine.

10.3.1 All engine components and engine related systems are to be designed in such a way that fire and explosion risks are minimized.

LR 10.3-05 The exhaust system is to be equipped with sufficiently dimensioned explosion relief ventilation or alternative arrangements to prevent excessive explosion pressures in the event of ignition failure of one cylinder followed by ignition of the unburned gas in the system.

LR 10.3-06 Arrangements are to be provided to enable purging of the exhaust system before the starting of an engine, after failure to start and following loss of ignition during operation of the engine. The purge is to be of sufficient duration to displace at least three times the volume of the exhaust system.

10.3.2 Engine components containing methyl/ethyl alcohol fuel should be effectively sealed to prevent leakage of fuel into the machinery space.

10.3.3 For engines where the space below the piston is in direct communication with the crankcase a detailed evaluation regarding the hazard potential of fuel gas accumulation in the crankcase should be carried out and reflected in the safety concept of the engine.

LR 10.3-07 The safety concept of the engine and corresponding arrangements for prevention of explosions are to be documented and submitted for consideration and acceptance by LR.

LR 10.3-08 Unless designed with the strength to withstand the worst case over pressure due to ignited fuel leaks, engine components or systems containing or likely to contain an ignitable fuel and air mixture are to be fitted with suitable pressure relief systems. Dependent on the particular engine design this may include the air inlet manifolds and scavenge spaces.

LR 10.3-10 Where trunk piston type engines are used, a means of injecting inert gas into the crankcase is to be provided.

LR 10.3-11 When fuel is supplied in a mixture with air through a common manifold, flame arresters are to be installed before each cylinder head. The inlet system is to be designed to withstand explosion of a fuel-air mixture by means of explosion relief venting or having sufficient strength to contain a worst-case explosion. This requirement may be omitted if the fuel concentration within the manifold is controlled and if combustion of an unburnt mixture within the manifold can be eliminated.

LR 10.3-12 Each engine is to be fitted with vent systems independent of other engines for crankcases and sumps.

LR 10.3-13 The outlet of the vent system of each engine is to be led to a safe location in the open air through a flame arrestor.

LR 10.3-14 Where it is possible for fuel to enter engine auxiliary systems, such as lubricating oil and cooling water systems, a means of extracting the fuel is to be fitted at the outlet from the engine with the vapour removed being vented to a safe location.

LR 10.3-15 For engines fitted with ignition systems, prior to admission of gas fuel, correct operation of the ignition system on each unit is to be verified.

10.3.4 A means should be provided to monitor and detect poor combustion or misfiring. In the event that it is detected, continued operation may be allowed provided that the fuel supply to the concerned cylinder is shut off and provided that the operation of the engine with one-cylinder cut-off is acceptable with respect to torsional vibrations.

LR 10.3-16 For engines starting, if combustion has not been detected by the engine monitoring system within an engine specific time after the opening of the fuel supply valve, the fuel supply valve is to be automatically shut off. Means to ensure that any unburnt fuel mixture is purged away from the exhaust system are to be provided.

LR 10.3-17 Each methyl/ethyl alcohol consumer shall have a separate exhaust system.

10.4 Provision for dual-fuel engines

10.4.1 In case of shut-off of the methyl/ethyl alcohol supply, the engines should be capable of continuous operation by oil fuel only without interruption.

LR 10.4-01 Engines are to be capable of operating at their maximum continuous rating on fuel oil alone.

10.4.2 An automatic system should be fitted to change over from methyl/ethyl alcohol fuel operation to oil fuel operation with minimum fluctuation of the engine power. Acceptable reliability should be demonstrated through testing. In the case of unstable operation on engines when methyl/ethyl alcohol firing, the engine should automatically change to oil fuel mode. There should also be possibility for manual change over.

LR 10.4-02 The automatic fuel changeover system is to change over from oil to methyl/ethyl alcohol or from methyl/ethyl alcohol to oil and be capable of changeover from methyl/ethyl alcohol to oil at all loads.

10.4.3 In case of an emergency stop or a normal stop the methyl/ethyl alcohol fuel should be automatically shut off not later than the pilot oil fuel. It should not be possible to shut off the pilot oil fuel without first or simultaneously closing the fuel supply to each cylinder or to the complete engine.

