Ocean Engineering 111 (2016) 524532

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Ocean Engineering
journal homepage: www.elsevier.com/locate/oceaneng

CFD analysis of natural gas dispersion in engine room space based

on multi-factor coupling
Xiao Jian Li a,n, Rui Ping Zhou a, Dimitrios Konovessis b
a
School of Energy & Power Engineering, Wuhan University of Technology, Wuhan, China
b
School of Mechanical & Aerospace Engineering, Nanyang Technological University, Singapore

art ic l e i nf o a b s t r a c t

Article history: Gas supply systems typically located at the engine room space of LNG gas-fueled ships, present potential
Received 10 May 2015 threats for re and explosion due to gas leakage and dispersion. A validated Computational Fluid
Accepted 17 November 2015 Dynamics (CFD) model is proposed for natural gas dispersion analysis in an engine room space under
Available online 8 December 2015
multi-factor coupling. Results demonstrate that gas dispersion depends on leakage rate, position and
Keywords: direction of release, temperature gradient, ventilation and the machinery equipment located in the
CFD engine room. Under the impact of air ow, temperature gradient and gas-buoyancy, natural gas tends to
Natural gas dispersion accumulate on the top of the engine room space, which can be pumped out through air-outlets. Natural
Engine room space gas is likely to concentrate at areas where vortex ows generate. Effective arrangement and locations of
Gas detector
gas detectors are discussed considering the variation of gas concentration at several selected point within
the engine room space.
& 2015 Elsevier Ltd. All rights reserved.

1. Introduction
Design of LNG gas-fueled ships currently receives considerable
research and development focus within the maritime industry, as
they provide a robust solution platform for compliance with strict
emission regulation and economic effectiveness (Stanley et al., 2007).
Fuel storage tanks are lled with LNG through bunkering, which is
then vaporized to natural gas when passing through the evaporator
and transported into the engine room space. In this process, pipelines
in engine room space may perforate, crack or break owing to several
factors like material aging, mechanical vibration, or corrosion. As a
result, accidental leakage and dispersion of natural gas may occur,
leading to re and explosion (Salem, 2010).
Modeling leakages and dispersion of natural gas is the most
critical step in assessing these re and explosion risks in engine
room space. Many traditional models and methods used for gas
dispersion in atmosphere are available to simulate the dispersion
of hazardous gas (Rigas et al., 2003; Labovsky and Jelemensky,
2011). These models are simplications of the conservation
equations for mass, momentum and energy, and are only suitable
for gas dispersion in the open air. However, CFD models have been
extensively used for more complex environments within buildings
or manufacturing plant that should consider the impact of bar-
riers, ventilation and the location of detectors. Currently, CFD is
n
Corresponding author. Tel.: 86 15072433854; fax: 86 27 86560042.
E-mail address: tobeloyalty@163.com (X.J. Li).
used and validated for a great number of analyses of dense gas
dispersion in indoor and outdoor environments (Luketa-Hanlin
et al., 2007; Paik et al., 2010; Meroney, 2012; Siddiqui et al., 2012;
Sun et al., 2013). As for buoyant gas, like hydrogen and natural
gas (Prasad et al., 2011), have merely assessed the capability of a
CFD software package to simulate the dispersion of buoyant gases
in a partially conned geometry, aiming at the dispersion behavior
of highly buoyant gases. (Ivings and Santon, 2009) have made
great contributions on area classication of natural gas installa-
tions, then focusing on the effectiveness of the ventilation for
preventing the buildup of natural gas. They have validated a CFD
model using tracer gas, as discussed in Section 2.2 of this paper,
and developed a method for the assessment of ventilation effec-
tiveness by considering the average gas concentration across the
air-outlets. Newton et al. (2014) assessed the use of CFD to model
the ventilation of a working marine vessel. This represents a sig-
nicant undertaking when utilized in the design stage of opti-
mized ventilation systems for engine rooms. However, this
research did not consider the hazardous gas dispersion.
This paper presents research on the modeling of natural gas
dispersion in engine room spaces of LNG gas-fueled ships, con-
siderably more complex indoor environments, with focus on the
impact of large volume, leakage rate, direction and position of
release, presence of complex obstacles (machinery equipment),
temperature gradient and ventilation. Effective arrangement and
location of gas detectors is required in ventilating such enclosed
spaces. The application of a validated commercial CFD code, CFX, is
described in illustrating diffusion law in the engine room space of

http://dx.doi.org/10.1016/j.oceaneng.2015.11.018
0029-8018/& 2015 Elsevier Ltd. All rights reserved.
 X.J. Li et al. / Ocean Engineering 111 (2016) 524532 525

