DF Safety Concept Wingd 2s

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By taking possession of the drawing, the recipient recognizes and honors these rights. Neither the whole nor any part of this drawing may be used in any way for construction, fabrication, marketing or any other purpose nor copied in any way nor made accessible to third p arties without the previous written consent of WinGD.
2-STROKE DUAL FUEL ENGINE SAFETY

CONCEPT
Rev Date Made Appd Description
A 2014-06-27 SAR SGO Major amendments
B 2014-09-08 SAR SGO Updates
C 2015-06-18 SAR SGO Updates

Updates based on class comments. Focus of
D 2016-05-10 JGA SGO
safety measures on use of natural gas as fuel
Fuel sharing and Dynamic Combustion
E 2017-02-08 HHU SGO
Control
General updates and clarifications
F 2017-11-09 TFL SGO
Document structure and format updated
G 2018-10-09 JGA WOS Updates due to introduction of iGPR
Substitute for: PC Q-Code X X X X X

D EAAD086631 11.05.2016 E EAAD087514 24.02.2017 F EAAD088737 30.10.2017 G EAAD090042 25.10.2018
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Number Drawn Date Number Drawn Date Number Drawn Date Number Drawn Date
Product
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2-S Dual Fuel Engine Safety Concept
Made 27.06.2014 S. Arp Main Drw. Page Material ID
Design Group
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Chkd 10.11.2017 J. Gärtitz
Drawing ID Rev
Appd 10.11.2017 S. Goranov 9727 DAAD046594 G
T_PC-Drawing_portrait | Release: 1.31 (3/23/2018)
Copyright WinGD. All rights reserved. By taking possession of the drawing, the recipient recognizes and honors these rights. Neither the whole nor any part of this drawing may be used in any way for construction, fabrication, marketing or any other purpose nor copied in any way nor made accessible to third p arties without the previous written consent of WinGD.
List of Changes
Revision Chapter Subject
Revision: G 3.5.3.1, Changes in text
Date: 2018-10-09 3.7.1.2
5.3 Listing of reasons for gas trip removed
5.4 Table 5-1,
Table 5-2, Table 5-3, Table 5-5 and Table 5-6 adapted for
iGPR
5.4 Table 5-7 added of iGPR
6. New drawing numbers for ECD
various Figures 2-12; 2-13; 2-14; 2-23; 2-24 updated

Revision: F All General updates and clarifications
Date: 2017-11-09 Document structure and formatting changed.
All chapter numbers modified to reflect new structure.
All figure and table numbers updated to reflect new structure.
2.2.4 iGPR information updated including sub-chapters.
Figures updated.
2.4.1.5 New chapter added regarding SCR installations
2.5.2 SCR information added
4.3 Updated with new information and figures

Revision: E 1 Changes in text
Date: 2017-02-08 2.2.1 Changes in text
2.2.2 Section added
2.5.2 Changes in text
2.5.3 Changes in text and figure
2.5.4 Change in subtitle
5 Changes in text
5.1 Changes in text

Revision: D 2.2.3 Changes in text
Date: 2016-05-10 2.5.1 Figure 18 updated
Figure 19 added
3.3 Changes in text
3.7.1 New chapter 3.7.1 added
4.1 Changes in text
4.3 Changes in text
5 Changes in text
5.1 Changes in text
5.2 Changes in text

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5.3 Changes in text
6 Changes in textxx2sp12

Revision: C 2.2.3 Changes in text
Date: 2015-06-18 Remove figure
2.3 Changes in text
Changed figure 15
2.5 Changes in text
Change in Figure 17
Update of figure 18
Update of figure 19 to 23
3.6 Changes in text
Remove figure
3.7 Update to figure 25, 26 and 27
4 New chapter including sub chapters 4.1, 4.2 and 4.3
5 Chang of chapter numbering
Changes in text
Add new figure 29
5.2 Changes in tables

Revision: B All Naming of vent valves
Date: 2014-09-08 2.2.2 Change drawing Figure 3 and Figure 5
2.2.3 Drawings updated: Figure 10, Figure 11 and Figure 12
2.4.1 Major changes in Text
Drawing updated: Figure 16
2.4.2 Drawing updated: Figure 17
2.5.3 Changes in Text
2.5.4 Drawings updated: Figure 20, Figure 21, Figure 22 and
Figure 24
3.2 Drawing updated: Figure 25
3.4 Changes in Text
3.5.1 Major changes in the text
3.5.2 Changes in Text
3.6.1 Changes in text, drawing updated Figure 26
3.7 Drawing updated: Figure 29
4 Changes in text

Revision: A 2.2.2 GAV pilot valve is changed to mono-stable valve
Date: 2014-06-27 Two shut-off valves added in the gas supply pipe
Figure 3, Figure 4, Figure 5 and Figure 6 updated
2.2.3 Chapter was updated

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2.4.1 Major changes in the text
2.5.1 Figure 18 and Figure 19 were updated to the latest design
2.5.2 Names of Operation Modes were changed to Gas Mode and
Diesel Mode
Operational stop added
2.5.3 Explanation of Gas Trip and Automatic Transfer was
changed
2.5.4 Updated drawings: Figure 20, Figure 21, Figure 22.
Added drawings: Figure 23 and Figure 24
3.2 Figure 25 External air suction was updated
3.5.3 System oil breathing was removed and changed to cooling
water system ventilation
3.6.1 Figure 26 and text were changed; piston underside sensor is
connected to Engine Control System and not to Engine
Safety System
3.6.2 Chapter removed
3.7 Removed drawings: Scavenging and exhaust system,
Engine crankcase
Change drawings: Figure 27 and Figure 28
3.8.1 Chapter removed
4.2 Table 2: updated with Piston cooling non-flow alarm
4.3 Chapter removed

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Table of Contents
1 Introduction ............................................................................................. 10
2 Description of Dual Fuel engine and related systems .......................... 11

2.1 The lean burn concept – Operating principle in gas mode ......................... 11
2.1.1 Combustion check principle ...................................................................... 12
2.1.2 Dynamic Combustion Control .................................................................... 12
2.2 Fuel gas system ........................................................................................ 12
2.2.1 General description ................................................................................... 12
2.2.2 Engine internal fuel gas system................................................................. 13
2.2.3 Gas Valve Unit and external fuel gas supply system ................................. 15
2.2.4 iGPR and external fuel gas supply system ................................................ 22
2.3 Pilot fuel oil system ................................................................................... 26
2.4 Exhaust system......................................................................................... 27
2.4.1 Exhaust system description....................................................................... 27
2.4.2 Scavenge air system control ..................................................................... 32
2.5 Dual Fuel Engine Control System ............................................................. 33
2.5.1 Signal flow diagram between ECS and external systems .......................... 34
2.5.2 Dual Fuel engine operating modes............................................................ 36
2.5.3 Dual Fuel engine fuel mode transfers and trips ......................................... 36
2.5.4 Dual Fuel engine internal operating modes ............................................... 38
3 Arrangement and safety of machinery spaces ..................................... 45

3.1 General description ................................................................................... 45
3.2 Engine room arrangement......................................................................... 45
3.3 Safety of electrical equipment in engine room ........................................... 45
3.4 Ventilation of engine room......................................................................... 45
3.5 Breathing / venting arrangement of certain DF-engine systems ................ 45
3.5.1 General description ................................................................................... 45
3.5.2 Gas piping venting .................................................................................... 46
3.5.3 Venting of gas supply piping annular space .............................................. 46
3.5.4 Cooling water system ventilation ............................................................... 46
3.6 Gas detection in DF-engine room, gas supply system and engine ............ 47
3.6.1 If GVU is installed:..................................................................................... 47
3.6.2 If iGPR is installed: .................................................................................... 48
3.7 Definition of hazardous zones ................................................................... 49
3.7.1 Electrical equipment in hazard zones ........................................................ 52
3.8 Actions upon fire in engine room ............................................................... 52
4 Twin engine propulsion .......................................................................... 53

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4.1 Shaft locking device .................................................................................. 53
4.2 Exhaust gas system protection ................................................................. 53
4.3 Auxiliary Systems ...................................................................................... 53
4.3.1 LT cooling water system:........................................................................... 53
4.3.2 Cylinder LO system: .................................................................................. 54
5 Cause and effect of safety measures .................................................... 56

5.1 Key safety measures: ................................................................................ 56
5.2 Combustion control and monitoring functions: ........................................... 56
5.2.1 Knock detection: ....................................................................................... 56
5.2.2 Cylinder compression/combustion pressure balancing: ............................. 56
5.2.3 Misfiring detection: .................................................................................... 56
5.3 Cause and effect chart for engine malfunctions ......................................... 57
5.4 Extract of alarm list – only the most critical alarms for gas operation
included .................................................................................................... 57
6 References............................................................................................... 66