10.5 Provision for single fuel engines

10.5.1 In case of a normal stop or an emergency shutdown, the methyl/ethyl alcohol fuel supply should be shut off not later than the ignition source. It should not be possible to shut off the ignition source without first or simultaneously closing the fuel supply to each cylinder or to the complete engine.

LR 10.6 Provisions for boilers

LR 10.6-01 The whole boiler casing is to be gastight, and each boiler is to have a separate uptake.

LR 10.6-02 Each boiler is to have a dedicated forced draught system. A crossover between boiler force draught systems may be fitted for emergency use provided that any relevant safety functions are maintained.

LR 10.6-03 Combustion chambers and uptakes of boilers are to be designed to prevent any accumulation of fuel.

LR 10.6-04 Burners are to be designed to maintain stable combustion under all firing conditions.

LR 10.6-05 On main/propulsion boilers an automatic system is to be provided to change from gas fuel operation to oil fuel operation without interruption of boiler firing.

LR 10.6-06 Fuel nozzles and the burner control system are to be configured such that methyl/ethyl alcohol can only be ignited by an established oil fuel flame, unless the boiler and combustion equipment is designed and approved by the Administration to light on methyl/ethyl alcohol.

LR 10.6-07 Details of the associated safeguards including processes and procedures are to be submitted where the boiler and combustion equipment is specifically designed for lighting directly on gas fuel.

LR 10.6-08 There are to be arrangements to ensure that gas fuel flow to the burner is automatically cut off unless satisfactory ignition has been established and maintained.

LR 10.6-09 Each burner supply pipe is to be fitted with a fuel shut-off valve and a flame arrestor, unless this is incorporated in the burner.

LR 10.6-10 Provisions are to be made for automatically purging the gas supply piping to the burners, by means of an inert gas, after the extinguishing of these burners.

LR 10.6-11 Arrangements are also to be provided to allow manual purging. Interlocking devices are to be fitted to ensure that purging can be performed only when the burner fuel supply valves are closed.

LR 10.6-12 For dual-fuel burner units, the firing equipment is to be suitable to burn either fuel oil or methyl/ethyl alcohol alone, or fuel oil and methyl/ethyl alcohol simultaneously.

LR 10.6-13 The fuel changeover system is to be monitored with alarms and protected from damage (e.g. from high pressure, heat, electrical overload) so as to ensure continuous availability whilst the boiler is in operation. An interlocking device is to be provided to prevent the methyl/ethyl alcohol fuel supply being opened until the oil and air controls are in the firing position. It is to be possible to change from methyl/ethyl alcohol to fuel oil operation without interruption of boiler firing.

LR 10.6-14 Means are to be provided so that, in the event of flame failure, the fuel supply to the burners is shut-off automatically, and alarms are activated.

LR 10.6-15 Arrangements are to be made so that, in case of flame failure of all operating burners, the combustion chambers of the boilers are automatically purged before relighting.

LR 10.6-16 In addition to the low water level fuel shutoff and alarm required by Pt 5, Ch 10, 15.7 Low water level fuel shutoff and alarm or Pt 5, Ch 10, 16.7 Low water level fuel shutoff and alarm of the Rules and Regulations for the Classification of Ships for oil-fired boilers, equivalent arrangements are to be made for gas shut-off and alarms when the boilers are being gas fired. See Pt 6, Ch 1 Control Engineering Systems of the Rules and Regulations for the Classification of Ships for requirements for control, alarm and safety systems, and additional requirements for unattended operation

11.1 Goal

11.11.1 The goal of this section is to provide fire protection, detection and fighting for all systems related to storing, handling, transfer and use of methyl/ethyl alcohol as fuel.

11.2 Functional requirements

11.2.1 This section is related to functional provisions in 3.2.1, 3.2.2, 3.2.4, 3.2.5, 3.2.12, 3.2.14 and 3.2.16 of these Interim Guidelines.

11.3 General provisions

11.3.1 The provisions in this section are additional to those given in SOLAS chapter II-2.

LR 11.3-01 Except where otherwise required by these Rules, fire protection, detection and extinction are to be in accordance with the requirements of Pt 6, Ch 4 Fire Protection, Detection and Extinction Requirements of the Rules and Regulations for the Classification of Ships as applicable and the requirements of this section.

