M.

0053 Nitrogen Handling

It is a frequent practice at chemical loading ports to control the atmosphere in cargo tanks
with nitrogen supplied from shore. Many vessels are also fitted with some means of
providing N2 into the tanks of the vessel for padding after loading as also in some cases
to inerting before loading. Shore provided N2 is generally used for inerting, drying a tank
purging a tank before loading the cargo or padding with cargo in the tank. The Shore
nitrogen may be supplied at high pressure (up to 10 bar) and at a high flow rate and there
fore agreement on the procedure for handling nitrogen is paramount, and should be part
of the pre-loading checklist between ship and shore, with emphasis on a clear
understanding of the transfer rate and pressure.
A ship shore safety meeting must be carried out attended by all the key participants from
shore and ship to discuss and clarify operational concerns relating to the operation. There
may be some issues which may need special attention by the crew and these will need to
be discussed in a separate safety meeting with the crew. In any case since all the crew do
not attend the ship shore safety meeting then the outcome of this must be discussed with
the crew in the separate safety meeting to ensure that there is no misunderstanding of the
requirements for safe operations.

Since the operation involves potential hazards of over pressurization since high pressure
gas is being introduced into a tank which is not designed to withstand internal pressure,
and whose structure may fail at less than 0.5bar overpressure and for some vessels less
than 0.7 bar overpressure, a clear understanding of the risks and controls in place should
therefore be thoroughly understood. Masters should ensure that procedures are strictly
being followed and all personnel involved should be made conversant with those
procedures.

When liquid is being loaded through the cargo manifold and pipelines system on a
chemical carrier, the existing atmosphere in the tank can escape through a vent system
that is notably smaller than the liquid filling line, because friction and turbulence are far
greater impediments to liquid flow than to gas flow, ships are designed with this in mind.
However, when a gas is being introduced through the liquid filling line, especially a gas
under pressure that will expand within the tank, the same condition does not apply, and
the disparate sizes between the inlet and outlet can allow an overpressure to develop. To
avoid such an eventuality, the outlet for the existing atmosphere in the tank should be as
big as or bigger than the pipeline supplying the gas. That is achieved by having the cargo
tank lid or a tank washing hatch open.

When vapour control and emission regulations require a closed operation (with the
existing tank atmosphere forced to exhaust to shore), the incoming flow of nitrogen must
be restricted to a rate equal to or less than the maximum flow of vapour possible through
the venting system after allowing for vapour density and pipe line frictional forces (see
ships VECS manual for details). If the capacity of the vapour return system is exceeded
by the flow of nitrogen into a closed cargo tank, then the only other outlet is through the
P/V valve, which will prevent over pressurization (though contravening the vapour
emission control regulations). However, if the capacity of both outlets is exceeded, then
over pressurization will occur and damage to the tank structure may follow along with the
emission hazards. The pressure and the flow rate of the incoming nitrogen must therefore
be controlled. Use of a small hose or a reducer and a gas control valve prior to the
manifold will restrict the flow rate, where such reducer and gas control valve is not fitted
at the ships end before the manifold, then the only solution is to request the loading
Master to control the shore N2 pressure/flow rate. The gauge fitted at the manifold will
allow the ship to monitor the pressure. It is not appropriate or sufficient to attempt
throttling a gas flow by using the ship’s manifold valve that is designed to control liquid
flow. However manifold valve can and should be used as a rapid safety stop in an
emergency- pressure surge in a gas is not as violent as in liquid. Care should be taken
when using cargo lines to carry out N2 padding, when changing over tanks since the lines
of the next tank/s will be filled with cargo it is essential than the valves be operated(i.e.
closed) slowly to avoid damage due to pressure surges. A risk assessment is required
when ever such an operations are performed where vapour control and emission
regulations require a closed operation and multiple hazards exist.

When a cargo is required to be carried under a pad of nitrogen, and it is necessary to use
nitrogen supplied from shore, it is better to purge the entire tank before loading if this is
acceptable with the terminal/charterers rather than bubbling the N2 through cargo. After
such purging is completed, loading the cargo in a closed condition will create the needed
pad within the tank. The risk of over pressurization can be substantially reduced by
avoiding padding with shore supplied nitrogen as a separate procedure on completion of
loading.

