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721 MJ-02 - IGS Operation Manual
721 MJ-02 - IGS Operation Manual
6-8 1-5 Inert Gas System Control Table and Check List
PAGE 01
Safety Precautions
• Definition of Precautionary Information
The following notations are used in this manual to provide precautions required to ensure safe usage
of the product.
The safety precautions are extremely important to safety.
Always read and heed the information provided in all safety precautions.
• Symbols
Symbol Meaning
DANGE This means that it gives the serious harm to the human life, body
R or material directly such as touching high voltage.
WARNING
This means that it gives the serious harm to the human body
or material if do not perform the operation according to the
Caution instruction manual.
CAUTION
This means that it gives the slight harm to the human body
or material if do not perform the operation according to the
instruction manual.
NOTE: This means the advice in the operation.
Instruction Manual
• Prior to handling this instrument, be sure to read this manual.
•After reading this manual, keep it carefully by the instrument.
• It is prohibited to copy or reproduce this manual without our permission.
Revisions
•This instruction manual is subject to change without prior notice.
KASHIWA
Chapter 1 General
Hitherto, tanker explosion defensive measures are based on eliminating the source of
ignition.
However, as proved by recent successive explosion accidents, it can be said to
be almost impossible.
Many of explosion accidents occurred during tank cleaning and may be something is
wrong in the tank cleaning methods but no clear conclusions have been reached as to
the actual cause. Under such condition, inert gas systems, in which inert gas contain-ing
low oxygen content is blown into cargo tanks to make the atmosphere in the tanks inert
so that explosion may not occur even if any ignition source is generated, began to attract
public attention and the ships equipped with the system are increasing.
The straight line AB is called "critical dilution line" and when oxygen and hydrocarbon
concentrations stay under this line, it is understandable that the area is absolutely
outside of " Flammable zone".
KASHIWA
PAGE 1/48
The oxygen concentration in the inert gas is specified by IMO and Classification
Soci-
-eties commonly not to exceed 5% by volume and the atmosphere in the cargo oil tan-
ks are under condition above mentioned "too little oxygen zone" and outside of
"Flammable zone".
However, problem is, at the time of gas free.
For instance, when the atmosphere in the cargo oil tanks before gas free is assumed to
be above the critical dilution line (point F), and if gas free is started at this point, dotted
line F-B will pass through the flammable zone and there is explosion if any igni-tion
source exists.
In such a case, operate the inert gas system, and make the atmosphere in the cargo oil
tank below the critical dilution line, and then gas free can be carried out safety. As
mentioned above, inert gas system is installed on ships to ensure safe loading,
unloading, gas free and navigation.
KASHIWA
PAGE 2/48
16 ■■ロロロロロロロ■■00 ロロ
ロロロ 00 ロロ NON F 筧真込 L REGION NON FLAMMABI.E REGION
14 (TOOLITH.E 住) (用 RICH)
(
0
)
V9 の っ 4 ■■ロロロロロロロ当当
00 ロロロロローロロ
N09
V00 PURGINGINERrGAS ー当ロロロ■■ロロロミ、ロ ■■ロ和ロロ、i•\•1TH (UNSAF、E) AIR・00 ロロょ
ミ、ロロ 8
k エ 00 ロロロロロま■■00 ロ-
ミミミミ 0 ト N 6 ■0 ロロロロ
ロロ-面 F I. A、M A
田0 0 R 山
d 4
()A・. GA R G 1 0 N
FREEING LIMITþ (C
DILUTION WITH AIR
2
(SAFE)
D
NON-FLAMIÃBLE (TOO LEAN)
0 2 4 6 8 14 18 但)
PAG E 3/48
1 -2 Outline of inert gas system
"Piping Diagram" gives the construction of system
Further exhaust gas enters the packed tower, and goes up through packed tower.
On the other hand, spray nozzle are provided at the upper part of packed tower,
and when the seawater, sprayed from the nozzle, flows down the surface of pac-
king (HILEX 200), it contact with up-coming gas, and S02 contained in the gas is
absorbed in the seawater, and at the same time, the temperature of gas is cooled to
sea water temperature + within 50C.
Further, the gas passes through the demister element at the top of the scrubber,
and most of the water droplets carried in the gas is removed. After the pressure of
gas is boosted by the inert gas fan at scrubber outlet, the gas passes through the
deck water seal, and to each cargo tank.
PAGE 4/48
CONTROL AIR SUPPLY C.R. PUMP ROOM ENTRANCE (Engirt*i w/H IS
(DRY & OIL FREE) MONITOR INSTRUMENTS BOARD
O. 5 M0. 9MPa PANEL
15A
0.5MPa — -5CQC. TO CARGO CONSOLE s
02 ANALYZER
co.c. c.o.c.
154 SOS 31
KASHIWA SUPPLY
PURGING STEAM I SCRUBBER
(o.-6MPa)
I OOA
I OOA
0-500•c
pv—4
50A
3 DECK
0-100' C OXYGEN W. SEAL
(ABOVE —5CŒC.
c.o.c.
SCRUBBER OPEN NALYZER
BASE) DECK
NO.I IG FAN 25A
S HEAŸG -O
STEAM
0.59MPa• . ('MLD
5th
400A
WASHING HOSE AS CLOSE AS TO CARGO TANK
EXTERNAL SUPPLY
CONNECTION c.o.c.
(JIS 5K-250A)
ABOVE H.L.W.L
NO.2 IG FAN
NOTE
INERT GAS
WATER SUPPLY,DRAIN
LG. SCRUBBER
COOL W. PUMP STEAM
GAS SAMPL.,VENT
ELECTRIC CABLE
COMPRESSED AIR
* 1
L.L.W.C L.L.W.L DAIE REMARK APPROVAL DRAWER
PAGE
p. 30
ENGINEERING
5/47
PAGE
p. 31
VACUUM
5A/47 (MAKER)
TYPICAL SECTION
POLY-ETHYLENE
-EI.EXIBI-E-IH-CE
ENG.RM
UPPER DECK
AIR PIPE
Inside:
LINING
After removing air pipe head, I.G. supply piece shall be fitted.
1 OK-80 (SC)
PAGE
p. 32
5B/47
0.0503x7x3600x1.25=1584m3/h cop INSIDE SEC.AREA(RES. TANK) : 0.0286m2(200A)
0.0286x7x3600x1.25-900m3/h
I OM
5C/47
Il
PAGE
PAGE 6/48
PAGE 7/48
PAGE 8/48
KASHIWA CO.,LTD.
Chapter 2. Details, Handling and Maintenance of Equipment
2- 1 Scrubber
(1) Principle
The scrubber is, as shown on Fig.2, is a combination of a venturi and packed tower,
and is a specially excellent dust collecting equipment of wet type, collecting a great
amount of particles, and widely adopted in chemical industries steel manufactures and
electric plants, and contributing greatly to the prevention of air pollution. Inert gas is
produced in the scrubber in the following process.
The diameter of the particles in the exhaust gas passing through the venturi, amo-unt
of feed water, the diameter of water droplets, gas flow velocity at throat section, dust
collecting efficiency, etc., are correlated with each other which is made clear
theoretically.
Cooling mechanism of the venturi is such that a part of seawater atomized at the
throat section is evaporated by high temperature gas which takes off the latent heat
which results in lowering of gas temperature. It has been proved that the cooling
effect also is correlated with inert gas temperature, amount of feed water, gas flow
velocity at the throat section, cooling water temperature etc.
Packed tower (Desulfurization, Secondary cooling, collection of seawater mist)
Mechanism of the packed tower is simple, and it has high efficiency for absorption of
sulfur dioxide, and its data have been quite substantial, and the packed tower is wid-
ely in use for various absorption.
