-
CONTENTS PAG E
DESCRIPTION
REMARK S
Chapter 1. General 1-3
1-1 The Purpose of Inert Gas System
4
1-2 Outline of Inert Gas System
5
1-3 Piping Diagram of Inert Gas System
5A-5C
6-8
1-4 Piping Diagram of Cargo Tank Vent and Inert Gas Pipe Arrangement 1-5 Inert Gas System Control Table and Check List
Chapter 2. Details, Handling and Maintenance of Unit 9-11
2-1 Scrubber
12-13 2-2 Deck Water Seal 14-17 2-3 Pressure / Vacuum Breaker 18-24 2-4 Fixed Type Oxygen Analyzer 25-26 2-5 Cleaning Fan
Chapter 3. Preparation and Operation of System 27-32 3-1 Inert Gas Supply
33-34 3-2 Fresh Air Supply 35
3-3 Handling and Confirmation after Stopping
36-37 3-4 Details of Safety Device 38-40 3-5 Operation of Inert Gas Plant 41-46 3-6. Application to Cargo Tank Operation 47-48 3-7. Emergency Procedures
ANNEX 1. THE EFFECTS OF INERT GAS ON HUMAN BODY ANNEX 2. IGS MAINTENANCE TABLE
ANNEX 3. PORTABLE 02 ANALYZER (YARD SUPPLY) ANNEX 4. PORTABLE COMBUSTIBLE GAS DETECTOR (YARD SUPPLY) ANNEX 5. TROUBLE SHOOTING TABLE
ANNEX 6. I.G. MAIN VALVE & EXHAUST VALVE CONTROLLER
ANNEX 7. VAPOR EMISSION CONTROL SYSTEM (VECS)
SEE YARD DRAWINGS SEE YARD DRAWINGS
ANNEX 8. RECOMMENDATIONS FOR VENTILATION OR INERTING OF DOUBLE HULL SPACES
ANNEX 9. METHODS OF GAS REPLACEMENT ANNEXIO. ARRANGEMENTS FOR INERTING,PURGING AND GASFREEING ANNEXII . APPLICATION TO CARGO TANK OPERATION ANNEX12. OTHERS ANNEX13. MANUAL OPERATION OF PNEUMATIC VALVES
ANNEX14. HOW TO REPLACE BATTERY FOR PLC 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
DANGE R WARNING
Caution
CAUTION
Meaning This means that it gives the serious harm to the human life, body or material directly such as touching high voltage. This means that it gives the serious harm to the human body or material if do not perform the operation according to the instruction manual. This means that it gives the sligh slightt 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 1 - 1 Purpose of Inert Gas System 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. Explosion limit decided by the proportion of oxygen concentration to hydrocarbon concentration is given in Fig. 1 . Hydrocarbon concentration is too high in the area above the curve CE( The area it is is toonolow in theofarea below in CD (The area is is called called "too " toorich leanzone"), zone")while and there danger explosion these zones. Further, on the left side area of the point C, independently of hydro-carbon concentration, no explosion may occur due to low oxygen concentration in the area (This area is called "too little oxygen zone"). 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 excee -eties exceedd 5% by volume and the atmosphere atmosphere in the cargo oil tanks 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 atmosphere in the cargo oil tanks before gas free is assumed assumed to be above the critical dilution line (point (po int F), and if gas free is started at thi thiss 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 ロロロロ ロロロロ ロロ■■ ■■00 00 ロロ ロロロ 00 ロロ NON F 筧真込 L REGION (TOOLITH.E 住)
14
NON FLAMMABI.E REGION (用 RICH)
( 0
) V9 の っ 4 ■ ■■ ■ロロロロロロロ当当 00 ロロロロロ ロロロローロ ーロロ ロ N09 V00 PURGIN PURGINGIN GINERrG ERrGAS AS ー当 ロロロ■■ロ ロロミ、ロ ■■ロ和ロロ 、i•\•1TH 、i•\•1TH (UN (UNSAF、E) SAF、E) AIR・00 ロロょ ミ、ロロ 8
kエ 0 00 0 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 LEAN)
NON-FLAMIÃBLE (TOO 0
2
4
6
8
PERCENT OXYGEN (02 )
14
18
但)
KASHIWA
PAG E 3/48
1 -2 Outline of inert gas system
"Piping Diagram" gives the construction of system (1) In case of Inerting Scrubber is composed of a venturi, packed tower, and demister element. High-temperature drawn from theseawater boiler uptake passesby through the venturi,gas and collide with jet outisofaccelerated the venturiwhen sprayitnozzle which small particles contained in the gas are collected, and the temperature of gas is cooled to 60 0C - 70 0C. 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 packing (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 5 0C. 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 boosted byand the to inert gascargo fan at scrubber outlet, the gas passes through the deckiswater seal, each tank.
(2) In case of Gas free Before personnel enters the tank for tank cleaning or for periodical checking of the vessel, dangerous gases and inert gas must be discharged from the tank. In that case, draw the air in through the air inlet located between the scrubber and fan, and send it to the tank.
Thus, gas free can be achieved.
PAGE 4/48
C .R .
CONTROL AIRSUPPLY
P UM UM P RO OM OM E NT R RA A NC NC E (E nngg ir t *i MONI TOR PANEL
(DRY & OIL FREE) O. 5 M0. 9MPa
15A
— -5CQC.
0.5MPa
w/H
IS I NSTRUMENTS BOARD
TO CARGO CONSOLE
s
02 ANALYZER
0.14MPa
154 sus 316 co.c.
c.o.c.
154 SOS 31
c.o.c
TOFUNNEL TOP
c.o.c.
FLAME SCREEN
INSULATION
CARGO OIL MAIN LINE 250A
BY DOCKYARD)
( ON ON UP P PE ERDE EC CK K)) ppvv — —JJ P VV- 2 50A
F.D.FAN
P //vv B BR RE EA AK KE ER
FRESH AIR INTAKE
BOILERpv—6
AS CLOSE AS POSSIBLE
TOBE FITTED
PURGI NG STEAM
I
SCRUBBER
400A
OPENDECKI
AS FAR AS POSSIBLE
c.ac. KASHIWASUPPLY
(o.-6MPa) IOOA IOOA 0-500•c pv—4
50A
3 (ABOVE
DECK 0-100' C —5CŒC.
S CR UB BE R
O PE N
BASE)
DECK
OXYGEN
W. SEAL
c.o.c. NALYZER
NO.I IG FAN -5t O.C.
25A
c.o.c.
co.c.
S
HEAŸG
-O
STEAM 0.59MPa• .('MLD
5th 400A WASHING HOSE
AS CLOSE AS
TO CARGO TANK
POSSIBLE
SLOPE M RE FHAN 5•
TO w.a. MAIN LINE (IN PUMP ROOM) pv—5 EXTERNALSUPPLY CONNECTION c.o.c.
