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CONTENTS
Part No.
Description
Page
Ⅰ. General
1. Arrangement of the vapor emission control system and description
of the system.
2
2. Component of the vapor emission control system.
3
3. Co-relation between inert gas system and vapor emission control
system.
3
4. Vapor collection for lightering operations.
3~4
5. Hazards associated with vapor emission control system.
4
6. Inert gas system operations manual.
4
7. Operating procedure.
5~6
8. Pre-transfer procedure, operation and shut down.
7~9
9. Emergency procedure.
10
Ⅱ. Calculation
1. Liquid transfer rate calculation.
11~16
2. Tank overfill time calculation.
17
Ⅲ. Drawing
1. Piping diagram of tank vent and inert gas system.
19~22
2. Vapor emission shore connection.
23
3. Cargo tank level gauge.
24~35
4. Tank overfill alarm system.
36~42
5. Inert gas system.
43~55
6. High velocity pressure/vacuum valve.
56~63
7. Vapor emission control system.
64~76
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Ⅰ. General
■ A person in charge of a transfer operation utilizing a vapor collection system must have completed a
training program covering the particular system installed on the vessel. Training must include drills or
demonstrations using the installed vapor control system covering normal operations and emergency
procedures.
1. ARRANGEMENT OF THE VAPOUR EMISSION CONTROL SYSTEM AND DESCRIPTION OF THE SYSTEM
Cargo tank vapor emission control system have to provide in accordance with related information to the
United State Coast Guard regulation for marine vapor emission control systems and OCIMF's
recommendation for oil tanker manifold and associated equipment.
The vessel to be suitable for carrying crude oil having a flash point at or below 60℃ and to be able to load
and discharge the three(3) different kinds of cargo oil simultaneously without contamination since the cargo
oil tank/piping to be divided into three(3) groups.
Vapor collecting manifolds with a standard flange connection and manual valve to be provided at forward
and aftward end of cargo manifold for collection of vapor from the cargo tanks during the cargo loading.
The inert gas main and branch line are commonly used for vapor collection purpose and the main pipes to be
connected to the vapor collecting manifold via isolating valve. The spill tank and working platform for cargo
manifold to be extended to accommodate the vapor collecting manifolds. The vapor collecting manifold is
provided with a condensate drain valve with pipe at the lowest position.
Each cargo tank to be provided with an intrinsically safe type high level alarm and independent tank overfill
alarm with positive test arrangement. These audible and visual alarms to be displayed in cargo control rooms.
In addition, the common overfill audible and visible alarms for cargo tanks to be also displayed in the cargo
deck area.
The pressure of common vent main pipe and the high and low pressure alarm to be also displayed in cargo
control room by using the common provision in inert gas system.
Individual high velocity pressure/vacuum valve for each cargo tank is provided(setting pressure 1400mmAq
and vacuum 350mmAq) and the capacity of each valve is based on rates for cargo loading of maximum
3
3
1,800m /h and for cargo unloading of maximum 1,500m /h
Four reducers of 16 inches nominal bore for presentation flange as principal fittings and two shore
connection adaptors of 12 inches as reserve to be provided for vapor collecting manifold.
The collected vapor from the cargo tanks to be discharged to the port facility through a flexible hose, which
is supplied either by the owner or the port authority.
The alarm setting value of high level alarm and independent overfill (high-h igh) alarm is 95% and 98% of the
volume respectively.
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2. COMPONENT OF THE VAPOR EMISSION CONTROL SYSTEM
The ship's vapor emission control system is consisted of the following.
1) Closed piping system connected to all cargo tanks with vapor collecting manifold at forward and aft ends
of the cargo manifold.
2) High velocity pressure/vacuum valve for each cargo tank.
3) A pressure transmitting system indicating pressure/alarm in the closed piping system.
4) Tank level gauging system
5) Tank over-fill alarm system with audible/visual signal which is independent of the tank gauging system.
3. CO-RELATION BETWEEN INERT GAS SYSTEM AND VAPOR EMISSION CONTROL SYSTEM
1) General
The vapor emission control system utilizes inert gas system to collect gasses from the cargo tanks during
cargo loading operation. Vapor collecting manifold has been added to the inert gas system main forward
and aft of the cargo manifold on the port and stb’d side of the vessel. See page 20,21 "Piping Diagram of
Vent & Inert Gas System".
