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Newsletter 1 /10 2009 Volume 1, Issue 1

SCANVENT
SCANVENT APS is a new company soon to offer as the first maker - a complete range of newly developed high velocity p/v vents, flame arresters; gas-freeing covers; all designed with the new EU regulations and VOC savings in mind. Read more about the products, the regulations and the people behind the company in the following.

Newsletter

Special Interest Articles:

New EU regulations. Exiting new generation of p/v valves with VOC control in mind Recommended precautions by yards and owners.

New EU regulations
The Marine Equipment Directive (MED) was recently changed twice, i.e. amendment 4 and 5. The entry-into-force dates are July 21, 2009 and April 6, 2010 respectively. The amendments place EN 12874 and ISO 15364 (Ver. 2) into effect from said dates. Further, as from July 21, 2009, all products must be inspected by the manufacturers notified body. This includes gas-freeing covers, separate vacuum valves, flame arresters, etc. In order words: Any kind of device to prevent the passage of flame may only be issued the Wheel Mark if affixed by the notified body. The new standards come with a vast number of test requirements rendering old test results useless. Performance requirements are also changed and socalled non-hammering valves are most likely not acceptable anymore under the new regime eliminating undamped oscillation with minimum 2 seconds between seat/stop contact with the disc. Meeting the new regulations will be very challenging with industry already promoting sophisticated solutions. Below you will learn more about how SCANVENT crossed two philosophies to end up with a simple yet efficient solution. Not only is the SCANVENT valve nearly leak-free and the first design to fully meet the new regulations; it is also featherweight on maintenance and still the highly competitive.

New IMO regulations retroactive effect

Attention for chemical carriers
In March 2009, IMO decided to add amendments to its test standard MSC/Circ. 677 in order to clarify two issues: First, valves and flame arresters etc. must be approved to the same flame group as the most dangerous cargo on the approved cargo list. Second, high velocity vents may only be installed for the pipe conditions, for which they are tested and approved. Flammability is generally defined as the vapors MESG number. For many product tankers and indeed chemical carriers, there are always some cargoes with MESG below the standard test gas used by most labs (0.9 mm). So the clarification means that deliveries made from March 2009 for chemical carriers should be for lower MESG thresholds (0.65 mm). This in particular is a problem on the vacuum valve intake flame arrester, which needs be of the filter type rather than wire mesh. This further means that the size of vacuum valve must be increased to cater for the allowed discharge rate or the suction rate by the terminal in case of a VECS system pulling the vapor back to shore. The pressure drop over a 0.65 MESG vacuum valve is much higher than over a 0.90 MESG version. In other words: less capacity. As a rule of thumb: if the piping and valves are in all stainless steel, the MESG value is 99% sure to be 0.65 and therefore the vacuum valve inlet should be protected accordingly. Ships not duly fitted must be upgraded from 2013, but of course yards should be aware now and not repeat mistakes. Installing 0.90 MESG valves on chemical carriers since March 2009 makes no sense.

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Newsletter Grandfather clause yard/owner: be careful

The new EU regulations provide a two year grandfather clause for products manufactured before the entry-into-force date(s). This is not a surprise because the directive covers of-theshelf-products, too, for instance life vests and lanterns. However, the manufactured before requirement is serious and documentation to this end must be presented to the notified body for approval and forwarded to the yard. Judging from the EU database for certified products, not all manufacturers are up to speed. They are therefore only able to supply legally if from a stock of already manufactured products (before July 21, 2009). The MED regulations require quality assurance systems with full traceability. Thus, the yard can and should request documentation that the specific goods delivered without a new certificate were manufactured before July 21, 2009. Otherwise the CE Wheel Mark is wrongly affixed by the notified body, unless of course the manufacturer did it himself like in the good old days. The manufacturer can easily document manufacturing date by means of his QA system. If he cannot lift the burden of evidence, the products may not be installed. This goes for any kind of flame arresting product.

New regulations from a yards position

Deliveries made before 21/7 2009: IMO MSC/Circ. 677 certification. Deliveries made on or after 21/7 2009: IMO MSC/Circ. 677; 2) EN 12874; and Module F inspection certification. Deliveries made on or after 6/4 2010: as above but including ISO 15364 (2007) certification. For deliveries made no later than two years after said dates, but without proper certification: Approved documentation of manufacturing before said dates.

IMO on VOC Management Plans

VOC emissions are perhaps the largest, single source of maritime pollution yet the easiest one to solve The equivalent of 15-20 VLCCs per year are within reach

Volatile Organic Compounds (VOC) is a major source of pollution. It is estimated that 0.25% of crude transported is lost during voyage due to poorly functioning venting systems requiring manual release or suffering plain stray emissions. For details of the loss estimate please refer to INTERTANKO/the Crucogsa project - and BPs Environmental Statement 2006 listing the global loss as

the equivalent of 15-20 loaded VLCCs. IMOs new VOC paper calls for crude tankers to have a VOC Management Plan citing the following main issues: 1.4.2. the ship should define a target operating pressure for the tanks. This pressure should be as high as possible and the ship should aim to maintain tanks at this level during the loading and carriage of relevant cargo.