(JIS 5K-250A) ABOVE H.L.W.L NO.2 IGFAN
NOTE
INERT GAS WATERSUPPLY,DRAIN
LG. SCRUBBER
STEAM
COOL W. PUMP
GASSAMPL.,VENT ELECTRICCABLE COMPRESSEDAIR EQUIPMENTS ANDVALVES,ETC. WHICH ARE SHOM,I ONTHE OUTSIDE OF ARROW MARK ARE TOBE PROVIDEDBY THE SHIPYARD
*1 PUMP ROOM
PIPING DI AGRAM
FIRE BILGE & SEACHEST
G,S. PUMP 180 / 370 m3/hr
W25A-PCD-ON072142
x 75 / 35 m
DWG. NO. FR ESH W .P UMP
NO.I l . G. DECK
NO.2 1. G. DECK
SEAL WATER PUMP
SEAL WATER PUMP
3 m3 /hr x 40 m
3 m3 /hr X 40 m
4247
IDZ
CHEF SECTIONOF
U.HIR OSAWA
DRAhER
CHECKER
I.MATSUMOTO
DATE
F.OGISHIMA 19th. Oct. 2015
* 1 L.L.W.C
L.L.W.L
DAIE
REMARK
APPR OVAL DRAWE R
A 16th. May 2016 BY YARD COMMENT. 703
U AC H. H. PA RT
REVISION
H UL LP AR T
PAGE
p. 30
¥1 : SLOPE MORE THAN 25•
ENGINEERING
5/47
PAGE
p. 31
VACUUM
5A/47
(MAKER)
TYPICAL SEC TION
POLY-ETHYLENE
-EI.EXIBI-E-IH-CE
ENG.RM
UPPER DECK
400 1.G.MAIN PIPE
WV-500 8 SOCKET
for
VAPOR
AIR
PIPE
Inside: LINING
RESIDUE TANK ONLY 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/hcop INSIDESEC.AREA(RES.TANK) :0.0286m2(200A) 0.0286x7x3600x1.25-900m3/h CAPACITYOF HIGH
VENT.VALVE : 4000m3/h x +16kpa 4000m3/h > 2930m3/h
3CALCULAT1œ.1
VACUUM RELIEF VALE
UNLOADINGCAPACITY(EACHCARGO OIL TANK) : (CARGO OIL PUMP 2100m3/hx125m) CAPACITYOF VACUUM RELIEF VALE : 2200m3/hx -5.4kpa 2200m3/Q*l >2100rn3/h
I OM
5C/47
Il
HIGHVELOCITY VENTING
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 of specially excellent dustadopted collecting equipment of wet type, collecting a great amount particles, and widely 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. I Venturi (Dust removal and primary cooling) Boiler exhaust exhaust gas of high temperature temperature is led into the venturi, and is accelerat accelerated ed when it passes through the venturi throat section , and collide violently with seawater jet out of the venturi spray nozzle . The seawater is atomized by this collision, and distributed over entire throat sec-tion. At this time, particles contained in the exhaust gas is collected to the surface of water droplets. 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 coll collec ectin tingg ef effi fici cien ency, cy, et etc. c.,, ar aree co corr rrel elat ated ed with with ea each ch othe otherr whic whichh is made made clea clear r 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, dioxide, and its data have been quite substantia substantial, l, and the packed tower is widely in use for various absorption.
PAGE 9/48
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 seawater mist contained in the gas.
Water seal NOTE: Water seal is provided at bottom of scrubber for safe maintenance. Seal water to be supplied all time regardless of whether IGS operated or not.
PAGE 10/48
KASHIWA CO.,LTD.
GAS OUTLET Venturi
Fig.2 O Scrubber body
Packed Tower
9
O
O
Venturi duct 6 Venturi spray nozzle Demister element
PAGE 11/48
KASHIWA CO.,LTD. Ø Gas outlet
Tower spray nozzle
High Level switch of sea water 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.
PAGE 12/48
KASHIWA CO.,LTD.
Fig.3
Body
Ø Seal pipe Demister pad
Ø
Seal water inlet
9
Heating steam inlet
O
Heating steam outlet
Overflow drain
Guide pipe
Escape pipe
O Weir Gas outlet
Baffle plate
Low level switch of seal water Gas inlet
(2) Operation
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.
(3) Note for operation Warnin
g O Water must be supplied continuously. (Water supply should be kept while the system is shut down) @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. Cargo tank pressure
Atmospheric
pressure
Seal Water
PRESSURE
Cargo tank pressure > Atmospheric
pressure Fig.6
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 of pressure in cargo tank(s) when cargo is loaded beyond specified rate of gas outlets. @Abnormal drop of pressure in cargo tank(s) when cargo is unloaded beyond specified rate of the inert gas blower. 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 Construction of the PN breaker is, as shown in Fig.7, composed of an outer pipe (1 and inner pipe (2), and filled with seal liquid (3) up to prescribed level. A flame screen (4) is provided at the top of the inner pipe.
OOUTER PIPE @INNER PIPE ØSEAL LIQUID
@FLAME SCREEN
6LEVEL GAUGE GLASS (SCALE PLATE) ©VENT COCK
ØUPPER GAUGE COCK ØLOWER GAUGE COCK
PAGE 14/48
KASHIWA CO.,LTD.
7
Fig.
(3) Operation
O When Pressure Rises (Fig. 8) When the pressure in the cargo oil tanks rise, the seal liquid rises in the inner pipe. At this time, if the pressure beyond the specific capacity of the breaker , seal liquid will gush out of the pipe to let the pressure inside the tank be out.
PAGE 15/48
KASHIWA CO.,LTD. @When Pressure drops (Fig. 9) When the pressure in the cargo oil tanks fall, the seal liquid rises in the outer pipe. If the pressure beyond the specific capacity of the breaker, the seal liquid is drown into the cargo oil tanks, and atmospheric air will be inhaled in the tank. POSITIVE PRESSURE
NEGATIVE PRESSURE
IG DECK MAINIG MAIN
DECK
LINELINE
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 whe whenn 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.
(5) How to check the seal liquid level (Fig. 7) O There is a scale plate on the level glass but pressure can not be read, which is for checking the seal liquid level. How to check for Inner pipe liquid level . "Open" the vent cock located most top, "Close" the upper gauge cock, "Open" the lower gauge cock then read the bigger scale. O How to check for Outer pipe liquid level : "Close" the vent cock located most top, "Open" the upper gauge cock, "Open" the lower gauge cock then read the smaller scale. NOTE: Reading value of inner pipe and outer pipe to be equalized. e.g. Inner reading (bigger scale) : 5 : 5 otherwise Outerpipe pipe reading(smaller scale) operation pressure will be different from design.
@Adjustment of seal liquid * If reading of inner level is smaller than Outer level, seal liquid to be added. * If reading of inner level is bigger than outer level, seal liquid to be drained. Since when IG line pressure is negative, reading of range will be minus rea-ding. Please pay your attention to compare the reading value which is bigger (e.g. -3 is bigger than -4.). of IG pressure . can not be read, but when reading of the NOTE: Monitoring Though accurate pressure 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.
Liquid level to be "0 1' when IG pressure is equal to the atmospheric pressure. NOTE: Otherwise please seal liquid to be added or drained. Close all of cocks on PN breaker after checking liquid level.
