LPG CARRIER CARGO MOTOR AND COMPRESSOR ROOM SAFETY
What are the safeties associated with cargo pump room or compressor room in a gas
carrier?
Pump room safeties
Temperature and alarm sensor for pumps.
Monitoring system for hydrocarbon gas.
Bilge level monitoring devices.
Interlock for lighting and ventilation.
Cargo pump room should be mechanically ventilated and the capacity should be 20 air
changes per hr of the volume of the pump room.
Pump room bulkhead with ER should be class A-0.
Spray shield around pump seals
In order to avoid static electricity cargo is loaded directly into tanks ,the
loading pipes as far as practicable should be led to the lowest area.
Exd – light covers
Height of double bottom in PR - B/15 or 2 meter whichever is less but not
less than 1 mtr.
An emergency intake located above 2m , the PR lower grating. The
emergency intake should have damper fitted which is capable of being
opened and closed from exposed main deck and grating level. – 15 air
changes per hour.
Fixed sampling line to attach portable gas meter
Cargo Machinery Room Precautions on board Liquefied Gas
carrier
Cargo vapour, whether toxic or flammable, should be vented to
atmosphere with extreme caution, taking account of regulations and
weather conditions. Cargo vapour may be present in cargo pump or
compressor rooms, and gas detection systems are installed to warn
of its presence. In ships carrying cargoes whose vapours are lighter
than air (e.g. ammonia) and heavier than air (e.g. LPG) gas
detector points are fitted at high and low levels and the relevant
detector points should be used for the cargo carried.
Ventilation systems are provided to disperse any vapour that may
collect in the pump or compressor room. The space should be
ventilated for at least ten minutes before cargo operations begin
and throughout their duration, and also if liquid or vapour leakage is
suspected. Ventilation systems should be maintained carefully; if
the fans fitted are of non-sparking design their design features
should not be modified in any way.
Lighting systems in cargo machinery rooms must be certified flame
proof. It is essential to ensure that such systems are properly
maintained. Additional lighting, if required, should be of a suitably
safe type.
Gas-tight bulkhead gland seals and air lock doors to cargo
machinery electric motor rooms should be carefully checked and
maintained to ensure that cargo vapour does not enter.
Electric motors for driving cargo compressors are normally
separated for those spaces by a gas tight bulkhead or deck.
However, the IMO code permits where operational or structural
requirements are such as to make it impossible to fit gastight
bulkheads then electric motors of the following certified safety type
may be installed.
Increased safety type with flame proofed enclosure, and
Pressurized type
(1) Records should be available of the pressure testing of cargo
condensers and of the calibration of cargo system instrumentation.
(2) The compressor and motor rooms should be clean and free of
combustible material.
(3) The compressor room ventilation system should be maintaining
negative pressure.
(4) The motor room ventilation system should be maintaining
positive pressure and operating satisfactorily.
(5) If the motor room access is located in a gas-hazardous area, it
should be provided with an air-lock suitably alarmed to warn of both
doors being opened at the same time. Airlocks and alarms should be
in good order.
(6) If pressure in the air-lock is lost, should the shutdown system
operate correctly.
If the cargo vapour is heavier than air it may accumulate on deck
and enter accommodation spaces. Standard precautions should
therefore be observed. In some cases it may be possible to heat
vapour before venting to reduce its density and assist dispersion. If
such facilities are provided they should be used.
Procedure to follow in the event of a compressor house or
motor room fire
These spaces are equipped with portable extinguishers (Dry Powder
and / or CO2), smothering systems (generally CO2), water hose
systems and possibly bulk dry chemical powder units. In the event
of a fire, the initial alarm will be activated either automatically by
the fire detection system, or manually by the person discovering the
fire.
Stop all cargo/ballast/bunkering operations immediately. Valves and
tank openings must be secured. Wherever possible, the fuel supply
to the fire should be cut off.
A limited outbreak of fire can often be dealt with by the
portable extinguishers, but where the fire is established, fixed
smothering installations should be used.
Early consideration must be given to the shutting down of
systems by remote closing devices, as necessary. Ventilation
and forced draft fans must also be stopped, as necessary.
Before any fixed smothering system is activated, it is essential
that ;
i) All personnel have been accounted for, and none are in the
space on fire.
ii) Ventilation fans to the space have been stopped
iii) Doors and vents are closed
Boundary cooling should be used to control the temperature of
the casing exterior and the emergency fire pump used to
supply the water system.
In every case, all necessary precautions must be taken to
prevent the fire spreading to adjacent spaces. Consideration
must be given to the fuel and lubricating oil pipes in the
vicinity of a fire which may become a fuel source.
In the unlikely event that the fixed system is inoperable, and
no progress is being made with portable appliances, the only
alternative is to endeavour to smother the fire by closing down
the entire space.
Fires in other machinery spaces should be dealt with in a similar
manner, as per normal ship fire fighting procedures.
What is an Air Lock on Gas Carriers?