1.4.3. when venting to reduce tank pressure is required, the decrease in the pressure in the tanks should be as small as possible to maintain the tank pressure as high as possible. Both issues are answered best possible by applying the hybrid valve characteristics. It simply cannot be dealt with more efficiently. Fitting the hybrid valves gives the owner an instant advantage as he can show the cargo owner a better service.

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At 80% of PSET : tiny leakage from the small VOC valve only

Newsletter

Handling VOC Management in a nut shell

The above IMO requirements can be met by a single piece of equipment: a valve with the right flow characteristics. SCANVENTs hybrid valve design combines a modulating valve with a fulllifting one. Thus, the tank pressure is allowed to develop and be maintained at or slightly above the VOC valves set-point. Only in case of malfunctioning or full loading will the main valve open and thats when the integrity of the ship requires it to do so! No unnecessary VOC emission here. The hybrid valve is all that is needed to document optimum performance under the new VOC management plan requirements. Adding a GBA system will provide further VOC benefits, see below. INTERTANKO has provided information on the VOCON procedure; a simple and effective means to reduce VOC loss. The integrated VOC valve of the hybrid valve does just want the VOCON procedure aims for.

Hybrid valve demo of leakage at 80% of setting new flow record

Optimizing VOC handling

Leaving the hybrid valve to take care of things will do the vast part of the job. However, a gas re-entry system, such as that promoted by GBA Marine of Norway, allows crew to bring down the tank pressure as they deem fit, for instance in case of preberth inspection rather than emitting the cargo vapor to atmosphere. The system will also greatly reduce the necessary venting volumes during loading; a unique feature documented in full scale service over considerable time. The GBA system will also allow the tank pressure to be lowered should the tank pressure keep rising, thus, keep the VOC valve (of the hybrid valve) open for a prolonged period of time. The GBA system works best if the valves provide the performance described in the IMO paper and thats exactly The GBA system was awarded what the hybrid valve does. the Green Award 2009. However, in combination, the two systems can reduce VOC loss during loading by half and completely eliminate VOC loss during voyage. Payback time via saved crude oil is measured in a few legs. Naturally, this is primarily in the interest of the cargo owner, whereas the ship owner can be proud of a tanker emitting a bare minimum of harmful VOC to the environment. Based on BPs Environmental Statement 2006 figures, fitting a system such as the one from GBA along with hybrid valves is one of the perhaps most profitable green initiatives one can imagine.

The tiny VOC modulating valve handling the in-voyage venting needs

VOCON: The VOCON valve system, an idea fostered by Dr. Gunnar at INTERTANKO, is available from SCANVENT spring 2010. It consists of an in-line valve with the same trim and characteristics as our high velocity unit and an ordinary flame screen for the mast riser, if not already installed. Alternatively a hydraulically controlled valve can be used, but it would not be necessary. Please refer to the VOCON procedure paper for details.

Leakage testing

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Newsletter Gas re-entry system details

Details of the GBA system, which works ideally with a p/v valve designed around IMOs VOC requirements. For further details, please see the website for a joint GBA/SCANVENT presentation to SNAMEs Greek members in September 2009

SCANVENTS hybrid solution

A simple solution to a complicated problem

99% of venting takes place during voyage: measured in time, not by volume, i.e., disc operational time. The hybrid valves VOC valve disc caters for this with a minimum of vapor loss, a minimum of wear, noise, smell, and damage due to accelerated pitting caused by frequent seat/disc contact. Stray emissions due to worn seats and discs are thus

significantly reduced and even more so because the net closing force of the full capacity valve is still there when the VOC valve works. Thats why we call it a hybrid valve: you get the best of a conventional, modulating spring valve, while having the full, no pressure peak capacity of a magnet loaded valve, too. This is a novel solution not seen before in any

application: By having two different flow characteristics, the VOC loss is handled by the small valve catering approximately 10% of the main valves capacity. Tear and wear is thus reduced to a mere fraction, 1% or so, of all other valve types available in the market.

