CONTENTS

PAG DESCRIPTION REMARK

E S
Chapter 1. General
1-3 1-1 The Purpose of Inert Gas System

4 1-2 Outline of Inert Gas System

1-3 Piping Diagram of Inert Gas System
5
5A-5C 1-4 Piping Diagram of Cargo Tank Vent and Inert Gas Pipe Arrangement

6-8 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) SEE YARD
DRAWINGS
ANNEX 4. PORTABLE COMBUSTIBLE GAS DETECTOR SEE YARD
DRAWINGS
(YARD SUPPLY)
ANNEX 5. TROUBLE SHOOTING TABLE
ANNEX 6. I.G. MAIN VALVE & EXHAUST VALVE
CONTROLLER
ANNEX 7. VAPOR EMISSION CONTROL SYSTEM (VECS)
 ANNEX 8. RECOMMENDATIONS FOR VENTILATION
OR INERTING OF DOUBLE HULL SPACES
ANNEX 9. METHODS OF GAS REPLACEMENT
ANNEXIO. ARRANGEMENTS FOR
INERTING,PURGING AND GAS-
FREEING
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 Meaning
DANGE This means that it gives the serious harm to the human life, body
R or material directly such as touching high voltage.
WARNING
This means that it gives the serious harm to the human body
or material if do not perform the operation according to the
Caution instruction manual.
CAUTION
This means that it gives the slight 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 con-

centration is given in Fig. 1 . Hydrocarbon concentration is too high in the area above
the curve CE( The area is called "too rich zone"), while it is too low in the area below
the curve CD (The area is called " too lean zone") and there is no danger of explosion in
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 exceed 5% by volume and the atmosphere in the cargo oil tan-
ks 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 in the cargo oil tanks before gas free is assumed to
be above the critical dilution line (point F), and if gas free is started at this 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■■00 ロロ
ロロロ 00 ロロ NON F 筧真込 L REGION NON FLAMMABI.E REGION
14 (TOOLITH.E 住) (用 RICH)

(
0

)
V9 の っ 4 ■■ロロロロロロロ当当
00 ロロロロローロロ
N09
V00 PURGINGINERrGAS ー当ロロロ■■ロロロミ、ロ ■■ロ和ロロ、i•\•1TH (UNSAF、E) AIR・00 ロロょ
ミ、ロロ 8

k エ 00 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
NON-FLAMIÃBLE (TOO LEAN)
0 2 4 6 8 14 18 但)

PERCENT OXYGEN (02 )

 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 gas drawn from the boiler uptake is accelerated when it passes
through the venturi, and collide with seawater jet out of the venturi spray nozzle by
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 pac-
king (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 50C.
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 is boosted by the inert gas fan at scrubber outlet, the gas passes through the
deck water seal, and to each cargo 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
 CONTROL AIR SUPPLY C.R. PUMP ROOM ENTRANCE (Engirt*i w/H IS
(DRY & OIL FREE) MONITOR INSTRUMENTS BOARD
O. 5 M0. 9MPa PANEL

15A
0.5MPa — -5CQC. TO CARGO CONSOLE s
02 ANALYZER

0.14MPa 154 sus 316

co.c. c.o.c.
154 SOS 31

c.o.c c.o.c. TO FUNNEL TOP

INSULATION FLAME SCREEN

BY DOCKYARD)
CARGO OIL MAIN LINE 250A
(ON UPPER DECK) pv—J PV-2 P/v BREAKER
50A F.D.FAN
BOILER pv—6 FRESH AIR INTAKE AS CLOSE AS
POSSIBLE 400A
TO BE FITTED
AS FAR AS POSSIBLE OPEN DECKI
c.ac.