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KASHIWA CO.,LTD.
The gas led from the venturi goes up in the packed tower. On the other hand, spray
nozzles are provided at the upper part of the packed tower, and when the seawater
sprayed from the nozzles flows down the surface of packing (HILEX 200), it contacts
with up-coming gas, and S02 contained in the gas is absorbed in the seawater and
drained through the drain port.
Mechanism of cooling effect is such that transfer is taken place in the layer of the
packing by alternating flow contact of gas and liquid which results in lowering of gas
temperature, and the temperature of gas at the scrubber outlet is almost cooling wa-ter
temperature plus within 50C
Demister element is provided on the top of packed tower to remove finally the sea-
water mist contained in the gas.
Water seal
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KASHIWA CO.,LTD.
GAS OUTLET
Fig.2 Venturi
Venturi duct O
PAGE 11/48
KASHIWA CO.,LTD.
Ø Gas outlet High Level switch of sea water
Tower spray nozzle Low Level switch of sea water (OPTION)
Drain outlet
Tower spray header
2 -2 Deck water seal
(1) Principle
As piping in inert gas system are connected to up-take line and cargo tanks, hydrocarbon
gas from cargo tanks should be prevented definitely leaking back into sa-fety area during
system is not in used.
Deck water seal is the most important device for above purpose.
Detail of deck water seal is as shown in Fig.3 and consisted of parts as below.
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KASHIWA CO.,LTD.
Fig.3
Body Ø Seal water inlet
PAGE 13/48
KASHIWA CO.,LTD.
While the system is stopped, gas inlet pipe is always sealed with seal water. When the
system is operated, the gas sent from the inert gas fan flows in through gas inlet seal
pipe and goes upward pushing away the seal water in the guide pipe.
Water carried by the up-going gas collides with baffle plate and together with the
water in the outside of the guide pipe, discharges out as a drain.
The gas is then passed through the demister pad and its containing water parti-cles are
remove.
@When the freezing possibility of seal water is considered, open the valves and
9 to maintain proper temperature.
(3 Check and Repairing works should be done with no vapor and / or no Cargo
Oil Condition.
GAS INLET
PAGE 14/48
KASHIWA CO.,LTD.
GAS OUTLET
GAS FLOW
WATER FLOW
Fig.4
PAGE 15/48
KASHIWA CO.,LTD.
Seal Water
PRESSURE
PAGE
KASHIWA CO.,LTD.
13A/48
2 -3 P/ V Breaker (Pressure / Vacuum Breaker)
(1) Purpose
The PN breaker is fitted to the inert gas main line on the deck to protect cargo
tanks from the followings.
O Abnormal rise or drop of pressure in cargo tank(s) when the breather valve
does not operate properly for the fluctuation of the pressure in cargo
tank(s) due to variation in atmospheric and sea water temperatures.
(2) Construction
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KASHIWA CO.,LTD.
7 Fig.
(3) Operation
PAGE 15/48
KASHIWA CO.,LTD.
Fig.8
Fig.9
(4) Maintenance
O Check the level of seal liquid periodically, and in case of the following
condition, replenish or reduce the liquid.
* "0" points of inner pipe level and outer pipe level do not coincide when the
pressure in the tank is atmospheric pressure.
* Liquid level reading of the inner pipe and outer pipe do not coincide when
the tank pressure is either positive or negative.
(e.g. when the inner pipe level is +4 and the outer pipe level is different)
When replenishing the seal liquid, pay attention to the specific gravity of
the liquid.
(The specified gravity is indicated on the caution plate.)
Using other liquids with different gravity causes incorrect set pressure.
PAGE 16/48
KASHIWA CO.,LTD.
Clean the flame screen in the cover at the top during drydock.
O There is a scale plate on the level glass but pressure can not be read,
which is for checking the seal liquid level.
Monitoring of IG pressure .
NOTE: Though accurate pressure can not be read, but when reading of the
scale is plus value, it can be known that IG pressure is positive. Please
see the gauge at pump room entrance or recorder on Main control
panel for further accurate pressure.
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KASHIWA CO.,LTD.
O Wiring
Check that wiring is arranged correctly according to the wiring diagram.
Caution Do not ground the negative ( - ) side of the oxygen analyzer output (4-20mA
DC).
@ Piping
Check that coupling at the sampling points and piping at the panel inlet are
correctly arranged.
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KASHIWA CO.,LTD.
PAGE
KASHIWA CO.,LTD.
18A/48
(3) Preparation
Turn on the MCB (POWER SW.) inside the oxygen analyzer unit.
@After the MCB is turned on, the POWER lamp of the receiver of the oxygen
analyzer lights up and the time is counted down. After 3 minutes, the
analyzer becomes ready for measurement.
9 Select the desired measurement range. Use the key on the receiver of the
oxygen analyzer to select the range. For details, refer to (1 )and(2) in 4-4 of
the "operation manual for RE-210-A oxygen analyzer (for processing)".
(4) Measurement
O Gradually open the IGS INLET V. (or IGG INLET V.to measure IGG,with a
twopoint switching system).
@ Check the gas flow at the flow meter.(Use the flow adjusting valve (NV) to adjust
the flow from 1 to 2 L/min.)
O After checking the gas flow, open the GAS CHANGE V.(l) and close GAS
CHANGE
NOTE: The measurement gas should flow through the flow meter only at the time of
measurement; it should usually be bypassed in order not to flow through the
flow meter.
If the measurement gas keeps flowing through the flow meter for a long time,
drain will be stuck inside the flow meter to disable flow measurement.
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KASHIWA CO.,LTD.
O Check that the AIR V., ZERO GAS V.,and GAS CHANGE v.(l are closed.
open GAS CHANGE V. (3).
O Open the AIR V. to supply air to the sensor.(Adjust the flow from 1 to 2 L/min.)
@After indication has stabilized, operate keys on the receiver of the oxygen
analyzer to calibrate. For details, refer to (1) and (3) in 4-4 of the "operation
manual for RE-210-A oxygen analyzer (for processing)".
9 After finishing calibration, close the AIR V.and GAS CHANGE V.(3) and open
GAS CHANGE v.(l).
(6) Stopping
O Close the IGS or IGG INLET V.
off the MCB (Power SW.).
NOTE: (1 )Leave the MCB(POWER SW.) turned off unless during measurement or
calibration.
(2)After finishing measurement, remove drain from the sample filter and drain
pot. Loosen the bottom knob to remove it.
ELEC RIC
Power
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KASHIWA CO.,LTD.
OUTPUT ALM
DC
Not Supply
PAGE 21/48
KASHIWA CO.,LTD.
( Load Resistance
vsC
Oxygen Analyzer 1
OUTI
ALMI Metal
Connector1
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KASHIWA CO.,LTD.
FLOW DIAGRAM
Not Supply
PAGE 23/48
KASHIWA CO.,LTD.
Louver
Ac I Window
Receiver
Receiver2
(Standb
22
Sensor Change
Cos utle
Sensor Change JIS5K25A FF
Cas Change
S ndard C
Flow Meter
Flow Control
Valve
To Portable 02
Meter
Drain Pot 2
(Front View) (Right Side View)
PAGE 24/48
KASHIWA CO.,LTD.
Louver
NP_I Sensor 1
p_22 Sensor2
Acr I Window Standby)
Receiver2
(Standb
Terminol
Sensor Change
JIS5K25A FF
Gas Change
Flow Meter
Span Air In et
Fiow Control Valve
To Portable 02
Meter
Drain Pot 2
(Front View) (Right Side View)
PAGE 25/48
KASHIWA CO.,LTD.
