Professional Documents
Culture Documents
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1.
General
The vent riser is provided with the accessory equipment mentioned below so that dangerous vapors
generated from cargo oil can be released safely to the atmosphere based on the prescribed
arrangement/height.
1) Drain valve
2) Maintenance hole
3) Flame screen (made of wire gauze)
4) Breather valve
1.2
A drain valve and maintenance hole are provided at the lower part of the vent riser. Open the drain
valve and drain out the contents every voyage. Sometimes, oil is mixed in the drain, therefore, the drain
should be collected in buckets. Sometimes, rust may also accumulate at the bottom of the vent riser.
Once every two to three voyages, the maintenance hole should be opened up, inspected and cleaned its
inside.
1.3
The vent riser has a portable carbon dioxide fire extinguisher for fighting fires. A connection for carbon
dioxide fire extinguishing hose is provided at the lower part of the vent riser. This connection should be
inspected and maintained.
1.4
A flame screen is fitted on the upper part of the vent riser for preventing entry of flame from the
outside and as a measure against a bolt of lightning.
If the flame screen becomes clogged with rust or soot, the tank pressure may not be released properly
during loading operation and hinder the cargo handling operation. Thus, the condition of the flame
screen should be checked and its maintenance should be carried out during each voyage. If rust or soot
is found to have accumulated on the flame screen, it can also be concluded that soot or rust has been
generated in the IGS, the IGS line or inside the tank.
6) Before cleaning the flame screen, the presence of foreign matter such as soot or rust should be
checked.
1.4.3 Installed location
The main installed locations of the flame screens in hazardous areas on the deck are as listed below.
1) Vent riser
2) Independent vent
(Flame screens are not installed in high velocity exhaust vents since these vents satisfy the rule
requirement for preventing entry of flames.)
3) Air vents in ballast tanks and fuel tanks
4) Exhaust fan in pump room
5) Ullage hole
6) P/V breaker
* Difference between flame arrestor and flame screen
The differences between a flame arrestor and a flame screen, as well as the equipment used on board
the ship should be thoroughly understood. A flame screen is generally provided in vents of most crude
oil tankers. The differences between a flame arrestor and a flame screen are as given below.
1) Flame arrestor
A flame arrestor is a permeable matrix made of heat resistant material such as metal or ceramics that
never heated up until ignition temperature of the combustible gas on the other side of the arrestor.
2) Flame screen
A flame screen is a removable or fixed device made of one or more corrosion-resistant wire gauze
screens with very fine mesh that prevents sparks entering from tank openings or vent openings, or
protects the passage of flames in short-time through these openings.
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2.
General
The breather valve is a safety valve installed to protect damage to cargo tank from excessive positive or
negative pressure in the tank that arises due to external conditions such as air temperature or seawater
temperature during a voyage. Thus, the breather valve is constructed such that it cannot cope with the
discharged gas capacity during loading. Also, the breather valve has a manually operated lever that can
be set only at two positions: "Open" and "Auto." Its construction is regulated by classification society
rules and it cannot be closed positively.
In some tankers, independent vents are not provided with breather valves but are provided with high
velocity exhaust vents (that discharge vapors at a velocity of 30 m/sec or more and disperse them to the
atmosphere). If these vents have a capacity less than the permissible venting capacity (1.25 times the
loading rate), then they can be used during the cargo handling operation. This system is called the
independent venting system and is used generally in products/chemical tankers where contamination by
vapors is not permitted.
2.2
Installed location
2.3
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One round of opening up and maintenance operations of the breather valve every six months is
recommended. (at least within a year). A double hull ship generally has 17 tanks, which means
maintenance of 4 to 5 tanks should be planned per voyage. Spare parts should be efficiently utilized
and should be sequentially replaced during the maintenance (about 30 minutes are required for
replacement).
The removed breather valve should be opened up, the soot and rust removed and the valve seat should
be inspected for scratches and other damage by penetration checks. If scratches are detected, then the
contact surfaces should be faced. The condition of the flame screen should also be inspected
simultaneously. If the screen is clogged or corroded, it should be replaced. Gaskets should be renewed
whenever possible.
The internal parts of the breather valve are extremely susceptible to corrosion. The inner surface of the
valve should be coated with tar epoxy paint and measures to prevent corrosion should be adopted.
Details of the spare parts and the replacement procedure are given below.
1) Check the tank pressure. Adjust the tank pressure beforehand so that the gas required for adjusting
the tank pressure is not released during the work.