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List of Figures
Figure 2-1: Lean burn with pilot ignition...........................................................................11
Figure 2-2: Lean burn operation window .........................................................................12
Figure 2-3: Gas admission valve .....................................................................................13
Figure 2-4: Example of double-wall gas piping on WinGD 6RT-flex50DF ........................14
Figure 2-5: New piping design of gas supply pipe to engine............................................15
Figure 2-6: Double-wall gas piping around gas admission valve and gas manifold .........15
Figure 2-7: GVU Human Machine Interface (HMI)...........................................................17
Figure 2-8: GVU-ED™ ....................................................................................................19
Figure 2-9: GVU-OD™ ....................................................................................................19
Figure 2-10: GVU-OD™ Installation ................................................................................21
Figure 2-11: GVU purging and venting sequence ...........................................................22
Figure 2-12: Typical sketch of iGPR layout .....................................................................24
Figure 2-13: Inerting of engine gas rail ............................................................................25
Figure 2-14: Inerting of gas supply pipe to iGPR .............................................................26
Figure 2-15: Pilot fuel high-pressure ...............................................................................27
Figure 2-16: External exhaust system .............................................................................28
Figure 2-17: Exhaust ventilation ......................................................................................29
Figure 2-18: Flow chart exhaust ventilation procedure ....................................................30
Figure 2-19: LP SCR system with temperature controlled arrangement ..........................31
Figure 2-20: HP SCR system arrangement .....................................................................32
Figure 2-21: Exhaust gas waste gate (EWG) installation.................................................33
Figure 2-22: Simplified control system layout with either GVU or iGPR installation .........33
Figure 2-23: Signal flow diagram between ECS and external systems ............................34
Figure 2-24: Typical signal flow diagram between ECS and external systems for iGPR ..35
Figure 2-25: Overview of fuel transfers ...........................................................................37
Figure 2-26: Engine stop from gas mode ........................................................................40
Figure 2-27: Cancellable shutdown sequence of DF-engine from gas mode ...................41
Figure 2-28: Non-cancellable shutdown and emergency stop sequence of DF-engine from
gas mode ........................................................................................................................42
Figure 2-29: Transfer from diesel to gas mode................................................................43
Figure 2-30: Transfer from gas to diesel mode................................................................44
Figure 3-1: Example of gas detector positioning in engine room, gas supply system and
engine with GVU .............................................................................................................48
Figure 3-2: Cylinder unit and piston underside (hazardous zones) ..................................50
Figure 3-3: Fuel gas system (hazardous zones) .............................................................50
Figure 3-4: Gas Valve Unit (hazardous zone) .................................................................51
Figure 3-5: External exhaust gas system (hazardous zone) ............................................51
Figure 4-1: LT cooling water system layout for twin-engine installation ...........................54
Figure 4-2: Cylinder LO system layout with iCAT for twin-engine installation ..................55
Figure 5-1: Misfiring Monitoring Concept.........................................................................57

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List of Tables
Table 5-1: Cause and effect chart in gas and fuel sharing mode .....................................57
Table 5-2: Sensors connected to ESS: Failure monitoring and actions during operation
with fuel gas ....................................................................................................................59
Table 5-3: Sensors connected to AMS: Failure monitoring and actions during operation
with fuel gas ....................................................................................................................60
Table 5-4: Sensors connected to ECS: Failure monitoring and actions during operation
during operation with fuel gas .........................................................................................62
with fuel gas (continued) .................................................................................................63
with fuel gas (continued) .................................................................................................64
Table 5-7: Sensors and actuators connected to iGPR box: Failure monitoring and actions
during operation with fuel gas .........................................................................................65

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Abbreviations
Abbreviation Full name
AMS Alarm and Monitoring System
CCM Cylinder Control Module
DCC Dynamic Combustion Control
DENIS Diesel Engine coNtrol & optImising Specification
DF Dual Fuel
DG Design Group
Drw. Drawing
ECS Engine Control System
ESS Engine Safety System
FGSS Fuel Gas Supply System
GAV Gas Admission Valve
GDS Gas Detection System
GSS Gas Supply System
GT Gas Trip (forced switch to diesel mode)
GVU Gas Valve Unit
HC Hydrocarbon
HFO Heavy Fuel Oil
HMI Human Machine Interface
iCAT Integrated Cylinder lubricant Auto Transfer
IGC Code International Code of the Construction and Equipment of
Ships Carrying Liquefied Gases in Bulk
IGF Code International code of safety for ships using gases or other
low-flashpoint fuels
iGPR Integrated Gas Pressure Regulation
IMO International Maritime Organization
IOM Input /Output Module
LDU Local Display Unit
LFO Light Fuel Oil
LNG Liquefied Natural Gas
LNG carrier Ship carrying liquefied natural gas as cargo
MCM Main Control Module
RCS Remote Control System
SCR Selective Catalytic Reaction
SHD Shutdown
SLD Slowdown
UNIC Engine Control System type

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1 Introduction
The purpose of this document is to describe the engine room arrangement and safety
functions of Dual Fuel (DF) engine applications. Only items that are specifically related
to gas safety, and differ from diesel engine application, are handled in this document.
The DF-engine itself is classified. The present document contains only information that
is necessary to understand the function and safety features of the DF-engine.
The WinGD 2-stroke DF-engine is a long-stroke crosshead engine. The DF-engine can
be operated using either gas or liquid fuel. To enable this, the engine is equipped with
an electronically controlled diesel fuel injection system, but also with electronically
controlled gas and pilot fuel injection systems.
The DF-engine is designed to operate on fuel gas at the same safety level as when
using diesel fuel. The safety concept is based on early detection of problems that could
lead to a hazard, followed by immediate actions to prevent the situation from becoming
dangerous. Depending on the machinery configuration and the type of problem
detected, the safety system can initiate alarm, trip to diesel and induce slowdown or
shutdown of the DF-engine.
All systems must be built in accordance with the requirements of both IMO and
Classification Society. Accordingly, the content of this document is aligned with rules
and regulations from IMO’s IGC and IGF codes and the classification societies. A
Failure Mode and Effect Analysis (FMEA) has been performed. The FMEA document
itself is WinGD intellectual property and can therefore not be disclosed to any third party.
DF-engines on board seagoing vessels use the cargo LNG or LNG stored in a separate
/ additional gas tank in gaseous phase as their primary fuel. This document covers the
gas related matters, i.e. the systems that are different from, or in addition to, a standard
diesel engine. The standard diesel systems and the diesel operation safety are not
described here.
The scope of the document encompasses the systems to be installed in the engine
room up to the manual shut-off valve outside the engine room, which are needed to
operate the DF engine in gas mode.
Documentation referred to in the text, such as arrangement drawings, flow sheets,
calculations, etc. are included in appendixes attached to this document.
The special features and safety arrangements of DF-engine installations shall be
included in the ship’s operational documentation, and the crew must be trained
accordingly.

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2 Description of Dual Fuel engine and related systems
The purpose of this chapter is to describe the WinGD 2-stroke DF-engine general
operating principle and components related to gas operation. Also, components and
functions of DF-engine auxiliary systems related to gas operation and gas safety are
described.
2.1 The lean burn concept – Operating principle in gas mode
In gas mode, the DF-engine runs as a lean burn engine where the ignition is initiated by
injecting a small amount of pilot diesel oil, giving a high-energy ignition source for the
main fuel charge (gas-air mixture) in the cylinder (Figure 2-1).
With the lean fuel mixture, it is possible to achieve excellent engine characteristics
regarding output, efficiency and emissions. A lean air-fuel mixture is also utilised to
avoid pre-ignition, knocking or excessively fast combustion. However, at high loads the
misfiring limit is nearing the knocking limit, which means that the available operating
window is narrowed (Figure 2-2).
Figure 2-1: Lean burn with pilot ignition
However, by controlling the combustion process individually in each cylinder, the optimal
operating window and performance can be maintained for all conditions. The DF-engine
facilitates individual cylinder combustion control, which makes it possible to obtain
optimal operating performance at conditions where gas quality, ambient temperature,
etc. vary.

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Figure 2-2: Lean burn operation window
2.1.1 Combustion check principle

The engine is equipped with a misfiring and knock detection system which monitors
individual cylinders during gas operation. This ensures that the engine control system
immediately trips to diesel operation if excessive misfiring or heavy knock is detected.
The system is active when fuel gas is used including transfers and can therefore
immediately detect a non-igniting cylinder.
2.1.2 Dynamic Combustion Control

The Dynamic Combustion Control (DCC) function ensures that even under hot ambient
suction conditions and/or when running on gas with a low Methane Number, the full
rated engine power can be achieved in gas mode. If critical cylinder pressures are
reached at high engine loads, a small additional quantity of liquid fuel is injected with the
main fuel injectors.
At activation of DCC is always LFO to use. During DCC operation the liquid fuel used
can be changed from LFO to HFO and vice versa. To continue running in gas mode
without DCC when the function is deactivated, the liquid fuel system needs to operate
on LFO so that no HFO remains in the liquid fuel injection system for longer period
without consumption.
2.2 Fuel gas system
2.2.1 General description

The fuel gas system consists of the external fuel gas supply system (FGSS), gas
pressure control (GVU or iGPR) and engine internal gas system. The fuel gas systems
vary to some extent depending on DF-engine type and specific ship installation, but the
main principles regarding structure, operation and safety are the same.

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2.2.2 Engine internal fuel gas system
The main components of the engine internal gas supply system are vent valves on the
engine, shut-off valves, gas supply pipes and gas admission valves.
2.2.2.1 Gas admission valve

The gas admission valves are controlled by the Engine Control System (ECS) to
regulate the engine speed and power by controlling the amount of gas fed to each
cylinder. The valves are located so that gas is fed into the cylinder liner (located directly
at the cylinder liner below the mid-stroke). The gas is mixed with combustion air only in
the cylinder liner (Figure 2-3). The gas admission timing is set so that the cylinder will be
scavenged without unburned gas escaping directly from the inlet to the exhaust.
The gas admission valve is an electro-hydraulically actuated valve. The valve is closed
by a spring when no servo oil pressure is available. A stroke sensor mounted on the gas
admission valve provides feedback to the CCM of each individual cycle. As such, the
engine control system can immediately release a gas trip in case a valve shows delayed
closing or is stuck open for some reason and performs corrections of gas admission
timing and duration.
A sealing oil system prevents gas from flowing into the servo oil system and ensures
lubrication of the valve stem.
The gas admission valve features a single-wall housing, which is pressure tested after
manufacturing.
Figure 2-3: Gas admission valve