LR 11.3-02 For the purposes of these Rules, where used in SOLAS II-2, 1.6.2.1, the term ‘cargo’ is also to be read to refer to methyl/ethyl alcohol and so the relevant provisions shall apply.

LR 11.2-03 Fire safety for ESD protected spaces, where permitted, is to be considered as part of the required risk assessment(s).

11.4 Provision for fire protection

11.4.1 For the purposes of fire protection, fuel preparation spaces should be regarded as machinery space of category A. Should the space have boundaries towards other machinery spaces of category A, accommodation, control station or cargo areas, these boundaries should not be less than A-60.

11.4.2 Any boundary of accommodation up to navigation bridge windows, service spaces, control stations, machinery spaces and escape routes, facing fuel tanks on open deck should have A-60 fire integrity.

LR 11.4-01 Fuel storage tanks are to be segregated from cargo in accordance with the requirements of the International Maritime Dangerous Goods (IMDG) Code, where the tanks are regarded as bulk packaging. For the purposes of the stowage and segregation requirements of the IMDG Code, a fuel tank on the open deck is to be considered a Class 2.1 package.

11.4.3 For fire integrity the fuel tank boundaries should be separated from the machinery spaces of category-A and other rooms with high fire risks by a cofferdam of at least 600 mm with insulation of not less than A-60 class.

11.4.4 The bunkering station should be separated by A-60 class divisions towards machinery spaces of category A, accommodation, control stations and high fire risk spaces, except for spaces such as tanks, voids, auxiliary machinery spaces of little or no fire risk, sanitary and similar spaces where the insulation standard may be reduced to class A-0.

LR 11.4-02 For the definitions of sanitary spaces and auxiliary machinery spaces of little or no fire risk, refer to SOLAS II-2/9.2.2.3.2.2 (9) and SOLAS II-2/9.2.2.3.2.2 (10) respectively.

LR 11.4-04 The fire protection of fuel pipes led through ro-ro spaces, special category spaces, and vehicle spaces shall be specially considered by LR depending on the use, arrangements and expected pressure in the pipes.

11.5 Provision for fire main

11.5.1 When the fuel storage tank is located on the open deck, isolating valves should be fitted in the fire main in order to isolate damaged sections of the fire main. Isolation of a section of fire main should not deprive the fire line ahead of the isolated section from the supply of water.

11.6 Provision for fire fighting

11.6.1 Where fuel tanks are located on open deck, there should be a fixed fire-fighting system of alcohol resistant aqueous film forming foam (ARAFFF) type. The system should be operable from a safe position. The system should fulfil the requirements in chapter 14 of the FSS Code.

11.6.2 The ARAFFF type foam fire-fighting should cover the area below the fuel tank where a large spill of fuel can be expected to spread.

11.6.3 The bunker station should have a fixed fire extinguishing system of alcohol resistant aqueous film forming foam (ARAFFF) type and a portable dry chemical powder extinguisher or an equivalent extinguisher, located near the entrance of the bunkering station.

11.6.4 Where fuel tanks are located on open deck, there should be a fixed water spray system for diluting eventual large spills, cooling and fire prevention. The system should cover exposed parts of the fuel tank.

LR 11.6-01 The water spray system is also to provide coverage for boundaries of the superstructures, fuel preparation rooms, cargo control rooms, bunkering control stations, bunkering stations and any other normally occupied deck houses that face the storage tank on open decks unless the tank is located 10 m or more from the boundaries.

LR 11.6-02 For passenger ships to which the requirements of SOLAS Ch. II-1/8-1 and Ch. II-2 Reg. 21 and 22 apply, the water spray system is to remain operational following any casualty as specified in SOLAS Ch. II-1 Reg. 8-1.2, Ch. II-2, Reg. 21.3 and Reg. 22.3.1.

11.6.5 A fixed fire detection and fire alarm system complying with Fire Safety System Code should be provided for all compartments containing the methyl/ethyl alcohol fuel system.

11.6.6 Suitable detectors should be selected based on the fire characteristics of the fuel Smoke detectors should be used in combination with detectors which can more effectively detect methyl/ethyl alcohol fires.

11.6.7 Means to ease detection and recognition of methyl/ethyl alcohol fires in machinery spaces should be provided for fire patrols and for fire-fighting purposes, such as portable heat-detection devices.