2) Fully open the IG branch valves of tanks other than tanks in which the independent vents are to be
replaced.
3) Open the vent riser valve gradually until it is fully open and release the tank pressure.
The vent riser valve should be kept fully open until the replacement work is completed.
4) When the tank pressure has been relieved, remove the breather valve.
5) Fit the spare part and fully close the vent riser valve.
6) Gradually open the IG branch valve of each tank, then pressurize the tank which is replaced the
breather valve.
7) Confirm that there is no leak in the independent vent that has just been replaced. Leaks can be
identified easily by using soap solution during the leak test.
2.3.5 Maintenance period
Generally, when the ship sails out from discharging port in the Far East/Persian Gulf or Red Sea trade,
the tank pressure tends to rise. Maintenance can be carried out at this stage. During the homeward
voyage, replacement is scheduled on the day for topping up.
2.4
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3.
The P/V breaker is a safety device installed in addition to the breather valve for preventing damage to
the cargo tank. The pressure settings of the P/V breaker are slightly higher than that of the breather
valve. They are 18 kPa /-7 kPa (about 1,800 mmAq/-799 mmAq).
The breaker activates when the negative or positive pressure in the tank becomes excessively high
because of defective activation of the breather valve or clogging of the flame screen.
To ensure that the safety device activate correctly, the level of fresh water sealed in the P/V breaker or
the level of the mixture of antifreeze solution and fresh water should be checked and adjusted to the
required level. The sight glass should be cleaned and the scale should be marked distinctly during the
maintenance so that accurate pressure (water level) readings can be taken.
3.2
4) Read the water level from the reference point (zero point) corresponding to the specific gravity of
the liquid sealed in the P/V breaker and adjust the level. Generally, water is replenished for
adjusting the level (fresh water or a mixture of fresh water and antifreeze solution).
5) After adjusting the water level, fully close the vent riser valve.
6) Gradually open the IG branch valve of each tank until it is fully open.
7) Read the water level and tally the reading with the readings indicated by the tank pressure indicator
in the CCR and bridge.
3.2.2 Confirming the results of the inspection
If the results of the inspection show that the water level is not correct for the reference point
corresponding to the specific gravity of the liquid, then further adjustments are necessary. In summer,
the seal water vaporizes rapidly and in one voyage the change in the water level may be as much as 1
kPa (about 100 mmAq). Thus, extreme care is required in summer.
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3.3
3) Display the reference point (mixing ratio) used at an easily visible location on the P/V breaker.
3.4
Maintenance
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4.
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4.2
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Standard speedsec
Allowable rangesec
MM
Inch
80
100
150
200
250
300
350
400
450
3
4
6
8
10
12
14
16
18
10
10
10
12
15
18
21
24
27
8 12
8 12
8 12
10 16
13 20
16 24
18 28
22 32
24 36
500
550
600
650
700
750
800
20
22
24
26
28
30
32
30
33
36
39
42
45
48
27 40
30 44
33 48
35 52
38 56
41 60
43 64
Remarks
1)Above is shown standard speed of ordinary butterfly valve operation but it is excepted that if it is specified
in design drawing of the valve.
2)For ballast pump delivery valve, do not set speed less than 20 second If the diameter Is less than 300mm.
3)Do not set speed of delivery valve for tank cleaning main line less than 60 second.
4)Do not set speed of manifold gate valve less than 60 second.
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4.3
If the valve seat ring is damaged and leakage occurs, safety measures such as gas freeing should be
adopted and the seat ring should be replaced according to the procedure given below. Before starting
the replacement work, always confirm that a spare seat ring is available.
Also, study the piping arrangement thoroughly, and start the work only after setting the pressure of the
tank connected to the piping to zero.
1) Completely seal the remote controlled valve and display a warning so that it is not operated by
mistake during the replacement work. Confirm that the valve is closed.
2) Close the hydraulic main valve and relieve pressure in the hydraulic piping. (If necessary, close the
needle valve also.)
3) Remove the hydraulic piping connected to the actuator. Cover the removed hydraulic piping so that
no dust or other foreign matter enters it.
4) Remove the valve unit using hoisting equipment such as wire and chain blocks. However, if an
appropriate eye plate for hoisting the valve is not available in the vicinity, be sure to assemble a
adequate scaffolding (or a tripod) and then remove the valve.