KASHIWA SUPPLY
PURGING STEAM I SCRUBBER
(o.-6MPa)
I OOA
I OOA
0-500•c
pv—4

50A

3 DECK
0-100' C OXYGEN W. SEAL
(ABOVE —5CŒC.
c.o.c.
SCRUBBER OPEN NALYZER
BASE) DECK
NO.I IG FAN 25A

-5tO.C. 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

EXTERNAL SUPPLY
CONNECTION c.o.c.
(JIS 5K-250A)

ABOVE H.L.W.L

NO.2 IG FAN

NOTE

INERT GAS
WATER SUPPLY,DRAIN
LG. SCRUBBER
COOL W. PUMP STEAM
GAS SAMPL.,VENT
ELECTRIC CABLE
COMPRESSED AIR

EQUIPMENTS AND VALVES,ETC.

WHICH ARE SHOM,I ON THE OUTSIDE
*1 OF ARROW MARK ARE TO BE
PROVIDED BY THE SHIPYARD

PUMP ROOM PIPING DI AGRAM

FIRE BILGE &
SEA CHEST
G,S. PUMP DWG. NO. IDZ 4247
W25A-PCD-ON0721 42 180 / 370 m3/hr
x 75 / 35 m FRESH W.PUMP NO.I l. G. DECK NO.2 1. G. DECK CHEF SECTIONOF U.HIROSAWA DRAhER F.OGISHIMA
SEAL WATER PUMP SEAL WATER PUMP
3 m3 /hr x 40 m 3 m3 /hr X 40 m CHECKER I.MATSUMOTO DATE 19th. Oct. 2015

* 1
L.L.W.C L.L.W.L DAIE REMARK APPROVAL DRAWER

A 16th. May 2016 BY YARD COMMENT.

703 REVISION

UACH.PART HULL PART

PAGE
 p. 30

¥1 : SLOPE MORE THAN 25•

ENGINEERING
5/47

PAGE
 p. 31

VACUUM
5A/47 (MAKER)

TYPICAL SECTION

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/h cop INSIDE SEC.AREA(RES. TANK) : 0.0286m2(200A)
0.0286x7x3600x1.25-900m3/h

CAPACITY OF HIGH VENT.VALVE : 4000m3/h x +16kpa 4000m3/h > 2930m3/h

3CALCULAT1œ.1 VACUUM RELIEF VALE

UNLOADING CAPACITY(EACH CARGO OIL TANK) :
(CARGO OIL PUMP 2100m3/hx125m)

CAPACITY OF VACUUM RELIEF VALE : 2200m3/h x -5.4kpa

2200m3/Q*l > 2100rn3/h

I OM

5C/47

Il

HIGH VELOCITY 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 specially excellent dust collecting equipment of wet type, collecting a great
amount of particles, and widely adopted 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 gas of high temperature is led into the venturi, and is accelerated
when it passes through the venturi throat section , and collide violently with sea-
water 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
collecting efficiency, etc., are correlated with each other which is made clear
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, and its data have been quite substantial, and the packed tower is wid-
ely 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 sea-
water 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
Fig.2 Venturi
Venturi duct O

O Scrubber body 9 6 Venturi spray nozzle

Packed Tower O Demister element

PAGE 11/48
 KASHIWA CO.,LTD.
Ø Gas outlet High Level switch of sea water
Tower spray nozzle 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 water inlet

Ø Seal pipe Heating steam inlet

9
Demister pad Heating steam outlet
O
Overflow drain Escape pipe
Guide pipe O Weir
Baffle plate Gas outlet
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 DECK

MAIN
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 when 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 pipe reading (bigger scale) : 5
Outer pipe reading(smaller scale) : 5 otherwise
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.).

Monitoring of IG pressure .
NOTE: Though accurate pressure can not be read, but when reading of the
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 gas inlet
ICS INLET V. , AIR V. , ZERO GAS V. Closed
GAS CHANGE V. (l) Closed
GAS CHANGE V. (2) (3) Open
—For two—points switching sample gas inlet
ICS INLET V. , IGG INLET V. , AIR V. , ZERO GAS V. Closed
GAS CHANGE V. (l) Closed
GAS CHANGE V. (2) (3) Open

<During IGS measurement>

GAS CHANGE COCK On ICS
<During IGG measurement> side
GAS CHANGE COCK On IGG side

PAGE 18/48
 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 or off the oxegen analyzer. The ordinariness turns on the regular power sw
In the case that the regular sensor broke down turning off the regular power 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 to select the range. For details, refer to (1 )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 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 ALM
DC