11.7 Provision for fire extinguishing of engine-room and fuel preparation space

11.7.1 Machinery space and fuel preparation space where methyl/ethyl alcohol fuelled engines or fuel pumps are arranged should be protected by an approved fixed fire-extinguishing system in accordance with SOLAS regulation II-2/10 and the FSS Code. In addition, the fire-extinguishing medium used should be suitable for the extinguishing of methyl/ethyl alcohol fires.

11.7.2 An approved alcohol resistant foam system covering the tank top and bilge area under the floor plates should be arranged for machinery space category A and fuel preparation space containing methyl/ethyl alcohol.

LR 11.7-01 The need for additional fire-fighting measures is to be considered as part of the required risk assessment(s).

12.1 Goal

12.1.1 The goal of this section is to provide for the prevention of explosions and for the limitation of effects of a fire and explosion.

12.2 Functional requirements

12.3 General provisions

LR 12.3-01 Except where otherwise required by these Rules, explosion prevention and area classification are to be in accordance with Pt 6, Ch 2 Electrical Engineering of the Rules and Regulations for the Classification of Ships as applicable and the requirements of this section.

12.3.1 Hazardous areas on open deck and other spaces not addressed in this section should be analysed and classified based on a recognized standard^footnote. The electrical equipment fitted within hazardous areas should be according to the same standard.

12.3.2 All hazardous areas should be inaccessible to passengers and unauthorized crew at all times.

LR 12.3-02 Escape routes for passengers and unauthorised crew are to not pass through hazardous areas.

LR 12.3-03 A hazardous area classification study is to be undertaken. The objective of the study is to identify areas or spaces in which a flammable/explosive atmosphere is present or may be expected to be present, such that potential sources of ignition can be eliminated or controlled, and access to such areas restricted.

LR 12.3-07 Equipment which may produce hot particles or hot surfaces and which is intended to be located less than 3,5 m above a hazardous area is to be either totally enclosed or provided with suitable guards or screens to prevent ignition sources falling into the hazardous area.

LR 12.3-08 Where insulating materials are used to protect against the effects of high surface temperatures, they are to prevent the ingress of gas or vapour.

LR 12.3-09 Electrical equipment and components intended for use in hazardous areas are to be of a certified type.

LR 12.3-10 Low-pressure sodium vapour discharge lamps are not to be installed above a hazardous area.

12.4 Area classification

12.4.1 Area classification is a method of analysing and classifying the areas where explosive gas atmospheres may occur. The object of the classification is to allow the selection of electrical apparatus able to be operated safely in these areas.

12.4.2 In order to facilitate the selection of appropriate electrical apparatus and the design of suitable electrical installations, hazardous areas are divided into zones 0, 1 and 2, according to 12.5. In cases where the prescriptive provisions in 12.5 are deemed to be inappropriate, area classification according to IEC 60079-10 should be applied with special consideration by the Administration.

LR 12.4-01 The selection of mechanical equipment and the design of mechanical installations is also to be in accordance with the hazardous area classification.

12.4.3 Ventilation ducts should have the same area classification as the ventilated space.

12.5 Hazardous area zones LR

If either (a) or (b) is not met, then hazardous areas are to be determined according to IEC 60079-10.

12.5.1 Hazardous area zone 0

This zone includes, but is not limited to, the interiors of methyl/ethyl fuel tanks, any pipework for pressure-relief or other venting systems for fuel tanks, pipes and equipment containing methyl/ethyl fuel.

12.5.2 Hazardous area zone 1

LR 12.5-04 Hazardous areas associated with the use of integral structural fuel containment systems are to be considered as part of the required risk assessment(s).

LR 12.5-05 Hazardous area classification of the fuel storage hold space regarding the access arrangements to the tank connection space and the presence of any equipment and openings which could present a source of fuel release are to be considered as part of the required risk assessment(s).

13.1 Goal

13.1.1 The goal of this section is to provide for the ventilation required for safe working conditions for personnel and the safe operation of machinery and equipment where methyl/ethyl alcohol is used as fuel.

13.2 Functional requirements

13.2.1 This section is related to functional requirements in 3.2.1, 3.2.2, 3.2.4, 3.2.6, and 3.2.11 to 3.2.17 of these Interim Guidelines.