5) If the flange fitted to the valve unit cannot be removed, fit an eye bolt to the pipe flange on one side,
pull the valve in the opposite direction using a chain block or other means to create a clearance
between the flanges, and then try to remove the valve. (If a hydraulic jack is available, then it can
be used.)
6) Remove the seat ring bolts and then remove the seat ring. (After removing the seat ring bolts, strike
the rear side with the hammer shank lightly ensuring that no scratches are caused. This action will
displace the seat ring so that it can be easily removed.)
7) Clean the contact surface of the seat ring. (Clean using petrol.)
8) Fit the new seat ring and check its seating condition.
9) Hoist it again, place between the flanges and re-seat it.
10) Tighten the bolts and secure the flange to the valve unit.
11) Tighten the bolts at diagonal locations temporarily first and then fully tighten them.
12) Fit the hydraulic piping, bleed out the air in the piping and then carry out the functional test of the
valve.
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4.4
4.4.1 Inspection
If the air in the hydraulic piping has not been bled out adequately, abnormal noise generally occurs
during operation of solenoid valve. The phenomena mentioned below may occur in the flowmeter type
valve position indicator and the valve position transmitter. In these cases, air bleeding work is
necessary.
1) The pointer instantaneously swings out when the valve is operated.
2) The pointer does not swing smoothly when the valve is operating
3) Regardless of whether the valve is fully open or fully closed, the lamp in the valve position
indicator on the CCR console does not stop flickering.
4.4.2 Air bleed procedure
Connect the hydraulic hand pump to the self-sealing coupling in the hydraulic unit (solenoid valve,
etc.) from which air is to be bled. On the other hand, air purge and pressure release valve unit is to be
connected to the self-sealing coupling (plug type) of the actuator on the valve side. Connect a plastic
hose to the plug of the air bleed valve and keep an oil receiving can or drum ready.
Open the air bleed valve on the return side of the hydraulic actuator while repeatedly opening/closing
the valve using the hydraulic air pump and bleed out the air in the hydraulic piping.
If air is included in the hydraulic piping, milky white operating oil can be observed coming out of the
air bleed valve. Open and close the valve repeatedly until air is bled out completely and transparent
operating oil comes out of the air bleed valve.
* Air purge and pressure release valve unit
As shown in Fig. N-4-9, the air purge and pressure draw valve unit consists of an air purge valve
assembled on the threaded part of the socket-type self-sealing coupling, and is stored in the spares box.
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4.5
4.6
Inspection of accumulator
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4.7
4.7.1 Construction
The hydraulic hand pump consists of the main unit and two rubber hoses. The main unit has a
hand-operated piston pump on top of a small oil tank, a relief valve, pressure gauge and two
self-sealing couplings.
4.7.2 Functional check
Since this pump will always be used in an emergency, the items mentioned below should be checked
before each voyage and before entering the port and the pump operation should be confirmed.
1) Confirm that the operating oil in the reservoir is filled to the reference oil level. If not, replenish
operating oil.
2) Operate the hand pump, and confirm that the oil pressure rises and the relief valve activates at 90
kg/cm2.
3) The pressure setting of the relief valve can be set arbitrarily to some extent. If the opening/closing
of the valve is difficult at 90 kg/cm2, you may turn the adjustment handle of the relief valve in the
clockwise direction, raise the relief pressure setting and set a higher pressure. However, note that
the hand pump is designed to withstand a pressure of 105 kg/cm2.
4) The hand pump on the upper deck is generally provided with a trolley for transporting the pump.
The rotating parts of the trolley should be oiled so that they do not become rusty.
(Refer to "3.7 Failure of hydraulic valve and hydraulic system" on P3-31 of the "Discharging
Section.")
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5.
Detectors provided on tankers are generally of two kinds: portable gas detectors and fixed gas
detectors.
1) Portable gas detectors
a) Catalytic combustion type combustible gas detector
b) Thermionic detector type combustible gas detector
c) Optical interferometric type combustible gas detector
d) H2S gas detector
e) Chemical type gas detector (Kitagawa type detector, Drager type detector, etc.)
f) Oxygen concentration detector
g) Infrared (non-dispersive type) detector
h) Personal gas watch & oxygen monitor
2) Fixed gas detectors
Fixed type combustible gas detecting equipment (catalytic combustion type, infrared type)
5.2
5.3
Gases measured
In crude oil tankers, there are no spaces that are replaced by special gases generally. Thus the gases to
be measured are mainly hydrocarbon gases, hydrogen sulfide, carbon monoxide and oxygen.
