Equipment Used During Venting - Tanker Op

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Table of Contents
Isolating Valves
Pressure / Vacuum Valve
Mast Riser, Vent Valve, Pressure / Vacuum Valve And Flame Screen (Venting System)
Pressure Vacuum Breaker
High Velocity Vent Valves
Main Control Panel
Tank Pressure, Alarm Systems and Interlocks
Portable Instruments

Isolating Valves
These are fitted in the inert gas branch piping to each individual cargo tank. They are normally a
butterfly type valve and provide a means of directing the inert gas to the tank or positively isolating a
tank from the inert gas system. They are fitted with a locking mechanism to prevent inadvertent or
unauthorized operation of the valve.
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Pressure / Vacuum Valve

These are fitted to each individual cargo tank, either as a separate fitting, or in a bypass
arrangement with a tank isolating valve, and in the mast riser venting arrangement. These valves
are required under the regulations to allow the tanks to breathe, i.e. to protect the tanks from over
pressure or vacuum from thermal variations. They also help to minimize the loss of cargo through
vapour emission from the tanks.
They are not designed to pass large volumes of gas / vapour and as such should never be used as
the main vent valve when a tank is being loaded.
There are three types of pressure / vacuum breather valves, namely a weight type, piston type and
a piston bypass type, which are commonly found on board a tanker. The first type is almost
exclusively used for individual cargo tank protection devices. The other two are almost exclusively
used for the main vent valve pressure / vacuum bypass valve.
The weight type of pressure / vacuum valve, works on a system of two weights, one to relieve
pressure and the other, vacuum. The valves work automatically, in what is termed the normal
position, i.e., the valve will open at preset values of pressure or vacuum. It can be manually opened
to allow the free passage of gas / vapour through the valve, the open position, but never shut off
to prevent operation.
Cargo tanks are normally hydraulically tested during construction to a pressure of about 0.245
kgf/cm2 (3 psi). A factor of safety is then applied and, for individual tank breather valves, a pressure
of 0.07 kgf/cm2 (1 psi) is set by adjusting the pressure weight. Since the tank construction is
designed to withstand pressure, the structural strength against a vacuum is considerably less and in
this case the vacuum weight is designed to operate at a negative pressure (vacuum) of -0.035
kgf/cm2 (-0.5 psi). These are the settings if the valve is used as a bypass valve around the tank
isolating valve. However when the valve is fitted separately to a tank as an individual tank breather
valve then normally the pressure and vacuum setting are set higher at 0.14 kgf/cm2 and -0.07
kgf/cm2 (2 and -1 psi respectively).
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Graphic Pressure Vacuum [Breather Valve]

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The principle of operation can be seen from the diagram.

It is important to realize and remember that when the valve is used in a bypass arrangement with a
tank isolating valve, then the pressure side operation depends upon the differential pressure
between the two sides of the valve. This means that if the pressure in the main vent line was 0.04
kgf/cm2, then the valve would not operate until the pressure in the tank reached 0.11 kgf.cm2 and
not the set pressure of 0.07 kgf/cm2, which would operate the valve when the pressure outlet side of
the valve is to atmospheric pressure. On the vacuum side the valve operates between outside
atmospheric pressure and the internal tank pressure at the set value of vacuum.
When the pressure inside the tank exceeds the pressure in the main vent line or outside of the tank
by the set pressure of the upper weight, then the upper weight is forced upwards and the gas
pressure released. This can be into the main vent piping when the valve is used as a bypass or to
atmosphere if the valve is separately fitted.
When the tank internal pressure becomes negative and reaches a vacuum equal to the setting of
the vacuum weight, then the lower weight is forced up allowing air from outside the tank to enter and
relieve the vacuum.
Where the valve is fitted as a bypass arrangement with a tank isolating valve such that pressure
release is not directly to atmosphere, but rather to the main vent piping and vent arrangement, then
there are no criteria governing the siting of the valve except that it must be above the tank.
However, where the valve relieves the pressure direct to atmosphere the unit must be sited at a
height above the deck of at least 2 m, e.g., mast riser p/v valve, and a horizontal distance of 5 m
from enclosed spaces air intakes and openings and other possible sources of ignition.
When these valves operate around their set pressure / vacuum, the weights tend to chatter on the
valve seats. Regular overhauls and inspections of the valves and the flame screens should be
carried out to keep the valves in good operational condition and ensure that the weights and valve