PAGE 26/48
KASHIWA CO.,LTD.
Cleaning procedure
(1) After fans stop operation, cleaning should be carried out with fresh water while the
internal impeller rolls under its own inertia.
(2) After connecting the washing hose (1), open the valve (2) and hose valve(3). (See
Fig. 13)
(3) Cleaning should be carried out for 10 to 15 minutes until the impeller completely
stops.
(4) After completion of washing, close valves (2) and (3), and open inspection hole
(4), and make sure that water particles, and foreign materials are not adhering on
the casing and impeller.
(5) Remove the drain plug (6) located at the lower part of the stuffing box, and
discharge out the drain in the stuffing box. (See Fig. 14)
(6) Close the inspection hole (4) & drain plug(6) to restore.
WARNING
Be sure not to carry out cleaning while the fan is in operation, because if it is
carried out, it can result in serious damage, such as breakdown of the impeller
and casing.
PAGE 27/48
X09 IAAft1S
PAGE 26/48
KASHIWA CO.,LTD.
Chapter 3. Preparation and Operation of the System
1. Make sure that all overboard discharge valves of the drain line are fully opened.
2. START the "ICS SCRUBBER S.W. PUMP" and confirm "RUN" indication lamp.
3 Control the scrubber valves while watching the cool. S.W. Pressure gauge to have
prescribed pressure.
6 Make sure the supply of sea water to the deck water seal and its proper sealing.
8. Open the inert gas deck main valve and branch valve (s) of the cargo oil tank
intended to be inerted.
11. Make sure the supply air pressure and set pressure of pneumatically operated
butterfly valves and differential pressure transmitter, etc.,
12. Set the operation mode of the controller for the IG main valve and the exhaust valve
to "AUTO", then set the inert gas deck main pressure to 7 - 8 kPa.
(Refer to ANNEX6)
13. Check the power supply to each control panel, and carry out lamp and buzzer test to
confirm all to be in normal condition.
14. Make sure that the generator has sufficient capacity to drive the fan.
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KASHIWA CO.,LTD.
15. Sootblow for boiler cannot be carried out during the operation of inert gas sys-tem.
Do it beforehand, it necessary.
DANGER Ensure close of branch valves for non-inerting cargo tanks, and pay your attention
for maintain safety for human body.
PAGE 30/48
KASHIWA CO.,LTD.
(2) Operation
When operating the inert gas system, follow the steps mentioned below.
3. Open boiler uptake valve and confirm full opening of the valve by indication lamp.
NOTE : When inert gas fan is started again, do it without fail after 2(Two)minutes since the
fan stopped.
Don't start the fan three times continuously if necessary. You can start it after
30 minutes.
6. Make sure "FULL OPEN" of selected fan's delivery valve automatically 15 seconds
after the fan starts by indication lamp.
7. Make sure that the oxygen concentration of the inert gas main line is below 5%.
8. Push the "START" button of "INERT GAS SUPPLY" switch. (Confirm indication
lamp)
9. Make sure that the opening of the main gas valve and exhaust valve are automatically
controlled in accordance with the set pressure.
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KASHIWA CO.,LTD.
With the conditions mentioned above, continuous running of the system is
available.
WARNING When the oxygen concentration at the inert gas main line should exceed 5%, imme-
diately trace the cause and improve the quality of the gas.
If the quality of the gas could not be improved and that the oxygen concentration
should exceed 8%, stop the inerting to cargo oil tanks, unloading and crude oil
washing, etc.
l. Push "STOP" button of "INERT GAS SUPPLY" switch, and confirm "SHUT" of the
inert gas main valve by indication lamp.
5. Push "SHUT" button of boiler uptake valve and confirm "SHUT" of the boiler uptake
valve by indication lamp.
When the pressure in the deck main line decreases to near 2 kPa (0.02kgf/cm )
during navigation, carry out topping-up by the procedure written in (1) and (2).
When the pressure in the deck main line is increased and the exhaust valve is open
PAGE 32/48
KASHIWA CO.,LTD.
and the gas starts being discharged, stop the system by the procedure mentioned in
(3) above.
For ships with topping-up fans or topping-up IGG provided, carry out topping-up by
operating the systems.
(However, the main fan and topping-up fan cannot be operated simultaneously)
(5) Boiler Combustion Control
Boiler combustion control is an important key to supply cargo tanks with clean inert
gas, and especially, making effort to reduce the quantity of dust contained in the
exhaust gas should not be neglected.
Maintaining of oxygen concentration in the exhaust gas below 5% is an obligation by
the rule.
In case of common marine boilers, the exhaust gas containing oxygen concentration of
below 5% can be obtained when boiler load is generally above 30%.
One example of relation between boiler load and oxygen concentration in the exhaust
gas is given in the following graph…
10
Boiler load
If excess air rate is decreased and oxygen concentration in the exhaust gas is redu-
-ced excessively, it will enter within the SMOKE ZONE as shown on the graph which
will cause flow of great amount of dust into the scrubber, and as a result, the amount of
dust passing through the scrubber will be increased, and the dust will be deposi-ted on
the surfaces of the walls in the cargo tank and cause problem of floating of dust in the
cargo.
Since the trouble of contamination of cargo by dust is a great problem for product
carriers and chemical tankers, it is essential to the engineer in charge of the boiler
installed on the vessel to have full knowledge of the relation between the boiler load
and smoking point to avoid trouble.
3-2 Fresh Air Supply (Gas Free)
PAGE 33/48
KASHIWA CO.,LTD.
(1) Preparation
3. Make sure sea water supply to the deck water seal and its normal sealing condition.
5. Open the deck main valve and branch valves of the tank intended to be gas free.
6. Make sure supply air pressure and set pressure to the pneumatically operated
butterfly valves and differential pressure transmitter, etc.,
7. Set the operation mode of the controller to "AUTO", then set the inert gas deck main
pressure. (Refer to ANNEX6)
8. Check electric power supply to each control panel, and carry out lamp test, and
confirm normal condition.
9. Make sure that the generator has sufficient capacity to drive the fan.
(2) Operation
1. Set the system selector switch to "GAS FREE".
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KASHIWA CO.,LTD.
(Either fan could be started first, but make sure that the second fans is started after
checking the electrical current of the first running fan is stable.)
4. Make sure "FULL OPEN" of selected fan's delivery valve automatically 15seconds
after the fan starts by indication lamp.
5. Push the "START" button of "INERT GAS SUPPLY" switch. (Confirm indication
lamp)
6. Then main gas valve and exhaust valve are automatically controlled in
accordance with the set pressure.
NOTE : Then operate MANUAL LEVER (or MANUAL HANDLE), which allows manual
operation of PNEUMATIC CONTROL VALVE.
(3) Stopping
l. Push "STOP" button of "INERT GAS SUPPLY" switch, and confirm "SHUT" of
the inert gas main valve by indication lamp.
2. Confirm "Shut" of all valves from the boiler uptake valve to deck main valve, except
valves mentioned in the above 1 and 6 below.
However, the gas exhaust valve should be "OPEN".
5. After the use of scrubber, run water to the scrubber for about 30 minutes, and replace
the drain containing S02 with sea water.
7. Make sure normal seal level in the deck water seal and Pressure/Vacuum
breaker.
8. Maintain electric power supply to the main control panel "ON" all the time.
WARNING Seal water to the deck water seal and scrubber to be kept supply all the time, even
IGS is not in use.
3.4 Details of Safety Device
Interlocks and alarms mentioned below are incorporated in this system as a safety
measure.