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2.2.2.2 Gas supply pipes
The gas is supplied to the engine through a double-wall manifold pipe running either
side of the engine (fuel and exhaust side), branching with individual flexible feed pipes to
the gas admission valves on each cylinder (see Figure 2-4). Two shut-off valves are
located upstream of the admission valves and provide isolation / protection for the
engine (see Figure 2-5).
The air inlet to the supply piping annular space is arranged on the engine, in close
proximity to the gas vent line. If requested by the Classification Society, the shipyard can
continue the pipe and lead it to the outside. In this case the pipe must be led to a gas-
safe area outside the engine room.
The gas piping ventilation is described in chapter 3.5.2.
All gas pipes on the engine are depressurised, when not running on gas. Before any
maintenance work is carried out, the system must be purged with inert gas, typically
nitrogen. All pipes are pressure tested after assembling and tightness of the gas system
is constantly monitored with the double-wall piping concept, where a possible gas
leakage would be detected by the gas concentration sensor in the annular space of the
piping.
2.2.2.3 Shut-off and vent valves
Shut-off and vent valves are placed in the main gas line on the engine (see Figure 2-5).
The shut-off valves isolate the engine from the gas supply. This ensures that no gas will
be delivered to the engine. The vent valves on the engine can quickly release the gas
pressure in the engine’s gas pipes to ensure a gas pressure free engine as soon as the
gas operation is stopped. Every section of gas piping can be depressurised to allow
maintenance.
The fact that the shut-off valves are of normally-closed type and the vent valves of
normally-open type ensures that the gas supply is immediately stopped in case of a
power black-out, and the pipes are immediately depressurized.
Figure 2-4: Example of double-wall gas piping on WinGD 6RT-flex50DF

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Figure 2-5: New piping design of gas supply pipe to engine
Figure 2-6: Double-wall gas piping around gas admission valve and gas manifold
2.2.3 Gas Valve Unit and external fuel gas supply system
The fuel gas pressure can be controlled either by an external Gas Valve Unit (GVU) or
integrated Gas Pressure Regulation (iGPR). This chapter describes the execution with
GVU.

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2.2.3.1 General description of external fuel gas supply system
The external fuel gas supply system upstream of the GVU consists of gas supply piping
and pressurised gas supply. Only some general notes about the gas supply piping and
the master gas fuel valve are given in this document.
Gas supply piping
If gas supply piping between the gas storage area and the engine room is led through
other enclosed spaces, the piping must be double-walled or enclosed in a ventilated
duct. The duct will be equipped with gas detection and ventilation flow/under pressure
detection.
Shut-off valve
The shut-off valve before gas pressure control is open in normal operation and used to
shut off the gas supply to the engine room. This valve is controlled by the gas safety
system of the ship. The shut-off valve can be closed from the DF-engine room, engine
control room and wheelhouse.
The valve shall also close automatically in several other cases of normal engine
operation and as reaction of detected failures as demanded by class rules.
2.2.3.2 General description of Wärtsilä Gas Valve Unit

Introduction
WinGD 2-stroke Dual Fuel engines require precise regulation of fuel gas pressure with a
timely response to changing load conditions. For this purpose, Wärtsilä has developed
the Gas Valve Unit (GVU), which encompasses all performance and safety
requirements associated with 2-stroke DF Engine applications. There are two versions
of GVU available:
 GVU-ED™ (Enclosed Design): The enclosed design GVU incorporates a
continuously vented, gas-tight enclosure and double-wall piping, which allows it to
be installed within engine rooms without rendering them a gas hazardous zone.
The GVU-ED™ is sized according to engine bore size and cylinder configuration.
 GVU-OD™ (Open Design): The open design GVU is a simpler and more cost
efficient version without enclosure or double-wall piping. However, for installation
on board vessels, a ventilated space (gas valve room) outside the engine room is
required. The GVU-OD™ is sized according to engine bore size and cylinder
configuration.
Main functions of the GVU

 Gas pressure regulation
o Gas pressure is regulated depending on engine load
o The signal for the gas pressure demand originates from Engine Control
System

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 Leak test sequence
o The sequence is performed before engine transfers to gas operation
o It confirms that the GVU valves are working properly and that no internal
leakages are detected
 Purging with inert gas and venting

o Purging and venting sequences are included in GVU automation
o Safety is ensured during normal operation and in the event of system

disturbance
 Gas temperature monitoring
o Temperature of fuel gas supplied by FGSS is monitored at GVU inlet. An

alarm and gas trip is triggered, if the conditions of the natural gas are
outside the operational conditions.
Figure 2-7: GVU Human Machine Interface (HMI)
The complete GVU functionality is controlled by the built-on (GVU-ED™) or remote

(GVU-OD™) control system. The control system is based on the Wärtsilä UNIC
hardware, and the same reliable components as used on the WinGD Dual Fuel (DF)
engines themselves. Based on the signals from the control system logic, the solenoids
control the pneumatically actuated valves inside the enclosure. Furthermore, a full-

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colour HMI panel (Figure 2-7) is mounted on the control cabinet, from where the
following parameters can be monitored:

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 Current status of the GVU
 Valve positions and readings from the sensors
 Alarm history
 Possible active alarms
The GVU is Factory Acceptance Tested with the control system before delivery from the
factory, thereby safeguarding a high quality and trouble free commissioning.
Components overview
Figure 2-8: GVU-ED™
Figure 2-9: GVU-OD™

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2.2.3.3 GVU installation aspects
GVU-ED™
The GVU-ED™ is distinguished by an incorporated gas-tight enclosure around the
process components (Figure 2-8). Because of the enclosure design, the same principles
can be applied as for double-wall piping. The enclosure forms a gas-tight, second barrier
against any unforeseen gas leakages. Hence, the GVU-ED™ as such is part of the
larger ventilated double-wall piping system. The piping and components are coated on
the outside in accordance with marine specific colour schemes. Since the gas related
equipment is contained within the unit, the Wärtsilä GVU-ED™ can be installed next to
the engine, in a similar fashion as other auxiliary equipment (Figure 3-1). In order to
ensure sufficient response of the gas pressure regulation, the length of the pipe between
GVU and engine shall not be more than 30 m.
The air vent of the GVU-ED™ enclosure connects to a blower inducing forced air
ventilation. The blower is sized to exchange the volume of the enclosure and the annular
space of the connected double-wall piping at a rate of minimum 30 times per hour. The
blower must maintain a constant under-pressure in the GVU enclosure, thus the
enclosure vacuum is constantly monitored. In case of a blower failure the engine trips to
diesel mode and the gas pressure in the gas pipe between GVU and engine is released.
In the event of over-pressure detection this gas pipe is in addition purged with inert gas
(see section 3.5.2). The outlet of the air vent must be discharging to a well ventilated
area outside the engine room.
The ventilation of the GVU-ED™ shall be independent of all other ventilation systems.
The annular space of the double-wall piping and the GVU enclosure are constantly
monitored by gas detectors (Figure 3-1) for any concentration of gas. In the event of gas
detection above a certain concentration, a gas trip (to diesel mode) is triggered by the
safety system, and the engine gas piping is vented and purged with inert gas (see
section 3.5.2).
GVU-OD™
If a single-wall gas pipe passes through a room below deck, the complete room will
become a gas hazardous area. To fulfil safety requirements in an installation utilising the
GVU-OD™, a room must be built exclusively for the GVU (Figure 2-10), which must be
completely separated from other rooms. This room must be a gas-tight enclosure and
must meet the following requirements:
1. All electrical equipment within must fulfil the requirements for hazardous areas,
Zone 1.
2. An air lock must be installed at the entrance to the GVU room, with two approved
and self-closing doors. The air lock must be large enough for a person to pass
through, with only one door open at the same time.
3. Large, redundant ventilation fans for the GVU room are required.
4. The ventilation of the GVU-OD™ shall be independent of all other ventilation

systems.

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5. The ventilation fan must ensure sufficient under-pressure for the GVU room, an air
exchange rate of minimum 30 times per hour of piping system and GVU room
volume. The fuel gas piping from the GVU room must be double-walled.
6. The maximum pressure in case of gas pipe rupture must be calculated.
The GVU control panel must be installed in a different room than the GVU-OD™, as it
does not fulfil requirements for hazardous areas, Zone 1.
Figure 2-10: GVU-OD™ Installation
2.2.3.4 Gas pipe purging

Purging is the process of removing natural gas from the gas piping by substituting it with
an inert gas, e.g. nitrogen. The GVU purging sequences ensure that even after detection
of a gas leakage, no natural gas can leak to the engine room, thus eliminating potential
risks.
In the event of gas detection within the annular space of the double-wall gas piping or
the GVU enclosure (GVU-ED™), a gas trip is initiated by the safety system. As an
additional safety measure, the gas piping downstream of the GVU and on the engine, is
automatically vented and purged with inert gas. For this purpose, the GVU is equipped
with a purging valve (‘N2 Engine’ in Figure 2-11), which introduces inert gas under
pressure into the fuel gas piping. The inert gas flows through the already open vent
valves on the engine, replacing any remaining natural gas in the system. This timed
sequence is calibrated during commissioning to exchange the fuel gas piping volume at
least 3 times.
Before maintenance work is commenced on the engine and/or the GVU, it is required to
purge the related piping. This ensures no natural gas leaks into the engine room. This is
a manual process, initiated by operators as needed. For the piping on engine side, the
sequence is the same as the one described above. For the purposes of GVU purging,
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an additional purging valve (‘N2 GVU’ in Figure 2-11) is located before the GVU to
introduce the pressurised inert gas in the system. Vent valves, an integral part of the
GVU valve block, allow inert gas to vent, eventually replacing any remaining natural gas
in the GVU.
Figure 2-11: GVU purging and venting sequence
2.2.4 iGPR and external fuel gas supply system

The fuel gas pressure can be controlled either by an external gas valve unit or
integrated gas pressure regulation. This chapter describes the execution with integrated
Gas Pressure Regulation (iGPR).
2.2.4.1 General description of external fuel gas supply system

The external fuel gas supply system upstream of the iGPR consists of gas supply piping
and pressurised gas supply. Only some general notes about the gas supply piping and
the master gas fuel valve are given in this document.
Gas supply piping

If gas supply piping between gas storage area and engine room is led through other
enclosed spaces, the piping must be double-walled or enclosed in a ventilated duct. The
duct will be equipped with gas detection and ventilation flow/under pressure detection.
Control of gas supply

The fuel gas supply is controlled by double block and bleed valves, which are activated
by the ESS and iGPR. The shut-off valves are of normally closed type (de-energized
closed) and the bleed valve is normally open (de-energized open).