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seats are not damaged. The valves can and should be tested on a frequent and regular basis.
Operation of the top hand wheel on the pressure side is used to both manually open and tests the
valve on the pressure side.
A lever and cam arrangement tests the vacuum side. It is important that this is carried out regularly
and frequently to prevent the build up of deposits from cargo vapours, scale and carbon on the
valve seats which may cause, either the valves to stick, leak or become damaged.
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Mast Riser, Vent Valve, Pressure / Vacuum Valve And Flame Screen (Venting System)
The mast riser, valves and flame screen arrangement are required by the regulations to pass large
volumes of vapour during cargo loading. It should be capable of venting gases equal to 1.25 times
the maximum design loading rate. The gases should be vented vertically upward at a height above
the main deck, or the fore and aft walkway if fitted within 4 m of the riser, of 6 m and more than 10 m
horizontally away from any openings or air intakes of enclosed spaces or other possible sources of
ignition.
The mast riser valve is normally a manual butterfly valve, fitted with a means to prevent inadvertent
opening or closing and a means of indicating the valve position of open and shut.
Refer to: Pipeline Systems, Valves and Cargo Flow Control - Tanker Op (RF0036)
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Graphic Mast Riser Valve

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The pressure / vacuum valve is normally a piston type, fitted separately around the main vent valve
or fitted as an integral part of and above the mast riser valve.
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Graphic Pressure Vacuum Valve [Mast Riser]

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The normal settings for these breather valves in a common venting system are 0.14 kgf/cm2 on the
pressure side and -0.07 kgf/cm2 on the vacuum side. They also allow greater volumes of vapour to
pass through them than the previously described weight type. However they are not big enough to
vent vapours during cargo loading and ballasting and as such should not be used as the main vent.
The main manual mast riser valve and individual tank valves should always be used whenever
cargo tanks are being filled.
In both of these valves, pressure on the tank side of the valve acts on a diaphragm and piston which
acting together lift the valve weight at the preset pressure to release the gas pressure. When a
vacuum on the tank side is developed, atmospheric pressure acts directly on the underside of the
weight to lift it and open the valve thus allowing air to enter the tanks. The valve is automatic, but
can be opened manually or tested by lifting the side lever. It can also be kept open by a lever, and
held in the open position with a pin. These valves do not chatter when operating, rather they lift
and open at their preset values and remain open until a preset lower pressure / vacuum value is
reached. This is normally about 0.09 kgf/cm2 on the pressure side.
These valves are again subject to sticking due to cargo vapours, rust and scale and carbon deposits
being left on the valve seat. Regular inspection and overhaul maintenance will keep these valves in
operational condition.
The flame screen in the system is fitted at the outlet (at the top) of the venting mast riser. It is
normally made of either a stainless steel single or double mesh gauze wire screen mesh. This
design allows vapours to pass through the mesh but prevents flame propagation through the mesh.
Therefore, in the event that cargo vapour being vented from the top of the mast riser post was to be
ignited from whatever source on deck, then the flame is prohibited from entering the cargo venting
system and cargo tanks. The mast riser is normally fitted with some means of extinguishing any fire
that may occur at the mast riser head. This is typically a steam smothering connection from the
vessels main steam line.
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Graphic Mast Riser Flame Screen

The mesh size of the screen is governed by regulation. If a single screen is used, the mesh size
should be of 30 meshes per inch and if a double screen is used then both meshes should be of 20
meshes per inch, however, USCG regulations require screens to 30 meshes per inch or more and
double screens to be a minimum of 20 meshes per inch or more but not exceeding 30 meshes per
inch and the screens between " and 1 apart. Where single screens are fitted, these should not
be replaced by double screens as the mesh sizes used are not only to prevent the passage of
flame, but to allow the vapours to be freely vented and by doubling a screen may restrict this flow
and hinder loading operations with possible dangerous consequences.
These screens are easily clogged by cargo vapours, rust, scale and carbon deposits; therefore,
frequent and regular inspection, cleaning or replacement should be carried out whenever
necessary.
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Pressure Vacuum Breaker

Regulations require a means to prevent cargo tanks being subjected to excessive pressure or
vacuums if cargo is loaded or discharged at the maximum rates and either all the vent outlets were
shut or the inert gas blower system failed respectively.
This is provided by a pressure / vacuum breaker in the main inert gas / vent piping. It consists of an
inner and outer chamber and has no moving parts. Provided that the density and quantity of liquid
used is correct then the system will operate at its designed settings. The liquid normally used in the
pressure / vacuum breaker is usually a mixture of fresh water and antifreeze (to prevent freezing) at
a preset ratio. The density of liquid, and therefore, the ratio of antifreeze to water required for the
pressure vacuum breaker varies with the make of the unit as do the quantities required.
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Graphic Pressure / Vacuum Breaker