PAGE 17/48
KASHIWA CO.,LTD. 2-4 Fixed type Oxygen Analyzer (Model : TF-SR)
(1) General Oxygen Analyzer is a device designed to analyze continuously the oxygen concentration in the inert gas.
(2) Preparation prior to operation (Refer to Fig. 10 , 1 1 & 12) 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. Check that the power voltage is as specified.
@ Check the valve status; open or closed. —For single—point sample sample gas inlet ICS INLET V. , AIR V. , ZERO GAS V. GAS CHANGE V. (l) GAS CHANGE V. (2) (3)
Closed Closed Open
—For two—points switching switching sample gas inlet IC ICS S INL INLET ET V. ,
IG IGG G IINL NLET ET V. , A AIR IR V. , Z ZER ERO OG GAS AS V.
GAS CHANGE V. (l) GAS CHANGE V. (2) (3)
Closed Closed
Open
t> GAS CHANGE COCK
t>
On side
GAS CHANGE COCK
On IGG side
PAGE 18/48
ICS
KASHIWA CO.,LTD. 9 Sensor change valve (1) and (2) Switching valve of the regular sensor and standby sensor. The ordinariness makes this the regular sensor side. In the case that the regular sensor broke down it makes this the standby sensor side.
© MCB (regular power sw or standby power sw) ; MCBI and MCB2 Turns on orthat off the the regular oxegen sensor analyzer. Thedown ordinariness turns the regular sw In the case broke turning off theonregular powerpower sw you turn on the standby power sw. It is given priority to the reguler power sw in the case of on, in all of both.
NOTE: * Before introducing the sample gas into the sensor, check if water is not accumulated inside the piping at the inlet and outlet of the sensor. If it is, disconnect the piping and discharge water.
PAGE
KASHIWA CO.,LTD. 18A/48
(3) Preparation O Turn on the power source switch of the oxygen analyzer. (Conduct the following operation at the panel of the oxygen analyzer.) Open or close each valve as specified in 2-4,@ on the previous page. 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 analyzer to select the range. For details, details, refer to (1 )and(2 )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 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.
PAGE 19/48
KASHIWA CO.,LTD. (5) Air Calibration After arranging the measurement state described in paragraph (4),follow the steps below.
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). (5.1) Zero Calibration After arranging the measurement state described in paragraph (4),follow the steps below.
0 Check that the AIR V., ZERO GAS V.,and GAS CHANGE v.(l are closed.
open GAS CHANGE V. (3). Open the ZERO GAS V. to supply zero gas to the sensor. @After indication has stabilized, operate keys on the receiver of the oxygen analyzer to calibrate. For details, refer to the applied operation 1 in 4-5 of the "operation manual for RE-210-A oxygen analyzer (for processing)". 9 After finishing calibration, close the ZERO GAS 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
PAGE 20/48
KASHIWA CO.,LTD.
OUTPUT DC
ALM
( Load Resistance MAX.600Q. Non—tsolotion)
Sam le Cas Inlet (for [GS) Rc / 2 (Female Screw)
I
Not Supply
Fig.10 —For single—point sample gas inlet
PAGE 21/48
KASHIWA CO.,LTD.
ELEC RIC CIRCUI power
( Load Resistance
vsC Oxygen Analyzer 1
OUTI ALMI
Metal
Connector1
PAGE 22/48
KASHIWA CO.,LTD.
FLOW DIAGRAM
Sam le Gas Gas Inlet Inlet(for (for ICS) Rc 1/2 ( Female Screw)
Sam le Cas Inlet Inlet(for (for EGG) Rc 1/2 Female Screw)
(
Not Supply
Fig.l I —For two—point switching sample gas inlet
PAGE 23/48
KASHIWA CO.,LTD.
Louver
Ac I Window
Receiver
Receiver2 (Standb 22
Sensor Change Cos utle
JIS5K25A FF
Sensor Change
Cas Change
S ndard C
Flow Meter Span Air Inlet Flow Control Valve To Portable 02
Som [e fiEter
Drain I
Meter
Drain Pot 2
(Front View)
(Right Side View)
PAGE 24/48
KASHIWA CO.,LTD. For sinzle—point sample gas inlet ( IGS )
Lou ver Louver Sensor 1
NP_I p_22
Acr I Window
Sensor2 Standby)
Receiver2 (Standb Terminol
Sensor Change
JIS5K25A FF
Gas Change
Flow Meter Span Air In et Fiow Control Valve To Portable 02
SampEe filter
Drain Pot 1
Meter
Drain Pot 2
(Front View)
(Right Side View)
PAGE 25/48
KASHIWA CO.,LTD. Fig. 12 —For two—point sample gas inlet ( IGS + TOP—UP IGG )
(7) Inspection and maintenance NOTE: Inspection and maintenance items Item NO
.
Frequency
1
Sample gas flow check
At every measurement
2
Calibration ooff oxygen an analyzer
At ev every m meeasurement
3 4
Cleaning of sample filter and drain pot Check piping and valves for dirt, clogging and leakage
Remarks
Every month Every 3 months
5
Removal Rem oval of drai drainn fro rom m sa sam mpl plee filt filter er and and drai drainn pot( pot(l) l) an andd drai drainn pot(2)
(after measurement)
6
Replacement of cartridge filter of sample filter
Every year
7
Replacement of O-ring of sample filter and drain pot(l)
Every year
When necessary
Discharge if full.
* How to Replace the Sensor O Turn off the MCBI or MCB2 (POWER SW.) inside the oxygen analyzer unit. Disconnect the metal connector. Turn the hexagonal part of the sensor counterclockwise, using an adjustable wrench, to remove it. (Be careful immediately after shutoff because the sensor is very hot.)
@ Replace the sensor with a new one.clockwise, (AS-210)using an adjustable wrench, to tighten. 9 Turn the hexagonal part of the sensor NOTE: The tightening torque is to be 2. 0 ± 1.0 N •m ( 0.2 ± 0.1 kgf •m). To use specified gasket for the screw. (Seal tape is prohibited.) Connect the metal connector.
ØTurn on the MCBI or MCB2 (POWER SW.) After warming up (for about 3 minutes),enter the data of the new sensor to the receiver, using key operation.
Linearizer No. CH No.2 Heater resistance CH No. 10 The data is specified in the test result sheet. For the key operation method, refer to (1 ) in 4-4 of the "operation manual for RE-210-A oxygen analyzer (for processing)".
PAGE 26/48
KASHIWA CO.,LTD. 9 Calibrate the new sensor. Start measurement.
2-5 Cleaning Fan Though dust removal and desulfurization of the inert gas is carried out in the scru bber, a very small amount of remained solid particles can deposit on the impeller and casingitwhich causesunbalance corrosion.ofFurther, if the In solid particles aresuch deposited unevenly, may cause the impeller. order to avoid trouble, carry out cleaning of the fan as early as possible after shut down of the system in the following manner. 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) Clea Cleaning ning should be carri carried ed out for 10 to 15 minutes minutes until the impeller comple completely tely 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.
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X 0 9 I A A f t 1 S
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KASHIWA CO.,LTD. Chapter 3. Preparation and Operation of the System 3-1 Inert Gas Supply (1) Preparation 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 ind ication lamp.
