Chapter 3

Tank Pressure Control during Voyage

Tank pressure control during voyage
Changes in pressure in cargo tanks should be monitored and tank pressure should be controlled during
the voyage.

1. General (P3-2 to P3-3)

A mixture of inert and petroleum gases exists in the upper part of the ullage space during the voyage.
This mixture of gases repeatedly expands and contracts due to various external and internal factors and
causes the pressure in the tank to fluctuate.

2. Method of adjusting tank pressure (P3-4 to P3-5)

If excessive negative or excessive positive pressure occurs in the tank, confirm safety against the risk
of explosion/fire and against the risk of injury to personnel, release the gases in the tank to the
atmosphere or top up the tank and adjust the tank pressure to permissible levels.

3. Topping up work (P3-6)

If the tank pressure drops, perform topping up work by supplying inert gas to the cargo tank.

4. Measures against vapor loss (P3-7)

During a voyage to the loading port, regulate the tank pressure appropriately and adopt the measures
given below against vapor loss.
1) Spray water on the upper deck
2) Inspect the breather valve
3) Confirm that the tank openings are properly sealed

5. Operation of IG branch valve (P3-8)

There are no restrictions on contamination by vapor due to vapor shift during crude oil transportation.
Therefore, open all the IG branch valves of tanks to prevent damage to cargo tanks and always regulate
the tank pressures using the common vent riser.

(Navigation) 3- 1
2002/3 (Ver.2)

1.

General
1.1

Factors that cause fluctuations in tank pressure

Click here to view video 101.mp4

A mixture of inert and petroleum gases exists in the upper part of the ullage space during the voyage.
This mixture of gases repeatedly expands and contracts due to various external and internal factors and
causes the pressure in the tank to fluctuate. This fluctuation is mainly due to the factors listed below.
1) External factors
a) Change in the temperature of outside air
b) Change in the sea water temperature
c) Splashes of water on the deck due to rough weather
d) Change in weather (squalls, etc.)
2) Internal factors (during cargo loading)
a) Loading of different grades of oil (tendency of tank pressure to rise when highly volatile light
cargo oil is loaded)
b) Contraction/expansion of volume due to changes in the temperature of loaded oil
c) Tank ullage space (reserve capacity in the upper part of the tank)
d) Change in vapor pressure of cargo oil

1.2

Fluctuating trend of tank pressure

According to reports from various ships, the cargo tank pressure has a tendency to drop excessively one
hour before sunrise generally. Subsequently, the tank pressure gradually rises to reach its maximum
value at about 1400 hours. Generally, if positive pressure is maintained in the tank around sunrise,
provided there is no cooling of the hull due to changes in weather (such as squalls), the pressure rarely
becomes negative by the evening.
Accordingly, the necessity for topping up the tank so as to prevent negative pressure occurring at night
should be decided considering the condition of rise in tank pressure during the day, the tank pressure in
the evening, and the weather conditions and air temperature the next morning.
If cargo oil at comparatively high temperature is loaded at the loading port (above 100F), the decrease
in oil temperature during the voyage will be excessively large. Under such conditions, the tank pressure
has a tendency to drop temporarily with the apparent contraction in volume of the cargo oil.

1.3

Structural strength of tank

According to classification society rules, the structural strength of the cargo tank should be adequate to
withstand a head of water column of 2.4 m to 2.5 m on the upper deck (0.24 to 0.25 kg/cm2 = 2500
mmAq).
A breather valve is installed to protect the cargo tank from damage due to excessive tank pressure
during the voyage. The pressure setting of the valve is higher than the hydrostatic test pressure of the
tank by +1400 mmAq. The tank is structurally weaker against negative pressure (vacuum) than positive
pressure, therefore the breather valve's negative pressure setting is taken as -700 mmAq (classification
society rules).
The tank pressure should be monitored periodically and regulated at an appropriate value to prevent it
from rising or dropping excessively so as to exceed the structural strength of the tank.

1.4

Confirming the accuracy of the tank pressure gauge

Click here to view video 024.mp4

The IG main line pressure is indicated in the CCR and on the bridge. The pressure indication may show
an error due to an abnormality in the pressure transmitter or due to closure of the pickup line of the IG
main line. Therefore, the accuracy of the gauge should be checked periodically during the voyage by
comparing the water level of the P/V breaker with the readings of the pressure gauge installed in each
tank.

(Navigation) 3- 2
2002/3 (Ver.2)

1.5

Recording tank pressure

The officer of the watch should record tank pressures every hour and check fluctuations during the
voyage.
The tank pressure should be monitored carefully as it fluctuates steeply (about 300 to 500 mmAq/h)
during the daytime due to the temperature of the outside air depending on the season and the navigation
area.