2) Securing inert gas system
Prior to a vapor emission control operation. The deck isolation valve IG132 to be closed and inert gas
system to be shut down.
3) Change over from vapor emission control operation to start up of inert gas.
Upon completion of vapor emission control operation, close manifold valves, remove hose and install
blanks. Open the deck isolation valve IG132 of inert gas system as required.
4. VAPOR COLLECTION FOR LIGHTERING OPERATIONS
1) General
Lightering is the transfer of cargo oil from one vessel to another. Provisions are intended for service vessels,
which receive and transport cargo oil between a facility and another vessel.
2) Oxygen Analyzer
The oxygen analyzer is fitted within 3m of vapor connection flange. The analyzer is to be provide a display
of the oxygen content exceeds 8 percent by volume, at the cargo control room.
3) Hose inerting
Transfer hose between vessels is to be provided by the owner or the port authority.
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4) Insulation
Insulating flange is to be provided at the vessel vapor connection flange.
5) Detonation arrestor
Where the cargo tanks of the lightered vessel are not inerted, a detonation arrestor is to be installed in the
vapor collection piping not more than 3 meters inboard of the vapor connection flange by the owner or the
port authority.
6) Vapor balancing
Vapor balancing is not to be utilized when only the vessel to be lightered has inerted tanks.
5. HAZARDS ASSOCIATED WITH VAPOR EMISSION CONTROL SYSTEM
The following hazards must be considered when operating vapor control system.
1) Under pressure of cargo tanks
2) Over pressure of cargo tanks
3) Tank over-fill system
4) Misconnection of liquid & vapor lines
5) Liquid/condensation in the vapor line
6) Improper shutdown of vapor control system or cargo loading system
7) Static electrical discharge
6. INERT GAS SYSTEM OPERATION MANUAL
Inert gas system operation manual stored onboard to be referred and read prior to vapor emission control
operation.
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7. OPERATING PROCEDURE (OPERATION, TEST & INSEPCTION)
The main equipment should be functional and the required testing and inspection to be carried out as follows.
1) Inert gas system
① This system must be operated to insure a positive inert gas vapor pressure in every tank of at least
100mmWG.
② During the operation of the inert gas system, all lines should be checked to assure that no joints are
leaking.
③ The oxygen level in each cargo tank should be checked and it must not exceed eight(8)% by volume
prior to arriving at the terminal.
④ The deck isolation valve of inert gas system should be closed prior to connection of vapor hose.
⑤ Refer to page 19, 20, 21 "Piping diagram of vent and inert gas system" and "Inert gas system
manual"
2) Tank gauging system, high level & overfill (high-high) alarm system
- These system is installed on the subject vessel.
- Its control panel is located in the cargo control room.
- The tank gauging system.
- Tank overfill alarm system.
A. Tank gauging
① Refer to manufacturer's manual (Saab Marine) for detail components of the system.
② The radar transmitter on top of the tank emits microwaves directed by an antenna towards the surface
of the tank content. The echo from the surface is picked up by the antenna again, and the frequency
difference of between the transmitter and the reflected signal is proportional to the measured distance,
i.e. the ullage indication.
③ When the level reaches a pre-settled value (95% & 98%volume of tank capacity), high & high-high
level alarm will be sounded.
B. Tank overfill alarm system
① The overfill alarm system is completely independent from tank gauging system and has a ball float in
a protection pipe extending into each tank.
② Reed switches are located at 98% of tank capacity and independent each other. When the float rises
to this point, the switch is closed and a DC signal is sent to overfill at 98% alarm circuit for that
particular tank. Lamp for each tank is located on the control console.
③ This same signal is sent to a flashing beacon and horn on deck near the cargo manifold, which will
illuminate and sound.
④ The alarms in the control room and on deck can be silenced by pressing the acknowledge button on
the control console.
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C. System test
① There are AC/DC power source switches on the control console. Shut off the AC switches and the
loss of power failure alarm should light for high level and overfill and the buzzers should be sounded.
Press the acknowledge buttons to silence this alarm. Then AC switches should be turned "ON", so
that the high level and overfill alarms are functioning.