3 Control the scrubber valves while watching the cool. S.W. Pressure gauge to have prescribed pressure. 4. Make sure that the fresh air intake is to be closed. 5.
Open the fan suction valve. (However, when 2-sets of the 100% capacity fans are installed, open only the intake valve of the selected fan to operate.)
6 Make sure the supply of sea water to the deck water seal and its proper sealing. 7. Make sure the seal liquid level in the Pressure/Vacuum breaker. 8.
Open the inert gas deck main valve and branch valve (s) of the cargo oil tank intended to be inerted.
9.
Close the vent valve. (For automatic valves, check if the "CLOSE" lamp on the C.C.R. is lit after pressing the l.c. SUPPLY SWITCH.)
10. Make
sure that the oxygen analyzer is in measuring condition.
11. Ma Make ke
sure sure th thee supply supply ai airr pr pres essur suree and set set pr pres essur suree of pneum pneumat atic ical ally ly ope opera rate tedd 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. Soot
blow for boiler cannot be carried out during the operat operation ion 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.
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KASHIWA CO.,LTD. (2) Operation When operating the inert gas system, follow the steps mentioned below. 1. Set the system selector switch to "INERT GAS" position. 2. Push "MASTER SWITCH", and confirm the lighting of indication lamp.
3. Open boiler uptake valve and confirm full opening of the valve by indication lamp. 4. Make sure the air seal valve is closed automatically.
(When manually operated, close the air seal valve locally.) 5. Start the fan.
5.-1 When the capacity of the fan is 100%, Operate one of inert gas fans, and check if the "RUN" indication lamp is on. (Note that two fans cannot be operated simultaneously.) 5.-2 When the capacity of the fan is 50%, Start No. 1 Inert Gas Fan, and check if the "RUN" indication lamp is on. 30 seconds after starting No.l Inert Gas Fan, start No.2 Inert Gas Fan and check if the 'RUN" indication lamp is on. (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.) 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%, immediately 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 shou ld excee exceedd 8%, stop the ine inerti rting ng to car cargo go oil tanks, tanks, unloa unloading ding and crude oil washing, etc.
NOTE : Before operating PNEUMATIC CONTROL VALVE manually, make sure su re to stop stop suppl upplyy ai airr and and open open the by-p by-pas asss valv valvee fit fitted ted to the the PNEUMATIC CONTROL VALVE. 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. Make sure "FULL OPEN" of the exhaust valve by indication lamp. 3. Stop the inert gas fan. 4. Make sure "SHUT" of the fan delivery valve by indication lamp. 5. Push "SHUT" button of boiler uptake valve and confirm "SHUT" of the boiler uptake
valve by indication lamp. 6. Make sure the air seal valve is opened automatically.
(When manually operated, open the air seal valve locally.) 7. Open the vent valve.
(When automatically operated, check if the "OPEN" indication lamp is on.) 8. After about 30 minutes, stop "IGS SCRUBBER S.W. PUMP".
(For others, refer to item 3-3 "Handling and confirmation after stopping".)
(4) Topping-up During Navigation 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
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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 1. Open the fresh air intake. 2. Open the fan suction valve.
(However, when 2-sets of the 100% capacity fans are installed, choose one of the two fans to operate and open the intake valve.) 3. Make sure sea water supply to the deck water seal and its normal sealing condition. 4. Make sure the seal liquid level in the PN breaker. 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, transmitter, etc., 7. Set the operation mode of the controller to "AUTO", then set the inert gas deck main
pressure. (Refer to ANNEX6) 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.
10 Close the vent valve.
(2) Operation 1. Set the system selector switch to "GAS FREE". 2. Push the "MASTER SWITCH" and confirm "ON" by indication lamp. 3. Start the fan.
3.-1 When the capacity of the fan is 100%, Operate one of inert gas fans, and check if the "RUN" indication lamp is on. (Note that two fans cannot be operated simultaneously.) 3.-2 When the capacity of the fan is 50%, Start No. 1 Inert Gas Fan, and check if the "RUN" indication lamp is on. 30 seconds after starting No. 1 Inert Gas Fan, start No.2 Inert Gas Fan and check if the "RUN" indication lamp is on.
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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" "START" button of "INERT GAS SUPPLY" switch. (Conf (Confirm irm indication
lamp) 6. Th Then en main main gas gas valv valvee and and exha exhaus ustt valv valvee ar aree au auto toma mati tica call llyy co cont ntro roll lled ed 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. Make sure "FULL OPEN" of the exhaust valve by indication lamp. 3. Stop the inert gas fan. 4. Confirm "SHUT" of the fan delivery valve by indication lamp. 5. Open the vent valve.
(When the valve is automatic, check if the vent valve is open with the indication lamp.) 6. Close the fresh air intake. 7. Close the fan suction valve.
3.3
Handling and Confirmation after stopping
1. Make sure sure "OPEN" "OPEN" of the vent vent valve. valve. (For automatic operation, check if the "OPEN" indication lamp is on.)
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". 3. Maintain all overboard valves on the drain line "OPEN". PAGE 35/48
KASHIWA CO.,LTD. 4. Wash the the inside inside of the fan(s). (See (See 2-5) 5. After the use of scrubber, run water to the scrubber for about 30 minutes, and replace the drain containing S02 with sea water.
6. Make sure sure "OPEN" "OPEN" of the air air seal valve. (For automatic operation, check if the "OPEN" indication lamp is on.)
7. Make Make sure sure norm normal al se seal al le leve vell in th thee deck deck wate waterr se seal al an andd Pres Pressu sure/ re/Va Vacu cuum um breaker. 8. Maintain electric power supply to the main control panel "ON" all the time. 9. For Oxygen Oxygen Analyzer, Analyzer, refer to instructi instruction on manual. manual. (See 2-4) 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 tem temperatu perature re of fan fan outlet increa increases ses more than a set set value value.. (3) Whe Whenn the supply supply ai airr pressu pressure re drop drops. s. (4) Whe Whenn the elec electri tricc power power suppl supplyy fails. fails. (5) Whe Whenn No. 1 and and No.2 No.2 fan stopp stopped ed ab abnor normal mally. ly. (In case 2-sets of the 100% capacity fans are installed, when the selected fan stopped abnormally.) (6) When th thee drai drainn wate waterr level level in the scrubber scrubber rises rises abnorm abnormally ally high. high. (At this time, scrubber sea water pump stops automatically.)
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KASHIWA CO.,LTD. (7) When th thee seal water level iinn the de deck ck sea seall fall fallss abnor abnormally mally llow. ow. (8) When tthe he emergenc emergencyy stop push button button sw switch itch is is pre pressed. ssed.
3 - 4-2 Alarms by Buzzer and Indication Lamp When the gas pressure in the deck main line decreases or increases beyond prescribed value. (2) When the the oxyge oxygenn concentrati concentration on at the the fan outlet exceed exceedss 8%. (3) When When the scru scrubbe bberr pum pumpp stops stops running running.. (4) When the deck se seal al feed water water flow flow drop dropss below pprescr rescribed ibed value. value. 3-4-3 Other Interlocks
(1) Boiler uptake valve and Inert Gas Fans When the system selector switch is set to "INERT GAS" mode, the inert gas fan will not start untill the boiler uptake valve fully open.