If padding with shore nitrogen has to be performed after loading, planning and good
communication are essential. The N2 supply should be through a small diameter
connection to restrict the flow, and the rate must not exceed the vent capacity of the cargo
tank, this can be achieved by keeping the tank dome open where vapour emission to
atmosphere is not restricted due to pollution or health concerns. The operation should be
stopped when a slight overpressure exists in the ullage space, but which is less than the
tank pressure relief valve setting. The vapour space in a loaded tank is usually small, so
over pressurization can occur very suddenly, especially if cargo is forced into the vent
lines which then become restricted or blocked and add to the rapid increase in tank
pressure.

Inerting/Padding/Purging restriction:
Padding a cargo tank after loading i.e. when bubbling the N2 through cargo is only
permitted for cargoes where restriction to vapour emission to atmosphere does not exist
(i.e. No restriction due to pollution or health concerns) and hence which can be vented
through a large enough opening such as the tank dome since due to limited ullage space
clearly the P/V valve will not be able to cope with such high flow rates. Where the cargo
to be loaded is such that vapour emission to atmosphere is restricted then the whole tank
should be inerted when empty and gas free and loading carried out using the vapour
recovery system with the vapours being sent to shore and pad by the remaining N2. The
positive pressure required during the voyage can be achieved by the ships N2 facility just
before sailing out of port/berth and subsequently during the voyage.
Where cargoes are inhibited and such inhibitor requires a certain level of oxygen to be
maintained then such cargo tanks should not be inerted or care should be taken to ensure
that the minimum oxygen levels are not breached.

Flow rates of N2:

A set of table from the chemical tanker safety guide is attached to highlight the high rates
at which N2 is received from shore as well the importance of the small diameter line or
gas valve to be fitted prior the manifold. It also provides a ready guide for determining
time taken to inert a tank. A general precaution gas flows must be started at slow rate and
gas supply must be stopped prior to closing vessel valves. Vessel manifold valves should
be closed on completion of operation. The flow rate must not only match the flow of the
piping and venting capacity in the prevailing situation but may be reduced to allow the
crew to safely handle the whole range of operations including tanks switches and monitor
tank ullages etc. Sufficient crew must be available during purging, padding and inerting.

Table 1 shows the volume of nitrogen that can be received in one minute through a
known size of pipe at a known pressure. (The second figure in brackets indicates the
associated hourly rate which should be mentally compared to a liquid loading rate. Note
that these tables are intended to be indicative only, and any discrepancies are due to
rounding of figures.)

200mm(8'') 150mm(6'') 100mm(4'') 50mm(2'') 25mm(1'')

5.2 bar 1,771(106,000) 914(55,000) 343(20,600) 67(4,000) 12(740)
(75psi)
3.4 bar 1,286(77,000) 662(39,700) 243(14,600) 48(2,900) 9(530)
(50 psi)
2.1 bar 886(53,000) 457(27,400) 171(10,300) 33(2,000) 6(360)
(30 psi)
0.7 bar 471(28,300) 214(12,900) 80(4,800) 16(1,000) 3(170)
(10 psi)
Table.1 Cubic metres of gas at various gauge pressures received in 1
minute(and 1 hour) through hoses of various sizes.

Table 2: Illustrates the time taken to receive gas into a tank at different pressures and
hose sizes. The example used assumes a cargo tank of 1,250 cubic metres requiring four
atmosphere changes, i.e. 5,000 cubic metres of nitrogen, to flow through.

200mm 150mm 100mm 50mm 25mm

5.2 bar 3 min. 5 1/2 min. 15 min. 1 1/4 min. 7 hrs.
3.4 bar 4 min. 7 1/2 min. 21 min. 1 3/4 min. 10 1/2 hrs.
2.1 bar 5 1/2 min. 11 min. 29 min. 2 1/2 hrs.
0.7 bar 11 min. 24 min. 63 min. 5 1/4 hrs.
Table 2: Time to receive 5,000 cubic metres of gas with various gauge pressures
and hose sizes.