( Load Resistance MAX.600Q. Non—tsolotion)

Sam le Cas Inlet (for [GS)

Rc / 2 (Female Screw)

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 Inlet(for ICS)

Rc 1/2 ( Female Screw)

Sam le Cas Inlet(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
Sensor Change JIS5K25A FF

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 )

Louver

NP_I Sensor 1

p_22 Sensor2
Acr I Window 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

NO Item Frequency Remarks
.
1 Sample gas flow check At every measurement

2 Calibration of oxygen analyzer At every measurement

Cleaning of sample filter and

3 Every month
drain pot
Check piping and valves for dirt,
4 Every 3 months
clogging and leakage
Removal of drain from sample When necessary Discharge if full.
5 filter and drain pot(l) and drain (after measurement)
pot(2)
Replacement of cartridge filter of
6 Every year
sample filter
Replacement of O-ring of sample
7 Every year
filter and drain pot(l)
* 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. (AS-210)
9 Turn the hexagonal part of the sensor clockwise, using an adjustable wrench, to tighten.
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)".

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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 casing which causes corrosion. Further, if the solid particles are deposited
unevenly, it may cause unbalance of the impeller. In order to avoid such 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) Cleaning should be carried out for 10 to 15 minutes until the impeller completely
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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X09 IAAft1S

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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 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. Make sure the supply air pressure and set pressure of pneumatically operated
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. Sootblow for boiler cannot be carried out during the operation 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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(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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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%, imme-
diately 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 exceed 8%, stop the inerting to cargo oil tanks, unloading and crude oil
washing, etc.

NOTE : Before operating PNEUMATIC CONTROL VALVE manually, make

sure to stop supply air and open the by-pass valve fitted to 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)

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(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, etc.,

7. Set the operation mode of the controller to "AUTO", then set the inert gas deck main
pressure. (Refer to 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" button of "INERT GAS SUPPLY" switch. (Confirm indication
lamp)

6. Then main gas valve and exhaust valve are automatically controlled 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 "OPEN" of the vent 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".

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 KASHIWA CO.,LTD.
4. Wash the inside of the fan(s). (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 "OPEN" of the air seal valve.

(For automatic operation, check if the "OPEN" indication lamp is on.)

7. Make sure normal seal level in the deck water seal and Pressure/Vacuum
breaker.

8. Maintain electric power supply to the main control panel "ON" all the time.

9. For Oxygen Analyzer, refer to instruction 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 temperature of fan outlet increases more than a set value.

(3) When the supply air pressure drops.

(4) When the electric power supply fails.

(5) When No. 1 and No.2 fan stopped abnormally.

(In case 2-sets of the 100% capacity fans are installed, when the selected fan stopped
abnormally.)

(6) When the drain water level in the scrubber rises abnormally high.
(At this time, scrubber sea water pump stops automatically.)

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 KASHIWA CO.,LTD.
(7) When the seal water level in the deck seal falls abnormally low.

(8) When the emergency stop push button switch is pressed.

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 oxygen concentration at the fan outlet exceeds 8%.

(3) When the scrubber pump stops running.

(4) When the deck seal feed water flow drops below prescribed 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 selector switch is set at the
position of "GAS FREE" or "NAVIGATION".

(4) Please refer to CONTROL TABLE in a finished drawing for details of other inter-
locks and warning.

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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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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 the gas pressure regulating valve.

4. Shut down the inert gas blower.

5. Close the blower suction and discharge valve. Check that the drains are clear.
Open the water washing system on the blower while it is still rotating with the
power supply of the driving motor turned off, unless otherwise recommended by
the manufacturer. Shut down the water washing plant after a suitable period.
6. Close the up-take valve and open the air sealing system.

7. Keep the full water supply on the scrubber tower in accordance with the
manufacturer' s recommendation.
8. Ensure that the water supply to the deck water seal is running satisfactorily, 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 Check the water level in water loops installed in pipework for gas, water or
pressure transducers, to prevent the backflow of hydrocarbon gases into gas-
safe spaces.
3 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.