(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 selec selector tor switch is set at the position of "GAS FREE" or "NAVIGATION". "NAVIGATION".
(4) Please refer to CONTROL TABLE in a finished drawing for details of other interlocks and warning.
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KASHIWA CO.,LTD. 3 -5 OPERATION OF INERT GAS PLANT 3 - 5 - I Though flue gas system differ in detail certain basic principles remain the same. These are:
1. starting up inert gas plant; 2. shutting down the inert gas plant; 3. safety checks when the inert gas plant is shut down. 4. In all cases the KASHIWA' s detailed instructions should be followed. 3 - 5 - 2 Start-up procedures should be as follows:
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. 7. Open the boiler up-take 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. X. Connection of inert gas to the cargo oil piping should be referred to VECS Manual supplied by the yard or to Cargo Operation Manual supplied by owner. 3 -5-3 Shutdown procedures should be as follows;
1 . When all tank atmospheres have been checked for an oxygen level of not more than 8% and the required in-tank pressure has been obtained, shut the deck isolating / non-return valve. .2 Open vent to atmosphere between the gas pressure regulating valve and the deck isolating / non-return valve.
3.
Shut Shut the gas gas pres pressu sure re reg regul ulat atin ingg val valve ve..
4.
Shut down the inert gas blower.
5.
Close the blower suction and discharge valve. Check that the drains are clear. Open the water system the blower whileotherwise it is still rotating with the power supply of washing th thee driving motoronturned t urned off, unless recommended by the manufacturer. Shut down the water washing plant after a suitable period.
6.
Clos Closee the the up-t up-tak akee valv valvee and and open open the the aair ir sea seali ling ng ssys yste tem. m.
7.
Keep the fu Keep full ll wate waterr supp supply ly on the sc scru rubb bber er tower tower in ac acco cord rdan ance ce with with the manufacturer' s recommendation.
8.
Ensure that the water supply to the deck water seal is running satisfactori satisfactorily, ly, 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
3 4
Check the water level in water loops installed in pipework for gas, water or pressure transducers, to prevent the backflow of hydrocarbon gases into gassafe spaces. 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. Before the pressure in the inerted cargo tanks drops to 1 kPa (0.01 kgf/cm ) they should be repressurized with inert gas.
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KASHIWA CO.,LTD.
3 -5-5 Possible failures of the inert gas system and actions to be taken include: High oxyg High oxygen en co cont nten entt whic whichh ma mayy be ca caus used ed or indi indica cate tedd by the the fo foll llow owin ingg conditions: 1 .1 poor combustion control at the boiler, especially under low load conditions;
1.
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; 1 .4 faulty operation or calibration of the oxygen analyser; 2.
If th thee inert inert gas gas plant plant is de deli live veri ring ng iner inertt gas with with an an oxy oxyge genn conte content nt of mor moree than 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.
3.
Inab Inabil ilit ityy to main mainta tain in po posi siti tive ve pres pressu sure re duri during ng ca carg rgoo disc discha harg rgee or de deba ball llas asti ting ng operations which may be caused by:
3.1 inadver inadverten tentt cclos losure ure of the ine inert rt gas val valves ves;; 3.2 faulty faulty oper operati ation on of tthe he au automa tomatic tic pres pressur suree con contro troll syst system; em; 3. 3.33 inade inadequ quate ate bl blow ower er pr pres essur sure; e; or 3.4 a cargo cargo ddisc ischar harge ge rate rate in in excess excess ooff the blower blower outpu output. t.
4. The cargo discharge or deballasting should be stopped or reduced depending on whether or not the positive pressure in the tanks can be maintained while the fault is rectified.
3-6. APPLICATION TO CARGO TANK OPERATION The inert gas system should be used during the full cycle of tanker operation as described in this section. 1. Inerting of tanks
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KASHIWA CO.,LTD. 1 ) Tanks that have been clean cleaned ed and gas-freed gas-freed should be re-inerted re-inerted preferably 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. Duringg the Durin re-inerting re-inertingand of anon-inerted tank followi following ng ashould breakdown breakdown and repair of the inert with gas 2) system, non-gas-free tanks be re-inerted in accordance 1.-1) During inerting, inerting, no ullaging, ullaging, dipping, sampling or other equipme equipment nt 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.
2. Discharge of water ballast 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 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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KASHIWA CO.,LTD. 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. Load Loaded ed cond condit itio ionn
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 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 alternative source of supply such as an inert gas generator generator might be used.
5. Cargo argo disc discha harg rgee
1) ) It may be necessary to release the inert gas pressure in the cargo tanks on arrival 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.
2) The tanks should then be re-pressurized before discharge commences. 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.
6. Crud Crudee oi oill wash washin ingg PAGE 42/48
KASHIWA CO.,LTD. 1) ) Before each tank is crude oil washed, the oxygen level shall be determined 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.
2) If, during the crude oil washing: (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. Ball Ballas asti ting ng ooff carg cargoo tan tanks ks 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. Ball Ballas astt con condi diti tion on
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.
10. Purging prior to gas-freeing 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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KASHIWA CO.,LTD. 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 Gas-freeing
1) Ga Gas-f s-free reeing ing of car cargo go tan tanks ks shou should ld onl onlyy be carrie carriedd out when tank ent entry ry is nec necess essary ary (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).
2) Gas-freeing may be effected by pneumatically, hydraulically or steam driven portable blowers, or o r by fixed equipment. In either case it is necessary to isolate the appropr -iate tanks to avoid contamination from the inert gas main.
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. 12. Tank entry
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) Practical precautions to meet these hazards include: (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; (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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KASHIWA CO.,LTD. After it has been ascertained that a true bottom sample is being obtained, the following readings are required:
(5)-O: 21% on a portable oxygen analyser; and 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 be -ing gas-
free, e.g. in tanks where it is not possible to sample remote locations. (This practice shou sh ould ld be co cont ntinu inued ed un until til al alll ar area eas, s, incl includi uding ng the the botto bottom m struc structu ture re,, ha have ve be been en thoroughly checked.);
(7) conti continu nuous ously ly ve venti ntila latin tingg an andd re regul gular arly ly sa samp mpli ling ng the tank tank atmo atmosph spher eree when whenev ever er personnel are in the tank;
(8) carefully observing normal regulations for tank entry. 13. Re-inerting after tank entry
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 th e 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. 3 -7-2 If it is considered to be totally impracticable to effect a repair to enable the inert gas system to deliver the quality of gas and maintain a positive pressure in the cargo tanks,cargo discharge and deballasting may only be resumed provided that the following precautions are taken:
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KASHIWA CO.,LTD. 1) The The fl flam amee sc scree reens ns are checke checkedd to en ensu sure re that that they they are in a sa sati tisf sfac acto tory ry condition. 2) The valves valves on the vent mast risers 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 levelbe rises to within until 50 perthecent of the lower washing should discontinued vapour level has flammable fallen to 20limit per cent of the lower flammable limit or less.