② The overfill alarm can be tested for each tank.
- Utilizing one man in the cargo control room and one man on tank deck with radio communication,
the following should be done for all cargo tanks and slop tanks.
- The overfill alarm has a test lever at the top of the sensor. Ball float is lifted up until alarm sound end
in the cargo control room and on deck.
- The man in the cargo control room should acknowledge the tank alarm.
- The sensor should then be lowered back in place.
D. Inspection
All tank gauge housing and cabling on deck should be checked for deterioration and/or damage at every
three (3) months.
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8. PRE-TRANSFER PROCEDURE, OPERATION AND SHUTDOWN
1) Twenty-four hours prior to cargo loading, the following systems are to be checked as functional.
A. Tank gauging system
B. High level alarm system
C. Tank over-fill alarm system
D. Oxygen level in cargo tanks is below 8% and I.G.S. pressure on all cargo tanks is 100mmWG
minimum.
E. I.G. deck main pressure indication at I.G.S. panel in cargo control room.
F. I.G. deck main high/low pressure alarms at I.G.S. panel in cargo control room.
2) Close the deck valve and shutdown the inert gas system.
3) Connect the terminal's vapor collection hose to the ship's presentation flange. Check that color-coded
vapor has a stud bolt in front of flange at 12:00 o'clock. Hose must be adequately supported to prevent
damage. Also make sure check the hose. It is free of any kink, cut, abrasion and bulge. And hose has
enough length for change in draft and/or vessel surging. The hose must to inspect the pressure test within
one year of the date being used and marked as per 46 CFR 39.20.
4) Open all drain valves on vapor collection header and make sure the condensate has been drained from the
system.
5) Line up the ship's vapor emission control system so that the vapor will flow directly from the tank being
loaded to the presentation flange at the vapor collecting manifold near cargo manifold.
This system is designed based on "By using the inert gas lines for vapor collection, simultaneous loading of
incompatible cargoes subject to vapor collection requirements not to be carried out".
6) Make sure the ship's tank gauging system and high level alarm. The overfill alarm system and pressure
sensor system are in operation.
7) Hold a pre-transfer conference between the officer in charge of the vessel and the person in charge of the
terminal facility.
Establishment during the following conference:
A. The identification of the product being transferred.
B. The sequence of transfer operations.
C. The transfer rate, initial and maximum.
D. The name or title and location of each person participating in the cargo loading operation.
E. Details of the transferring and receiving systems.
F. Critical stages of the cargo loading operation.
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G. Federal, state, and local rules that apply to the cargo loading.
H. Emergency procedures
I. Discharge containment procedures.
J. Discharge reporting procedures.
K. Watch or shift arrangement.
L. The pressure settings of the relief valves in the vapor control system.
M. The maximum design loading rate for the vapor control system.
N. Method of communication between terminal and ship during cargo loading.
8) Open the ship's vapor control valve and start cargo loading.
9) During cargo loading, monitor the loading rate and maintain constant vigilance on tank gauge system, tank
overfill alarm system and pressure sensor system. Maintain communications with terminal with regard to
tank levels and line pressure. If a high level alarm occurs, open and close tank valves as necessary so that
the cargo does not exceed the set overflow level for the tanks engaged in the cargo loading. The officer in
charge of the vessel loading will determine with the person in charge of the terminal facility when to stop
loading a particular cargo and when to start another cargo loading, after the ship's cargo system and vapor
collection system have been completed, sampling can be made if required.
10) After completion of cargo loading, secure cargo valves, vapor control valves, remove hoses and install
blank on vapor presentation flange.
11) Required action for I.G.S malfunction
A. I.G. pressure low alarm (I.G. pressure ＜200mmAq)
Possible Cause
Required Action
Deck pressure has dropped due to un-tight tank
Start IGS and raise pressure after tightening of
hatches and etc.
the hatches and etc.
During operation
Adjust set point
Set point of the pressure controller is too low.
During operation
Re-set all parameters using default value
The parameter for pressure controller is not
The default value is shown in IGS instruction
proper value.
manual.