4 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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3 -5-5 Possible failures of the inert gas system and actions to be taken include:

1. High oxygen content which may be caused or indicated by the following

conditions:
1 .1 poor combustion control at the boiler, especially under low load conditions;

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 the inert gas plant is delivering inert gas with an oxygen content of more 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. Inability to maintain positive pressure during cargo discharge or deballasting

operations which may be caused by:

3.1 inadvertent closure of the inert gas valves;

3.2 faulty operation of the automatic pressure control system;

3.3 inadequate blower pressure; or

3.4 a cargo discharge rate in excess of the blower output.

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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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 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.

2) During the re-inerting of a tank following a 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 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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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. Loaded condition

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 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 source of supply such as an inert gas generator might
be used.
5. Cargo discharge

1) ) It may be necessary to release the inert gas pressure in the cargo tanks on 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. Crude oil washing

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1) ) Before each tank is crude oil washed, the oxygen level shall be 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. 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. Ballast condition

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

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 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 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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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
should be continued until all areas, including the bottom structure, have been
thoroughly checked.);

(7) continuously ventilating and regularly sampling the tank atmosphere whenever
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 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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1) The flame screens are checked to ensure that they are in a satisfactory
condition.
2) The valves on the vent mast 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 level rises to within 50 per cent of the lower flammable limit
washing should be discontinued until the vapour level has fallen to 20 per
cent of the lower flammable limit or less.
6) If washing machines with individual capacities 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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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 openings,except those necessary for 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.

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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 in
inert gas. It is prohibited to enter inerted tank because, as you can see in the following
table,it is very dangerous.
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 The Effects on Human Body

19% 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% Starts panting, pulse beats severely fast,complexion becomes gray,

mental derangement.

6% No reaction in muscles, lose consciousness.

Below 4% 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.
Carbon monoxide(CO) Allowable concentration 50 ppm, 55 mg/m3
poisonous, shows toxic symptom,because oxygen
supply ability is prevented due to the combination of
the gas and hemoglobin in the blood.

Carbon dioxide(C02)
Allowable concentration 5,000 ppm 9,000 mg/m3
The gas itself is not poisonous, but in case of high
concentration, anesthetized condition appears
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 atmosphere and conditions
caused by lack of oxygen may occur.

Helium (He) Not poisonous specially,

Hydrocarbon vapour 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
Rapid onset of "drunkenness" which may lead to
unconsciousness and death if exposure continues.

2.0% 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 1/1

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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 1/2
(1) 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 A I M key and turn off the
lighting lamp.

1.3 Operate the IGS, controller works according to the setting pressure (Deck Main Line
Pressure) automatically.

(2) How to set the turget pressure (IG Deck Main Line Pressure)

2.1 Show the SP Display.

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

3.1 Press AI 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.

1. The electric power supply of the control panel for the inert gas system in the cargo control
room must be switched on before starting cargo operations so that the inert gas 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
supplying the seal water.

4. Normal seal liquid level is to be kept in the Pressure Vacuum 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.

7. The branch valves to the cargo oil tanks which will be loading are to be kept opened and
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 addition, oil tankers fitted with inert gas systems are required to have suitable
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 supply from deck (see Fig.2.);

ANNEX8 PAGE 1/5

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.4 connection between the inert gas line and the water ballast line for fresh air supply through
ballast line for fresh air supply through ballast suctions (see 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 combination of partly filling and ventilation, e.g. filling of double bottom section of U-
shaped 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 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 spaces inerted at all times when empty, or to inert 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 fixed piping system is considered necessary.

METHODS AND ARRANGEMENTS FOR INERTING

ANNE-X8 PAGE 2/5

 KASHIWA CO.,LTD.