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2.2.4.2 General description of integrated Gas Pressure Regulation (iGPR)
Introduction
WinGD 2-stroke Dual Fuel engines require precise regulation of fuel gas pressure with a
timely response to changing load conditions. For this purpose, WinGD has developed
the integrated Gas Pressure Regulation (iGPR), which encompasses all performance
and safety requirements associated with 2-stroke DF engine applications. In difference
to the GVU the components of the iGPR are mounted on the engine.
Main functions of iGPR

 Gas pressure regulation
o Gas pressure is regulated depending on engine load
o The signal for the gas pressure demand originates from Engine Control
System
 Leak test sequence
o The sequence is performed before engine transfers to gas operation
o Confirms the iGPR valves are working properly and no leakages are
detected
 Purging with inert gas and venting
o Purging and venting sequences are included in iGPR control
o Safety is ensured both during normal operation and in the event of

system disturbance
 Fuel gas temperature monitoring
o Temperature of fuel gas supplied by FGSS is monitored at iGPR inlet. An

alarm and gas trip is triggered, if the conditions of the natural gas are
outside the operational conditions.
The complete iGPR functionality is allocated in the iGPR control box E53. The control
system is based on the Wärtsilä UNIC hardware, and the same reliable components as
used on the WinGD Dual Fuel (DF) engines themselves.
Based on the signals from the control system logic, the solenoids control the
pneumatically actuated valves. Furthermore, a full-colour HMI panel is mounted on the
control cabinet, from where the following parameters can be monitored:
 Current status of gas pressure control
 Valve positions and readings from the sensors
 Alarm history
 Possible active alarms

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Components overview
Figure 2-12: Typical sketch of iGPR layout
2.2.4.3 iGPR installation aspects

The iGPR is distinguished by mounting on the engine. Hence the same installation
principles are applied e.g. double walled piping and colour scheme.
The air vent of the double walled piping connects to a blower inducing forced air
ventilation system.
The blower is sized to exchange the volume of the enclosure and the annular space of
the connected double-wall piping at a rate of minimum 30 times per hour. The blower
must maintain a constant under-pressure in the double walled piping. The enclosed
vacuum is constantly monitored. In case of a blower failure the engine trips to diesel
mode and the gas pressure in the gas pipe between master gas fuel engine valve and
engine is released.
The outlet of the air vent must be discharging to a well ventilated area outside the
engine room. The ventilation of the double walled piping shall be independent of all
other ventilation systems.
The annular space of the double-wall piping is constantly monitored by gas detectors
(Figure 2-12) for any concentration of gas. In the event of gas detection (i.e. the LEL
limit of classes is exceeded), a gas trip (to diesel mode) is triggered by the safety
system, and the engine gas piping is vented and purged with inert gas (see chapter
3.5.2).

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2.2.4.4 Purging
Purging is the process of removing natural gas from the gas piping by substituting it with
an inert gas, e.g. nitrogen. The purging sequences ensure that even after detection of a
leakage, no natural gas can leak to the engine room, thus eliminating potential risks.
In the event of fire detection or gas detection within the annular space of the double-wall
gas piping a gas trip is initiated by the safety system. As an additional safety measure,
the gas piping downstream of the iGPR and on the engine, is automatically vented and
purged with inert gas. For this purpose, the N2 shut-off valves, as shown in Figure 2-13,
introduce inert gas under pressure into the fuel gas piping. The inert gas flows through
the already open vent valves on the engine, replacing any remaining natural gas in the
system. This timed sequence is calibrated during commissioning to exchange the fuel
gas piping volume at least 3 times.
Before maintenance work is commenced on the engine and/or the iGPR, it is required to
purge the related piping, ensuring no natural gas leaks into the engine room. This is a
manual process only and is initiated by operators as required. The N2 shut-off valves, as
shown in Figure 2-14, introduce inert gas under pressure into the fuel gas system piping.
The inert gas flows through the open vent valve located upstream of the engine,
replacing any remaining natural gas in the system. For the piping on engine side, the
sequence is the same as the one described above and shown in Figure 2-13.
Figure 2-13: Inerting of engine gas rail

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Figure 2-14: Inerting of gas supply pipe to iGPR
2.3 Pilot fuel oil system

The main components of the pilot fuel oil systems are pump unit, common rail pipe,
supply pipes and injection valves (see Figure 2-15).
The pump unit raises the pilot diesel oil pressure to the required level. It consists of an
electrically driven radial piston pump (with built-in overpressure bypass valve), fuel filters
and a flow control valve. The pump unit is located on the engine.
Pressurised pilot fuel is delivered from the pump unit into a common rail pipe. The whole
high-pressure piping from pump to injectors is of double-wall type. Any leakage is
collected from the annular space of the double-wall pipe and led to a collector with a
leakage sensor. The common rail piping delivers pilot fuel to each injection valve and
acts as a pressure accumulator against pressure pulses.
The DF-engine uses pilot injectors with built-in solenoid valves. The injectors are
electronically controlled by the ECS system allowing exact timing and duration of the
injection process. To have the best ignition and combustion stability, the pilot injection
valves are combined with pre-chambers. These pre-chambers are directly water-cooled
by the HT cooling water from the cylinder cover. Furthermore, the injectors are cooled
by system oil.
The pilot fuel injection is also activated during diesel operation to prevent excessive
deposit formation on the injector tips and in the pre-chambers. The injected fuel amount
is however minimized.
During transfer mode and gas operating mode, the pilot fuel system is constantly
monitored to ensure the gas in the cylinder is ignited in a reliable manner. The
monitoring includes the pilot fuel pressure level with two redundant measurement
signals as well as the electrical circuit needed for activation of the pilot injectors.

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Furthermore, the installation of two pilot injectors per cylinder further increases the
availability of a reliable ignition source. If the pilot fuel pressure is found to be too low or
the electrical wiring has an open loop or short-circuit, the engine control system does not
allow the transfer to gas or fuel sharing mode.
An additional safety measure during transfer and gas operating mode is the detection of
misfiring, using a redundant detection system. If excessive misfiring is detected, the
engine will trip to diesel mode and restore to a safe mode of operation (see Figure 5-1).
Figure 2-15: Pilot fuel high-pressure
2.4 Exhaust system
2.4.1 Exhaust system description

The exhaust gases after a DF-engine may, due to malfunction, contain some unburned
fuel gas. The design of the exhaust system must be such that fuel gas cannot
accumulate anywhere in the system. Measures are to be taken to prevent damage to
equipment and personnel in close vicinity in case of an exhaust gas explosion.
2.4.1.1 External exhaust system after turbocharger (exhaust gas duct):

The exhaust system inside the DF-engine room consists of a compensator and of piping
downstream from the turbocharger.
In the exhaust system design the following main features must be considered:
 According to class requirements piping and components shall be designed in such

a way that gas cannot accumulate in the exhaust system for the installed silencer
and exhaust gas boiler.
 The exhaust system shall be designed to safely tolerate explosion. This is

achieved using explosion relief devices that enable safe discharge of explosion
pressure build-up. The amount and placement of these devices should be justified.
This is usually performed with a computer simulation. Any assumptions of the
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scenario simulation are to be justified. For example, for a single main engine the
relief devices shall be made of self-closing type.
 These explosion relief devices should be located so that the hot combustion gases
erupting from them will not cause any danger to personnel.
 Any bellows to be used in the exhaust system are to be approved by Classification

Society.
 The exhaust duct of a DF engine must not be connected to the exhaust duct of
any other equipment.
Figure 2-16: External exhaust system

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Figure 2-17: Exhaust ventilation
2.4.1.2 Exhaust system before turbocharger (exhaust gas manifold):

The exhaust manifold on engine consists of pipe sections connected with flexible
bellows. These stainless-steel bellows are critical components with respect to internal
overpressure in the exhaust system before the turbocharger. Both, the exhaust manifold
and the flexible bellows are designed to withstand a possible explosion without bursting.
2.4.1.3 Safety measures for preventing explosion in exhaust system:

 In addition to the safe exhaust gas system design described above, preventive
measures on engine side are taken: During engine operation, explosive exhaust
gasses could be created by misfiring. Therefore, the engine combustion process is
continuously controlled and adjusted. In case excessive misfiring is detected, the
engine directly trips to diesel operation mode.
 An emergency engine stop, a non-cancellable shutdown or blackout (power-off of

Engine Control System) during operation in gas or fuel sharing mode could lead to
unburned gas in the engine and the exhaust gas system. Therefore, engine
ventilation and exhaust system ventilation is automatically requested before
engine restart and a prolonged starting on air is applied.

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2.4.1.4 Exhaust ventilation procedure:
 Ventilation sequence is requested automatically by the Engine Safety or Control

System and needs to be confirmed manually by the operator
 After confirmation, the ventilation is performed automatically by the control system
 Sequence can be cancelled at any time by the operator in case of an urgent need
of engine start
 After ventilation request a prolonged engine start will be performed
Figure 2-18: Flow chart exhaust ventilation procedure
2.4.1.5 Exhaust system with optional Selective Catalytic Reduction (SCR) installation:
Despite the fact that X-DF engines are fully IMO Tier III compliant in gas mode, an SCR
system can optionally be installed for achieving IMO Tier III compliance while operating
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in diesel mode. The SCR system can be installed in either a Low Pressure (LP) or High
Pressure (HP) arrangement. Both systems are integrated with the exhaust system as
follows:
 The LP SCR system is arranged with the SCR reactor placed after the
turbocharger in the exhaust channel. Butterfly valves are installed to isolate the
reactor when the SCR system is bypassed. Refer to Figure 2-19 for an indicative
layout.
Figure 2-19: LP SCR system with temperature controlled arrangement
 The HP SCR system is arranged with the SCR reactor placed between the
exhaust receiver and the turbocharger. Two shut off valves are installed at the inlet
and outlet of the SCR reactor with a further bypass valve installed to isolate and
assist with bypassing the SCR system. Refer to Figure 2-20 for an indicative
layout.
 Further to the above, the SCR systems also include the UREA dosing and
compressed air auxiliary equipment.
The exhaust system with SCR installation must meet the requirements for overpressure
and withstand a potential explosion. As such, the components and piping of the SCR
system must be designed and comply with the same principles as stated for non-SCR
installations above. Furthermore, the installed shut off valves are designed to withstand
the potential pressures in case of an exhaust gas explosion.