13.3 Provisions – General

13.3.1 Ventilation inlets and outlets for spaces required to be fitted with mechanical ventilation should be so located that according to International Load Line Convention they will not be required to have closing appliances.

13.3.2 Any ducting used for the ventilation of hazardous spaces should be separate from that used for the ventilation of non-hazardous spaces. The ventilation should function at all temperatures and environmental conditions the ship will be operating in.

13.3.3 Electric motors for ventilation fans should not be located in ventilation ducts for hazardous spaces unless the motors are certified for the same hazard zone as the space served.

LR 13.3-01 Fail-safe automatic closing fire dampers of an approved type are to be fitted in all ventilation trunks serving hazardous areas. The characteristics of the fail-safe operation are to be evaluated, not only on the basis of the function of the fire damper, but also the availability of the machinery and systems within the space that it serves.

13.3.5 Ventilation systems required to avoid any vapour accumulation should consist of independent fans, each of sufficient capacity, unless otherwise specified in these guidelines. The ventilation system should be of a mechanical exhaust type, with extraction inlets located such as to avoid accumulation of vapour from leaked methyl/ethyl alcohol in the space.

13.3.6 Air inlets for hazardous enclosed spaces should be taken from areas that, in the absence of the considered inlet, would be non-hazardous. Air inlets for non-hazardous enclosed spaces should 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 should be gas tight and have over-pressure relative to this space.

13.3.7 Air outlets from non-hazardous spaces should be located outside hazardous areas.

13.3.8 Air outlets from hazardous enclosed spaces should be located in an open area that, in the absence of the considered outlet, would be of the same or lesser hazard than the ventilated space.

LR 13.3-02 Ventilation exhausts are to discharge to atmosphere at least 3 m above deck and 3 m from the nearest air intakes or openings to accommodation and enclosed working spaces, from any possible source of ignition and from open decks that are accessible to personnel.

13.3.9 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.

LR 13.3-03 Non-hazardous spaces with entry openings to a hazardous enclosed space or area are to be maintained at a pressure 25 Pa (0,25 mbar) or more above the pressure of the more hazardous space or area.

13.3.12 Double bottoms, cofferdams, duct keels, pipe tunnels, hold spaces and other spaces where methyl/ethyl fuel may accumulate should be capable of being ventilated to ensure a safe environment when entry into the spaces is necessary.

LR 13.3-04 Ventilation for double bottoms, cofferdams, duct keels, pipe tunnels, hold spaces and other spaces where methyl/ethyl fuel may accumulate are to be in accordance with the requirements for spaces not normally entered in the Rules and Regulations for the Construction and Classification of Ships for the Carriage of Liquid Chemicals in Bulk, Ch 1, 12.2.

LR 13.3-05 Ventilation arrangements for spaces which are required to be continuously ventilated are to be such that the required ventilation capacity can be maintained under all foreseeable operating conditions, including single failure in equipment or control system.

13.4 Provisions for fuel preparation spaces

13.4.1 Fuel preparation spaces should be provided with an effective mechanical forced ventilation system of extraction type. During normal operation the ventilation should be at least 30 air changes per hour.

13.4.2 The number and power of the ventilation fans should 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 inoperable.

13.4.3 Ventilation systems for fuel preparation spaces and other fuel handling spaces should be in operation when pumps or other fuel treatment equipment are working.

13.5 Provisions for bunkering station

13.5.1 Bunkering stations that are not located on open deck should be suitably ventilated to ensure that any vapour being released during bunkering operations will be removed outside. If the natural ventilation is not sufficient, the bunkering stations should be subject to special consideration with respect to provisions for mechanical ventilation. The Administration may require special risk assessment.

13.6 Provisions for ducts and double wall pipes

13.6.1 Ducts and double wall pipes containing fuel piping fitted with mechanical ventilation system of the extraction type, should be provided with a ventilation capacity of at least 30 air changes per hour.

13.6.2 The ventilation system for double wall piping and ducts should be independent of all other ventilation systems.

LR 13.6-01 The ventilation system for double wall piping annular spaces in gas safe engine rooms may extend outside of the gas safe engine rooms.

LR 13.6-02 Ventilation is to maintain a pressure less than the atmospheric pressure. The fan motors are to be placed outside the ventilated pipe or duct.

LR 13.6-03 Ventilation is to be arranged to be in operation whenever there is fuel in the piping.