Nomenclature Ps normal operating pressure, kPa

K specic heat capacity ratio
density of mixed gas, kg/m3 MW molecular weight, kg/mol
U velocity vector R universal gas constant, J/(mol K)
t turbulent viscosity, Pa s Ts storage or normal operating temperature, K
a density of air, kg/m3 1 constant of the function of k 
T averaged temperature, K 3 constant of the function of 3
Kt turbulence coefcient of thermal conductivity 3 constant in the equation of k  model
Cp constant-pressure specic heat for mixed gas, J /(kg K) 1 constant of the function of 3
C p constant-pressure specic heat for air, J/(kg K) 2 constant of the function of 3
ci component concentration 3 constant in the equation of k  model
Yi local mass fraction of each species k1 constant of the function of k3
Si rate of creation by addition, kg/(m3 s) k2 constant of the function of k3
Ji diffusion ux of species i, kg/(m2 s) k3 constant in the K and equation of k  model
Di,m mass diffusion coefcient for species i in the mixture 1 constant of the function of 3
DT,i thermal diffusion coefcient 2 constant of the function of 3 and equation
Wn theoretical release rate associated, kg/s 3 constant in the equation of k  model
dn specic release hole diameter, mm heat emission from main engines and generators

LNG gas-fueled ships. A validated CFD model is detailed concern- shear-stress transport (SST) k  model is accurate in simulating
ing the inuence of buoyancy and thermal force, mainly empha- the indoor dispersion of natural gas.
sizing the k  based shear-stress transport (SST) model. Gas The SST model has the characteristic of effectively blending
leakage and dispersion is then simulated under multi-factor cou- robustness in the near-wall region with the free-stream indepen-
pling. A case study on the effective location arrangement of gas dence of the k  model in the far eld. This model gives highly
detectors is presented aiming to demonstrate the mitigation of accurate predictions of the onset and the amount of ow separa-
accidental release consequences. tion under adverse pressure gradients. Eqs. (4) and (5) are the
transport equations for the SST k  model.

   
k

2. CFD model for natural gas dispersion U Uk U t k P k P kb  'k 4
t k3
2.1. CFD modeling approach
   

 1
U U U t 1  F 1 2 k
The NavierStokes equations are applied to this case, as dis-
t 3 2

persion in engine room space is a viscous ow, with transport 3 P k P b  b 3 2 5
k
phenomena of friction and thermal conduction included. In addi-
tion, dispersion is a turbulent ow bringing about uctuating ow where P k is the turbulence production due to viscous forces, using
variables. Reynolds time-averaging procedures are used to smooth Eq. (6).
out these uctuations adding Reynolds-averaged NavierStokes  2

(RANS) equations and turbulence model. Eqs. (1) and (2) are the P k t U U U U T  U U 3t U U k 6
3
continuity and the momentum conservation equations, respec-
tively. When the Boussinesq buoyancy model is being applied, the
buoyancy production Pkb is modeled as

divU 0 1 t
t P kb g U T 7

where is the density of mixed gas, and U is the velocity
vector. The additional buoyancy term in the equation reads:
   
ui
 p u
ui uj   u'i u'j t i P b 3 1C 3 maxP kb ; 0  P kb 8
t xj xi xj xj xj k
 
uj
 where the coefcients of this model, 3 ; 3 ; k3 and 3 are a
 a g 2
xi t xi linear combination of the corresponding coefcients shown as
where t is the turbulent viscosity and a is the density of air. 3 F 1 1 1 F 1 2 9
Additional terms for the Reynolds stress  u0i u0j are included,
where F1 is the blending function. The values of the coefcients
representing the effects of turbulence, which vary highly and their
used are the following (ANSYS, 2009):
spatial and temporal dependence cannot be expressed in simple
algebraic terms. These Reynolds stresses must be modeled for Eq. ' 0:09; 1 5=9; 1 0:075; k1 2; 1 2; 2 0:04;
(2) to be representative. The Boussinesq hypothesis is a common 2 0:0828; k2 2; 2 1=0:856
method to relate the Reynolds stresses to the mean velocity gra-
dients, as Eq. (3) illustrates. Based on the rst law of thermodynamics and Fourier law of
    heat conduction, Eq. (10) represents the energy equation for a uid
u uj 2 u
 ui uj t i  k t k ij 3 element within the ow.
xj xi 3 xk !