Inerting, Padding and Purging hazards:

a) Tank over-pressurization may result if the supplied volumetric flow of gas exceeds the
maximum venting capacity of the tank vessel outlet being open.
b) Tank over-pressurization may result even if the maximum venting capacity of the tank
is not realized due to failure of equipment such as vents, valves, and blocked vent lines
and due to operation errors.
c) An oxygen deficient atmosphere may develop in the vicinity of open hatches in some
weather conditions.
d) Failure to communicate: Although pre-transfer conferences are being conducted, the
outcome of there ship shore meetings does not filter down to the crew engaged in the
operations causing gaps in what is required of the crew members and what he thinks is
expected of him. Details of the operation including individual roles are to be discussed in
the pre-operation safety meeting.
e) When padding is carried out in a loaded tank, the cargo vapors from low pour point
cargoes can cause additional hazards such as vent line and vent valve blockage.
f) Personnel may be exposed to liquid cargo or cargo vapors if tank integrity is lost.
g) The valve at the supply side or manifold valve may inadvertently open or close due to
pressure or vibration if unattended. The manifold valves are designed for liquid flow and
are largely ineffective as a means to control gas flow.

Precaution when receiving nitrogen from shore:

When preparing to receive nitrogen from shore special emphasis should be placed on the
following points:
1. Ship and shore should agree in writing on the gas supply, specifying the volume
required, the flow rate in standard cubic meters per minute or hour, and the
minimum rate at which N2 that can be supplied by the terminal, the maximum
rate at which N2 can be received by the vessel and the notice required for
reducing/stopping the N2 flow to the vessel.
2. Care should be taken to ensure that the valves on the loading line between the
shore manifold and the ship’s tank are operated in the correct sequence, so that
the ship is in control of the nitrogen flow.
3. The ship should station a crew member at the loading manifold valve during the
operation, even where remotely operated valves can be closed more quickly by
person in the cargo control room who is monitoring tank pressures. The crew
 member at the manifold is in the best position to react promptly to any other
external indication of trouble.
4. The tank pressure should be closely monitored during the operation.
5. Primary and secondary communications between terminal and ship established
and in use.
6. The tank(s) should be tagged (taped off) with warning sign.
7. All personnel working in the deck area should be made aware of the inerting
operation and instructed to remain clear.

Note: The above precautions also apply where applicable when using ship N2 plant.

Precautions when inerting or padding before loading:

The said precautions relates to inerting on a chemical tanker. The tanks are clean and gas
free in all respects before the inerting process and inerting is done with pure nitrogen.
The precautions do not address other forms of inert gas or purging of tanks which may
contain previous cargoes and which will require additional precautions relating to their
toxicity and flammability hazard. The padding in this case is achieved by inerting the
entire tank before loading and then creating the padding through loading operations.

1. Tanks should be suitable for loading next cargo.

2. To inspect and check condition of P/V valves.
3. To ensure that the piping system is lined up correctly and necessary valve
positions checked.
4. In case of entry into cargo tank for inspection Company tank entry procedure
must be complied with as well as terminal permission is required.
Additionally to confirm that the nitrogen purging line is isolated by blanking
or other permanent mean. Isolation by closing valves is not adequate to meet
the requirement. The loading Master must be advised of such activity.
5. To hold safety meeting with ship and shore prior the operations.
6. To confirm no foreign material or personnel are in cargo tank by head count.
A lock out tag out system may be used to identify inerted tanks and or tanks
inspected and ready for inerting.
7. To keep close contact with shore during such operations.
8. To hang up warning placard(s) at oil tight hatch, manifold valve and P/V
valve stack.
9. To drawn the attention of N2 purging operation to all ship’s crew by public
address system.
10. To confirm pressure monitoring system is working.
11. Two SCBA’s and one O2 resuscitator to be kept stand by at the catwalk level
in readiness of possible anoxic environment developing due to inadvertent N2
flow on deck.
 12. Crew to be ready at manifold and at valve stand to divert the N2 to the next
designated empty tank and/or stop supply of N2 to the concerned tank as
necessary.
13. The personal analyzer are to be worn by the deck crew involved in the
operations and such equipment must be tested before use. In any case the
atmosphere on deck must be checked continuously during the operation.

