SAFETY PROCEDURES Doc No : OPSS 010

Version : 1
Gas Detection Date : 01/Sep/2017

S. Standard Procedures Forms Checklists Guidance/Work Instruction References

No.
10.1 General 1. COSWP Chapter 15.6
2. ISGOTT – Chapter 2.4 (For
Tankers)
3. ISGOTT – Chapter 8.2 (For
Tankers
10.2 Types of Toxic Gases 1. TLVs – further details 1. COSWP Chapter 15.6
2. Hydrocarbons 2. ISGOTT Chapter 2.3 (For
3. Hydrogen sulphide Tankers)
4. Benzene and Other Aromatic
Hydrocarbons
5. Mercaptans
6. Inert Gas
7. Carbon monoxide
10.3 Portable Gas Detection 1. COSWP Chapter 15.6
Instruments 2. ISGOTT – Chapter 2.4 (For
Tankers)
3. ISGOTT – Chapter 8.2 (For
Tankers)
10.4 Fixed Gas Detection 1. COSWP Chapter 15.6
2. ISGOTT Chapter 8.2 (For
Tankers)
10.5 Instrument Calibration, 1. COSWP – Chapter 8.2
Testing and Inspection

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SAFETY PROCEDURES Doc No : OPSS 010
Version : 1
Gas Detection Date : 01/Sep/2017

10.1 General
Detection and measurement of certain gases is important for the safety of personnel in all
types of ships as well as for the safe operation on specific ship types, such as tankers.

The main purposes include the following:

 Checking safe oxygen levels in enclosed spaces.
 Monitoring oxygen content of inert gas.
 Measuring hydrocarbon levels for flammability.
 Checking for hydrocarbon gas prior to entering pump-rooms and enclosed spaces.
 Checking for methane gas concentrations on coal-laden bulk carriers.
 Detection and measurement of other toxic gases.

The ship’s crew must fully understand the purpose and limitations of vapour detection
equipment, whether fixed or portable.

References:
1. COSWP Chapter 15.6
2. ISGOTT – Chapter 2.4 (For Tankers)
3. ISGOTT – Chapter 8.2 (For Tankers)

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SAFETY PROCEDURES Doc No : OPSS 010
Version : 1
Gas Detection Date : 01/Sep/2017

10.2 Types of Toxic Gases

Certain gases can be described as “toxic” which means they are as poisonous to human
life.

The types of toxic gases that are likely to be met at sea depend on the types of ships. For
example, tanker crews may be exposed to hydrocarbons, Hydrogen sulphide (H2S),
aromatic hydrocarbons (e.g. benzene), lead additives, mercaptans, etc from oil and
chemical cargoes. With inert gas, there is a danger from Carbon monoxide as well as from
Oxygen deficiency.

On bulk carriers, methane gas may be emitted from some dry cargoes such as coal.

On Vehicle carrier’s carriage of HCV (Hydrogen cell Vehicles) and CNG (Compressed
Natural gas) vehicles can result in presence of Hydrogen and CNG Vapours.

Leakages of fuel oil from vehicles can result in presence of hydrocarbon vapours. Carbon
monoxide presence due to exhausts during cargo operations can also occur.

On all ships there may be risks posed from gases from the likes of batteries, sewage tanks
etc.

An indication of the toxicity of gases is provided by their Threshold Limit Values (TLVs)
which is the airborne concentration under which it is believed that nearly all workers may be
exposed day after day with no adverse effect.

Click on the following links for further details on toxic gas types (note that additional
information is also included in ship specific operating manuals as applicable);

1. Threshold Limit Values (TLVs)

2. Hydrocarbons
3. Hydrogen sulphide
4. Benzene and Other Aromatic Hydrocarbons
5. Mercaptans
6. Inert Gas
7. Carbon monoxide

References:
1. COSWP Chapter 15.6
2. ISGOTT Chapter 2.3 (For Tankers)

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SAFETY PROCEDURES Doc No : OPSS 010
Version : 1
Gas Detection Date : 01/Sep/2017