6) If washing machines machines with individual capacities capacities exceeding 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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KASHIWA CO.,LTD. 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 opening openings,exc s,except ept those necessary necessary for washing washing and designed venting arrangements,should be kept closed during the washing process. 3 -7-4 During cargo operations in port,more stringent regulations of the port Authorities shall take precedence over any of the foregoing emergency procedures. 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.
3 -7-6 Tank pressure When an inerted cargo tank is maintained at a positive pressure,personnel should be advised of the practical hazards of this pressure. Such pressure must be adequately reduced before any tank-lids,ullage plugs or tank washing openings are opened.
PAGE 47/48
KASHIWA CO.,LTD.
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 contained in inert gas. It is dangerous. prohibited to enter inerted tank because, as you can see in the following table,it is very Also, when enter the tank after gas free, it is necessary to ensure the safety for human body using a portable gas detector.
The Effect of Low Oxygen Concentration on Human Body Oxygen Content 19%
The Effects on Human Body Minimum oxygen content by Mine Safety law.
Fire goes out.
15%
Breath deepened and pulse beats faster.
11%
Hard to breathe, action becomes sluggish. Complexion becomes pale, unable to move,hard to breathe.
7%
6% Below 4%
Starts panting, Starts panting, pulse beats sever severely ely fast, fast,compl complexion exion becom becomes es gray, mental derangement.
No reaction in muscles, lose consciousness. Fall down in a faint within 40 seconds without any sign.
ANNEX 1 PAGE 1/2 The Effects of Various Gases on Human Body Sulfur dioxide(S02)
Allowable concentration 5 ppm, 13 mg/m3 when inhales, get poisoned.
All llow owab able le shows conc conceent ntrtoxic ratio ationn symptom,because 50 ppm, ppm, 55 mg/m mg /m3 Carbon monoxide(CO) poisonous, oxygen supply ability is prevented due to the combination of the gas and hemoglobin in the blood.
Carbon dioxide(C02) Allowable concentrat Allowable concentration ion 5,000 ppm 9,000 mg/m3 The gas itself is not poisono poisonous, us, but in case of high co conc ncen entr trat ation ion,, an anes esthe theti tize zedd co condi nditio tionn ap appe pear arss 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 at atmo mosph spher eree an andd co cond nditi itions ons caused by lack of oxygen may occur.
Helium (He)
Hydrocarbon vapour
Not poisonous specially,
The Effects on Human Body
0.1%
Irritation of the eyes within one hour.
0.2%
Irritation of the eyes, nose and throat, dizziness and unsteadiness within half an hour.
0.7%
Symptoms of drunkenness within 15 minutes.
1 .00/0
2.0%
Rapid onset of "drunkenness" which may lead to unconsciousness and death if exposure continues.
Paralysis and death occur very rapidly. ANNEX 1 PAGE 2/2
KASHIWA CO.,LTD.
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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
PORTABLE COMBUSTIBLE GAS DETECTOR This section has been intentionally left blank because dockyard supply item.
PAGE
ANNEX 4
PAGE
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KASHIWA CO.,LTD.
ANNEX 6 IG Main valve and Exhaust valve Controller (UT32A) 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 User function keysDISP key
ANNEX
PAGE
KASHIWA CO.,LTD. A/ M keyPARA key
SET/ENTER key Up/ Down/ Left/ Right arrow keys
6
(1)
1/2
AUTO mode operation
1.1 Make sure the lamp on MAN position to be off. 1.2 If MAN lamp is lighting, it is manual operation mode. Press AI M key and turn off the lighting lamp.
1.3 Oper Operate ate the IGS, controll controller er works accor according ding to the setting pressu pressure re (Deck Main Line Pressure) automatically.
(2)
How to set the tu turget rget pressu pressure re (IG (IG Deck Deck Main Main Line Line Press Pressure ure))
2. 2.11 Show Show the SP Dis Displ play ay.. 2.2 Press the SET/ENTER key to start the setpoint blinking. To set the setpoint, use the Left/Right arrow keys to move between digits and the Up/Down arrow keys to increase and decrease the value.
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.
(3)
Manual mode operation I
3.1 Press A M key, MAN lamp to be lighting.
ANNEX
PAGE
KASHIWA CO.,LTD. 3.2 Press Data key, out put will be valied and valves are operated remotely and manually. Please refer to the separate manual for further details.
6
2/2
ANNEX 1
Vapor Emission Control System (VECS) 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. supply the control the inert gas system in thegas cargo control 1. The roomelectric must bepower switched on of before startingpanel cargoforoperations so that the inert 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 con tinuo-usly supplying the seal water.
4. Normal seal liquid level is is to be kept in the Pressure Vacuum Breaker. Breaker. 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. valves to the cargo oil tanks which will be loading are to be kept opened and 7. The branch valves 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
RECOMMENDATIONS FOR VENTILATION OR
INERTING OF DOUBLE HULL SPACES INTRODUCTION 1
SOLAS Regulation Il-2/4.5.8, /4.5.5.1.3, /4.5.7 require oil tankers constructed on or after 1 Octoberl 994, to be provided with suitable arrangements for gas freeing and ventilation of double hull spaces. In addi additio tion, n, oil oil ta tank nker erss fi fitte ttedd with with ine inert rt ga gass syst system emss ar aree re requ quir ired ed to ha have ve suita suitabl blee arrangements for inerting double hull spaces, when necessary.
2
The recommendations contained in this annex are intended to provide an advice for alternative solutions available and indicate acceptable arrangements.
GAS FREEING AND VENTILATION
3 The gas freeing and ventilation arrangements must be capable of gas freeing: .1 inerted double hull spaces; and .2 double hull spaces containing cargo vapours from leakages of cargo into the spaces; in order to maintain adequate ventilation continuously during entry of personnel.
ALTERNATIVE METHODS OF VENTILATION 4 The following methods of ventilation are feasible; .1 filling and subsequent emptying with water ballast, .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 air supply from dec deckk (see Fig.2.);
ANNEX8 PAGE 1/5
KASHIWA CO.,LTD. .4 connection between the inert gas line and the water ballast line for fresh air supply through ballast line for fresh air air supply through bballast allast suctions (se (seee Fig. 3); .5 cross-over ventilation (see Fig. 4); .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 combinati combination on of partly filling an andd ventila ventilation, tion, e.g e.g.. filling of double bo bottom ttom sec section tion of Ushaped 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 f or 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 these space spacess inerted at all times whe whenn empty, or to ine inert rt 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 ffixed ixed piping system is considered necessary.
METHODS AND ARRANGEMENTS FOR INERTING ANNE-X8
PAGE 2/5
KASHIWA CO.,LTD. 1 0. As for ga gass freei freeing ng and ve ventila ntilation tion the eeasie asiest st meth method od for ine inerting rting is to ssupply upply in inert ert gas ttoo the space during deballasting. 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 . Writte Writtenn procedu procedures res shou should ld be availa available ble onboa onboard rd giving de details tails on how to carry out ven ventilati tilation, on, inerting of cleaning or double hull spaces.
