OIL COMPANIES INTERNATIONAL MARINE FORUM

AN INFORMATION PAPER ON THE PREVENTION OF OVER AND UNDER PRESSURISATION OF CARGO TANKS ON OIL TANKERS

(August 1994)

Issued by the Oil Companies International Marine Forum

OIL COMPANIES INTERNATIONAL MARINE FORUM 27 QUEEN ANNES GATE LONDON SW1H 9BU ENGLAND TELEPHONE: 0171-654 1200 FAX: 0171-654 1205 TELEX: 249242 CABLES: OXIMFOR LONDON SW1

REGISTERED OFFICE: CLARENDON HOUSE CHURCH STREET HAMILTON 5-33 BERMUDA

The Oil Companies International Marine Forum (OCIMF) is a voluntary association of oil companies having an interest in the shipment and terminalling of crude oil and oil products. OCIMF is organised to represent its membership before, and consult with, the International Maritime Organization and other government bodies on matters relating to the shipment and terminalling of crude oil and oil products, including marine pollution and safety.

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Notice of Terms of Use While the advice given in this document has been developed using the best information currently available, it is intended purely as guidance to be used at the user's own risk. No responsibility is accepted by the Oil Companies International Marine Forum (Forum), the membership of the Forum or by any person, firm, corporation or organisation who or which has been in any way concerned with the furnishing of information or data, the compilation, publication or any translation, supply or sale of this document, for the accuracy of any information or advice given therein or any omission herefrom or for any consequences whatsoever resulting directly or indirectly from compliance with or adoption of guidance contained herein if caused by a failure to exercise reasonable care.

The Prevention of Over and Under Pressurisation of Cargo Tanks on Oil Tankers

Introduction A number of serious incidents have occurred in recent years involving cargo tanks on oil tankers being subjected to extremes of over or under pressure. This paper has been prepared by the Oil Companies International Marine Forum (OCIMF) to heighten industry awareness of the importance of ensuring the correct management of tanker vent systems and also to suggest measures aimed at improving the safety and operational integrity of such venting systems. The paper is also intended to encourage the various involved parties, such as the International Maritime Organization (IMO), classification societies and industry associations to consider amending existing requirements for new ships.

Statutory Requirements Arrangements for venting, purging, gas-freeing and ventilation of tanker cargo tanks are contained in Regulation 59 of SOLAS II-2 which states:

1.2.

The venting arrangements shall be so designed and operated as to ensure that neither pressure nor vacuum in cargo tanks shall exceed design parameters and be such as to provide for : .1 The flow of the small volumes of vapour, air or inert gas mixtures caused by thermal variations in cargo tank in all cases through pressure vacuum valves: and The passage of large volumes of vapour, air or inert gas mixtures during cargo loading and ballasting, or during discharging.

.2

1.3.2 Where the arrangements are combined with other cargo tanks, either stop valves or other acceptable means shall be provided to isolate each cargo tank. Where stop valves are fitted, they shall be provided with locking arrangements which shall be under the control of a responsible ship's officer. Any isolation must continue to permit the flow caused by thermal variations in a cargo tank in accordance with paragraph 1.2.1.

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For tankers fitted with inert gas systems, the following paragraphs of Regulation 62 are relevant: 11.2.1 The inert gas supply main shall be fitted with branch piping leading to each cargo tank. Branch piping for inert gas shall be fitted with either stop valves or equivalent means of control for isolating each tank. Where stop valves are fitted, they shall be provided with locking arrangements, which shall be under the control of a responsible ship's officer. Means shall be provided to protect cargo tanks against the effect of over pressure or vacuum caused by thermal variations when the cargo tanks are isolated from the inert gas mains.

11.3

Onboard Arrangements

In order to meet the legislative requirements contained in SOLAS, the following are typical of arrangements installed on board :

on non-inerted vessels, the simplest of systems utilises individual full flow pressure/vacuum valves serving each cargo tank. These valves are often only designed to operate automatically to relieve pressure fluctuations caused by changes in ambient conditions and require to be correctly set manually prior to cargo operations to permit the flow of large volumes of vapour. These arrangements require adherence to correct operational procedures if tanks are not to be subjected to extremes of over or under pressure.

another system found on board non-inerted vessels comprises of an arrangement whereby a common vent line, provided with a full flow pressure/vacuum valve at its outlet, serves a group of tanks. In many designs, the valve will require setting manually prior to cargo operations and reliance is therefore placed on operational procedures to ensure tanks are not subjected to extreme over or under-pressures. In order that the tank can be isolated from others, such as for entry, the vent outlets from individual tanks to the common line are often provided with a manual valve. The presence of these isolating valves serves to increase the risk of tanks being subjected to extremes of over or under pressure due to operator error or valve failure.

on many inerted tankers, the IG main is also used as the vent line. However, for reasons of cargo segregation integrity, some inerted tankers are fitted with separate vent lines which may be common to a group of cargo tanks and utilise a common group vent riser. Often, the IG main will be common to all the tanks and pressure/vacuum protection against thermal variations will be fitted to it. Where isolating arrangements are provided on individual IG or vent branch lines to tanks, stop valves are commonly used. Effective valve maintenance and control procedures for these valves is critical if tanks are not to be exposed to the risk of pressure extremes.