Precautions when padding a tank with cargo i.e. after loading:

This is only permitted for cargo vapors where restriction to vapor emission to atmosphere
does not exist and where the inert gas does not cause reaction with the cargo. During such
an operations the N2 is directed through the tank drop line and bubbled through the cargo
and the displaced air is vented through the tank dome (OTH) until the oxygen content
reduces to the figure so designated by the shippers/charterers (usually 3%). The tank
atmosphere i.e O2 is to be monitored using a portable oxygen analyzer fitted with an
extension hose, where as the said crew member doing the monitoring is to be positioned
90 degrees towards the leeward side near the tank dome (OTH) wearing a personal
multigas detector to monitor the oxygen content at his location. Where terminal
requirements restrict the efflux of nitrogen on deck, the flow rate should be kept to 80%
of the flow rate of the P/V valve.(Refer to the VECS manual and the PV valve manual )
The oxygen content will have to be monitored from the sampling cock fitted on the vent
line.

1. To inspect and check condition of P/V valves.

2. To ensure the line up is correct and necessary valve positions checked and tank
dome (OTH) raised
3. To hold safety meeting with ship and shore prior the operations. To ensure that
tank dome (OTH) is raised by 1 inch.
4. To keep close contact with shore during such operations.
5. To hang up warning placard(s) at oil tight hatchmanifold valve and P/V valve
stack.
6. To drawn the attention of N2 purging operation to all ship’s crew by public
address system.
7. To confirm pressure monitoring system is working.
8. To keep two SCBA’s and one O2 resuscitator to be kept stand by at the catwalk
level in readiness of possible anoxic environment developing due to inadvertent
N2 flow on deck.
9. To ensure that Crew to be ready at manifold and at valve stand to divert the N2 to
the next designated empty tank and/or stop supply of N2 to the concerned tank as
necessary.
10. The personal analyzer is to be worn by deck crew involved in the operations and
such equipment must be tested before use. In any case the atmosphere on deck
must be checked continuously during the operation.
Procedure after completion of N2 purging:

1. To confirm complete gas-tightness of all openings to the concerned tank.

2. To record the tank pressure and O2 contents of individual tanks
3. To display the signs/placards/labels such as “Nitrogen Sealed” and “entry prohibit
without Master’s permission” etc. at the tank hatch after completion of loading
operations. Such placards, labels or signs should be displayed in the language of
the crew as well as in English.
4. Confirm P/V valve set in correct position.
5. A tanks entry procedure is required for all tanks previous inerted as well as their
adjacent spaces/compartments.

Not withstanding above procedure the health hazards of oxygen deficiency (asphyxia)
during the Nitrogen purging/padding/inerting operations to be briefed to the crew and
their understanding confirmed prior such operations are planned. The above procedure
contains brief safety procedures for the said operations and not to be construed as to
replace any thing contained in the IBC code, the Tanker safety guide-Chemicals or other
safety and operational guide which must be consulted for more detailed information.

The following best practices are described.

Line clearing (without pig):

1. Topics such as personnel roles, gas volumetric flow rates, pressures, method of line
clearing, volume of residual cargo in the line, the amount of ullage space that is available
for the line displacement, equipment to be used, connections, valve alignment, event
sequence, units of measure, language / terminology, and anticipated stop time must be
discussed during the pre-transfer conference.
2. The tank venting capacity should be determined based on the P/V relief valve size. The
vessel venting capacity must not be exceeded.
3. A regulator should be installed at the compressed gas connection line to control the
volume of gas such that it is less than the vessel venting capacity. Alternative means may
include using additional venting capacity, relying on gravity through the use of a crane to
clear lines, or blowing lines back to the shore tank.
4. The manifold valve is closed at the completion of the loading operation and is not
opened until the commencement of the line clearing operation. At the beginning of the
line clearing operation, the pump stack or tank valve is partly opened. Then the manifold
valve is opened and manually throttled (opened and closed repeatedly) to control the
operation. The valve operator needs to listen for the sound of flowing cargo or gas in the
line, and close the valve when a flow of gas is heard. An experienced operator should be
in control of the valve during the line clearing operation.
5. The operator in control of the manifold valve must maintain direct communication
with dock personnel during the entire line clearing operation.
6. The manifold valve is throttled in short bursts during the line clearing operation to
facilitate the clearing process and to control the pressure in the tank. The manifold valve
should never be fully opened. Between bursts of compressed gas, the pressure in tank
should be allowed to equalize/dissipate. The type of manifold valve being used has a
significant impact on the quality of control during the line clearing operation. Ball and
gate valves are more effective than butterfly valves when attempting to manually control
the flow rate of compressed gas.
7. Lifting hoses, tapping lines, and feeling for “hot” cargo are methods used to indicate
how well the line clearing operation is proceeding. The pressure in the line must be
allowed to ‘bleed off’ prior to disconnecting hoses.
8. In no case should the P/V vents be restricted or closed while line clearing to the
Vessel.