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Newsletter The new hybrid valve in practice

Noise is a well known problem with high velocity valves now solved. This is great news for operation in the vicinity of populated areas and of course for crew. The hybrid valve generates no more noise than an open end of pipe; a never before achieved feature

Crew wants to have easy maintenance; the head office wants low maintenance. Both interests are achieved with the hybrid valve. The seats and discs come out as a single unit, which can be replaced with a new, calibrated one. For a 1,000 m3/h unit, the complete trim weighs just 5 kg. The worn out unit can be shipped for overhaul or taken care of by crew where and when convenient. A spare unit will enable service during voyage. Thus, the need for specialized and authorized service shops is completely avoided. We guarantee shipment of new, calibrated units and other spares within 24 working hours from receipt of order. If we fail, there will be

no invoice. This is the most powerful token of a reliable and fast working service system, which is key to a successful and trouble-free choice of venting system. Later, after commissioning, there is no in-between man: everything is dealt with directly between the ship owner and us. In other words: the very design is the ship owners assurance of direct contact, low costs, and qualified handling of all needs. The main attractions of the new design over existing ones are: a. b. Simplicity Wear reduced to the small VOC disc, which is

modulating and absolutely free of any oscillation. c. d. e. f. g. Full capacity without pressure increase Lowest noise level technically possible. Lowest buying cost and maintenance expenditure All maintenance can be done by crew Large net free area to cater for sticky chemicals and condensate Lowest VOC in-voyage loss that can be achieved Lowest stray emission level second only to pilot operated valves

h. i.

A true module system to cater for plug and play. All trim comes out leaving behind an empty pipe. Change of magnet pull can be made without dismantling

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Newsletter ISO 15364 mandated flow chart formats

ISO 15364 (2007) mandates the use of three formats in order to present flow data. Our hybrid valve consists of two integrated valves. A small modulating one for VOC venting during voyage and a full capacity one for the more traditional needs. 99% of the in-voyage time, the tank will experience ullage space pressure just below the VOC valves setting. It will be maintained at that level under the influence of high temperatures etc., but it will never exceed it notably because then the main valve takes over. In other words: the hybrid valve emits what has to be emitted and no more.

Transition point valves

Full opening valves

Modulating valves

SCANVENT Hybrid valve

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Newsletter Chemical carrier advantages

Our products are made in certified pipe and bar materials ensuring the same quality as for the vent lines. No hassle with porous cast body parts suffering rusty appearance. All parts subjected to vapor are in stainless steel, including the magnets, which as standard are encapsulated. The valves are certified for the correct pipe length and diameter for 2 seconds operation. We can provide certification for smaller pipe diameters under the new regulations than other designs allow in terms of certification for nonoscillating service. The consequent saving on a parcel tanker on pipe diameter can easily make the valves a free of charge subject. For a parcel tanker, the hybrid valve is the ideal solution in all practical aspects and gladly accepted by the yard due to the huge piping/installation saving. We are certified for the correct MESG group. Our flow data and our loading rate/discharge calculations are based thereon. The hybrid valve design features the lowest possible emission to conserve Nitrogen and cargo loss as well as crew exposure. For use on chemical carriers, the hybrid valve design is a major improvement over existing designs providing the lowest volume of cargo emitted during transportation. This is an important improvement, not only in terms of saved Nitrogen/cargo, but also in protecting crew from exposure.

Helping out with the new regulations

We shall be pleased to assist with any inquiries for ongoing projects where the new regulations come in conflict with missing certification or missing validation of goods manufactured before the entry-into-force date(s). Our commitment is to provide the best technical solution at the best price so do not be surprised to find lower cost, high loading rates, less piping diameter requirements, MESG compliance, 2 second compliance; all of which the hybrid valve design provides hand in hand with a cost reduction. .

Details of the new regulations

The new standards are very demanding and render previous testing to IMO MSC/Circ. 677/1009 useless. Of particular interest, the following new issues should be noted: 1. Test gas to be within narrow tolerances and constantly monitored Fire and flow tests at prescribed flow rates and varying settings Two seconds between seat/stop contact with disc at prescribed flow rates (sensor indication to be recorded) at max pipe length 4. 5. 6. 7. 8. 9. Ice layer yielding full functionality to be informed Leakage rate at 80% of PSET to be established Testing of vacuum valves on the actual pressure valves they are used with Efflux velocity to be measured during flow testing Measuring points in tank Same valve for all tests. Any inside change, such as a different weight, constitutes a new valve = new test

2.

10. Corrosion test first 11. Fixed flow data chart formats

3.

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Newsletter Competitive from day one

SCANVENT is a small and dedicated company going into business in the worst of times. There has hardly been a tanker ordered since autumn 2008 and with the dwindling global oil consumption in mind, adding a large number of tankers coming into service, one would normally not think of joining. However, we see the new regulations as the largest, technical challenge yet made on this small niche and we know that the market always returns; be it in 2, 3 or 5 years. At SCANVENT we have the resumes to prove dedication to serving the tanker community and we see the present conditions to be in our favor. When things normalize over the years to come, we will be there for you to provide full compliance with the regulatory development and a low cost/high service alternative. As the newcomer we know that we need to be the best in all respects. Our designs are based on welded pipe and machined bar materials, i.e., commodity oriented costs. Thats how we assure our customers that for the same certification and the same capacity/VOC performance, our price will be significantly below traditional cast part solutions. In line herewith, we can operate with modest stock to cater for next months production and spares to cover our 24-hour free of charge commitment. This is a novel and cost reducing concept that will pave our way into the market along with edge cutting technical solutions. Others are addressing the new regulations with far more sophisticated designs than ours, such as the pilot operated valves. Admittedly, they do have the upper hand on reducing stray emissions, but our VOC loss is better as we keep the tank pressure at or above setting during voyage. We also have the advantage when it comes to simplicity, maintenance cost and the initial production cost.