10.3 Portable Gas Detection Instruments

 A wide range of instruments, both fixed and portable is available for shipboard use.
Individual units are usually calibrated for specific gases and some have a dual function,
for example, combustible gas and oxygen.
 Some instruments can be carried in a pocket such as a personal O2 meter, used for
entry into enclosed spaces. Such instruments are intended only as a personal monitor
and will give an audible and visual alarm if the oxygen content falls below 21%.
 Personal multi-gas monitors may also be supplied as compact units fitted with an alarm
for personnel protective use during tank entry and pump room entries. They
continuously measure the contents of the atmosphere and automatically provide an
audible and visual alarm when the atmosphere becomes unsafe, thereby giving the
wearer adequate warning of unsafe condition.
 Personal monitors are not designed (and therefore are not to be used) for testing the
atmosphere for oxygen or other gases.
 It is important to understand the limitations of the instruments as well as their function,
methods of use and calibration procedures. Manufacturers' handbooks are to be
consulted for full details.
 The Chief Officer is to provide training in the proper use of the equipment to a level
suited to the work duties of the person being trained. Training can include the reading of
instruction books and the ISGOTT chapters (or Tankers) referenced below. Records of
such training are to be maintained.
 Please refer to ISGOTT chapter 2.4 and ISGOTT chapter 8.2 which outline the
principles, uses and limitations of portable instruments for measuring various types of
gases.
 The Carriage requirements for minimum Gas Detection Instruments are mentioned in
each vessel Type Specific Procedures – Safety Section.

References:
1. COSWP Chapter 15.6
2. ISGOTT - Chapter 2.4 (For Tankers)
3. ISGOTT - Chapter 8.2 (For Tankers)

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SAFETY PROCEDURES Doc No : OPSS 010
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Gas Detection Date : 01/Sep/2017

10.4 Fixed Gas Detection

Fixed gas detection systems are installed on some vessels.
 Fixed gas detection systems are usually fitted as a means of detecting leakage.
 They must not be used for gas testing prior to entry.
 Maintenance and testing is to be carried out as per the manufacturer’s instructions and
recorded.

References:
1. COSWP Chapter 15.6
2. ISGOTT Chapter 8.2 (For Tankers)

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SAFETY PROCEDURES Doc No : OPSS 010
Version : 1
Gas Detection Date : 01/Sep/2017

10.5 Instrument Calibration, Testing and Inspection

 Reference should be made to ISGOTT Chapter 8.2 for details on instrument calibration
and testing as well as to the manufacturers’ instruction books on board.
 Each instrument must be tested prior to every use.
 The use of a self-test facility on the meter does not mean that an instrument is operating
correctly.
 An instrument may self-test satisfactorily, but then fail to register a lack of oxygen or the
presence of gas. The only way to be sure that a machine is operating satisfactorily is to
use the correct span gas.
 Other physical checks will include the hand pump/bellows, extension tubes, all
connections and batteries.
 The material and condition of sample lines can affect the accuracy of gas
measurements. Sample tubing which is cracked or blocked or which has become
contaminated with oil or other substances may seriously affect instrument readings and
therefore must be carefully checked before use.
 When a new meter is supplied, it should come complete with a calibration certificate
which is to be retained on board.
 Gas detection equipment is to be landed ashore to an approved testing facility for
calibration during the vessel’s dry-dock stay (every 5 years).
 Equipment is also to be landed when the accuracy of the equipment is found to be
outside the manufacturers stated accuracy and when outside the on-board calibration.
 The calibration gas used should be marked on the instrument and the shore calibration
certificate is to be retained on board.
 Accuracy check is commonly known as calibration check on board and is done with or
without calibration gas depending on the equipment.
 Maintenance records for all gas detection equipment on board are to be maintained by
the Chief Officer.
 On-board calibration records and shore records are to be maintained together for each
meter and are to be updated on each occasion that the instrument is tested or checked.
Tests carried out for instruments prior to enclosed space entry are to be recorded
however, the tests need not be recorded for the routine checking of gas in ballast and
cargo tanks.

Note: Vessels are enrolled in the Bruusgaard support programme and all gas instruments
calibration is done on board. Annual shore calibration is not required.

Equipment is to be landed to Bruusgaard when the accuracy of the equipment is outside

the manufacturers stated accuracy.

References:
1. COSWP - Chapter 8.2

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