   
T
 1 T C pv C pa t ci T
The Boussinesq hypothesis is used in the SpalartAllmaras ui T Kt 10
model, k  and k  models. According to Ivings et al. (2010), the
t xi C p xi xi Cp c xi xi
526 X.J. Li et al. / Ocean Engineering 111 (2016) 524532
where T time is averaged temperature, K t is turbulence coefcient
of thermal conductivity, C p and C pv are constant-pressure specic
heat for mixed gas and air respectively, and ci is component
concentration.
The dispersion of natural gas within the engine room space can
be treated as a non-reacting scalar. To obtain the mass fraction of
the species, the species conservation equation could be established
as



Y i U Y i  UJ i Ri Si 11
t
where Yi is the local mass fraction of each species, including N2, O2
and CH4, Ri is the net rate of production of species i by chemical
reaction, which can be omitted in this context, Si is the rate of
creation by addition from the dispersed phase plus any user-
dened sources, and J i is the diffusion ux of species i arising
owing to gradients of concentration and temperature. By default,
ANSYS CFX makes use of Ficks law to model mass diffusion under
which the diffusion ux can be written as
T
J i  Di;m Y i  DT;i 12
T location of gas leakage, and D1D7location of detectors.
where Di,m is the mass diffusion coefcient for species i in the
mixture, and DT,i is the thermal diffusion coefcient.
2.2. CFD model validation
Ivings et al. (2008, 2010) validated their CFD models against
experimental measurements of natural gas releases in a
ventilation-controlled test chamber using a tracer gas. The tracer
gas is a mix of 1% isobutylene (iso-C4H8), 48% nitrogen and 51%
helium and has the same mean molecular mass and density as
methane. The buoyancy force term is added into the momentum
equations, Eq. (2), as described in Section 2.1. Shear-Stress Trans-
port (SST) is selected as the turbulence model, in which buoyancy
modications Eqs. (7) and (8) are incorporated into both produc-
tion and dissipation terms.
All experiments were conducted in an enclosure with dimen-
sions 4 m  4 m  2.92 m. To be compatible with the CFD modeling
approach, the gas concentrations were measured along the cen-
terline of the jet axis and different positions offset from the leak-
age source. 14 Measurements for three kinds of scenarios were
made typically in the range 110% (v/v). Results show that 90% of
the CFD predictions are in agreement with the measured values,
which is considered adequate for the validation of a CFD model.
3. Application to dispersion in engine room space
3.1. Physical model
According to CCS (2013), three engine room space congura-
tions are recommended for LNG gas-fueled ships, namely, inher-
ently gas safe engine room space, emergency shutdown (ESD)
protected engine room space, and increased gas-safe engine room
space. Gas supply lines in inherently gas safe machinery spaces
shall be completely enclosed by a double pipe or duct. Engine
room space should be divided into several parts in ESD protected
engine room space. Gas supply lines in increased gas safe engine
room space shall be tted with full penetration butt joint and
enhanced ventilation and detecting. It is noted that risk of the rst
two congurations is accepted by the International Maritime
Organization (IMO) (Li and Zhou, 2014). However, risk of the third
alternative. as put forward in 2014, is unclear. Thus, simulations
were done for the third conguration, which is considered to be
high-risk due to adopting alternative safeguards. Fig. 1 illustrates a
Fig. 1. Typical arrangement of increased gas safe machinery space. 1generator, 2
service oil tank, 3air inlet, 4exhaust gas economizer, 5gas valve unit, 6air
outlet, 7seweage treatment plant, 8lubricating oil tank, 9main engine, 10air
bottle, 11compressor, 12oil water separator, 13gas supply piping, L1L3
typical arrangement for the increased gas-safe engine room space
conguration with dimensions of 8.4 m  11.8 m  3.5 m. This
represents the engine room conguration of a bulk carrier ship of
3100 t ship displacement, 80 m total length, 13.6 m molded depth
and 4.7 m molded breadth.
The model is simplied and based on the volume of equipment
and heat release. Main engines and generators are installed, with
400 kW and 50 kW rated power respectively. The ow rate for fans
and compressors are 9000 m2/h and 20 m2/h, respectively. Gas
pipe diameter of 50 mm and gas pressure of 0.2 MPa are assumed
and gas and air temperature is 5c and 35c, respectively. These
parameters are determined based on the pipe mechanical strength
and the stability of the gas. Air inlet capacity is calculated equal to
2.92 kg/s for each of air inlets on the basis of the Rules for Natural
Gas Fueled Ships (CCS, 2013). The engine room space is equipped
with mechanical extraction ventilation having a capacity of at least
30 air changes per hour. As the failure probability of joints is
higher than pipe wall (API, 2008), the butt joints, L1, L2 and L3 of
gas piping in the port of LNG gas fueled ship, are assumed to be
the locations of gas leakage in the transverse, vertical and long-
itudinal directions respectively. These scenarios are considered to
be of high-risk for re and explosion, hence considered typical for
evaluation.
3.2. Boundary conditions
There are four types of boundary conditions, namely, mass ow
for air inlets, pressure for air outlets, thermal conditions for walls
and mass ow for gas release. The following values are used in the
simulations for these boundary conditions:
1. Mass ow rate of each air inlet is calculated to be 2.92 kg/s
based on the volume of the engine room space and the
requirement (CCS, 2013) that at least 30 air changes per hour
should be achieved.
2. Gauge pressure of air outlets is 0 because gauge pressure indi-
cates the difference between true pressure and atmospheric
pressure and the outlets are open to atmosphere.
3. Values of heat ux for generator, compressor and the main
engine (Table 1) are based on their heat emission and supercial
area; walls of other equipment are estimated to be isothermal in
accordance with the temperature of tanks containing
 X.J. Li et al. / Ocean Engineering 111 (2016) 524532 527