24-hours guaranteed delivery.

Who are we? What do we offer?

New but experienced

Visit our website for video of nonoscillation performance: www.scanvent.com

The staff at SCANVENT, albeit small, is probably the most experienced in this niche. We have resumes as head of R&D and as head of sales within this line of business for longer than anyone else. We have participated intensively in the regulatory development at all levels, we have hands on experience in testing second to none, and we have the same level of experience in designing valves (as well as in designing magnet-driven deep-well cargo pumps). Your need for the experienced

hand with solid knowledge of regulations, applications, and installations are covered like nowhere else. Our services include full VECS calculations and venting system descriptions for your VOC Management Plans. In the months to come we shall publish on our website details of the traditional accessory products, such as in-line valves, detonation arresters, flame screen, etc. We shall also offer stationary and portable test rigs for

checking settings and leakage rates. Further, we shall offer spare parts for your existing fleet regardless of make. We shall provide competitive alternatives based on detailed requests on a delivered-asrequested basis. To underline the advantage of involving us in your regular spare part supply, we offer delivery 8 working days from technical confirmation or there will be no invoice.

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Newsletter

The ISO 15364 Ordering Information data to the supplier should be in accordance with the following table:

1. Nominal pipe size, Compliance with design configuration of piping, and pipe parameters for tank pressure length limits, and for high velocity vents, compliance with non-hammering conditions. 2. Maximum gas density considered 3. Lowest MESG 4. Set opening points for pressure and vacuum 5. Maximum pressure drop Compliance with design parameters for tank pressure limits. Suitability for the application. Suitability for the application. Compliance with design parameters for tank pressure limits and the selected opening setting of the device. Compliance with design parameters for tank pressure limits and the selected opening setting of the device.

A: Type approval certificate. B: For high velocity vents: test records indicating piping limitations for safe, non-hammering performance (minimum diameter and maximum length from valve to ullage/buffer volume). B: Convert to standard air.

A: Type approval certificate. B: The lowest MESG of the IEC explosion group allowed. A: Type approval certificate. B: The upper and lower values applied during flow testing shall not be exceeded. A: Certified flow charts. B: The flow chart format shall show the maximum pressure drop over the valve for any flow volume. This value is essential for pressure drop calculations. A: Certified flow charts. B: The flow chart shall show the pressure drop over the valve at the maximum required flow rate to be established.

5a. Pressure drop at maximum flow

6. Minimum reseating pressure

Suitability for the application with A: Certified flow charts. B: The flow chart format shall indicate the reseating pressure. regard to minimizing the loss of cargo vapour. Suitability for the application. Suitability for the application. A: Instruction manual. B: The manufacturers recommendations shall not be exceeded. A: Verified drawing. B: The combination of materials chosen may not have lower corrosion resistance than the version tested. The drawing shall include a bill of materials in accordance with Clause 5. A: Instruction manual. B: The surface treatment and coating, if any, shall be decided by the buyer with due consideration to Annex D. A: Certified flow chart. B: The maximum tank pressure allowed in normal operations less an appropriate fouling factor and margin for alarm and breaker settings, etc., shall not be exceeded when calculating the combined pressure caused by the valve and the pressure drop over the piping system. A. Type approval certificate. B. Due consideration shall be given to vessel service conditions and facilities available for on-deck de-icing before cargo operations and during voyage. A: Recorded in test report. B: The ability to disperse gas above deck relates to the velocity through the cross section of the valves outlet to atmosphere. Suitability for the application. A: Instruction manual. B: The verified product data shall state the maximum leakage rate expressed in air of a new valve at 80 % of the nominal setting.

7. Maximum and minimum ambient temperature 8. Materials of construction

9. Surface treatment and coating Suitability for the application.

10. Maximum gas flow in standard air, pressure drop of the piping system, and maximum tank pressure

Suitability for the application and compliance with design parameters for tank pressure limits, alarms, liquid-filled breakers, filling limitations for high density cargoes. Suitability for the application.

11. Maximum outer ice layer thickness 12. For high velocity vents: the minimum average velocity required for cross section of the valves outlet to atmosphere 13. Maximum air leakage rate

Suitability for the application.