During operation
Open valve
Deck isolating valve and/or non return valve is
shut
During operation
Close valve
Vent valve is open
During operation
Repair valve
Main control valve is close or sticking
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During operation
Repair valve
Purge control valve is open or sticking
False alarm signal
Open the pipe
Sample pipe blocked between inert gas line and
pressure transmitter
False alarm signal
Check the transmitter and calibrate or repair
Transmitter fauilure
B. I.G. pressure low/low alarm(I.G pressure <100mmAq)
Possible Cause
Same as pressure low alarm
Required action
If the pressure drop does not stop, cargo oil
pump should be stopped.
Pressure switch malfunction
Check the pressure switch on toe transmitter
panel and repair.
Pipe line from deck main line to the transmitter
Check the pipe line and keep the line in proper
panel is disconnected or broken
condition.
C. I.G. pressure high alarm(I.G pressure <1260mmAq)
Possible Cause
Required action
Solar heating causing expansion of inert gas in
Release pressure manually and check the set
cargo tanks and deck main
point and function of high velocity valve.
During operation
Check the high velocity valve or vent mast riser is
Cargo loading causing increased deck line
open.
pressure
Check the loading rate.
During operation
Lower controller set point to (
)mmAq
Set point of pressure controller is too high
During operation
Re-set all parameters using default valve.
The parameter for pressure controller is not
The default valve is shown in IGS instruction
proper valve
manual.
During operation
Repair valve.
Main control valve is open and sticking
During operation
Check
the
transmitter,
calibrate
or
repair,
False alarm signal
pressure switch malfunction and alarm unit
Transmitter failure
malfunction.
* The high pressure alarm to be set at 90% of the lowest P/V valve setting in the venting system.
* For more detail, please refer to the maker drawing of I.G.S. operation manual stored onboard.
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9. EMERGENCY PROCEDURE
1) Tank high level alarm
When the tank high level alarm sounds, silence the alarm by acknowledge button on the control console.
Officer in charge of the vessel should open/close valve to slow the transfer to that tank.
Loading of the tank should be stopped prior to reaching the level of the overfill alarm.
2) Tank Overfill alarm
When the tank overfill alarm sounds, the officer in charge of operation has ( to ) hours to respond at
maximum flow rate.
If connected to terminal, the loading valve at the terminal will automatically close.
If this occurs, the tank valve should be immediately closed and necessary valves opened so that cargo
loading can be resumed.
If the facility valve is not in the automatic mode, the officer in charge should be immediately close the tank
loading valve in question. And either open other tank valves or notify the facility to stop loading operations.
3) Pressure sensor system high or low alarm
The officer in charge must immediately have the shore facility slow the loading rate or increase the opening
on the regulator valve on the shore vapor line, if the pressure is too high.
If the pressure is too low, the officer in charge should notify the shore facility to decrease the opening on
the shore vapor regulating valve.
If this cannot be accomplished, all loading and vapor collection should be stopped and the ship cargo and
vapor valves should be immediately shut.
Cargo loading can resume after the terminal has stabilized its system.
4) Explosion/detonation/fire
During the vessel/facility pre-transfer conference, the vessel and facility Operator should advise each other
of their fire fighting capabilities and establish the procedures to be followed in the event of a
fire/explosion/detonation occurring on the vessel or in the facility.
The vessel and the terminal must inform each other of the various alarms and signals which are to be used
in the event of an emergency.
5) Oil spill
If an oil spill occurs, the loading and vapor collection should immediately stop and all valves should be
secured.
The ship and terminal oil spill contingency plans should immediately be followed.
The USCG, as called out in these plans, should be immediately notified.
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Ⅱ. Calculation
1. LIQUID TRANSFER RATE CALCULATION IMPOSED BY CONTRACTED LOADING RATE
1) The calculation is based on the density of the described on next page.
2) The following data to be applied.
- Cargo list : Crude oil having a flash point below 60℃ and clean & dirty petroleum products
3
- Allowable cargo loading rate per ship according to contractual provision of the ship : 10,800m /h
3
- Cargo loading rate per one tank :1,800 m /h
3
- Maximum transfer rate of vapor per ship : 13,500 m /h
3
- Transfer rate of vapor per one tank : 2,250 m /h
- Refer to the attached isometric arrangement
3) Pressure drop calculation from farthest tank No.1 C.O.T to the vapor manifold connection.