various fuels. areas with large gradients, such as air inlets, outlets and gas
The heat emission from the main engines and generator, leakage areas. The Pressure-Implicit with Splitting of Operators
(kW), shall be taken as follows: (PISO) pressurevelocity coupling scheme is applied, which is
based on the higher degree of the approximate relation between
hd
P  13 the corrections for pressure and velocity. Second-Order Upwind
100
Scheme is selected as the spatial discretization for governing
where P is the service standard power of the main diesel engine equations using a multidimensional linear reconstruction
or diesel generator at maximum continuous rating, in kilowatts; approach. As for transient formulation, the so-called temporal
hd is the heat loss from the diesel engine, in kW. discretization, a second order implicit method, is used for
4. Mass ow for gas leakage is calculated as follows. achieving higher accuracy. The residuals convergence criterion is
10  6 for energy and 10  3 for all other equations. The time step is
According to American Petroleum Institute (API, 2008), small set to 10 s for small leakage and 5 s for medium leakage with 20
release (06.35 mm) and medium release (6.3550.8 mm) are the iterations per time step required to reach the limited residuals.
typical release modes for gas pipe (D 50 mm). There are two Prior to leakage and dispersion of natural gas, a steady-state air
regimes for ow of gases or vapors through an orice: sonic for ow eld is calculated. After a converged solution is obtained for
higher internal pressures and subsonic ow for lower pressures. that, the time-dependent simulations are carried out with the
The release rate of LNG gas supply system is computed using Eq. steady-state air ow as for the initial condition.
(13), which is based on discharge of gases and vapors at sonic
velocity through an orice. Thus, 0.008267 kg/s and 0.13228 kg/s
are calculated for mass ow of small and medium release, 4. Results and discussion
respectively.
s
  