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Figure 2-20: HP SCR system arrangement
It is to be noted that the SCR can only be used in diesel mode. Whenever gas is used
as a fuel (in gas mode or fuel sharing mode), the SCR reactor must be by-passed.
2.4.2 Scavenge air system control
To ensure optimal performance of the engine, it is essential to have a correct air-fuel
ratio during the varying operating conditions. WinGD Dual Fuel engines use a
proportional exhaust gas waste gate valve to adjust the air-fuel ratio. The exhaust gas
waste gate valve allows part of the exhaust gases to bypass the turbocharger’s turbine
and can therefore be used to adjust the scavenge air pressure. By changing the
scavenge air pressure, the air-fuel ratio is adjusted to the correct value regardless of the
varying site conditions (ambient temperature, humidity, etc.).

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Figure 2-21: Exhaust gas waste gate (EWG) installation
2.5 Dual Fuel Engine Control System

The DF-Engine Control System (ECS) is described in detail in the related system
description. A simplified layout of the control system is shown in the illustration below
(Figure 2-22).
Figure 2-22: Simplified control system layout with either GVU or iGPR installation

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2.5.1 Signal flow diagram between ECS and external systems
Figure 2-23: Signal flow diagram between ECS and external systems

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Figure 2-24: Typical signal flow diagram between ECS and external systems for iGPR
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The gas operation related signals and the related failure action are listed in the tables of
chapter 5.4. Communication to external systems is described in DENIS.
2.5.2 Dual Fuel engine operating modes
Dual Fuel engines can be operated in the following operating modes:
 Diesel mode
 Gas mode
 Fuel sharing mode (optional)
Note: Transfer mode is used only for transitions between these modes.
In diesel mode, the dual fuel engine operates the same as a conventional diesel engine.
The pilot fuel injection remains active with minimised injection amount (LFO).
In gas mode, the dual fuel engine operates as described in chapter 2.1.
The fuel sharing mode is an optional feature that allows increased fuel flexibility. In this
mode, the dual fuel engine operates on a variable share of liquid fuel and gas, which is
simultaneously combusted in the cylinders. Gas is admitted by the gas admission valves
as per normal gas operation. However, an additional portion of liquid fuel is injected
through the main fuel injection system. Fuel sharing mode is available above 50%
engine load and with a liquid-to-gas ratio of up to 50%. The ratio of liquid-to-gas fuel is
requested by the remote control system. The total amount of both fuels is controlled by
the speed governor, following the same principles as during a gradual transfer from
diesel to gas mode.
Since fuel sharing operation involves gas as a fuel, the same general safety principles
apply as when running in gas mode.
Engine start and reversing are always performed in diesel mode.
Manual transfers between the operating modes and automatic gas trips to diesel mode
are descripted in chapter 2.5.3 and illustrated in Figure 2-25.
If a Selective Catalytic Reduction (SCR) system is installed, it can only be operated in
diesel mode. During gas and or fuel sharing mode the SCR system is by-passed.
Consequently, Tier III diesel mode will not be active when gas mode or fuel sharing
mode is in operation.
2.5.3 Dual Fuel engine fuel mode transfers and trips
The change of operating mode can be initiated manually by the operator. In direction to
diesel mode, the changeover can be initiated automatically by the DF-Engine Control
System, or automatically by request from an external system (e.g. safety system). The
operating mode can be changed while the engine is running.
Changes of operating modes initiated by the operator are called ‘transfers’. Transfer to
diesel mode is an instant change of operating mode initiated by the engine operator at
any engine load. Transfer from diesel mode to gas or fuel sharing mode is a gradual
change of fuel operation modes, manually initiated by the engine operator and started
only after a successful gas leak test.
Transfer to gas mode is interlocked when the engine is running on HFO. Prior to
changing to gas mode from HFO, the engine has to be operated with LFO for a
minimum required period to prevent clogging of HFO at the main fuel oil system. The
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fuel transfer from HFO to LFO, and vice versa, can be done at any time without
interruption of engine operation. The fuel oil transfers (LFO <-> HFO) are managed by
external systems as on regular diesel engines.
The fuel transfers principles are illustrated in Figure 2-25.
‘Gas trip’ is an automatic change from gas or fuel sharing mode to diesel mode initiated
by an unacceptable operating condition, a detected failure or a command received from
an external system. It is performed by the Engine Control System. Failures causing gas
trip are described in chapter 5.
Note:
 Before the operator can request a transfer back to gas or fuel sharing mode, the
reason for gas trip must be investigated, the problem resolved and alarm reset
 Any failure and condition (see annex in section 5.4) which would initiate a gas trip
interlocks the transfer from diesel mode to gas and fuel sharing mode
Transfer to the optional fuel sharing mode is possible when no gas interlock is active
and the engine is running above 50% load. When the engine load is reduced below the
mode's operating range, an alarm message is released. If the engine power is not
increased above 50% within a defined time period, a gas trip is released unless manual
transfer is performed in time.
Figure 2-25: Overview of fuel transfers

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2.5.4 Dual Fuel engine internal operating modes
The Engine Control System has several internal states which are called internal modes:
 Start mode
 Run mode
 Stop mode
 Slowdown mode
 Emergency stop mode
 Shutdown mode
The present document is focusing on describing DF-engine internal modes when engine
is running with fuel gas. Some information about internal modes in diesel mode is also
shown where considered necessary to understand the gas safety features, for example
in a transfer or blackout situation.
2.5.4.1 Engine starting:
Engine can only be started in diesel mode. To perform an engine start, no start block
shall be active. Engine start can only be attempted when engine is stopped and ready
for start.
Prolonged starting sequence, where the engine is turned minimum 1 revolution by air, is
applied after regular stop in gas mode and after ventilation request. This is to ensure
that all cylinders are gas free before the fuel injection is activated.
2.5.4.2 Engine running:
Engine running in diesel mode is entered after start mode. Engine is running when
speed is above a preset speed limit and no stop, shutdown or emergency stop is active.
Gas run mode is activated if transfer from diesel to gas mode is successfully performed.
Engine run mode can be interrupted by the following internal modes:
 Stop mode
 Slowdown mode
 Shutdown mode
 Emergency stop mode
 Gas run mode can be interrupted in case of gas trip
2.5.4.3 Engine stop from gas operation:
In case of a normal stop request in gas mode, i.e. the engine speed is above minimum
speed for gas operation, the Engine Control System changes its internal mode into stop
mode. Immediately after the engine stop signal is activated in gas mode, gas shut-off
and venting is performed (gas is depressurised and ventilated). The gas admission is
de-activated. Pilot fuel injectors are operating longer than the gas admission valves to
ensure that all gas in the cylinder liners is burned. Stop sequence is presented in the
following graph.

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Figure 2-26: Engine stop from gas mode
2.5.4.4 Engine shutdown from gas operation:

Shutdown mode is initiated automatically as response to measurement signals. In case
of cancellable shutdown, the operating mode will be changed to diesel mode and the
engine will continue running as long as the SHD signal does not become active
(operator can cancel SHD and continue running in diesel mode). Exhaust ventilation is
not required in this situation.

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Figure 2-27: Cancellable shutdown sequence of DF-engine from gas mode
If non-cancellable shutdown occurs from gas or fuel sharing mode (i.e. engine
overspeed or critical failure), exhaust ventilation is required. Defined shutdown failure
states are given in the Marine Installation Manual (MIM). Shutdown mode must be reset
by operator and root cause for shutdown must be investigated and corrected before re-
start.
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Figure 2-28: Non-cancellable shutdown and emergency stop sequence of DF-engine from gas
mode

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2.5.4.5 Emergency stop from gas operation:
Emergency stop mode is activated manually by pressing the emergency stop push-
button. Emergency stop is the fastest way to manually shut down the engine. To return
to normal operation the push-button must be pulled out and alarms acknowledged.
The emergency stop sequence is identical to the non-cancellable shutdown sequence
and shown in Figure 2-28.
2.5.4.6 Transfer from diesel to gas mode:
Figure 2-29: Transfer from diesel to gas mode

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2.5.4.7 Transfer from gas to diesel mode or gas trip:
Figure 2-30: Transfer from gas to diesel mode