When the pressure inside the tanks increases above the design setting of the pressure / vacuum
breaker, the liquid in the outer chamber is forced into the inner chamber and exhausted to deck
through the inner chamber outlet. This releases the pressure in the cargo tanks. In the event of a
vacuum in the tanks the liquid is sucked up into the tanks through the outer chamber and allows air
to enter the cargo tanks to break the vacuum. It must be realized that this unit is a single function
only and that once the liquid has been displaced from the chambers it will no longer provide a seal
to prevent the egress of cargo vapours from the tanks or the ingress of air into the tanks. If the
pressure / vacuum is blown, then operations must cease until the pressures inside and outside of
the tanks are equalized and the pressure vacuum breaker refilled with the correct density and
quantity of liquid. This should be done as quickly as possible to prevent unwanted vapours escaping
from the cargo tanks and the tanks being open to atmosphere, and to dangers of ignition, and toxic
effects of the vapours. Operations should not be restarted until such time as the reason and
cause(s) of the activation of the pressure / vacuum breaker has been investigated, confirmed and
rectified.
In order for the breaker to function correctly, the liquid in the breaker should be checked periodically
to ensure that the correct level is maintained. This can be done by checking that the levels in the
two chambers are both equal to zero when the pressure on the tank side of the breaker is the same
as the pressure on the atmosphere side of the breaker. If this is not the case, the liquid may need to
be changed, topped up or partly drained to give the correct reading of zero. When the system is
under pressure or vacuum, both readings on the P/V breaker should be the same; if they are not
then the liquid may need changing or the level may require adjustment.
The pressure / vacuum breaker is set at a design pressure greater than other pressure / vacuum
valves and devices, but below the maximum test pressure of the tanks. Typically this is about
1,600 mm or 1,800 mm W.G. On the vacuum side, the release setting has to release any vacuum in
excess of -700 mm W.G.
A flame screen should be fitted on the atmospheric side of the P / V breaker at the top of the inner
chamber. This should be inspected regularly to ensure it remains in a serviceable condition.
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High Velocity Vent Valves

Each high velocity vent will serve only one tank and is usually independent of the inert gas system.
High velocity vents are capable of venting large quantities of vapour from the tank at high velocity.
This projects the vapour cloud well above the vent head so that it is more easily dispersed, thus
presenting a reduced hazard. The valve is designed to open at a pre-set pressure imparting an
exhaust velocity to the vapours that is in excess of flame propagation speed. This will prevent any
external ignition spreading to the tank interior. The valve is designed to open as much or as little as
required to vent the gases, thus maintaining the vapour velocity. As soon as the tank pressure falls
below the valve opening pressure, the valve will close and seal off the tank. High velocity vents are
more common on product tankers where there is a greater need for vapour segregation.
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Main Control Panel

This is normally situated in the cargo control room where the main inert gas system operation and
monitoring are carried out. The panel consists of the controls for operating the main equipment of
the system, the alarms and interlocks at the various points within the system and the recorders for
the inert gas oxygen content and the gas pressure in the deck main piping and cargo tanks.
As the whole system is remotely operated with both electrical and pneumatic signals to various
items of equipment, it is protected with interlocks to shut down the system in the event of failure of
either electrical power or loss of control-signal air pressure.
The control panel has lights indicating the status of various items of equipment. These identify which
valves are open or shut and which items of machinery in the system are either operating or stopped.
Visual and audible signals are fitted to indicate various equipment failures and system setting
parameters. Alarms will provide warnings of the following conditions: pump failures; high, low and
low/low pressure on the deck inert gas system; gas oxygen content above 8%; high inert gas
temperature; high and low water levels in the scrubber tower; low flow rate and low pressure in
water flows to the scrubber tower and to the deck seal.
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Tank Pressure, Alarm Systems and Interlocks

Gas pressure within the cargo tank system is monitored continuously with indicators in the cargo
control room, the wheelhouse and the cargo pump room top. Pressure readings in the deck
distribution system are monitored forward of all non-return devices.
Alarms are incorporated in this monitoring system to indicate both visually and audibly the detection
of both low and high pressures within the tank system. The high-pressure alarm setting is normally
at 1,400 mm AqG and the low pressure at 200 mm AqG. A second low/low pressure alarm is set at
100 mm AqG. This second low/low pressure alarm is, in some systems as previously stated,
interlocked with the main cargo pump trips to prevent the creation of a vacuum in the cargo tanks.
This interlock is normally only fitted when there is also an interlock between the fixed inert gas
oxygen analyzer and the inert gas fans which either stops the fans or re-directs the inert gas
production from deck to atmosphere, in the event of the inert gas oxygen content rising above 8%.
These alarms are both visual and audible within the cargo control room and wheelhouse monitoring
stations.
The whole inert gas system is subject to numerous alarms and interlocks to prevent damage to the
system and the ship. The alarms and interlocks will shut down either the whole or parts of the

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system. Full details of these requirements and the actual fittings and relationship of interlocks and
alarms between various items of equipment in the inert gas system can be found in the SOLAS
regulations and the inert gas operation manual found on board the vessel, respectively.
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Portable Instruments
The inert gas system must be provided with portable instruments to measure the oxygen content
and flammable vapour concentrations, with suitable means to measure the atmosphere within the
cargo spaces. These portable instruments must have suitable means with which to be calibrated for
zero and span readings.
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