0:9 U dn
2
k UMW 2 Three typical scenarios, Scenario L1, L2 and L3, are dened with
K 1
Wn U UP s K 1 14 different positions and directions of Leaks, as Fig. 1 shows. Relea-
1000 4 RUTs k1
ses are assumed to last for 600 s for small leakage and 150 s for
where Wn is the theoretical release rate associated with the medium leakage. All the gures below shows trend of the volume
nth release hole size, kg/s; dn is the specic release hole dia- fraction of methane to discover regularity of gas dispersion in an
meter, mm; Ps is the normal operating pressure, kPa; K is the engine room space.
release uid ideal gas specic heat capacity ratio; MW is the
release uid molecular weight, kg/mol; R is the universal gas 4.1. Steady air ow
constant, 8314 J/(mol K); and Ts is the storage or normal operating
temperature, K. Figs. 3 and 4 show the steady air ow eld and temperature
eld, respectively. These gures illustrate that vortex ows occur
3.3. Solution under the interaction of walls and machinery equipment, which go
against the gas dilution and heat emissions. Intensive ow with
The engine room space is meshed using the Hypermesh Soft- relative high velocity is near the wall, which is benecial for gas
ware, with 1,259,127 elements and 232,534 nodes, as illustrated in dilution as the gas pipelines are positioned there. Furthermore,
Fig. 2. To obtain high grid quality, grid renement is applied in rareed ow with low velocity on the top between inlets and
outlet leads to gas concentration near the wall. Due to heat release
Table 1 from machinery equipment, high temperature gradients are gen-
thermal conditions. erated, which may affect gas buoyancy.
No. Wall name Heat ux (w/m2) Temperature (K)
4.2. Small leakage
1 Generator 960
2 Compressor 2150 Fig. 5 illustrates small leakage for Scenario L3, as dened in
3 Main engine 2500
Section 3.1, at a joint of gas supply piping. As the simulation
4 Others 300
progresses with time, the gas dispersion area grows up slowly due

Fig. 2. Meshing of engine space.

528 X.J. Li et al. / Ocean Engineering 111 (2016) 524532
Fig.3. Steady air ow.
Fig. 4. Temperature gradients.
to a small amount of discharge and diluting by the air ow.
Although gas spreads around with time and total gas increases, the
amount of natural gas in the range of combustible concentration
(0.050.15) gathers in limited space, from red color to light blue
color as Fig. 5 shows. This is caused by the fact that the amount of
leakage is limited and could be easily diluted. Moreover, non-
ammable gas below the 0.05 concentration, could be detected as
it spreads out.
4.3. Medium leakage
Medium leakage for Scenario L1 was simulated within 150 s, as
shown in Fig. 6. Jet is caused immediately by released gases with
high velocity when medium release occurs. As long as the velocity
inside the jet is high compared to that in the ambient air, the
extent and mixing in the jet is only affected by the properties of
the jet itself. As Fig. 6 illustrates, the jet tends to spread sideways
on the basis that velocity difference between the jet and the sur-
rounding air generates ne scale turbulence. Due to the fact that
jet velocity is inversely proportional to the distance to the point of
release, jet velocity reduces and would be taken over by passive
dispersion deected under the action of ambient wind to some
extent in the end. Unlike small leakage, the gas dispersion area
grew up gradually and lled in the whole engine room space at the
end of the simulation. In the initial stage of leakage (o 30 s), gas
cloud was locally concentrated because of the existence of vortex
ows. Then, due to the impact of buoyancy and air ow, gas cloud
rises gradually, gathered near the ceiling and is pumped out
through the air-outlets. Similar to small leakage, the amount of
ammable gas uctuated in some area in the stage of jet.
Fig. 7 describes the medium leakage of Scenario L2 releasing
straight down to the oor. Affected by eddy current, gas cloud
concentrates in the corner of engine room space and near the
ceiling within a short time. Besides, jet is blocked by the oor
bringing about the ammable gas widespread diffusion, which
increases the probability of re and explosion occurring.
Finally, ammable gas cloud rises to the ceiling within 30 s,
because the position of leakage of Scenario L3, as Fig. 8 shows,
locates a little higher than the other two scenarios. Furthermore,
the difference between Scenario L3 and Scenario L1 is that gas
cloud will not concentrate near the source of leak without the
impact of vortex ows near the air-inlets.
5. Locations of detectors
Permanently installed gas detectors tted in engine room space
of LNG gas fueled ships are used to automatically alarm and
initiate safety measures in response to hazardous leaks. The
number of detectors in engine room space must be considered
taking size, layout, fuel density in air and ventilation of the space
into account. Gas detection equipment shall be located where gas
may accumulate. Gas dispersal analysis shall be used to nd the
best arrangement of gas detectors.
From a practical point of view, there are essentially an innite
number of leak scenarios that could result in small leakages,
X.J. Li et al. / Ocean Engineering 111 (2016) 524532 529

Fig. 5. Small leakage for Scenario L3.

Fig.6. Medium leakage of Scenario L1.

530 X.J. Li et al. / Ocean Engineering 111 (2016) 524532

Fig. 7. Medium leakage of Scenario L2.