1 0. As for gas freeing and ventilation the easiest method for inerting is to supply inert gas to the
space during 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 . Written procedures should be available onboard giving details on how to carry out ventilation,
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

Supply Ballastline
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 PAGE 4/5

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Figure 5 Ventilation by dilution method

ANNE-X8 PAGE 5/5

 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 original gas decreases exponentially. In practice the actual rate of gas
replacement depends upon the volume flow of the incoming gas, its entry velocity,
and the dimensions of the tank. For complete gas replacement 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 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 replacement requires a stable horizontal interface between the lighter 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 required degree of gas
replacement throughout
the 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 and gas-freeing
(SOLAS Regulation 11-2/4.5.6.3, FSS 15/2.3.2.7, 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 Principle
1 top top top dilution dilution
11 bottom bottom displacement or
top 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 introduced and vented from the top of the tank. This is the simplest
arrangement. Gas replacement is by the dilution method. The incoming gas should 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 Dilution

PAGE
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ANNEXIO 1/2

ANNEX9 PAGE
 KASHIWA CO.,LTD.

4 Arrangement Il
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 stacks or, if valves are fitted to isolate each cargo
tank from the inert gas main, through this main to the mast riser or high velocity vent.

Figure 12 Dilution (11).

5 Arrangement fll

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). Figure 14 Dilution (111).

ANNEXIO 2/2
ANNEX 11
PAGE
 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 During the re-inerting of a tank following a 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 the oxygen
content 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.

1.3 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 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 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 FSS 15/2.3.2.7 are use to 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 Loaded condition

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 discharge port, prior to cargo discharge. .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.

5.4 If the tank is opened prior to cargo transfer, cargo transfer should not be
commenced until all the conditions have been checked and are in order. Similarly, if
the tank is opened after cargo transfer, normal ship operations should 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 Ballast condition
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 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.

PAGE 3/5
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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 gas introduced into the tank until the
hydrocarbon vapour concentration measured in the efflux gas has been reduced 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.

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 practice laid down in the 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 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;

PAGE 4/5
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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 continuously ventilating and regularly sampling the tank atmosphere whenever
personnel are in the tank;
.8 carefully observing normal regulations for tank entry.

13 Re-inerting after tank entry

13.1 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 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.

13.2 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
tanks.

PAGE 5/5
 KASHIWA CO.,LTD.

ANNEXII

PAGE 6/5
 KASHIWA CO.,LTD.

ANNEX 12

others
1 Instruction manual(s)

Instruction Manuals required to be provided on board by the Guidelines for inert gas system
1990 edition should contain the following information and operational 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 spaces compounded by the 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 PAGE 1/1

 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 PAGE 1/1

 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. Remove the cover of battery housing on the backside of CPU 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 wires in the battery housing, and put the cover back.
(Replace the the battery within 5 minutes.)

ANNEX14 PAGE 1/1

 Kashiwa Co., Ltd.
Tokyo Head Office http://www.kashiwa-
tech.co.jp E-mail : sales@kashiwa-tech.co.jp
2013/4/30

SERVICE NETWORK
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HONG KONG CHINA

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HEALTH-LEAD DEVELOPMENT
LIMITED / SHANGHAI OFFICE
LIMITED
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Rm. B, 12 / F, Guangdong
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,China.
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TEL +86-
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Dalian, China.
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TEL ( Inert Gas System Only )
+86- E-MAIL
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8265
9462
FAX
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S.N0. 721
 OPERATION MANUAL

No. MAR

INERT GAS BLOWER

2. OXYGEN ANALYZER ( TF - SR )
3. BOILER UPTAKE VALVE

4. BUTTERFLY VALVE

5. VALVE POSITIONER

6. ACTUATOR FOR VALVES 1

7. DIFFERENTIAL PRESSURE TRANSMITTER ( EJAI

IOE ) 1 - 4

8. 2-PEN TYPE RECORDER ( TRM-IOC )

9. TEMPERATURE CONTROLLER ( E5CN )

1 0.DIGITAL INDICATING CONTROLLER ( UT32A ) S-1

1 1 . CURRENT-PNEUMATIC CONVERTER ( KG20-15A )

1 2. FLOW METER ( ODM-300 ) 1