(Navigation) 3- 3
2002/3 (Ver.2)

Adjusting the tank pressure gauge

2.1

When the tank pressure rises

If the tank pressure rises, the gas in the tank should be released to the atmosphere to prevent excessive
positive pressure. Before the breather valve on the vent riser exceeds the predetermined positive
pressure and activates, the vent riser valve should be manually operated and the tank pressure adjusted,
unless special reasons exist for not doing so. Generally, the positive pressure setting of the breather
valve on the vent riser is 14 kPa (+1400 mmAq). The valve releases the gas in the tank to the
atmosphere at a pressure of 13 to 14 kPa (+1300 to 1400 mmA1), and depending on the conditions, it
decreases the pressure to about 8 to 10 kPa (+800 to +100 mmAq).
Risk of explosion/fire or injury to personnel may exist when the gas is released to the atmosphere.
Therefore, the points mentioned below should be checked and safety should be ensured beforehand.
1) Confirm beforehand that the flame screen at the upper part of the vent riser is in a satisfactory
condition.
2) Workers performing maintenance work on the deck should be cautioned before the release of the
gas. Particularly, when crude oil with high hydrogen sulfide content is loaded in the tanks, special
care is needed. The work should be suspended and the workers should seek refuge at a safe
location.
3) In the absence of relative wind velocity (4.5 m/sec or greater) for dispersing the petroleum gases
adequately, or if the relative wind is flowing through the accommodation spaces, there is a risk of
accumulation of toxic gases on the upper deck or in the accommodation spaces. The maintenance
work on deck should be suspended and the ventilation in the accommodation spaces should be
regulated.
4) Confirm that there is no lightning in the vicinity before releasing the gases to the atmosphere.
5) Notify the Engine Department and do not perform soot blow.
The breather valve can act as a suction/discharge valve that adjusts the tank pressure automatically against
fluctuations in tank pressure due to changes in temperature during a voyage. However, the discharge of vapors
to the atmosphere during excessive positive pressure in the tank is generally performed by manually operating
the vent riser valve considering that the tank pressure should be monitored and controlled. Thus, the breather
valve is considered a tank safety valve. To ensure proper working of the valve, it should be maintained and
serviced routinely.

2.2

When the tank pressure drops

When the tank pressure drops below 1 (kPa) (+100 mmAq), notify the Engine Department, operate the
IGS and perform tank pressure topping up work by supplying inert gas to the tank.
Although the pressure setting for topping up depends also on the trend of fluctuations in tank pressure,
a value in the range of 9 to 12 kPa (+900 to +1200 mmAq) is generally considered a reasonable value.
The necessity of performing topping up work to prevent negative pressure in the tank at night should be
decided based on the tank pressure in the evening. In this case, the decision should be made after
considering the drop in air temperature at night and the drop in tank pressure as the result of
encountering a squall.
If the tank pressure drops regardless of whether it is day or night, the tank may need to be topped up
once, twice or even thrice, if necessary.
(For details of the topping up sequence, refer to "3. Inert gas topping up" below.)

2.3

Adjusting tank pressure before entering the discharging port

In principle, since the release of gas to the atmosphere is prohibited near terminals and at the berth, the
tank pressure should be adjusted before the ship enters the port. Generally, the tank pressure is required
to be reduced to a safe range of about 200 to 300 mmAq before the ship enters port. However, the tank
pressure may even be negative depending on the season, period of entry into port or weather. Thus the
decision for adjusting the pressure should be taken with extreme care. Together with the tank pressure
adjustment, the concentration of gas within the tank should be measured, and the oxygen concentration
(Navigation) 3- 4
2002/3 (Ver.2)

should be re-confirmed as being less than 8% before entering port. If the oxygen concentration is
expected to exceed 8% by volume, the oxygen should be purged using inert gas and a safe environment
within the tank should be ensured.

(Navigation) 3- 5
2002/3 (Ver.2)

3.

Topping up work
3.1. General
To prevent excessive negative pressure in the tank, start the IGS and follow the procedure given below
for topping up the tank by supplying inert gas.

3.2

Topping up procedure
1) Notify the Engine Department to make preparations for the boiler, etc.
2) Set the tank pressure to 12 kPa (about 1,200 mmAq).
3) Change over the selector switch from "Navigation" to "Inert."
4) Confirm the operation of the deck water seal pump.
5) Start the scrubber pump.
6) Close the atmospheric valve.
7) When the preparations of the boiler etc., have been completed by the Engine Department, press the
master switch.
8) Open the boiler uptake valve.
9) Start the topping up fan (1,000 m3/h) or the main fan.
Topping up can be performed very quickly in ships that can use the main fan.