3-4-1 Interlocks
In the following conditions, alarms are given and inert gas system stops running.
When the sea water pressure to the scrubber drops below prescribed value.
(2) When the gas temperature of fan outlet increases more than a set value.
(6) When the drain water level in the scrubber rises abnormally high.
(At this time, scrubber sea water pump stops automatically.)
PAGE 36/48
KASHIWA CO.,LTD.
(7) When the seal water level in the deck seal falls abnormally low.
(2) When the oxygen concentration at the fan outlet exceeds 8%.
(4) When the deck seal feed water flow drops below prescribed value.
3-4-3 Other Interlocks
(2) Soot blower can not be carried out while the boiler uptake valve is opened. (If the
soot blowing function is provided.)
(3) The boiler uptake valve can not opened when the system selector switch is set at the
position of "GAS FREE" or "NAVIGATION".
(4) Please refer to CONTROL TABLE in a finished drawing for details of other inter-
locks and warning.
PAGE 37/48
KASHIWA CO.,LTD.
1. Ensure boiler is producing flue gas with an oxygen content of 5% by volume or less
(for existing ships 8% by volume or, wherever practicable, less).
2. Ensure that power is available for all control, alarm and automatic shutdown
operations.
3. Ensure that the quantity of water required by the scrubber and deck water seal is
being maintained satisfactorily by the pumps selected for this duty.
4. Test operation of the alarm and shutdown features of the system dependent upon
the throughput of water in the scrubber and deck seal.
5. Check that the gas-freeing fresh air inlet valves, where fitted, are shut and the
blanks in position are secure.
6. Shut off the air to any air sealing arrangements for the flue gas isolating valve.
8. Open the selected blower suction valve. Ensure that the other blower suction and
discharge valves are shut unless it is intended to use both blowers simultaneously.
9. Start the blower. (Auto open the discharge valves are after 15 seconds.)
10. Ensure that discharge valves and exhaust valve are open.
1 1 . Check that oxygen content is 5% by volume or less, then close the vent to
atmosphere between the gas pressure regulating valve and the deck isolating
valve.
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KASHIWA CO.,LTD.
12. The inert gas system is now ready to deliver gas to the cargo tanks.
.2 Open vent to atmosphere between the gas pressure regulating valve and the
deck isolating / non-return valve.
5. Close the blower suction and discharge valve. Check that the drains are clear.
Open the water washing system on the blower while it is still rotating with the
power supply of the driving motor turned off, unless otherwise recommended by
the manufacturer. Shut down the water washing plant after a suitable period.
6. Close the up-take valve and open the air sealing system.
7. Keep the full water supply on the scrubber tower in accordance with the
manufacturer' s recommendation.
8. Ensure that the water supply to the deck water seal is running satisfactorily, that
an adequate water seal is retained and that the alarm arrangements for it are in
order.
3 -5-4 Safety checks when the inert gas plant is shut down should be as follows:
1 . The water supply and water level in the deck seal should be ascertained at
regular intervals, at least once per day depending on weather conditions.
2 Check the water level in water loops installed in pipework for gas, water or
pressure transducers, to prevent the backflow of hydrocarbon gases into gas-
safe spaces.
3 In cold weather, ensure that the arrangements to prevent the freezing of
sealing water in the deck seals, pressure/vacuum breakers etc. are in order.
4 Before the pressure in the inerted cargo tanks drops to 1 kPa (0.01 kgf/cm )
they should be repressurized with inert gas.
PAGE 39/48
KASHIWA CO.,LTD.
3 -5-5 Possible failures of the inert gas system and actions to be taken include:
1 .2 drawing air down the uptake when boiler gas output is less than the inert gas
blower demand, especially under low load conditions;
1 .3 air leaks between the inert gas blower and the boiler uptake;
2. If the inert gas plant is delivering inert gas with an oxygen content of more than
5%, the fault should be traced and repaired. FSS 15/2.3.1.6 requires, however,that
all cargo tank operations shall be suspended if the oxygen content exceeds 8%
unless the quality of the inert gas is improved.
The inert gas system should be used during the full cycle of tanker operation as described
in this section.
1. Inerting of tanks
PAGE 40/48
KASHIWA CO.,LTD.
1 ) Tanks that have been cleaned and gas-freed should be re-inerted preferably during
the ballast voyage to allow the inert gas system to be fully tested prior to cargo han
-dling. Purge pipes/vents should be opened to atmosphere.
When the oxygen concentration of the atmosphere in the tank has fallen below 8 % the
purge pipes /vents should be closed and the tank pressurized with inert gas.
2) During the re-inerting of a tank following a breakdown and repair of the inert gas
system, non-gas-free and non-inerted tanks should be re-inerted in accordance with
1.-1) During inerting, no ullaging, dipping, sampling or other equipment should be
inserted unless it has been established that the tanks is inert.
This should be done by monitoring the efflux gas from the tank being inerted until the
oxygen concentration is less than 8 % by volume and for such a period of time as
determined by previous test records when inerting gas-free tanks to ensure that the
efflux gas is fully representative of the atmosphere within the tank.
3) When all tanks have been inerted, they should be kept common with the inert gas
main and maintained at a positive pressure in excess of 1 kPa (100 mm water
gauge) during the rest of the cycle of operation.
1 ) Before discharge of cargo tank ballast is undertaken, the following conditions should
be checked:
(1 ) All cargo tanks are connected up to the inert gas system and all isolating valves in the
deck pipework are locked open.
(3 All valves isolating the mast risers from the inert gas system are shut.
(4 The arrangements required by International Code for Fire Safety Systems (following
FSS) 15/2.3.2.7 of are used to isolate the cargo main from the inert gas main.
(5 The inert gas plant is producing gas of an acceptable quality.
2) During the deballasting operation ,the oxygen concentration of the gas and its pressure in
the inert gas main should be continuously recorded.
3. Loading
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When loading cargo the deck isolating valve required by FSS 15/2.3.1.4.3
should be closed and the inert gas plant may be shut down unless other cargo
tanks are being deballasted simultaneously .
All openings to the cargo tanks except the connections to the mast risers or equivalent
venting arrangement should be kept closed to minimize flammable vapour on deck.
Before loading commences the flame screens in the mast risers or equivalent venting
arrangements should be inspected and any stop valves isolating the cargo tanks from the
inert gas main locked in the open position.
4. Loaded condition
1) During the loaded passage a positive pressure of inert gas of at least 1kPa (100 mm water
gauge) should be maintained in the cargo tanks and topping up of the pressure may be
necessary. When topping up the inert gas pressure in the cargo tanks, particular attention
should be paid to obtaining an oxygen concentration of 5 % or less in the inert gas supply
before introducing the gas into the cargo tanks.
2) On motor tankers, the boiler load may have to be increased in order that the low oxygen
concentration in the inert gas supply can be achieved. It may also be necessary to restrict
the output of the inert gas blowers to prevent air being drawn down the uptake during the
topping up operation.
If by these means inert gas of the quality defined in 4.-1) cannot be achieved then
inert gas from an alternative source of supply such as an inert gas generator might
be used.
5. Cargo discharge
1) ) It may be necessary to release the inert gas pressure in the cargo tanks on arrival
to permit manual measurement before cargo is discharged.
If this is done, no cargo or ballasting operation is to be undertaken and a minimum
number of small tank openings are to be uncovered for as short a time as necessary to
enable these measurements to be completed.
3) Cargo discharge should not be commenced until all the conditions have been check
-ed and are in order.
4) During discharge the oxygen concentration and pressure of the inert gas in the inert gas
main should be continuously recorded.