Fig. 8. Medium leakage of Scenario L3.

 X.J. Li et al. / Ocean Engineering 111 (2016) 524532
Fig. 9. The variation of concentration at selected points for Scenario L1.
Fig. 10. the variation of concentration at selected points for Scenario L2.
which, however, would be hard to detect. Thus, selection of
appropriate leak scenarios is key to a successful CFD-based eva-
luation of gas detection systems. Locations of detectors in this
context are estimated based on medium leakage of 0.13228 kg/s
which is close to the typical leakage rate of 0.1 kg/s dened by
NORSOK Standard (NORSOK, 2008).
As discussed in Section 4.1, gas cloud may accumulate on the
top of the engine room space under the effect of buoyancy of gas
and air ow, in the corners due to vortex ows, and on the bottom
when leaking straight down. Thus, in order to simulate and ana-
lyze natural gas concentration, seven points are selected near the
air outlets (D1, D2), in the center of the ceiling (D3), in the corner
(D4, D6) and on the bottom (D5, D7). According to Rules for Nat-
ural Gas Fueled Ships (CCS, 2013), an audible and visible alarm
should be activated when the gas concentration reaches 0.01 (20%
of the LEL). Moreover, it is assumed that gas cloud should be
detected within 60 s after gas leakage. In other words, gas dis-
persion time should be less than 30 s, after deducting the response
time of alarm equipment (GB 15322-2003). In order to improve
the detection accuracy, any leakage scenario should be under the
coverage of at least two detectors within 30 s.
Fig. 9 shows the variation of concentration of natural gas for
Scenario L1. As leakage occurs in the port side and disperses
transversely, D3 and D5 reaches 0.01 concentrations within 30 s
531
Fig.11. The variation of concentration at selected points for Scenario L3.
with the help of barrier nearby. Gas is punched out through the
outlets under the action of air ow. Therefore, the concentration of
natural gas at D1D3 grows quickly. Due to the fact that D4 is
located in the upwind direction, it may not be the proper position
for gas detection. However, for Scenario L2, as time goes on, the
concentration of D4 rises up immediately as Fig. 10 illustrate.
Scenario L2 is under the coverage of D1, D4 and D5. As for Scenario
L3, the two detectors near the air-outlets, i.e. detectors D1 and D2,
can detect the gas cloud efciently, as shown in Fig. 11. Making a
general survey of the three typical scenarios and considering
economic effectiveness, there is no need to install a gas detector at
D3. Due to the symmetry of the engine room space, two sets of gas
supply line are arranged in the port and starboard of LNG gas
fueled ship, as Fig. 1 shows. All the simulations above are based on
the condition of pipeline failure in the port. Thus, detectors D6 and
D7 are required in case of same gas dispersion scenarios happened
in the starboard. In all, six detectors at least D1, D2, D4, D5, D6 and
D7, are required to identify accidental releases within 30 s and
meet the requirements that two sets of detectors shall detect the
gas leakage.
6. Conclusion
CFD is an effective method to simulate accidental releases of
natural gas occurring within the engine room space of LNG gas-
fueled ships. The shear-stress transport (SST) model with the
generation of turbulence kinetic energy due to buoyancy is used
for natural gas dispersion considering the effect of its buoyancy.
This paper applies CFD techniques to illustrate gas dispersion of
different release scenarios for an engine room space with typical
arrangement under the conditions of large volume, leakage rate,
direction and position of release, complex obstacles, temperature
gradient, gas pressure and ventilation. Results demonstrate that,
for the cases of small leakage, the amount of natural gas in the
range of combustible concentration (0.050.15) gathers in limited
space and could hardly grow up with time. For medium leakages, a
large amount of gas cloud may accumulate on the top and will be
emitted under the effect of buoyancy and air ow. Moreover, gas
cloud concentrates where vortex ows exist. As the gas cloud
expands gradually, the amount of ammable gas (0.05 o v/
vo0.15) is limited, as most of the gas released tends to remain in
the jet ow only if the jet is blocked by walls or equipment. Finally,
simulations of gas dispersion under different typical release sce-
narios indicate that detectors should be located near the air-
532 X.J. Li et al. / Ocean Engineering 111 (2016) 524532
outlets, the corner of the engine room space and under the gas
pipelines in the case of down-straight release, in accordance with
the variation of gas concentration at several points in the engine
room space.
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