Air Lock is a protected space or room between dangerous gas areas/zones
and weather deck. It is a type of gas safe space . Perfect example of such place
is the protected entrance space of the cargo compressor motor room, which
can be isolated from rest of the spaces.
The driving motor of the cargo compressor in a gas carrier ship is installed in a
room different from the compressor room. Moreover, the shaft connecting
them passes through a gas tight bulkhead.
The electric motor room is accessible only after crossing the Air lock as a
safety measure.
Requirements for Air locks:
The air lock room is a gas tight space with two doors spaced minimum
1.5 m and maximum 2.5 m. I t is made up of steel
Doors of Air locks must have self closing and no-holding back
attachments
Air lock space are fitted with sensors to monitor ingress of cargo vapors
The height of the door sill must be minimum 300 mm
Space must be mechanically ventilated and maintained at pressure
higher than that of the surrounding space
Audio and visual alarm to be provided if both doors are opened
simultaneously
Cut out of electric cargo compressor motor has to be provided if
pressure of the air lock space falls below the set limit.
10 Safety Precautions To Take While Handling
Inert Gas System On Ships
1. Ensure Proper Maintenance of Inert Gas Safety
Devices is Carried Out
Safety devices on IG systems are used to prevent the backflow of cargo gases
to the machinery spaces. It is important that along with the non-return valve,
a water seal and a vent is also fitted on the deck main for additional safety.
Sometimes an additional water seal is fitted at the bottom of the scrubber. It is
important that these devices are properly maintained at all times.
2. Ensure Adequate Oxygen Level
Oxygen deficiency is extremely hazardous to the human body. It can not only
damage the brain but can also lead to death easily.
In case of oxygen deficiency, the mind is likely to become apathetic and
complacent and if escape is attempted at this stage, physical exertion will
aggravate the weakness of the mind and body.
For this reason, it is necessary to ventilate the cargo tanks thoroughly to
ensure that no pockets of oxygen deficiency remain and a steady reading of
21% is obtained at all times.
3. Ensure There are no Combustible Gases
An important point to note is that the inert gas does not affect the toxicity of
hydrocarbon gases and thus the latter can be extremely dangerous (as it is
flammable).
Gas freeing of tanks must be properly carried out to eliminate possible gas
pockets. Any particular compartment must show a reading of Zero or 1% of
the lower flammable limit (LFL) with a reliable combustible gas indicator.
4. Remove Toxic Components of Flue Gases
An approved combustible gas indicator should be used to measure the
presence of flue gases in the tank. Flue gases contain sulphur dioxide, carbon
monoxide and nitrogen which need to be properly measured during the gas
freeing process. After ventilation, the flue gas reading of the tank should be
1% or lower than the LFL along with an oxygen reading of 21%. Ventilation
should be continued until a steady reading of 21% oxygen is obtained before
entering.
5. Check Tank Pressure
Check the tanker pressure before opening any tank lids, ullage plugs or tank
washing openings. Inerted cargo tank pressure must be adequately reduced
before opening any tank.
6. Prevent Air From Entering the System
In the event of an inert gas system failing to deliver the required quality and
quantity of inert gas, or is not able to maintain a positive pressure in the cargo
tanks, action must be taken immediately to prevent air from being drawn into
the tanks.
All cargo and ballast discharge from inerted tanks must be stopped, the inert
gas deck isolating valve closed, the vent valve between it and the gas pressure
regulating valve (if provided) opened, and other immediate actions must be
taken to repair the inert gas system.
7. Take Measures to Prevent Electrostatic Ignition
The presence of hydrocarbons in the tanks can be dangerous. If the tank
atmosphere contains flue gas, which has small particulate matter containing a
small electrostatic charge, there is a possibility of an electrostatic ignition
when the oxygen content of the tank rises due to the ingress of air.
Prevent any kind of ingress of air in the tanks.
8. Don’t Start Repair Work Without Gas Freeing
As Inert gas is asphyxiating, a person can quickly become unconscious even if
the leakage of the gas has taken in the open air.
Extra precaution is thus required while doing any maintenance/repair work on
the IG plant.
It is recommended that the I.G plant is completely gas freed before any work
is started. Internal examination of any unit in the I.G. system should be done
only after standard procedures for entry into enclosed spaces have been carried
out.
9. Beware of Hydrogen Sulphide
When the oxygen content is reduced during the operation of the I.G. system,
pyrophoric deposits are formed in the tankers, especially in those carrying
sour crude oil.
These deposits along with crude form hydrogen sulphide, which is highly toxic
in nature. Pyrophors and hydrogen sulphide formed during a loaded passage
can persist even during subsequent ballast passages if they are not properly
removed.
10. Ensure Proper Functioning of Blowers
Generally on oil tankers, blowers are used for gas freeing and hence an air inlet
(suction from the atmosphere) at the suction side of the blower with blanking
arrangement must be provided.
At normal operation, blanking arrangement is to be secured. During gas
freeing, it is to be opened and the air is to be supplied by the blower to the
tanks.