10) Discharge inert gas to the atmosphere until its oxygen concentration is adjusted and remains
steady at a value of less than 5% by volume.
11) Open the IG main deck isolating valve.
12) Change over to supply of inert gas and start topping up.
(Changeover from releasing air to the atmosphere to supplying inert gas to the tank.)
13) Monitor the tank pressure and raise the pressure to about 9 to 12 kPa (about 900 to 1,200 mmAq).
14) From a tank pressure of about 9 kPa (about 900 mmAq), the rise curve becomes a gently-sloping
curve. (the rise time becomes prolonged)
However, when the main fan is used, such a phenomenon cannot be observed. Care should be taken
since the tank pressure rises steeply (all at once).
15) When the planned tank pressure is reached, notify the Engine Department and switch over from
supplying inert gas to the tank to releasing air to the atmosphere. Close the IG main deck isolating
valve.
16) Stop the topping up work.
17) Close the boiler uptake valve.
18) Press the master switch.
19) Open the atmospheric valve.
20) Run the scrubber pump until the scrubber is cooled adequately and washing is performed
adequately.Cooling and washing for more than one hour is recommended.
21) Change over the selector switch to "Voyage."

(Navigation) 3- 6
2002/3 (Ver.2)

4.
4.1

Measures against vapor loss

General

During a loading voyage, the measures given below against vapor loss should be adopted and efforts
should always be made to minimize transportation loss during the voyage, in addition to controlling
tank pressure.

4.2

Spraying water on the upper deck

During a loading voyage, the tank pressure rises during daytime on a fine day. To minimize vapor loss
and the frequency of topping up operations using inert gas, water should be sprayed on the upper deck
to cool it whenever necessary. Sometimes the anticipated effects may not achieved, but on an average
this measure results in a drop in tank pressure of 50 to 100 mmAq.
It has been verified from actual ships that practically no rust stain occurs due to sea water spray if the upper deck is
properly maintained. Topping up using inert gas is to be performed jointly with the Engine Department. Work at
night should be avoided as far as possible. If the tank pressure can be reduced by spraying water on the upper deck,
then this is an effective measure to avoid release of gas to the atmosphere

4.3

Inspecting the breather valve

Inspect the breather valve periodically and always confirm that it is in a proper working condition.
If gaseous odors are detected on the deck, it is likely that a gas leak has occurred from the breather
valve (particularly from the independent breather valve attached to each tank). In this case, investigate
the leakage location and replace the defective breather valve with a spare one.

4.4

Confirming that tank openings are properly sealed

Confirm that the vapors from the cargo tank do not leak from the tank hatch, ullage port and manhole
on the upper deck. Particularly, when an opening in a cargo tank has been opened up for gas freeing the
tank, always raise the tank pressure, perform the leak test at the location of the opening (preferably
using soap solution) and confirm that the air tightness of the tank.
The packing at the opening deteriorates with age. At the time of dry-docking, replace the packing with
a new one.

(Navigation) 3- 7
2002/3 (Ver.2)

5.

Operation of the IG branch valve

5.1. General
If the IG branch valve is operated incorrectly, cargo work may be carried out with closure of IG line. It
will occur a major accident such as caving in or bulging out of the deck. Thus the branch valve should
be operated with extreme care.

5.2

Precautions in operating the valve

1) Generally, vapor contamination due to vapor shift is permitted by the charterer during
transportation of crude oil. Unless there are special reasons such as maintenance of venting
equipment such as breather valve or gas freeing for the purpose of inspecting cargo tanks, all the
IG branch valves should always be fully open in order to prevent damage to the cargo tank and the
tank pressure should be controlled using the common vent riser.
2) Lock the IG branch valve so that it is always open. Also lash it with rope in the open position. The
Chief Officer should retain and safeguard the key to the lock.
3) If the IG branch valve has been operated during its maintenance and it has been restored to its
original condition, the Chief Officer should take responsibility and confirm that this valve is
open.
4) Before entering the loading port/discharging port, re-confirm that the IG branch valve of all the
cargo tanks are fully open and inspect that the pressure indication of each tank is appropriate.

During a problem faced by another company in the past, the IG branch valve was fully open, but
the valve spindle in the valve had corroded and was damaged. As a result, the IG line became
closed.
This instance shows that the valve position cannot be judged by external inspection alone, and that the
monitoring of tank pressure during cargo handling is an extremely important task

(Navigation) 3- 8
2002/3 (Ver.2)