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3 Arrangement and safety of machinery spaces
3.1 General description
Engine room design, arrangement and location as well as equipment and systems
installed will vary depending on specific ship installation, but the main principles
concerning gas safety and redundancy must follow the minimum requirements stated in
this chapter.
3.2 Engine room arrangement
With double-wall gas pipe configuration, the engine room is considered a gas safe area
according to IGC Code 1.3.17.10, 1.3.18 and IGF.
Permanent gas detectors are installed in the engine room.
There are no special requirements as to the location of auxiliary systems in the room.
The automatic fuel gas shut-off valve must be installed outside the engine room.
External gas piping to the engine room led through enclosed spaces is to be equipped
with ventilation and gas detection as per IMO regulation.
3.3 Safety of electrical equipment in engine room
Engine rooms of DF-engines on seagoing vessels are considered gas safe according to
IGC and IGF codes. Therefore, electrical equipment inside the engine room does not
need to be certified Ex apparatus. Sensors in hazard zone see chapter 3.7.1.
3.4 Ventilation of engine room
Engine room ventilation must be forced (IGC code 16.2.1 and IGF code). This means,
no difference in comparison to normal engine room ventilation via engine room
ventilation fans. The engine may suck combustion air directly from outside with a
dedicated duct (option). Ventilation should be particularly effective in the vicinity of
electrical equipment and prevent the formation of ‘dead spaces’ in accordance with IGC
Code regulations.
3.5 Breathing / venting arrangement of certain DF-engine systems
3.5.1 General description
From areas described in the following, small volumes of gas might require venting from
the engine room to the outside atmosphere, away from any sources of ignition.
Notice that a gas hazardous zone is created around the location of vent outlet. These
outlets can be located in the funnel, provided that the distance to any source of ignition,
such as exhaust gas outlet (engines, oil-fired boiler, incinerator, gas combustion unit,
inert gas generator, etc.), is at least as big as required by the rules of the classification
society in charge of the installation.
Vent outlets and vent pipe discharges that may contain fuel gas are to be located away
from vent inlets. Alternatively, to venting outside into atmosphere, other means of
disposal (e.g. a suitable incinerator) can also be considered. However, such kind of
arrangement must be accepted by Classification Society case-specifically.
All breathing and ventilation pipes that may contain fuel gas must be built continuously
sloping upwards, so that there is no possibility of fuel gas accumulating inside the
piping.
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These pipes have an open end at atmospheric pressure. Under all normal operation
conditions there is no pressured fuel gas concentration in these pipes. Consequently,
the probability for any leakage of natural gas from these pipes is very low, especially in
any significant concentration of pressured gas, and therefore these pipes can be made
in single-wall execution.
3.5.2 Gas piping venting
At the end of gas operation, when the engine stops or changes to diesel mode, the gas
piping on the engine is depressurised. If the gas pressure on engine is too high during
transient operation, the vent valves are opened for very short periods to reduce the gas
pressure. Before transfer from diesel to gas or fuel sharing mode the engine gas supply
pipes are filled with natural gas (flushing).
At the end of gas operation or if the gas pressure is too high during transient operation,
the fuel gas, inert gas or mixtures of both is conducted from the gas supply manifold on
the engine through the gas piping vent to a suitable place outside the engine room. The
driving end and free end vent lines of one engine may be combined to one common
pipe, provided that the common pipe diameter is increased accordingly. However, vent
lines from the gas supply manifold of different engines must not be interconnected to a
common outlet.
The ends of ventilation pipes must be equipped with flame arresters.
3.5.3 Venting of gas supply piping annular space
3.5.3.1 If GVU is installed:
Layout:
For the annular space ventilation layout, please refer to section 2.2.3.
Actions upon ventilation failure of double-wall gas supply piping:
The negative ventilation air pressure in the annular space is monitored by the GVU-
ED™. A possible loss of negative pressure (∆p) causes a gas shutdown to the GVU
enclosure, and the GVU itself shall automatically initiate the engine to trip to diesel.
3.5.3.2 If iGPR is installed:
Layout:
For the annular space ventilation layout, please refer to section 2.2.4.
Actions upon ventilation failure of double-wall gas supply piping:
The negative ventilation air pressure in the annular space is monitored by the ECS
(analogue pressure sensor) and ESS monitors the air flow in of the double wall pipe. A
possible loss of negative pressure (∆p) or air flow initiates automatically a trip to diesel.
3.5.4 Cooling water system ventilation
The 2-stroke crosshead engine has a high-temperature (HT) and a low-temperature (LT)
cooling water system. In case of component failure (crack in liner, exhaust valve cage or
pilot fuel pre-chamber) the HT cooling water system might be contaminated with gas.
This gas could end up in the cooling water expansion tank. Therefore, the cooling water
expansion tank must be a closed-up type.

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Ventilation of the HT expansion tank is effected by a vent pipe which leads to a safe
place outside the engine room. This prevents any gas release into the engine room or
funnel. Some Classification Societies may additionally require a HC sensor in the HT
expansion tank. For the LT cooling water system, it is not required, because the water
will not have direct contact with the gas.
If a combined cooling water system (HT and LT system together) is installed, the
expansion tank must have the same arrangement as the HT expansion tank.
Any instrumentation installed in the cooling water expansion tank must be certified Ex
apparatus.
3.6 Gas detection in DF-engine room, gas supply system and engine
3.6.1 If GVU is installed:
Gas detectors must be installed at the following locations:
 In GVU venting blower air outlet line, for detecting any leakage of the gas pipes
and gas equipment in the double-wall installation and GVU respectively (Ship yard
scope)
 On the engine for piston underside gas detection (Engine supplier)
According to IGF and IGC codes the following sensors are required:
 In case that a GVU-ED™ is installed, the engine room requires a minimum of two
separate hydrocarbon (HC) gas detectors (see Figure 3-1):
o One gas detector above engine
o One gas detector above GVU
 If a GVU-OD™ is installed, minimum one hydrocarbon (HC) gas detector must be
installed in the engine room.
Deviations from the above execution may be agreed with classification societies in
individual cases.
All gas detector signals are connected to the external Gas Detection Systems, except
the gas detector for piston underside gas detection which is directly connected to the
Engine Control System. Depending on ship’s arrangement and requirements of IMO and
Classification Society, the alarm centrals can be in one or more of the following
locations:
 Bridge
 cargo control room (LNG carrier)
 engine control room
The gas detectors are to be approved by Classification Society.
When gas concentration is detected to rise above Class specified limit, an audible and a
visible alarm is initiated in the rooms specified by the Classification Society. The Gas
Detection System shall be tested and calibrated according to the maintenance schedule
and procedure as advised by the manufacturer or Classification Society.

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Figure 3-1: Example of gas detector positioning in engine room, gas supply system and engine
with GVU
The piston underside gas detection is ensured by a gas detector which is installed in the
piston underside air sampling line. The gas detector is directly connected to the Engine
Control System. The whole piston underside gas detection arrangement including the
gas detector is delivered by the engine maker.
Amount and position of other gas detection sensors will be defined by the shipyard
according to Classification Society rules, IGF Code and IGC Code.
If gas is detected by the external Gas Detection System, the engine will trip to diesel and
the pipes between GVU and engine will be purged with inert gas. Further measures on
the vessel are taken as defined by Shipyard and Classification Societies.
If gas is detected in the piston underside area, the engine will trip to diesel.
3.6.2 If iGPR is installed:
Gas detectors must be installed at following locations:
 In venting blower air outlet line, for detecting any leakage of the gas pipes and gas
equipment in the double-wall installation (Ship yard scope)
 On the engine for piston underside gas detection (Engine supplier)
The IGF and IGC codes require as a minimum two separate hydrocarbon (HC) gas
detectors sensors:
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 One gas detector above engine
 One gas detector above iGPR
Deviations from above execution may be agreed with classification societies in individual
cases.
All gas detector signals are connected to the external Gas Detection Systems, except
the gas detector for piston underside gas detection which is directly connected to the
Engine Control System. Depending on ship’s arrangement and requirements of IMO and
Classification Society, the alarm centrals can be in one or more of the following
locations:
 Bridge
 cargo control room (LNG carrier)
 engine control room.
The gas detectors are to be approved by Classification Society.
When gas concentration is detected to rise above Class specified limit, an audible and a
visible alarm is initiated in the rooms specified by the Classification Society. The Gas
Detection System shall be tested and calibrated according to the maintenance schedule
and procedure as advised by the manufacturer or Classification Society.
The piston underside gas detection is ensured by a gas detector which is installed in the
piston underside air sampling line. The gas detector is directly connected to the Engine
Control System. The whole piston underside gas detection arrangement including the
gas detector is delivered by the engine maker.
Amount and position of other gas detection sensors will be defined by the shipyard
according to Classification Society rules, IGF Code and IGC Code (see Figure 2-12).
If gas is detected by the external Gas Detection System, the engine will trip to diesel and
the pipes between iGPR and engine will be purged with inert gas. Further measures on
the vessel are taken as defined by Shipyard and Classification Societies.
If gas is detected in the piston underside area, the engine will trip to diesel.
3.7 Definition of hazardous zones
Protection and certification requirements for components used in explosion hazardous
areas are defined based on explosion hazardous zones in which they are used.
Definitions of hazardous zones according to IEC 60092-502:1999 (used as reference in
IGC and IGF Codes) are:
 Zone 0: Area in which an explosive gas atmosphere is present continuously or is
present for long periods
 Zone 1: Area in which an explosive gas atmosphere is likely to occur in normal
operation
 Zone 2: Area in which an explosive gas atmosphere is not likely to occur in normal
operation and, if it does occur, is likely to do so only infrequently and will exist for a
short period only
The engine room and engine crank case are considered as gas safe non-hazardous
areas and do therefore not refer to above hazardous zone definitions.
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The following figures (Figure 3-2, Figure 3-3, Figure 3-4 and Figure 3-5) show explosion
hazardous areas:
Figure 3-2: Cylinder unit and piston underside (hazardous zones)
Figure 3-3: Fuel gas system (hazardous zones)

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Figure 3-4: Gas Valve Unit (hazardous zone)
Figure 3-5: External exhaust gas system (hazardous zone)

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3.7.1 Electrical equipment in hazard zones
3.7.1.1 Dual Fuel engine with GVU installation
On the Dual Fuel engine that is fed by an external GVU, only the gas pipe pressure
sensors PT3595C and PT3597C are installed in a way, that they measure in hazard
zone 0 and that the electrical part is in zone 1. The intrinsically safe sensors are
connected via Zener barrier to UNIC.
3.7.1.2 Dual Fuel engine with iGPR installation
These intrinsically safe sensors and switches of DF engine and iGPR measure in hazard
zone 0 and the electrical part is in zone 1:
 PS3901S Gas Pressure iGPR Inlet High
 PS3902S Gas Pressure iGPR Inlet Low
 PT3941C Gas Pressure before iGPR
 PT3595C Gas Pressure Fuel Side
 PT3597C Gas Pressure Exhaust Side
 PT3901C Gas Pressure iGPR Inlet
 PT3906C iGPR Gas Pressure between shut-off valves
3.8 Actions upon fire in engine room
Fire alarm in the engine room shall initiate an automatic trip to diesel and shut off the
master gas fuel valves.