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1) ) Before each tank is crude oil washed, the oxygen level shall be determined at a point 1
m below the deck and at the middle region of the ullage space and neither of these
determinations shall exceed 8 % by volume.
Where tanks have complete or partial wash bulkhead, the determination should be taken
from similar levels in each section of the tank.
The oxygen concentration and pressure of the inert gas being delivered during the washing
process should be continuously recorded.
(1) the oxygen level of the inert gas being delivered exceed 8 % by volume; or
(2) the pressure of the atmosphere of the tanks is no longer positive; then washing must be
stopped until satisfactory conditions are restored.
7. Ballasting of cargo tanks
The conditions for ballasting of cargo tanks are the same as those for loading in 3.
When, however, simultaneous discharge and ballasting is adopted, then a close watch
should be kept on the inert gas main pressure.
8. Ballast condition
1) ) During a ballast voyage, tanks other than those required to be gas-free for necessary
tank entry should be kept inerted with the cargo tank atmosphere at a positive press
-ure of not less than 1kPa (100 mm water gauge) having an oxygen level not
exceeding 8 % by volume especially during tank cleaning.
2) Before any inert gas is introduced into cargo tanks to maintain a positive pressure it
should be established that the inert gas contains not more than 5 % by volume of oxygen.
9. Tank cleaning
Cargo tanks should be washed in the inert condition and under a positive pressure. The
procedures adopted for tank cleaning with water should follow those for crude oil
washing in 6.
When it is desired to gas free a tank after washing, the concentration of hydrocarbon vapour
should be reduced by purging the inerted cargo tank with inert gas.
Purge pipes/vents should be opened to atmosphere and inert gas introduced into the tank
until the hydrocarbon vapour concentration measured in the efflux gas has been reduced
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to 2 % by volume and until such time as determined by previous tests on cargo tanks has
elapsed to ensure that readings have stabilized and the efflux gas is representative of the
atmosphere within the tank.
11. Gas-freeing
1) Gas-freeing of cargo tanks should only be carried out when tank entry is necessary
(e.g.for essential repairs). It should not be started until it is established that a flam
-mable atmosphere in the tank will not be created as a result. Hydrocarbon
gases should be purged from the tank (see 10).
3) Gas-freeing should continue until the entire tank has an oxygen concentration of 21 % by
volume and a reading of less than 1% of lower flammable limit is obtained on a com
-bustible gas indicator.
Care must be taken to prevent the leakage of air into inerted tanks, or of inert gas in -to
tanks which are being gas-freed.
1) ) The entry of personnel to the cargo tank should only be carried out under the close
supervision of a responsible ship's officer and in accordance with national rules and /or
with the normal industrial practice laid down in the International Safety Guide for Oil
Tankers and Terminals.
(2) closing of any drain lines entering the tank from the inert gas main;
(3) securing relevant cargo line valves or controls in the closed position;
(4) Keeping the inert gas deck pressure in the remainder of the cargo tank system at a low
positive pressure such as 2kPa (200 mm water gauge). This minimizes the possible
leakage of inert or hydrocarbon gas from other tanks through possible bulkhead
cracks,cargo lines, valves, etc;
(5) Lowering clean sample lines well into the lower regions of the tank in at least two
locations. These locations should be away from both the inlet and outlet open -ings
used for gas-freeing.
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After it has been ascertained that a true bottom sample is being obtained, the following
readings are required:
(6) the use of breathing apparatus whenever there is any doubt about the tank be -ing gas-
free, e.g. in tanks where it is not possible to sample remote locations. (This practice
should be continued until all areas, including the bottom structure, have been
thoroughly checked.);
(7) continuously ventilating and regularly sampling the tank atmosphere whenever
personnel are in the tank;
1) When all personnel have left the tank and the equipment has been removed, the inert gas
branch line blank, if fitted, should be removed, the hatch lids closed and the gas pressure
regulating valve re-opened and locked open to the inert gas main where appropriate.
This will avoid any risk of structural damage when liquids are subsequently handled.
2) As soon as a gas-free tank is reconnected to the inert gas main it should be re-inerted. (as
described in 1 . ) to prevent transfer of air to other tanks.
3 -7 EMERGENCY PROCEDURES
3 -7-1 In the event of total failure of the inert gas system to deliver the quality and
quantitiy of inert gas to maintain a positive pressure in the cargo tanks and slop
tanks,action must be taken immediately to prevent any air being drawn into the
tank.All cargo tank operations should be stopped, the deck isolating valve
should be closed,and the vent valve between it and the gas pressure regulating
valve should be opened.
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1) The flame screens are checked to ensure that they are in a satisfactory
condition.
2) The valves on the vent mast risers are opened.
3) No free fall of water or slops is prermitted.
4) No dipping,ullaging,sampling or other equipment should be introduced into the
tank unless essential for the safety of the operation. If it is necessary for such
equipment to be introduced into the tank, this should only be done after at least 30
minutes have elapsed since the injection of inert gas ceased.
All metal components of equipment to be introduced into the tank should be
securely earthed.
This restriction should be applied until a period of five hours has elapsed since
injection of inert gas had ceased.
3 -7-3 If it is essential to clean tanks following the failure of the inert gas system,
and inerted conditions as defined in FSS 15/2.1.3 cannot be maintained,
further precautions are necessary. These are listed below:
1) Tank washing should only be carried out on one tank at a time.
2) The tank should be isolated from other tanks and from any common venting
system or the inert gas main and maximum ventilation out put should be
concentrated on that tank both before and during the washing
process.
Ventilation should provide as far as possible a free flow of air from one end of the
tank to the other.
3) The tank bottom should be flushed with water and stripped.
The piping system including cargo pumps,cross-overs and discharge lines
should be also be flushed with water.
4) Washing should not commence until tests have been made at various levels to
establish that the vapour content in any part of the tank is below 10 per cent
of the lower flammable limit.
5) Testing the tank atmosphere should continue during the washing process. If
the vapour level rises to within 50 per cent of the lower flammable limit
washing should be discontinued until the vapour level has fallen to 20 per
cent of the lower flammable limit or less.
6) If washing machines with individual capacities exceeding 60 m 3/hour are to
be used,only one such machine shall be used at any one time on the ship. If
portable machines are used,all hose connections should be made up and
bonding cables tested for continuity before the machines are introduced into
the tank and should not be broken until after the machines have been
removed from the tank.
7) The tank should be kept drained during washing.lf build-up of wash water
occurs, washing should be stopped until the water has been cleared.
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8) Only clean,cold sea water should be used.Recirculating systems should
not be used.
9) Chemical additives should not be used.
10)All deck openings,except those necessary for washing and designed venting
arrangements,should be kept closed during the washing process.
3 -7-5 The attention of the ship's master should be drawn to Regulation 1 1 (c) of
Chapter 1 of the SOLAS Protocol in the event of the inert gas system having
become inoperative.
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ANNEX 1
THE BAD EFFECTS OF INERT GAS ON HUMAN BODY
About 21 vol % of oxygen is contained in the air while about 3 - 4 vol % is contained in
inert gas. It is prohibited to enter inerted tank because, as you can see in the following
table,it is very dangerous.
Also, when enter the tank after gas free, it is necessary to ensure the safety for human body
using a portable gas detector.
Carbon dioxide(C02)
Allowable concentration 5,000 ppm 9,000 mg/m3
The gas itself is not poisonous, but in case of high
concentration, anesthetized condition appears
caused by lack of oxygen, death by suffocation
may occur.
Nitrogen (N2)
The gas itself is not poisonous, but
nitrogen gas may drive away the air
in the atmosphere and conditions
caused by lack of oxygen may occur.