Figure 1 Ventilation by means of portable fan / inert gas fan and purge pipe
ANNE-X8
PAGE 3/5
KASHIWA CO.,LTD. Figure 2 Gas freeing by means of portable fan and purge pipe
Ballastline Ballast line Supply from ine gas fans
Figure 3 Ventilation with supply from inert gas fan through ballast suction
Figure 4 Cross-over ventilation through remote operated bulkhead valve(s)
OUTLET
ANNE-X8
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KASHIWA CO.,LTD. Figure 5 Ventilation by dilution method
ANNE-X8
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KASHIWA CO.,LTD.
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 the orig origina inall ga gass de decr crea ease sess ex expo pone nenti ntial ally ly.. In prac practic ticee the the ac actu tual al ra rate te of ga gass replacement depends upon the volume flow of the incoming gas, its entry velocity, and the dimensions of the tank. For complet completee gas replacemen replacementt 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 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 replac Ideal replaceme ement nt req requir uires es a stable stable hor horizo izontal ntal inte interfa rface ce betwe between en the ligh lighter ter 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
the
requreplac ired ement degree through of gout as replacement throughout 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 and15/2.3.2.7, gas-freeing (SOLAS Regulation 11-2/4.5.6.3, FSS 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 1 11
top top
top bottom top
boom
Principle dilution dilution displacement or 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 and vented from the top ofThe theincoming tank. This the simplest arrangement. Gasintroduced replacement is by the dilution method. gasisshould 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 Diluon
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KASHIWA CO.,LTD.
ANNEXIO
ANNEX9 PAGE
1/2
KASHIWA CO.,LTD. 4 Arrange Arrangemen mentt IIll 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 if valves are fitted tovelocity isolate each tank from the inert gas main, through thisstacks main or, to the mast riser or high vent.cargo
Figure 12 Dilution (11).
5 Arrange Arrangemen mentt fl flll 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.)
Figure 13 Displacement (Ill).
ANNEX 11
Figure 14 Dilution (111).
ANNEXIO
PAGE
2/2
KASHIWA CO.,LTD.
APPLICATION TO CARGO TANK OPERATION The inert gas system should be used during the full cycle of tanker operation as described in this section. 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 Durin Duringg the re-inerting re-inerting of a tank followin followingg a breakdown 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 th thee oxygen content is less than 8% by volume and for such a period of time as determined 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, 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 Discharge of water ballast 2.1 Before discharge of cargo tank ballast is under undertaken, taken, 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 arrangements required by FSS 15/2.3.2.7 are use to isolate 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.
PAGE 1/5
KASHIWA CO.,LTD. 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 Load Loaded ed cond condit itio ionn 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 Cargo transfer and cargo sampling 5.1 Ullaging devices of the closed type should be used to avoid the opening of ullage ports. 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: .1 At the loading port, prior to cargo loading. .2 At the loading port, after cargo loading. .3 At the discha discharge rge port, port, prior to ccargo argo ddischa ischarge. rge. .4 At the discharge port, after cargo discharge.
PAGE 2/5
KASHIWA CO.,LTD. ANNEXII 5.3 The tanks should then be re-pressurized immediately after the measurements or cargo samples have been taken. 5. 5.44 If th thee tank tank is op open ened ed pr prio iorr to ca carg rgoo tr tran ansf sfer er,, ca carg rgoo tran transf sfer er shou should ld no nott be commenced until all the conditions have been checked and are in order. Similarly, if th thee ta tank nk is open opened ed af afte terr ca carg rgoo tr tran ansf sfer er,, norm normal al ship ship oper operat atio ions ns shou should ld not not be commenced until all the conditions have been checked and are in order.
6 Crude oil washing 6.1 Before each tank is crude oil washed, the oxygen level shall be determined at a point 1m 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 content and pressure of the inert gas being delivered during the washing process should be continuously recorded (see FSS 15/2.4.2.1.1 and 2). 6.2 If, during the crude oil washing: .1 the oxygen level of the inert gas being delivered exceeds 8% by volume; or .2 the pressure of the atmosphere in the tanks is no longer positive; then washing must be stopped until satisfactory conditions are restored. Operators should also be guided by 4.5.2. in IMO Inert gas system 1990 edition)
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 Ball Ballas astt cond condit itio ionn 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 Tank cl clea eani ning ng 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 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 gasefflux introduced into the reduced tank until hydrocarbon vapour concentration measured in the gas has been to the 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.
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). 11.2 Gas-freeing may be effected by pneumatically, hydraulically or steam-driven portable blowers, or by fixed equipment. In either case it is necessary to isolate the appropriate tanks to avoid contamination from the inert gas main. 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 industrial practice laid down in the International 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. 12.2
Practical precautions to meet these hazards include:
.1 securing the inert gas branch line gas valves and/or blanks blanks in position or, if gas-freeing 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;
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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 cont continu inuou ously sly ve vent ntila ilati ting ng an andd re regul gular arly ly samp sampli ling ng the the tank tank atmo atmosph spher eree when whenev ever er personnel are in the tank; .8 carefully observing normal regulations for tank entry.
13 Re-i Re-ine nert rtin ingg afte afterr ttan ankk entr entryy 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. 13.1
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 13.2
tanks.
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KASHIWA CO.,LTD.
ANNEXII
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KASHIWA CO.,LTD.
ANNEX 12
others 1 Instruction manual(s) Instruction required be provided on boardand byoperational the Guidelines for inert gas system 1990 editionManuals should contain thetofollowing information 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 .1 Small particulate matter carried in flue gas can be electrostatically charged. The level of charge is usually small, but levels have been observed well above those encountered with water mists formed during tank washing. .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)
3 Hazards from pyrophoric iron sulphide Bearing in mind the reduction of oxygen in ullage space Bearing spacess compounded by the operation operation of inert gas systems, research has led to the conclusion that there is a significant risk of pyrophoric deposits forming in inerted tankers carrying sour crude oil: furthermore, that pyrophoric deposits can from with crude oils having a low hydrogen sulphide content and that no minimum safe level of hydrogen sulphide content can be identified; and, finally, that pyrophors which have formed during a loaded passage can persist during the subsequent ballast voyage. 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)
ANNEX12
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KASHIWA CO.,LTD.
ANNEX 13 MANUAL OPERATION OF PNEUMATIC VALVES
1) Stop compressed air supply to each pneumatic valve. 2) 'Open' the'By-pass valve' of each pneumatic valve. (In case of 'KITZ-ACTUATOR', loosen the hexagon nut of the air seal valve to purge compressed air in actuator.)
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.)
5) Resume compressed air supply to eack pneumatic valve.
ANNEX 14 C200HX/HG/HE-CPU Replacing Battery To replace the Battery Set (C200H-BAT09), follow the steps below.
BATTERY RENEWAL TIME • •
The normal battery service life is five years at 25 0C.
When the battery is nearly discharged, the ERR indicator will flash. When this occurs, replace the battery within one week to avoid loss of data.
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 ANNEX13
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KASHIWA CO.,LTD.
HOW •ro REPLACE BATTERY
1. Turn the power off. If the power is already off, turn the power on first for at least one minute, and then turn the power off.