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4 Twin engine propulsion
For certain applications, the twin engine propulsion may be applied. It is to be ensured
that specific requirements and rules of the classification societies in charge are taken
into consideration. Especially, but not limited, to the following:
4.1 Shaft locking device
On twin engine operated vessels, a shaft locking device must be installed on each
propeller shaft. This allows individual shaft lines to be locked during maintenance and
engine shut downs. This device protects the stopped engine against turning by the wind
milling effect during sailing. Engine start interlock and turning gear interlock is applied,
when the shaft is locked by the shaft locking device.
4.2 Exhaust gas system protection
If there is more than one gas engine installed, each engine must have its own exhaust
gas installation to avoid mixing of the exhaust gases. Also, each system must be
equipped with protection pressure relief device to protect the system against
overpressure after explosion. The device should be chosen according to classification
rules (spring loaded or rupture discs).
4.3 Auxiliary Systems
The auxiliary systems of each engine shall be independent of each other. For LT cooling
water and cylinder lubricating oil supply a certain combination according to the following
descriptions is possible:
4.3.1 LT cooling water system:
 Common cooling water system possible; LT cooling water supply to both engines
arranged in parallel
 One independent stream per engine to LO cooler and high-temperature cooling
water cooler

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Figure 4-1: LT cooling water system layout for twin-engine installation
4.3.2 Cylinder LO system:

 Common day tanks for high and low BN LO possible
 Common rising pipe possible
 Separate distribution to each engine

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Figure 4-2: Cylinder LO system layout with iCAT for twin-engine installation

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5 Cause and effect of safety measures
This chapter is summarising causes and effects of safety measures with focus on
natural gas as fuel.
5.1 Key safety measures:
 The availability of the DF engine is based on the ability to change to diesel mode
while running on gas.
 An active gas trip will block transfer from diesel mode to gas and fuel sharing
mode
 A shutdown or emergency stop will cause an engine starting interlock in the
Engine Control System
 If the engine has been stopped while using fuel gas with emergency shutdown or
non-cancellable shutdown, i.e. before re-starting the engine in diesel mode, it is
necessary to perform the exhaust ventilation sequence by the use of the auxiliary
blowers. The auxiliary blowers must be designed as non-sparking type according
to Classification Society rules, IGF Code and IGC Code
 All engine control panels will be equipped with an emergency gas trip button
 Engine starts in diesel mode only
 Gas and fuel sharing mode can be used only when engine is operating ahead
 Reversing of engine can be done in diesel mode only
 With an external engine power measurement failure, only diesel operation is
available
 A Propulsion Control System failure will only allow operation on diesel from the
LDU’s
5.2 Combustion control and monitoring functions:
5.2.1 Knock detection:
When knocking is detected on one cylinder, the ECS starts to reduce the amount of gas
to the affected cylinder. This will adjust the air-fuel ratio, which prevents knocking. When
a sudden heavy knocking is detected by the knock detection system on one or more
cylinders, the engine will automatically trip to diesel mode.
5.2.2 Cylinder compression/combustion pressure balancing:
When a marked deviation of compression/combustion pressures on a cylinder is
detected, the ECS will adjust the exhaust valve timing and the amount of gas admission
to that specific cylinder. If there is no response to the gas adjustment within a defined
period, the engine is automatically tripped to diesel mode.
5.2.3 Misfiring detection:
When misfiring of one or more cylinders is detected for a defined number of cycles, the
engine will automatically trip to diesel mode.

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Figure 5-1: Misfiring Monitoring Concept
5.3 Cause and effect chart for engine malfunctions

The following cause and effect chart of safety measures focuses on engine operation in
gas and fuel sharing mode, and on faults affecting gas safety.
Table 5-1: Cause and effect chart in gas and fuel sharing mode
Fault Detection Action

Failure which causes trip to diesel mode without activating Explained in GT to diesel
the request for engine load reduction tables 5.2 – 5.7 mode
Failure which initiates engine load reduction - engine SLD Explained in SLD in gas
in Gas Mode (no gas trip is activated, however, in fuel tables 5.2 – 5.7 mode
sharing mode the load reduction indirectly will trigger a gas
trip)
Failure which initiates trip to diesel mode and engine load Explained in GT/SLD in
reduction tables 5.2 – 5.7 diesel mode
Failure which leads to engine SHD Explained in GT/SHD
tables 5.2 – 5.7
Emergency stop command Explained in GT/SHD
tables 5.2 – 5.7
5.4 Extract of alarm list – only the most critical alarms for gas operation included
The below monitoring tables are grouped per system (ESS, AMS, ECS, iGPR) to which
the sensor and actuators are connected. Only important alarms and their related actions
of those systems are mentioned, i.e. whose single failure would trigger a gas trip (GT),
slowdown (SLD) or shutdown (SHD) by the connected system.
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The definition of all alarms and ensuing actions is available in the final engine
documentation (Marine Installation Manual (MIM) and Operation Manual (OM)).
Engine safety is described as interactions between the following systems:
 Engine Safety System (ESS)
 Alarm and Monitoring System (AMS)
 Engine Control System (ECS)
 Gas Valve Unit (GVU) or Integrated Gas Pressure Regulation (iGPR)
 Gas Detection System (GDS)
The following interaction rules are applied:
Execution of gas trip
 Gas supply
o ESS stops the fuel gas supply by activation of double block and bleed
valve block
o ECS closes the gas admission valves, closes shut off valves and opens
vent valves on engine
 Pilot fuel supply
ECS reduces the pilot fuel amount injected
 Mail fuel supply
ECS activates the main injectors and main fuel pumps
Execution of engine shutdown
 Gas supply
o ESS stops the fuel gas supply by activation of double block and bleed
valve block
o ECS closes the gas admission valves, closes shut off valves and opens
vent valves on engine
 Pilot fuel supply
High-pressure pilot fuel pump is stopped by both ESS and ECS
 Mail fuel supply
o the ESS depressurises the main fuel rail
o the ECS closes the main fuel injectors and sets the fuel pump supply to
zero
Execution of engine slowdown
 Maximum speed and load is reduced. It is executed by the ECS when demanded
via RCS.

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Table 5-2: Sensors connected to ESS: Failure monitoring and actions during operation with fuel
gas
Actions
Engine system Failure
ALM SLD SHD GT
Cylinder cooling Cyl. Cool. Water Press. Inlet Eng. Very X X X
water Low
Main bearing oil Main Brng. Oil Press. Supply Very Low X X X
Thrust bearing oil Thrust Brng. Oil Temp. Outl. Very High X X X
Piston cooling oil No Flow X X X
Oil mist Oil Mist Conc. in Crankcase Very High X X
concentration
Turbocharger oil Turbochg. N Bearing Oil Press. Inl. Very X X X
Low
Air spring air Air Spring Air Press. Very Low X X X
Engine overspeed Engine Speed Very High X X X
Gas Detection Very High Concentration X X
System
Fuel Gas Supply Fuel Gas Pressure too high or too low X X
to iGPR Fuel Gas Temperature too high or too low X X
Air flow within enclosure too low X X

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Copyright WinGD. All rights reserved. By taking possession of the drawing, the recipient recognizes and honors these rights. Neither the whole nor any part of this drawing may be used in any way for construction, fabrication, marketing or any other purpose nor copied in any way nor made accessible to third p arties without the previous written consent of WinGD. Table 5-3: Sensors connected to AMS: Failure monitoring and actions during operation with fuel
gas
Actions
ALM SLD SHD GT
Cyl. Cool. Water Press. Inlet Eng. Low X X
Cylinder cooling
Cyl. Cool. Water Temp. Inl. Eng. Low X
water
Cyl. Cool. Water Temp. Outl. Cyl. N High X X
Main Brng. Oil Press. Supply Low X X
Main bearing oil Main Brng. Oil Temp. Supply High X X
Main Brng. Oil Temp. Outl. Brng. N High X X
Thrust bearing oil Thrust Brng. Oil Temp. Outl. N High X X
Crank bearing oil Crank Brng. Oil Temp. Outl. High X X
Crosshead bearing Crosshead Brng. Oil Temp. Outl. N High X X
Oil mist Oil Mist Conc. in Crankcase High X
concentration Oil Mist Conc. Fail in Crankcase Unit X
Piston cooling oil Pist. Cool. Oil Temp. Outl. Cyl N High X X
Turbochg. Bearing Oil Press. Inl. Low TC
X X
n
Turbocharger oil
Turbochg. Bearing Oil Temp. Outl. High
X X
TC n
Air Spring Air Press. Low X X
Air Spring Air Press. High X
Air spring air
Air Spring Oil Leakage Level High (exh
X
v/v)
Exh. Gas Temp. after Cyl. #N High X
Exh. Gas Temp. after Cyl. #N Very High X X
ECS Exh. Gas Temp, after Cyl #N Too
X X
High
Exh. Gas Temp. after Cyl’s High
X
Deviation
Exhaust gas
Exh. Gas Temp. after Cyl’s Very High
X X
Deviation
ECS Exh. Gas Temp. after Cyl's #N Too
X X
High Deviation
Exh. Gas Temp. before TC #N High X X
Exh. Gas Temp. after TC #N High X X
Scav. Air Temp. after Air Cooler #N Low X
Scav. Air Temp. after Air Cooler #N High X X
Scav. Air Temp. Pist. Underside Cyl. #N
X X
High
Scavenge air
Charge Air Condense Water Detection in
X X
Air Rec. High
Charge Air Condense Water Drain
X X
Detection before Water Sep. #N High
* Common Alarm GVU * X X
Gas Valve Unit
Power Failure GVU * X X
Gas Admission Valves Sealing Lub. Oil
Gas system engine X X
Press. Low
Pilot fuel system Pilot Fuel Filter Diff. Press. High X
* only applicable if GVU is installed
The columns Minor and Major in tables below refer to the UNIC-flex failure group.
UNIC-flex Major failures trigger a load reduction in diesel mode (SLD) or engine
shutdown (SHD).