PAGE
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ANNEX 3
PORTABLE 02 ANALYZER
This section has been intentionally left blank because dockyard supply item.
PAGE
ANNEX 3 1/1
ANNEX 4
This section has been intentionally left blank because dockyard supply
item.
PAGE
ANNEX 4 1/1
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ANNEX 6
The controller is to maintain the IG deck main line pressure at a constant level by
automatically adjusting the opening angle of the IG main valve &
Exhaust valve and controls the inert gas flow acoording to the set pressure.
PV
display
Symbol
display
Set
Pressure display
AUTO/MAN Lamp
ANNEX PAGE
KASHIWA CO.,LTD.
A/ M keyPARA key
SET/ENTER key
Up/ Down/ Left/ Right arrow keys
6 1/2
(1) AUTO mode operation
1.2 If MAN lamp is lighting, it is manual operation mode. Press A I M key and turn off the
lighting lamp.
1.3 Operate the IGS, controller works according to the setting pressure (Deck Main Line
Pressure) automatically.
(2) How to set the turget pressure (IG Deck Main Line Pressure)
2.3 When the required value is displayed, press the SET/ENTER key to stop flushing and
system is controlled according to set pressure afterwards.
ANNEX PAGE
KASHIWA CO.,LTD.
3.2 Press Data key, out put will be valied and valves are operated remotely and manually.
6 2/2
ANNEX 1
If the vessel is equipped with VECS using the inert gas deck main line, the pressure
monitoring system for the inert gas deck main line with high and low pressure alarms can
be used in common with VECS.
Follow the procedure below for simultaneous operation of inert gas system with VECS for
cargo loading.
Persons in charge of cargo loading operations should be trained and familiarized with the
operaiton of VECS.
1. The electric power supply of the control panel for the inert gas system in the cargo control
room must be switched on before starting cargo operations so that the inert gas deck main
line pressure can be monitored all the time while cargo loading.
2. Close the inert gas deck main valve tightly in order to isolate the VECS from the
machinery space.
3. Normal seal water level is to be kept in the deck water seal and make sure continuo-usly
supplying the seal water.
1 1/1
ANNEX PAGE
KASHIWA CO.,LTD.
5. Drain out from all lines of the VECS, if any, which is to be discharged prior to each
loading.
6. All opening for the cargo oil tanks are to be kept closed before starting cargo loading.
7. The branch valves to the cargo oil tanks which will be loading are to be kept opened and
locked.
8. The cargo oil tank pressure must be maintained with in the permissible range while
loading.
9. While cargo loading operations, if the tank pressure increases abnormally, reduce the
loading rate and check all valves.
ANNEX PAGE
KASHIWA CO.,LTD.
ANNEX 8
2 The recommendations contained in this annex are intended to provide an advice for
alternative solutions available and indicate acceptable arrangements.
.2 using portable gas-freeing fan fitted to tank openings with hose or pipe led
to bottom of the tank. Discharge may be through hatch or manhole (see
Fig. 1.2 and 3).
Pipes made of non-metallic material may be accepted if documented to be of
electrically conductive type and suitably grounded. For acceptable results in larger
L-shaped tanks, the purge pipes should be led inboard to the center -line double
bottom girder. An alternative to portable fans is to use inert gas fans;
.3 same arrangement as paragraph 4.12, however extraction from bottom through purge
pipe and fresh air supply from deck (see Fig.2.);
.4 connection between the inert gas line and the water ballast line for fresh air supply through
ballast line for fresh air supply through ballast suctions (see Fig. 3);
.6 an arrangement utilizing dilution method with inlet and outlet at deck level (see
Figure 5). This method will require a powerful fan so that the jet will penetrate
all the way down to the tank bottom.
The high inlet velocity causes turbulent mixing with the tank atmosphere.
The gas being exhausted from the tank is at any time a mixture of the gas supplied
and the tank atmosphere. For L-shaped tanks this method alone is normally not
considered sufficient, but in combination with air supply through ballast suctions, it
may be acceptable; and
.7 combination of partly filling and ventilation, e.g. filling of double bottom section of U-
shaped tanks and ventilation of side spaces;
5. Methods listed in paragraphs 4.1 to 4.5 are based on displacement of gas, which is
considered to be the best solution for deep tanks of cellular design.
6. Most hydrocarbon gases from crude oil, hydrogen sulphide and inert gas are heavier than
air. With requirements for connections for inert gas supply to ballast tanks, inerting of
ballast tanks will probably be a normal procedure. A ventilation arrangement extracting
the heavier gases from bottom utilizing portable fan mounted on purge pipes and with
fresh air supply from open hatches in deck will probably be an effective gas-freeing
method.
7. However, filling of ballast tanks and subsequent emptying is considered as most efficient
way of gas-freeing ballast tanks. Hull strength limitations must be observed.
INERTING
8. The arrangements for inerting of double hull spaces may be through portable connections
to the inert gas system for cargo tanks or by fixed piping connections.
9. If fixed piping is used, the arrangement must include a separate deck water seal and a
non-return valve in order to prevent communications between vapour spaces of cargo
tanks and the double hull spaces. The practices for inerting double hull spaces may either
be to keep these spaces inerted at all times when empty, or to inert them only
if hydrocarbon gases are detected indicating leakage between cargo tank(s) and the double hull
spaces. If the former practice is utilized, a fixed piping system is considered necessary.
1 0. As for gas freeing and ventilation the easiest method for inerting is to supply inert gas to the
space during deballasting. For that purpose an inert gas inlet in the top of the space is needed.
However, arrangements must additionally, be provided to enable the space to be purged with
inert gas. For this purpose at least L-shaped tanks must be provided with inert gas supply
outlets near bottom far ends.
Alternative arrangements for inert gas purging will be the same as for ventilation purposes
detailed in paragraphs 4, 5, 6 and 7, replacing portable fan with inert gas supply inlets.
OPERATIONAL PROCEDURES
1 1 . Written procedures should be available onboard giving details on how to carry out ventilation,
inerting of cleaning or double hull spaces.
Figure 1 Ventilation by means of portable fan / inert gas fan and purge pipe
Supply Ballastline
from ine gas fans
Figure 3 Ventilation with supply from inert gas fan through ballast suction
OUTLET
ANNEX 9
Methods of gas replacement
1 There are three operations which involve replacement of gas in cargo tanks, namely:
.1 inerting,
.2 purging,
.3 gas-freeing,
2 In each of these replacement operations, one of two processed can predominate:
.1 dilution, which is a mixing process (see 3.) :
.2 displacement, which is a layering process (see 4.).
These two processes have a marked effect on the method of monitoring the tank
atmosphere and the interpretation of the results. Figures 3 and 5 show that an
understanding of the nature of the gas replacement process actually taking place within
tank is necessary for the correct interpretation of the reading shown on the appropriate
gas sampling instrument.
3 The dilution theory assumes that the incoming gas mixes with the original gases to
from a homogeneous mixture throughout the tank. The result is that the concentration
of the original gas decreases exponentially. In practice the actual rate of gas
replacement depends upon the volume flow of the incoming gas, its entry velocity,
and the dimensions of the tank. For complete gas replacement it is important that the
entry velocity of the incoming gas is high enough for the jet to reach the bottom of the
tank. It is therefore important to confirm the ability of every installation using this
principle to achieve the required degree of gas replacement throughout the tank.
Figure 2 Figure 3
Figure 2 shows an inlet and outlet configuration for the dilution process and illustrates the
turbulet nature of the gas flow within the tank.
Figure 3 shows typical curves of gas concentration against time for three different sampling
positions.