13.6.3 The ventilation inlet for the double wall piping or duct should always be located in a non-hazardous area, in open air, away from ignition sources. The inlet opening should be fitted with a suitable wire mesh guard and protected from ingress of water.

14.1 Goal

14.1.1 The goal of this section is to provide for electrical installations that minimizes the risk of ignition in the presence of a flammable atmosphere.

14.2 Functional requirements

14.2.1 This section is related to functional requirements in 3.2.1, 3.2.2, 3.2.3, 3.2.5, 3.2.8, 3.2.11, 3.2.13, 3.2.15, 3.2.16 and 3.2.17 of these Interim Guidelines.

14.3 Provisions – General

LR 14.3-01 Except where otherwise required by these Rules, electrical installations are to be in accordance with Pt 6 Control, Electrical, Refrigeration and Fire of the Rules and Regulations for the Classification of Ships as applicable and the requirements of this section.

14.3.1 Electrical installations should comply with a recognized standard^footnote at least equivalent to those acceptable to the Organization.

14.3.2 Electrical equipment or wiring should not be installed in hazardous areas unless essential for operational purposes or safety enhancement.

14.3.3 Where electrical equipment is installed in hazardous areas as provided in 14.3.2, it should be selected, installed and maintained in accordance with IEC standards or other standards at least equivalent to those acceptable to the Organization.

14.3.4 The lighting system in hazardous areas should be divided between at least two branch circuits. All switches and protective devices should interrupt all poles or phases and should be located in a non-hazardous area.

14.3.5 The onboard installation of the electrical equipment units should be such as to ensure the safe bonding to the hull of the units themselves.

15.1 Goal

15.1.1 The goal of this section is to provide for the arrangement of control, monitoring and safety systems that support an efficient and safe operation of the fuel installations as covered in the other sections of these Interim Guidelines.

15.2 Functional requirements

15.3 General provisions

LR 15.3-01 Except where otherwise required by these Rules, control, monitoring and safety systems are to be in accordance with the requirements of Pt 5 Main and Auxiliary Machinery and Pt 6 Control, Electrical, Refrigeration and Fire of the Rules and Regulations for the Classification of Ships as applicable and the requirements of this section.

LR 15.3-02 Controls, monitoring, alarms and safeguards are to be provided in relation to fuel supply equipment and consumers in accordance with the requirements of this section and each of the preceding sections of these Rules. Additional controls, monitoring, alarms and safeguards may be required as specified by the machinery or equipment manufacturer or as determined as part of the required risk assessment(s).

LR 15.3-03 The automatic safety functions required by this section are not to lead to an unacceptable loss of power to essential services.

LR 15.3-04 The fuel safety system is to be designed to fail-safe such that failure does not result in a hazardous situation. The behaviour and status on failure and fault detection are to be defined.

15.3.1 Suitable instrumentation devices should be fitted to allow a local and a remote reading of essential parameters to ensure a safe management of the whole fuel equipment including bunkering.

LR 15.3-06 Arrangements are to be made so that the methyl/ethyl alcohol fuel supply to methyl/ethyl alcohol fuelled consumers can be shut off manually from any space or area containing the methyl/ethyl alcohol fuelled consumers, the engine starting platform or any other control position.

15.3.2 Liquid leakage detection should be installed in the protective cofferdams surrounding the fuel tanks, in all ducts around fuel pipes, in fuel preparation spaces, and in other enclosed spaces containing single-walled fuel piping or other fuel equipment.

LR 15.3-07 Liquid leakage detection is to be installed in the tank connection space.

15.3.3 The annular space in a double-walled piping system should be monitored for leakages and the monitoring system should be connected to an alarm system. Any leakage detected should lead to shutdown of the affected fuel supply line in accordance with table 15.1.

15.3.4 At least one bilge well with a level indicator should be provided for each enclosed space, where an independent storage tank without a protective cofferdam is located. A high-level bilge alarm should be provided. The leakage detection system should trigger an alarm and the safety functions in accordance with table 15.1.

15.3.5 For tanks not permanently installed in the vessel a monitoring system equivalent to that provided for permanent installed tanks should be provided.

15.4 Provisions for bunkering and fuel tank monitoring

LR 15.4-02 Gauging devices for fuel temperature and liquid level are to be capable of being function tested, such that all elements of the level alarms, including the electrical circuit and the sensor(s) of the high-level alarm and high-high shutdown, can be tested.