- Friction loss in I.G. pipe : Hp
Hp = λ x
L
γV
x
2g
d
- Friction loss in fittings : Hf
Hf = ζ x
∴ Total friction loss HL = Hp + Hf = ∑ ζ + λ
γV
2g
x
V : Velocity of vapor
g : Acceleration of gravity, 9.8m/s
2
L : Pipe length
d : In-diameter of pipe
ζ : Friction loss coefficient
γ: Density ( ) kg/m
3
λ : Coefficient of friction, 0.013 ~ 0.014
- Refer to the calculation sheet attached herewith.
4) Conclusion
- The above friction loss is well below of 80 percent of opening pressure of high velocity P/V valve and the
transfer rate based on designed/contracted cargo loading rate can be handled under present condition.
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FRICTION LOSS CALCULATION OF VENTING SYSTEM AT CARGO FULL LOADING
Case 1: Inert Gas 100%(γ=1.22)Vapour Growth: 1.25
Item\Node
A-B
B-C
C-D
D-E
E-F
In-dia.of vent pipe(m)
0.249
0.387
0.438
0.438
0.438
Max. flow rate(m3/h)
2,250
4,500
9,000
13,500
13,500
Velocity(m/sec)
12.9
10.6
16.60
24.9
24.9
Fitting
ζ
N
Nζ
N
Nζ
N
Nζ
N
Nζ
N
Nζ
90 elbow
0.30
2
0.6
0
0
0
0
0
0
1
0.3
45 elbow
0.20
0
0
0
0
0
0
0
0
3
0.6
B/F valve
0.25
1
0.25
0
0
0
0
0
0
1
0.25
Reducer
0.15
1
0.15
1
0.15
0
0
0
0
0
0
Run of tee
0.20
1
0.2
1
0.2
1
0.2
1
0.2
1
0.2
Branch of tee
0.80
1
0.8
0
0
0
0
1
0.8
2
1.6
Coupling
0.10
0
0
2
0.2
2
0.2
2
0.2
1
0.1
Pipe entrance
0.50
1
0.5
0
0
0
0
0
0
0
0
Total of friction
loss coefficient
2.5
0.55
0.4
1.2
3.05
Friction loss in fittings
25.7
3.9
6.8
46.2
117.5
Pipe length(m)
4.4
25
24.3
24.7
38.2
Friction loss in pipe
2.5
6.3
13.3
30.4
47
Sub-total firction loss
28.3
10.2
20.1
76.6
164.5
Total friction loss
(Press.drop/mmAq)
299.8
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FRICTION LOSS CALCULATION OF VENTING SYSTEM AT CARGO FULL LOADING
Case 2: Cargo / vapor 50% + Inert Gas 50% (γ=2.2)Vapour Growth: 1.25
Item\Node
A-B
B-C
C-D
D-E
E-F
In-dia.of vent pipe(m)
0.249
0.387
0.438
0.438
0.438
Max. flow rate(m3/h)
2,250
4,500
9,000
13,500
13,500
Velocity(m/sec)
12.9
10/6
16.6
24.9
24.9
Fitting
ζ
N
Nζ
N
Nζ
N
Nζ
N
Nζ
N
Nζ
90 elbow
0.30
2
0.6
0
0
0
0
0
0
1
0.3
45 elbow
0.20
0
0
0
0
0
0
0
0
3
0.6
B/F valve
0.25
1
0.25
0
0
0
0
0
0
1
0.25
Reducer
0.15
1
0.15
1
0.15
0
0
0
0
0
0
Run of tee
0.20
1
0.2
1
0.2
1
0.2
1
0.2
1
0.2
Branch of tee
0.80
1
0.8
0
0
0
0
1
0.8
2
1.6
Coupling
0.10
0
0
2
0.2
2
0.2
2
0.2
1
0.1
Pipe entrance
0.50
1
0.5
0
0
0
0
0
0
0
0
Total of friction
loss coefficient
2.5
0.55
0.4
1.2
3.05
Friction loss in fittings
46.4
6.9
12.4
83.4
211.9
Pipe length(m)
4.4
25
24.3
24.7
38.2
Friction loss in pipe
4.6
11.4
24
54.8
84.8
Sub-total firction loss
51
18.4
36.3
138.2
296.7
Total friction loss
(Press.drop/mmAq)
540.6