1/2
ANNEX9 PAGE
KASHIWA CO.,LTD.
4 Ideal replacement requires a stable horizontal interface between the lighter gas
entering at the top of the tank and the heavier gas being displaced from the bottom of
the tank through some suitable piping arrangement. This method requires a relatively
low entry velocity of gas and in practice more than one volume change is necessary. It
is therefore important to confirm the ability of every installation using this principle to
achieve the required degree of gas
replacement throughout
the tank.
TTOM
100
so
o
TIME
Figure 4 Figure 5
Figure 4 shows an inlet and outlet configuration for the displacement process, and indicates
the interface between the incoming and outgoing gases.
Figure 5 shows typical curves of gas concentration against time for three different sampling
levels.
ANNEX9 PAGE
KASHIWA CO.,LTD.
2/2
ANNEX 10
Arrangements for inerting, purging and gas-freeing
(SOLAS Regulation 11-2/4.5.6.3, FSS 15/2.3.2.7, 8)
1 The principles of dilution and displacement have already been described in ANNEX 9
3 and 4. Their application to specific installations depends on a variety of factors, including:
1. the results of laboratory tests;
2. whether or not purging of hydrocarbon gas is required in every tank on every voyage; and
3. the method of venting cargo tank vapours.
2 Several arrangements are possible. One feature which should be common to all is that the
inlet and outlet points should be so located that efficient gas replacement can take place
throughout the tank.
There are three principal arrangements:
Arrangement Inlet point Outlet point Principle
1 top top top dilution dilution
11 bottom bottom displacement or
top dilution
It will be noted that all three arrangements can be used for inerting, purging and gas-freeing,
and that a particular ship design may incorporate more than one arrangement.
3 Arrangement I
Gases are both introduced and vented from the top of the tank. This is the simplest
arrangement. Gas replacement is by the dilution method. The incoming gas should always
enter the tank in such a way as to achieve maximum penetration and thorough mixing
throughout the tank. Gases can be vented through a vent stack on each tank or through a
common vent main.(Seefigure 11).
Figure 11 Dilution
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ANNEXIO 1/2
ANNEX9 PAGE
KASHIWA CO.,LTD.
4 Arrangement Il
Gas is introduced at the bottom of the tank and vented from the top. Gas replacement is by
the dilution method. This arrangement introduces the gas through a connection between
the inert gas deck main (just forward of the mechanical nonreturn valve ) and the bottom
cargo lines (see figure 12). A special fixed gas-freeing fan may also be fitted. Exhaust gas
may be vented through individual vent stacks or, if valves are fitted to isolate each cargo
tank from the inert gas main, through this main to the mast riser or high velocity vent.
5 Arrangement fll
Gas is introduced at the top of the tank and discharged from the bottom. This
arrangement permits the displacement method (see figure 13), although the dilution
method may predominate if the density difference between the incoming and existing
gases is small or the gas inlet velocity is high (see figure 14). The inert gas inlet point is
often led horizontally into a tank hatch in order to minimize turbulence at the interface.
The outlet point is often a specially fitted purge pipe extending from within 1m of the
bottom plating to 2m above deck level (to minimize the amount of vapour at deck
level.)
ANNEXIO 2/2
ANNEX 11
PAGE
KASHIWA CO.,LTD.
1 Inerting of tanks
1.1 Tanks that have been cleaned and gas-freed should be re-inerted preferably
during the ballast voyage to allow the inert gas system to be fully tested prior to
cargo handling. Purge pipes/vents should be opened to atmosphere. When the
oxygen concentration of the atmosphere in the tank has fallen below 8% the purge
pipes/vents should be closed and the tank pressurized with inert gas.
1.2 During the re-inerting of a tank following a breakdown and repair of the inert
gas system, non-gas-free and non-inerted tanks should be re-inerted in accordance
with 1.1 . During inerting, no ullaging, dipping, sampling or other equipment
should be inserted unless it has been established that the tank is inert. This should
be done by monitoring the efflux gas from the tank being inerted until the oxygen
content is less than 8% by volume and for such a period of time as determined by
previous test records when inerting gas-free tanks to ensure that the efflux gas is
fully representative of the atmosphere within the tank.
1.3 When all tanks have been inerted, they should be kept common with the inert
gas main and maintained at a positive pressure in excess of 100 mm water gauge
during the rest of the cycle of operation.
2.1 Before discharge of cargo tank ballast is undertaken, the following conditions should
be checked:
.1 All cargo tanks are connected up to the inert gas system and all isolating valves in
the deck pipework are locked open.
.2 All other cargo tank openings are shut.
.3 All valves isolating the mast risers from the inert gas system are shut.
.4 The arrangements required by FSS 15/2.3.2.7 are use to isolate the cargo main from
the inert gas main.
.5 The inert gas plant is producing gas of an acceptable quality. .6
The deck isolating valve is open.
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ANNEXI 1
2.2 During the deballasting operation, the oxygen content of the gas and its pressure in
the inert gas main should be continuously recorded (see FSS 15/2.4.2.1 .1 and.2).
3 Loading
When loading cargo the deck isolating valve required by FSS 15/2.3.1.4.3 should be
closed and the inert gas plant may be shut down unless other cargo tanks are being
deballasted simultaneously. All openings to the cargo tanks except the connections to
the mast risers or equivalent venting arrangements should be kept closed to minimize
flammable vapour on deck. Before loading commences, the flame screens in the mast
risers or equivalent venting arrangements should be inspected and any stop valves
isolating the cargo tanks from the inert gas main locked in the open position.
4 Loaded condition
4.1 During the loaded passage a positive pressure of inert gas of at least 100mm water
gauge should be maintained in the cargo tanks and topping up of the pressure may be
necessary. When topping up the inert gas pressure in the cargo tanks, particular attention
should be paid to obtaining an oxygen concentration of 5% or less in the inert gas supply
before introducing the gas into the cargo tanks.
4.2 On motor tankers, the boiler loading may have to be increased in order that the low
oxygen concentration in the inert gas supply can be achieved. It may also be necessary
to restrict the output of the inert gas blowers to prevent air being drawn down the quality
defined in 5.4.1 cannot be achieved then inert gas from an alternative source of supply
such as an inert gas generator might be used.
5.2 However, it may be necessary to infrequently relieve the inert gas pressure in the
cargo tanks on certain occasions to permit manual tank gauge or cargo sampling before or
after cargo is transferred. If this is done, no cargo or ballasting operation is to be
undertaken and a minimum number of small tank openings are to be uncovered for as
short a time as necessary to enable these measurements to be completed. Manual gauging
or cargo sampling may be performed during the following four periods:
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KASHIWA CO.,LTD.
ANNEXII
5.3 The tanks should then be re-pressurized immediately after the measurements or cargo
samples have been taken.
5.4 If the tank is opened prior to cargo transfer, cargo transfer should not be
commenced until all the conditions have been checked and are in order. Similarly, if
the tank is opened after cargo transfer, normal ship operations should not be
commenced until all the conditions have been checked and are in order.
8 Ballast condition
8.1 During a ballast voyage, tanks other than those required to be gas-free for necessary
tank entry should be kept inerted with the cargo tank atmosphere at a positive pressure
of not less than 100mm water gauge having an oxygen level not exceeding 8% by
volume especially during tank cleaning.
8.2 Before any inert gas is introduced into cargo tanks to maintain a positive pressure it
should be established that the inert gas contains not more than 5% by volume of oxygen.
9 Tank cleaning
Cargo tanks should be washed in the inert condition and under a positive pressure. The procedures
adopted for tank cleaning with water should follow those for crude oil washing in 6.