LR 15.4-03 Each fuel pump discharge line and each fuel manifold is to be provided with at least one local pressure indicator.

15.5 Provisions for bunkering control

LR 15.5-01 A method of providing communication with the bunker supply system is to be provided. Where practicable, this system is to be of a linked type system and is to connect to the fuel safety system.

15.5.2 If the ventilation in the ducting enclosing the bunkering lines stops, an audible and visual alarm should be provided at the bunkering control location.

15.5.3 If fuel leakage is detected in ducting enclosure or the annular spaces of the double walled bunkering lines, an audible and visual alarm and emergency shutdown of the bunkering valve should automatically be activated.

15.6 Provisions for engine monitoring

LR 15.6-01 Where machinery is arranged to start automatically or from a remote-control station, interlocks are to be provided to prevent start-up under conditions that could introduce an unsafe situation.

15.7 Provisions for gas detection

LR 15.7-01 Gas detection shall be fitted in any space as identified as part of the required risk assessment and the safety concept for gas-fuelled machinery.

15.7.2 The number and placement of detectors in each space should be considered taking into account the size, layout and ventilation of the space. Gas dispersal analysis or a physical smoke test should be used to find the best arrangement.

LR 15.7-02 Due consideration is also to be given to the manufacturer’s recommendations on the number and placement of detectors.

LR 15.7-03 Gas detectors are not to be located where liquid can collect.

15.7.3 Fuel vapour detection equipment should be designed, installed and tested in accordance with a recognized standard^footnote.

LR 15.7-04 Gas detection equipment is to be designed so that it may be readily tested. Testing and calibration shall be capable of being carried out at regular intervals. Arrangements are to be made for suitable equipment and span gas for testing and calibration purposes is to be carried on board. Wherever practicable, provision is to be made for permanent connections for attachment of testing and calibration equipment.

LR 15.7-05 In the selection of detectors due consideration is to be taken of the temperature and humidity of the environment in which the vapour is being detected.

15.7.4 An audible and visible alarm should be activated at a fuel vapour concentration of 20% of the lower explosion limit (LEL). The safety system should be activated at 40% of LEL at two detectors. Special consideration should be given to toxicity in the design process of the detection system.

15.7.5 For ventilated ducts and annular spaces around fuel pipes in the machinery spaces containing methyl/ethyl alcohol-fuelled engines, the alarm limit should be set to 20% LEL. The safety system should be activated at 40% of LEL at two detectors.

15.7.6 Audible and visible alarms from the fuel vapour detection equipment should be located on the navigation bridge, in the continuously manned central control station, safety centre and at the control location for bunkering as well as locally.

15.7.7 Fuel vapour detection required by this section should be continuous without delay.

LR 15.7-06 Where vapour detection is not used to activate safety shutdown functions required by these Rules, sampling type detection may be accepted in agreement with the National Administration.

LR 15.7-08 Sampling type detection equipment may be located in a non-hazardous space, provided that the detection equipment, such as sample piping, sample pumps, solenoids and analysing units, is in a fully enclosed steel cabinet with the door sealed by a gasket. The atmosphere within the enclosure is to be continuously monitored. At vapour concentrations above 30 per cent LEL inside the enclosure, the entire detection unit is to be automatically shut down, including all power to external equipment.

LR 15.7-10 Gas detection for ESD protected spaces, where permitted, are to be considered as part of the required risk assessment(s).

15.8 Provisions for fire detection

15.8.1 Fire detection in machinery space containing methyl/ethyl alcohol engines and fuel storage hold spaces should give audible and visual alarms on the navigation bridge and in a continuously manned central control station or safety centre as well as locally.

LR 15.8-01 A fire detection and alarm system, satisfying the requirements of Pt 6, Ch 1,2.8 Fire detection and fire alarm systems of the Rules and Regulations for the Classification of Ships, is to be fitted in all spaces containing potential sources of fuel leakage and ignition.

15.9 Provisions for ventilation

15.9.1 Any loss of the required ventilating capacity should give an audible and visual alarm on the navigation bridge, and in a continuously manned central control station or safety centre as well as locally.