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All other UNIC-flex failures are tagged as UNIC-flex Minor failure, including the ones
triggering a gas trip (GT).

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Table 5-4: Sensors connected to ECS: Failure monitoring and actions during operation during
operation with fuel gas
Actions
Engine system
Failure ALM ALM
function SLD SHD GT
Minor Major
Bus communi- System Bus 1 Fail X
cation System Bus 2 Fail X
No ESS available X X
Engine modules Module Fail Diesel CCM #N X X X
Module Fail Gas CCM #N X X X
Module Fail MCM X X
Module Fail IOM X X
Miscellaneous. Excessive Engine Speed X X X
Servo oil pressure Servo Oil Pressure Measuring X
Fail #1
Servo Oil Pressure Measuring X
Fail #2
Fail #1 and #2
High Difference
Servo Oil Pressure High X
Servo Oil Pressure Low X
Servo Oil Pressure Very Low X X X
Servo Oil Pressure Control Valve X
Open/Short Circuit #N
Exhaust valve Exhaust Valve Position X
control Measuring Fail Cyl #N
Exhaust Valve Timing Fail Cyl X X X
#N
Exhaust Valve Control Valve X X X
Open/Short Circuit #N
Cylinder Cylinder Lubrication Oil Pressure X X
lubrication control Measuring Fail Cyl #N
Cylinder Lubrication SV X X
Open/Short Circuit Cyl #N
Cylinder Lubrication Oil Injection X X
Pressure High Cyl #N
Cylinder Lubrication Oil Injection X X
Pressure Low Cyl #N
Wrong Cylinder Oil in Use X

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Table 5-5: Sensors connected to ECS: Failure monitoring and actions during operation with fuel
gas (continued)
Actions
Engine system
Failure ALM ALM
function SLD SHD GT
Minor Major
Scavenge air Scavenge Air Pressure Measuring
X
pressure Fail #1
Scavenge Air Pressure Measuring
X
Fail #2
X X
Fail #1 and #2
X
High Difference
Scavenge Air Pressure High X
Scavenge Air Pressure Very High X X X
Exhaust Waste Gate Not Closed X
Exhaust Waste Gate Not Opened X
Auxiliary Blower #1 Fail X
Auxiliary Blower #2 Fail X
T/C Speed High X
T/C Speed Very High X X
Exhaust Waste Gate Valve
X X
Open/Short Circuit
Cylinder Cylinder Peak Pressure
balancing Measuring Fail Cyl #N (max load X
limitation)
Cylinder Peak Pressure High Cyl
X
#N
Cylinder Peak Pressure Very High
X X
Cyl #N
Knock detection Knock Sensor Fail Cyl #N X
Both Knock Detection Systems
X X
Fail Cyl #N
Heavy Knock Cyl #N X X
Misfiring Misfiring Cyl #N X X X
Misfiring Detection by Press.
X
Sensor Fail Cyl #N
*
Misfiring Detection by TVM Fail X X
Pilot fuel injection Pilot Fuel Injector 1 Open/Short 1
X *
Circuit Cyl #N
Pilot Fuel Injector 2 Open/Short 1
X *
Circuit Cyl #N
Pilot Fuel Injector 1 and 2
X X
Open/Short Circuit Cyl#N
*1 If one pilot fuel injector is out of order at high load, it shows only minor or none effect. At low load
possibly gas trip occurs by unstable combustion. In diesel mode a gas interlock is active.
* The misfiring detection by TVM is based on the speed and crank angle measurement system. Only if the
speed and crank angle cannot be determined, TVM cannot function.

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Table 5-6: Sensors connected to ECS: Failure monitoring and actions during operation with fuel
gas (continued)
Actions
Engine system
Failure ALM ALM
function SLD SHD GT
Minor Major
Gas admission GAV 1 Open/Short Circuit Cyl #N X X
valve GAV 2 Open/Short Circuit Cyl #N X X
Gas Duration Offset in Limit Cyl
X
#N
Gas Admission Valve with Max
X
Duration
GAV 1 Cyl #N Stays Open **
X X X
GAV 2 Cyl #N Stays Open **
X X X
GAV Feedback Position
X
Measuring Fail
GAV 1 Cyl #N Stays Closed X
GAV 2 Cyl #N Stays Closed X
Control air Control Air Pressure Low X X
External gas trip External Gas Trip X X
Engine speed Engine Speed Deviation from
X
Reference
External power Engine Load Measurement Fail
X X
signal
Load limit Excessive Engine Load in Gas
X X
Mode
Gas pressure Gas Pressure Set Point
X X
control Measurement Fail
Gas Pressure Measurement Fail X X
Gas Pressure Deviation High X X
Pilot fuel oil Pilot Fuel Pressure Set Point
X X
pressure control Measurement Fail
Pilot Fuel Pressure Measurement
X X
Fail
Pilot Fuel Pressure Low X X
Pilot Fuel Pressure High X X
Pilot Fuel Pressure Deviation High X X
Suction Side of High-Pressure
X X
Pump Temperature High
General Failure Control Box X X
Pump Not Running X X
Piston Gas Detection Pre-Warning X
Underside Gas Detection X X
Gas Detection Sensor Failure X
Auxiliary Systems Auxiliary Servo Oil Pump Fail
X
Gas Detection Gas Detection System Fail
X X
System
SCR System * SCR reactor not by-passed X X
SCR communication failure X X
* Only applicable if SCR system is installed
** Gas trip, gas interlock and all fuel cut-out on failed cylinder unit.

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Table 5-7: Sensors and actuators connected to iGPR box: Failure monitoring and actions during
operation with fuel gas
Actions
ALM SLD SHD GT
Any criteria of fuel transfer to fuel gas not
X X
fulfilled, e.g. pressure stabilization
Any valve for fuel gas regulation sticks X X
Any valve for inert gas regulation sticks X X
LDU of iGPR is out of order X X
MCM iGPR is out of order X X
AC power supply module is out of order X X
DC power supply module is out of order X
One bus connection between ECS and
X
iGPR is out of order
Any measurement or signal for fuel gas
Integrated Gas X X
regulation is out of order
Pressure
Regulation (iGPR)
** Any measurement for fuel gas monitoring
X X
is out of order
Any measurement for inert gas monitoring
X X
is out of order
Fuel Gas Pressure outside of operational
X X
range
Fuel Gas Temperature outside
X X
operational range
Inert Gas Pressure
X X
outside operational range
Underpressure within enclosure outside
X X
operational range
**
Only applicable if iGPR is installed. For GVU see documentation of supplier.

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6 References
 Natural Gas – General Safety Rules
See drawing: DAAD077500
 Engine Control Diagram - P&ID
e.g. W-X62/72DF for design for GVU see drawing: DAAD062059
W-X52DF for design with iGPR see drawing: DAAD097064
 UNIC-Flex System Description 2-Stroke Dual Fuel
 Electrical Design Layout
 Fuel Oil System
 Diagram Fuel Gas
 Diagram Fuel Oil
 Fuel Gas System
 Exhaust / Ventilation System
 Operational Manual “Marine”
e.g. RT-flex50DF see drawing: DBAD114048
Marine Installation Manual
e.g. RT-flex50DF see drawing: DBAB64

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DF Safety Concept – WinGD 2-stroke (DG9727)
TRACK CHANGES
DATE SUBJECT DESCRIPTION

SAFETY
2017-02-24 First web upload
CONCEPT
2017-10-30 DAAD046594 Safety Concept – new revision
2018-11-13 DAAD046594 Safety Concept – new revision
DISCLAIMER
© Copyright by Winterthur Gas & Diesel Ltd.

All rights reserved. No part of this document may be reproduced or copied in any form or by any means (electronic, mechanical,
graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the
copyright owner.
THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD
TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION
DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN
OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES.
CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY
RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET OR FOR
DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING
DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL UNDER
NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY
OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION
CONTAINED HEREIN.
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Winterthur Gas & Diesel AG. PO Box 414, CH-8401 Fax +41 (0)52 264 8866 www.wingd.com
Winterthur Gas & Diesel S.A. Winterthur, Switzerland

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2-STROKE DUAL FUEL ENGINE SAFETY

Rev Date Made Appd Description

A 2014-06-27 SAR SGO Major amendments

B 2014-09-08 SAR SGO Updates

C 2015-06-18 SAR SGO Updates

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Revision Chapter Subject

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2 Description of Dual Fuel engine and related systems .......................... 11

3 Arrangement and safety of machinery spaces ..................................... 45

4 Twin engine propulsion .......................................................................... 53

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5 Cause and effect of safety measures .................................................... 56

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Figure 2-1: Lean burn with pilot ignition

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Figure 2-2: Lean burn operation window

2.1.1 Combustion check principle

2.1.2 Dynamic Combustion Control

2.2 Fuel gas system

2.2.1 General description

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2.2.2.1 Gas admission valve

Figure 2-3: Gas admission valve

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The gas piping ventilation is described in chapter 3.5.2.

2.2.2.3 Shut-off and vent valves

Figure 2-4: Example of double-wall gas piping on WinGD 6RT-flex50DF

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Figure 2-5: New piping design of gas supply pipe to engine

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2.2.3.2 General description of Wärtsilä Gas Valve Unit

Main functions of the GVU

o Gas pressure is regulated depending on engine load

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o The sequence is performed before engine transfers to gas operation