2. Detach CPU unit from CPU base unit. 3. Remo Remove ve th thee cov cover er of batt batter eryy hou housi sing ng on the the bac backs ksid idee ooff CPU CPU unit unit.. 4. Push aside a lug holding the battery, and pull out the battery with wires. 5. Pull out the connector downward with wires. 6. Push in the new connector upward with wires. Push in the new battery untill a lug holds the battery.
7.
Put Put wir wires es in th thee ba batt tter eryy hous housin ing, g, an andd pput ut the the ccov over er ba back ck.. (Replace the the battery within 5 minutes.)
ANNEX14
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Kashiwa Co., Ltd. tech te ch..co co..jp
Tokyo Head Office http://www.kashiwaEE-ma maiil : sal ales es@ @kas kashiwaiwa-te tech ch.c .coo.jp .jp 2013/4/30
SERVICE NETWORK JAPAN KASHIWA CO.,LTD. / TOKYO HEAD OFFICE 4-5-4, Takanawa, Minato-Ku, Tokyo, Japan 108-0074 TEL +81-3-5449-2431 FAX +81-3-5449-2430 E-MAIL
[email protected]
KASHIWA CO.,LTD. / NISHINIHON BRANCH OFFICE 7th floor, Fukuyama ds bldg., 2-35, Morniji-Cho, Fukuyama-City, Hiroshima, Japan 720-0811 TEL +81-84973-3050 FAX +81-84927-1270 E-MAIL
[email protected]
KASHIWA CO.,LTD. / TSUKUBA WORKS 1165-9, Kutsukake, Bando-Shi, Ibaraki, Japan 306-0515 TEL +81-297-44-3851 FAX +81-297-44-3787 E-MAIL
[email protected]
HONG KONG HEALTH-LEAD DEVELOPMENT LIMITED Rm. B, 12 / F, Guangdong Investment Tower, 148 Connaught Road Central, Hong Kong TEL +852-2858-0012 FAX +852-2559-6731 E-MAIL
[email protected]
SINGAPORE
TAKNAS ENGINEERING ( PTE. ) LTD. 237, Pandan Loop #05-07 Westech Building Singapore 128424 TEL +65-67775856 FAX +65-67796711 E-MAIL
[email protected] Atas Marine Services Pte. Ltd.
Block 8 Chia Ping Road # 05-03 J TC Flatted Factory Building Singapore 619973 TEL +65-62680890 FAX +656268-1393 E-MAIL
[email protected]
KOREA KASHIWA KOREA CO.,LTD. Room No.809, CJ Korea Express Building, 119, Daegyo-Ro, Jung-Ku, Busan 600-016, Korea TEL +82-51-752-7550-1 FAX +82-51-752-7552 E-MAIL
[email protected]
ILJIN AND CO.,LTD. #246-6, Dalsan-Ri, Junggwan-Myun, Gijang-Gun, Busan 619-961 ,Korea TEL +82-51-755-6191-5 FAX +82-51-755-6196
CHINA HEALTH-LEAD DEVELOPMENT LIMITED / SHANGHAI OFFICE Rm. 17A, Fulong Building NO.227 Si Ping Road, Shanghai 200081 ,China. TEL +862165086130 FAX +862165229970 E-MAIL
[email protected]
HEALTH-LEAD DEVELOPMENT LIMITED / DALIAN OFFICE 20A, Li Yuan Mansion.
ENGLAND ELECTROMEC SERVICES 56 Pakdene Road, Brockham, Surrey, England Rh3 7Jx TEL +44-1737-843078 FAX +44-1737-843285
NO. 16-18 Min Ze Street, Zhongshan District, Dalian, China.
( Inert Gas System Only ) E-MAIL
[email protected]
TEL +864118265 9462 FAX +864118280 3992 E-MAIL
[email protected]
FUJI TRADING LONDON OFFICE Peninsular House 36 Monument Street, London EC3R, 8LJ, U.K. TEL +4420-76231623 FAX +44-207623-1624 E-MAIL
[email protected]
U.A.E
GERMANY
TAKNAS-T -TO OYO ENGINEERING ( MIDDLE EAST ) L.L.C. ENGINEERING GMBH
TAK TAKNAS MARINE
P. O. Box 37683,Dubai, U.A.E. Fruchthof, Oberhafenstr. 1, 20097 Hamburg, ( Al Quoz Industrial Area ) TEL +49-40-321305 TEL TEL +97 +9711-44-34 3478 78344 344 FAX FAX +4 +499-4040-33 33060 06088 FAX FAX +9 +971 71-4 -4-3 -347 4783 8342 42 E-MAIL
[email protected] E-MAIL
[email protected]
DR. STHAMER HAMBURG FUJI WALCO MIDDLE EAST L.L.C. PO Box 38104, Dubai investments Park, Dubai, U.A.E. TEL +971-4-884-9637 FAX +971-4-884-9638 E-MAIL
[email protected]
Liebigstrasse 5, D-22113 Hamburg, German TEL +49-40-736168-0 FAX +49-40-736168-60 ( Fire Extinguishing System:Foam Liquid Onl E-MAIL
[email protected]
NORWAY HOLLAND FUJI TRADING ( MARINE ) B.V. ROTTERDAM Kortenoord 2-8, 3087 Ar Rotterdam,
TAMROTOR MARINE COMPRESSORS AS Prof. Birkelands Vei 24 D-P. O Box 3 Furu N-IOOI Olso,Norway
The Netherlands ( N2 Generator System Compressors Only ) TEL TEL +31+31-10 10-4 -429 29-8 -883 8333 TEL TEL +47+47-81 8155-21 21-2 -213 13 FAX FAX +31 +31-1 -100-49 49113799 3799 FA FAX X +4 +477-81 8155-21 21-2 -214 14 E-MAIL
[email protected] E-MAIL
[email protected]
USA
AUSTRALIA
Far East Marine Service Inc. 8833 Knight Roa, Houston, TX77054 USA TEL +1-713-676-2340 FAX +1-713-676-2461 E-MAIL
[email protected]
S.N0. 721
SEALANES-FUJI Lot 1045, Anderson Road, Karratha, Western Australia 6714 TEL +61-891-85-1422 FAX +61-891-85-3295 E-MAIL
[email protected]
OPERATION MANUAL
No.
MA
INERT GAS BLOWER 2.
OXYGEN ANALYZER ( TF - SR )
3.
BOILER UPTAKE VALVE
4.
BUTTERFLY VALVE
5.
VALVE POSITIONER
6.
ACTUATOR FOR VALVES
7.
DIFFERENTIAL PRESSURE TRANSMITTER ( EJAI IOE ) 1 - 4
8.
2-PEN TYPE RECORDER ( TRM-IOC )
9.
TEMPERATURE CONTROLLER ( E5CN )
1
1 0.DIGITAL INDICATING CONTROLLER ( UT32A ) 1 1 . CU CURRE RRENTNT-PN PNEUM EUMATI ATIC C CONV CONVERT ERTER ER ( KG KG2020-15A 15A ) 1 2.
FLOW METER ( ODM-300 )
1
S-1