Line clearing (with pig)

1. Topics such as personnel roles, gas volumetric flow rates, pressures, volume of
residual cargo in the line, the amount of ullage space that is available for the line
displacement, equipment to be used, connections, valve alignment, event sequence, units
of measure, language / terminology and anticipated stop time must be discussed during
the pre-transfer conference.
2. The system should be designed so that the pig seals in the line during the operation and
in the trap once the operation is complete. A restrictive orifice sized to cargo venting
capacity may also be used. Sensors and alarms may be installed to detect ‘blow by’ and
pig disintegration. Sight glasses and operator monitoring personnel improve the ability of
detecting problems in line clearing operations. Procedures must be in place to insure the
correct pig (type and size) is used.
3. The system should be lined up with the vessel manifold valve closed. Responsible
personnel should verify the lineup and ensure that all safeguards are operational.
4. The pig should be introduced at the pig launcher. Care must be taken to ensure that the
pig is properly positioned in the launcher. The pressure should be equalized between the
line and the pig launcher.
5. The vessel should open its manifold valve part way. Compressed gas should be
introduced into the launcher, behind the pig, to begin moving the pig through the line.
Personnel should monitor the flow of cargo and the movement of the pig throughout the
operation and communicate this information to each other. Once the pig enters the pig
trap, the shore valve and vessel manifold valve should be closed immediately. The line
and hoses from shore to vessel manifold should then be cleared directly as described
previously.

Loading from Railcars

1. Topics such as personnel roles, identifying tanks to be purged, gas volumetric flow
rates, pressures, volume of residual cargo in the line, the amount of ullage space that is
available for the line displacement, equipment to be used, connections, valve alignment,
event sequence, units of measure, language / terminology, and anticipated stop time must
be discussed during the pre-transfer conference.
2. The tank venting capacity should be calculated based on the P/V relief valve size. The
volume of gas should be calculated based on the size of the load line and pressure.
3. The method of communication is particularly important when loading a marine vessel
from a railcar since rail racks are generally not visible from the vessel. The system should
be designed to allow personnel to monitor the cargo volume remaining the railcar,
monitor if gas or cargo gas mixture is flowing in the load line, and to allow for quick
shutdown of the system.
4. Cargo should be “pressed out” of the railcar, by the introduction of compressed gas
through a fitting at the top of the railcar. The cargo should pass through the discharge line
to a pump or directly to a marine vessel. The use of a pump reduces the required pressure
on the railcar and provides indication (by sound) to the operator if gas passes through.
Otherwise, a phase detector or device to restrict the gas flow to less than the P/V capacity
must be installed. Devices such as ultrasonic flow meters and resistant meters can detect
gas flow and may be connected to alarms and automatic shutdowns.
5. Multiple railcars are generally discharged simultaneously with finish times staggered
(normally started 15 minutes apart) based on the railcars in proximity to the collection
manifold or pump.
6. Railcars should have sufficient operations personnel to ensure effective monitoring of
the operation. The operator monitors the discharge progress by checking the cargo level
in the railcar, listening for the sound of compressed gas passing though the lines, listening
for irregularities in the pump (if used), inspecting sight glasses (if installed), and
monitoring pressure gauges. Phase change sensors may also be installed at the railcar
manifold to alert the operator of gas passing through the line. As the railcar transfer
operation nears completion, the valve to that car is pinched closed. Once the railcar is
empty or if gas passes into the lines, the gas valve and railcar valve must be immediately
closed. Upon completion of the operation all vessel and shore valves should be closed.

Risk Assessment
Risk Assessment must be carried out prior every inerting, purging and padding
operations.

Nitrogen Handling Safety Video

The safety video must be viewed by all officers and crew prior to carrying out such
operations. This must be planned and completed prior arrival port.

Nitrogen Handling Checklist

Nitrogen Handling Checklist T 125 must be used for each operation involving handling
of Nitrogen

Related Documents
1. T -125 Nitrogen Handling Checklist
2. Nitrogen Handling Safety Video
3. Danger Warning Signs
4. Form S-132 Initial Risk Assessment
5. Form S -133 Detailed Risk Assessment