PAGE 3/5
KASHIWA CO.,LTD.
ANNEXII
10 Purging prior to gas-freeing
1 1 Gas-freeing
1 1.1 Gas-freeing of cargo tanks should only be carried out when tank entry is necessary
(e.g. for essential repairs). It should not be started until it is established that a flammable
atmosphere in the tank will not be created as a result. Hydrocarbon gases should be
purged from the tank (see. 10).
11.3 Gas-freeing should continue until the entire tank has an oxygen content of 21% by
volume and a reading of less than 1% of lower flammable limit is obtained on a
combustible gas indicator. Care must be taken to prevent the leakage of air into inerted
tanks, or of inert gas into tanks which are being gas-freed.
12 Tank entry
12.1 The entry of personnel to the cargo tank should be carried out only under
the close supervision of a responsible ship's officer and in accordance with national
rules and/or with the normal industrial practice laid down in the International Safety
Guide for Oil Tankers and Terminals. The particular hazards encountered in tanks
which have been previously inerted and then gas-freed are outlined in 9.28, 9.3.3. and
chapter 10 of that Guide of IMO Inert gas system 1990 Edition.
.1 securing the inert gas branch line gas valves and/or blanks in position or, if gas-freeing
with the inert gas blower, isolating the scrubber from the flue gases;
.2 closing of any drain lines entering the tank from the inert gas main;
.3 securing relevant cargo line valves or controls in the closed position;
PAGE 4/5
KASHIWA CO.,LTD.
ANNEXI 1
.4 keeping the inert gas deck pressure in the remainder of the cargo tank system at a
low positive pressure such as 200mm water gauge. This minimizes the possible
leakage of inert or hydrocarbon gas from other tanks through possible bulkhead
cracks, cargo lines, valves, etc.:
.5 lowering clean sample lines well into the lower regions of the tank in at least two
locations. These locations should be away from both the inlet and outlet openings
used for gas-freeing. After it has been ascertained that a true bottom sample is
being obtained, the following readings are required:
.5.1 21% on a portable oxygen analyzer: and
.52 less than 1% of lower flammable limit on a combustible gas indicator:
.6 the use of breathing apparatus whenever there is any doubt about the tank being
gas-free, e.g. in tanks where it is not possible to sample remote locations. (This
practice should be continued until all areas, including the bottom structure, have
been thoroughly checked);
.7 continuously ventilating and regularly sampling the tank atmosphere whenever
personnel are in the tank;
.8 carefully observing normal regulations for tank entry.
13.1 When all personnel have left the tank and the equipment has been
removed, the inert gas branch line blank, if fitted, should be removed, the hatch
lids closed and the gas pressure regulating valve re-opened and locked open to the
inert gas main where appropriate. This will avoid any risk of structural damage
when liquids are subsequently handled.
13.2 As soon as a gas-free tank is reconnected to the inert gas main it should
be reinerted (as described in ANNEXI 1-1) to prevent transfer of air to other
tanks.
PAGE 5/5
KASHIWA CO.,LTD.
ANNEXII
PAGE 6/5
KASHIWA CO.,LTD.
ANNEX 12
others
1 Instruction manual(s)
Instruction Manuals required to be provided on board by the Guidelines for inert gas system
1990 edition should contain the following information and operational instructions.
Detailed requirements particular to the installation of the ship such as times to inert, purge and
gas-free each tank, sequence and number of tanks to be inerted, purged and gas-freed, sequence
and number of purge pipes/vents to be opened or closed during such operations, etc (Please refer
to the Yard Manuals and also section 3-5 3-6 of this Operation Manual)
2 Electrostatic hazards
.2 Because cargo tanks are normally in an inerted condition, the possibility of electrostatic
ignition has to be considered only if the oxygen content of the tank atomosphere rises as
a result of an ingress of air or if it is necessary to inert a tank which already has a
flammable atmosphere (see 5.1
(Please refer to the Guidelines for inert gas system 1990 edition)
Thus, while various factors (such as lack of sufficiently thick deposits of iron oxide) may
inhibit pyrophor formation and while the correct operation of the inert gas plant will
prevent the possibility of ignition, the degree of risk is judged to be sufficiently high to
require the precautions in section 3-7-2(page 46) incase of inert gas system failure. (Please
refer to the Guidelines for inert gas system 1990 edition)
3) Checking the open ratio indicator, operate the valves manually with the fixed handle or the
supplied lever.
4) After completion of the work, shut the 'By-pass valve' without fail.
(In case of 'KITZ-ACTUATOR', fasten the piping of air seal valve to prevent leakage of
compressed air.)
ANNEX 14
C200HX/HG/HE-CPU Replacing Battery
To replace the Battery Set (C200H-BAT09), follow the steps below.
DANGER
Batteries can burn, explode, or leak.Absolutely do not short-circuit across the terminals,
attempt to recharge batteries, or overhaul, heat them, or expose them to fire.
replace the battery set
TYPE : C200H-BAT09
SERVICE NETWORK
JAPAN TAKNAS ENGINEERING ( PTE. ) LTD.
237, Pandan Loop
KASHIWA CO.,LTD. / TOKYO
#05-07 Westech Building Singapore
HEAD OFFICE 128424
4-5-4, Takanawa, Minato-Ku,
TEL +65-67775856
Tokyo,
FAX +65-67796711
Japan 108-0074
E-MAIL taknasin@ntti.sg
TEL +81-3-5449-2431
FAX +81-3-5449-2430
Atas Marine Services Pte. Ltd.
E-MAIL sales@kashiwa-tech.co.jp
Block 8 Chia Ping Road # 05-03
J TC Flatted Factory Building Singapore
KASHIWA CO.,LTD. / 619973
NISHINIHON BRANCH OFFICE TEL +65-6268-
7th floor, Fukuyama ds bldg., 2-35, 0890 FAX +65-
Morniji-Cho, 6268-1393
Fukuyama-City, Hiroshima, Japan E-MAIL Bernard@atlasmarine.sg
720-0811
TEL +81-84- KOREA
973-3050 KASHIWA KOREA CO.,LTD.
FAX +81-84- Room No.809, CJ Korea Express Building,
927-1270 119,
E-MAIL nishinihon@kashiwa- Daegyo-Ro, Jung-Ku, Busan 600-016,
tech.co.jp Korea
TEL +82-51-752-7550-1
KASHIWA CO.,LTD. / TSUKUBA FAX +82-51-752-7552
WORKS E-MAIL kashiwal@kornet.net
1165-9, Kutsukake, Bando-Shi,
Ibaraki, Japan 306-0515 ILJIN AND CO.,LTD.
TEL +81-297-44-3851 #246-6, Dalsan-Ri, Junggwan-Myun,
FAX +81-297-44-3787 Gijang-Gun, Busan 619-961 ,Korea
E-MAIL tsukuba@kashiwa- TEL +82-51-755-6191-5
tech.co.jp FAX +82-51-755-6196
USA AUSTRALIA
Far East Marine Service Inc. SEALANES-FUJI
8833 Knight Roa, Houston, TX77054 USA Lot 1045, Anderson Road, Karratha,
TEL +1-713-676-2340 Western Australia 6714
FAX +1-713-676-2461 TEL +61-891-85-1422
E-MAIL faremarine@aol.com FAX +61-891-85-3295
E-MAIL sea@sealanes.com.au
S.N0. 721
OPERATION MANUAL
No. MAR
2. OXYGEN ANALYZER ( TF - SR )
3. BOILER UPTAKE VALVE
4. BUTTERFLY VALVE
5. VALVE POSITIONER