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FRICTION LOSS CALCULATION OF VENTING SYSTEM AT CARGO FULL LOADING
Case 3: Cargo / vapor 50% + Inert Gas 50% (γ=3)Vapour Growth: 1.25
Item\Node
A-B
B-C
C-D
D-E
E-F
In-dia.of vent pipe(m)
0.249
0.387
0.438
0.438
0.438
Max. flow rate(m3/h)
2,250
4,500
9,000
13,500
13,500
Velocity(m/sec)
12.9
10.6
16.6
24.9
24.9
Fitting
ζ
N
Nζ
N
Nζ
N
Nζ
N
Nζ
N
Nζ
90 elbow
0.30
2
0.6
0
0
0
0
0
0
1
0.3
45 elbow
0.20
0
0
0
0
0
0
0
0
3
0.6
B/F valve
0.25
1
0.25
0
0
0
0
0
0
1
0.25
Reducer
0.15
1
0.15
1
0.15
0
0
0
0
0
0
Run of tee
0.20
1
0.2
1
0.2
1
0.2
1
0.2
1
0.2
Branch of tee
0.80
1
0.8
0
0
0
0
1
0.8
2
1.6
Coupling
0.10
0
0
2
0.2
2
0.2
2
0.2
1
0.1
Pipe entrance
0.50
1
0.5
0
0
0
0
0
0
0
0
Total of friction
loss coefficient
2.5
0.55
0.4
1.2
3.05
Friction loss in fittings
63.3
9.5
16.8
113.7
288.9
Pipe length(m)
4.4
25
24.3
24.7
38.2
Friction loss in pipe
6.3
15.6
32.7
74.8
115.6
Sub-total firction loss
69.6
25
49.5
188.4
404.6
Total friction loss
(Press.drop/mmAq)
737.1
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800.0
737.1
700.0
Pressure drop limit: 1120mmAq
Pressure drop(mmAq)
600.0
540.6
500.0
400.0
332.6
300.0
299.8
243.9
200.0
100.0
0.0
144.1
69.6
51.0
28.3
94.6
69.4
38.5
105.7
135.2
58.6
2,250
4,500
9,000
13,500
13,500
Case 1
28.3
38.5
58.6
135.2
299.8
Case 2
51.0
69.4
105.7
243.9
540.6
Case 3
69.6
94.6
144.1
332.6
737.1
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2. Tank overfill time calculation.
Tank
Tank
volume(m3)
Overfill
alarm
setting level
(98%, m3)
Available
volume
(m3)
Max. flow
rate(m3/h)
Overfill
time(min)
No.1 C.O.T(P)
8432.9
8264.2
168.7
1800
5.6
No.1 C.O.T(S)
8424.4
8255.9
168.5
1800
5.6
No.2 C.O.T(P)
11114.4
10892.1
222.3
1800
7.4
No.2 C.O.T(S)
11125.5
10903.0
222.5
1800
7.4
No.3 C.O.T(P)
11139.2
10916.4
222.8
1800
7.4
No.3 C.O.T(S)
11150.3
10927.3
223.0
1800
7.4
No.4 C.O.T(P)
11116.8
10894.5
222.3
1800
7.4
No.4 C.O.T(S)
11150.3
10927.3
223.0
1800
7.4
No.5 C.O.T(P)
11128
10905.4
222.6
1800
7.4
No.5 C.O.T(S)
11161.5
10938.3
223.2
1800
7.4
No.6 C.O.T(P)
9967.3
9768.0
199.3
1800
6.6
No.6 C.O.T(S)
9997.4
9797.5
199.9
1800
6.7
Maximum loading rate
a. Max. loading rate of one(1) cargo tank :
b. Max. loading rate of the vessel
:
3
1,800 m /h
10,800
3
m /h
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Ⅲ.Drawing
1. Piping diagram of tank vent and inert gas system.
2. Vapor emission shore connection.
3. Cargo tank level gauge.
4. Tank overfill alarm system.
5. Inert gas system.
6. High velocity pressure/vacuum valve.
7. Vapor emission control system
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-700 mmWC vacuum.
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