LR 15.9-02 Monitoring, alarm and safeguards for ventilation for ESD protected spaces, where permitted, are to be considered as part of the required risk assessment(s).

15.10 Provisions on safety functions of fuel supply systems

15.10.1 If the fuel supply is shut off due to activation of an automatic valve, the fuel supply should not be opened until the reason for the disconnection is ascertained and the necessary precautions taken. A readily visible notice giving instruction to this effect should be placed at the operating station for the shut-off valves in the fuel supply lines.

15.10.2 If a fuel leak leading to a fuel supply shutdown occurs, the fuel supply should not be operated until the leak has been found and dealt with. Instructions to this effect should be placed in a prominent position in the machinery space.

15.10.3 A caution placard or signboard should be permanently fitted in the machinery space containing methyl/ethyl-fuelled engines stating that heavy lifting, implying danger of damage to the fuel pipes, should not be done when the engine(s) is running on methyl/ethyl.

LR 15.10-01 The monitoring, alarm and safeguards in LR Table 1 are also to be provided for the supply of methyl/ethyl alcohol to consumers.

LR 15.10-02 In addition to the monitoring, alarm and safeguards required by Pt 5 and Pt 6, Ch.1 of the Rules and Regulations for the Classification of Ships as applicable, and as may be required in the preceding sections of these Rules, the monitoring, alarm and safeguards in LR Table 2 are also to be provided as relevant to the methyl/ethyl alcohol consumers.

16.1 The goal of this section is to ensure that seafarers on board ships to which these guidelines apply, are adequately qualified, trained and experienced.

16.2 Methyl/ethyl alcohol fuel-related drills and exercises should be incorporated into schedule for periodical drills.

16.4 The response and safety system for hazards and accident control should be reviewed and tested.

16.5 The company should ensure that seafarers on board ships using methyl/ethyl alcohol fuels should have completed training to attain the abilities that are appropriate to the capacity to be filled and duties and responsibilities to be taken up.

16.6 The master, officers, ratings and other personnel on ships using methyl/ethyl alcohol fuels should be trained and qualified in accordance to the regulation V/3 of the STCW Convention and section A-V/3 of the STCW Code, taking into account the specific hazards of the methyl/ethyl alcohol used as fuel.

17.1 Goal

17.1.1 The goal of this section is to ensure that operational procedures for the loading, storage, operation, maintenance and inspection of systems for methanol/ethanol fuels, minimize the risk to personnel, the ship and the environment and that are consistent with practices for a conventional oil fuelled ship whilst taking into account the nature of these fuels.

17.2 Functional requirements

17.3 Provisions for maintenance

17.3.1 Maintenance and repair procedures should include considerations with respect to the fuel containment system and adjacent spaces. Special consideration should be given to the toxicity of fuel.

17.3.2 The procedures and information should include maintenance of electrical equipment that is installed in explosion hazardous spaces and areas. The inspection and maintenance of electrical installations in explosion hazardous spaces should be performed in accordance with recognized standards.

17.4 Responsibilities for bunkering operations

17.4.1 Responsibilities

17.4.1.2 Upon completion of bunkering operations, the ship PIC should receive and sign documentation containing a description of the product and the quantity delivered.

17.4.2 Overview of control, automation and safety systems

17.4.2.1 The fuel handling manual required by

17.4.2.2 A fuel system schematic/piping and instrumentation diagram (P&ID) should be reproduced and permanently displayed in the ship's bunker control station and at the bunker station.

17.4.3 Pre-bunkering verification

17.4.3.2 Documentation of successful verification should be indicated by the mutually agreed and executed bunkering safety checklist signed by both PICs.

17.4.4 Ship bunkering source communications

17.4.4.1 Communications should be maintained between the ship PIC and the bunkering source PIC at all times during the bunkering operation. In the event that communications cannot be maintained, bunkering should stop and not resume until communications are restored.

17.4.4.2 Communication devices used in bunkering should comply with recognized standards for such devices acceptable to the Administration.

17.4.4.3 PICs should have direct and immediate communication with all personnel involved in the bunkering operation.

17.4.4.4 The SSL or equivalent means to a bunkering source provided for automatic ESD communications, should be compatible with the receiving ship and the delivering facility ESD system^footnote.

17.4.5 Electrical bonding

17.4.5.1 Consideration should be given to the electrical insulation between ship and shore.