5.4
6) The orange-colored tube is used in the measurements in terms of the volume scale.
5.4.2 Measurement procedure in the non-inert condition
The main objective is inspection before gas freeing work and entry into ballast tank and enclosed
spaces. This is to ensure safety of life.
1) Measure the oxygen concentration in the tank.
2) The results of the measurement should indicate an oxygen concentration in the tank of 21% by
volume.
3) The concentration of hydrocarbon gases in the tank can be measured in terms of %LEL.
4) Catalytic combustion type combustible gas detector can be used as the gas detector.
5) Measure the low concentration toxic gases. This includes mainly H2S and carbon monoxide.
6) Measure the H2S concentration using the H2S gas detector.
When entering the cargo tank and the pump room, carry the watch type portable H2S and oxygen
concentration detector. (Watch Type gas monitor: GAS WATCH HX-GW (H2S/O2) RIKEN KEIKI
CO.,LTD.)
7) In tankers where inert gases are used to maintain inactive condition in tank to prevent
explosion/combustion , precautions against carbon monoxide are necessary.
8) For measurement of carbon monoxide, a chemical type gas detector may be used.
Detectors generally used are Kitagawa-type detectors and Drager-type detectors.
Chemical type gas detectors use chemical detector tubes specific to the gas to be detected. It should be noted
that detector tubes have an effective lifetime.
9) The main objective of measurement in the non-inert condition is inspection before gas freeing work
and entry into ballast tank and enclosed spaces. This is to ensure safety of life.
10) The green-colored tube is used in measurements in terms of the LEL scale.
* Gases and spaces in which fixed type gas detectors are used
The fixed type gas detector can be used for 24-hour monitoring of gases.
a) Measurement of concentration of hydrocarbon gases in the pump room
b) Measurement of concentration of hydrocarbon gases in the ballast tank
c) Measurement of concentration of hydrocarbon gases in the accommodation spaces
d) Measurement of oxygen concentration in the pump room and ballast tank
5.5
Efforts should be made to inspect and maintain items relevant to gas detectors after referring to the
detailed instruction manuals of the manufacturer, and to obtain accurate measurement values.
5.5.1 Hydrocarbon gases (Riken portable HC meter "NP-237H)
1) Before using the device, confirm that there is not damage to the measuring unit, particularly no
cracks on the meter window and that the pointer of the meter indicates zero.
2) Check points of filter tube with flow monitor
a) Are there any cracks have an influence to gas suction?
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6.
Implementation period
The functional test should be carried out (1 to 3 days before) before entering the loading/discharging
port. Generally, this test is performed simultaneously with the line pressure test or the operational test
of the valve.
6.2
Bilge sensors of two kinds are mainly used: float-type and electrode-type sensors (there may be ships
that use pressure-detecting sensors also).
The procedure for implementing the alarm test may differ slightly depending on the kind of sensor used.
Here, the procedure for float-type and electrode-type sensor is described.
6.2.1 Float-type bilge sensor
Generally two float-type bilge sensors are installed in the pump room. The alarm test can be carried out
without using any testing equipment. The float merely has to be lifted to perform the test.
Personnel should be stationed in the pump room and the CCR during the test.
6.2.2 Electrode-type bilge sensor
Generally one electrode-type bilge sensor is installed in the pump room. The test is performed by
bringing the sensor in contact with water filled in a bucket. Compared to the float-type sensor, the test
requires some additional work. Personnel should be stationed in the pump room and the CCR during
the test.
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7.
Implementation period
The functional test of high-high level alarm installed in the cargo tank should be performed before the
ship enters the loading port. The results of the test should be recorded.
7.2
7.3
Setting values
The high high level alarm is also called the overflow alarm. It consists of a magnetic float-type alarm
sensor installed at an independent position separate from the high level alarm attached to the tank level
gauge.
The alarm setting values are as given below.
1) High high level alarm: 98% of the total capacity of tank
2) High level alarm attached to tank level gauge: 95% of the total capacity of tank
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Fig. N-4-10 Procedure for implementing the functional test of high high level alarm
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8.
Implementation period
The leak test should be performed before the ship reaches the loading/discharging port. It is
recommended that the test using air pressure be carried out in sea areas with calm water conditions
either at anchorage or when the ship is drifting.
8.2
Test procedure
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