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Other arrangements for isolating individual tanks from the common header include placing a spade in the line in way of the IG inlet hatch. The spade is designed such that the hatch cannot be closed when it is in position thus providing positive protection against pressure extremes.

on some inerted tankers, particularly those engaged in product trades, tanks are served by two or more IG mains. The main to which a particular tank will be connected will be governed by the nature of the cargo to be loaded. For example, all spirit tanks may be served by one main and gas oils and kerosenes by another. At each cargo tank, the branch from each main will be provided with an isolating valve and proper valve control and management is critical if the tank is not to be subjected to extremes of over or under pressure.

increasing awareness of the reliance being placed on operational procedures, allied with the availability of suitable high capacity pressure/vacuum valves, has led to a number of inerted vessels being provided with automatic full flow vent valves, independent of the IG main or vent line, at each cargo tank. Thus, if a tank is inadvertently isolated from the IG main, additional protection against over or under pressure, even at maximum loading and discharging rates, is provided.

Recommendations

1. a)

Existing Ships Operating Procedures

The primary, and sometimes, only protection against serious cargo tank damage being caused by extremes of over or under pressure is the adherence to proper control procedures for the management of venting arrangements on board. Prior to cargo operations commencing, it is essential that vent systems are thoroughly checked to ensure that they are correctly set for the intended operation. Once operations have started, further checks should be made to assess that no abnormalities, such as unusual noises of vapour escaping under pressure or P/V valves lifting, exist. Ship's personnel should be provided with clear, unambiguous operating procedures for the proper management and control of the vent system and should have a full understanding of its capabilities and limitations. Additionally, information on maximum loading/ballasting rates, to both individual compartments and a number of tanks, should be readily accessible.

b)

Control of Isolating Valves

If isolating valves are fitted to vent lines, it is a requirement of SOLAS that the valves should be "provided with locking arrangements which shall be under the control of a responsible ship's officer". OCIMF encourages interpretation of this requirement to mean the provision of a positive locking system with controlled and limited access to operate isolating valves by, or under the direct supervision of, a responsible officer. Furthermore, the locking arrangement should be such as to require deliberate and premeditated action to close individual tank isolating valves. Consideration should be given to fitting locking arrangements that only permit a telltale device, unique to that valve, to be removed from the valve when it is in the open position. This arrangement has the added advantage that a status board can be used to provide clear indication of any isolating valves that could be in the closed position.

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c)

Isolating Valve Inspection and Maintenance Procedures

Where isolating valves are fitted, it is important to ensure that they are fit for service in corrosive environments, such as that of inert gas. Particular attention should be paid to the securing arrangement between the valve disc or gate and the spindle. Failure could result in the valve closing without any external indication that it has moved from its set position. All isolating valves fitted on vent or inert gas lines should be maintained and tested at regular intervals.

d)

System Modifications

Oil tankers that have a common vent system and are engaged on trades where cross contamination of vapours is not an issue, may have isolating valves fitted to the system despite there being no reasons to close them during normal operations. In such cases an acceptable alternative arrangement is to remove the valves from the system, in order to reduce the potential for valve mis-management or failure. However, alternative isolating arrangements must be provided to cater for activities such as tank entry or damage control. Where appropriate, an arrangement may be fitted that utilises long handled blanks that can only be installed in the line when the tank hatch is fully open.*

* Refer to IMO Inert Gas Systems, section 3.12 Isolation of cargo tanks from the inert gas deck main.

Should it not be possible to modify existing arrangements to accept long handled blanks, consideration should be given to replacing the isolating valves with line-blinds. Line-blinds eliminate the risks associated with valve failure and have the advantage that they clearly indicate their position, are lockable and require positive and deliberate action in order to isolate the tank.

2. a)

New Ships Protection for Individual Tanks

Consideration should be given to providing each cargo tank with independent protection against over or under pressurisation in the event that the tank is inadvertently isolated from normal venting arrangements. This could be in the form of pressure/vacuum relieving arrangements that have the capacity to protect against extremes of pressure at maximum cargo handling rates. Such arrangements should not require setting manually and could include high velocity vent valves, liquid filled pressure/vacuum breakers or any other devices, such as 'bursting discs' that are proven to offer the degree of protection required.

b)

Arrangements for In-tank Pressure Monitoring

Consideration should be given to the installation of pressure sensors in the head space of each cargo tank. The sensors should be linked to an associated control panel provided with high and low pressure alarm functions.

Note : Owners may also wish to consider provisions 2(a) and 2(b) for retro-fitting to existing ships.

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