Is the Inert Gas System fully operational and in good working order?
The inert gas system should be in safe working condition with particular reference to all interlocking trips and associated alarms, deck seal, non-return valve, pressure regulating control system, main deck IG line pressure indicator, individual tank IG valves (when fitted) and deck p/v breaker.
Individual tank IG valves (if fitted) should have easily identified and fully functioning open/close position indicators.
Are deck seals in good working order?
It is essential that the deck seal arrangements are in a safe condition. In particular, the water supply arrangements to the seal and the proper functioning of associated alarms should be checked.
Are liquid levels in p/v breakers correct?
Checks should be made to ensure the liquid level in the p/v breaker complies with manufacturer's recommendations.
Have the fixed and portable oxygen analysers been calibrated and are they working properly?
All fixed and portable oxygen analysers should be calibrated and checked as required by the company and/or manufacturer's instructions. The in-line oxygen analyser/ recorder and sufficient portable oxygen analysers should be working properly.(Refer to SOLAS 11-2 62.16, 17 and 18)
Are fixed IG pressure and oxygen content recorders working?
All recording equipment should be switched on and operating correctly.
42. Are all cargo tank atmospheres at positive pressure with an oxygen content of 8% or less by volume?
Prior to commencement of cargo operations, each cargo tank atmosphere should be checked to verify an oxygen content of 8% or less by volume. Inerted cargo tanks should at all times be kept at a positive pressure.
Are all the individual tank IG valves (if fitted) correctly set and locked?
For both loading and discharge operations it is normal and safe to keep all individual tank IG supply valves (if fitted) open in order to prevent inadvertent under or over pressurisation. In this mode of operation each tank pressure will be the same as the deck main IG pressure and thus the p/v breaker will act as a safety valve in case of excessive over or under pressure. If individual tank IG supply valves are closed for reasons of potential vapour contamination or de-pressurisation for gauging, etc., then the status of the valve should be clearly indicated to all those involved in cargo operations. Each individual tank IG valve should be fitted with a locking device under the control of a responsible officer.(Refer to SOLAS II-2 62.11.2.1)
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Are all the persons in charge of cargo operations aware that, in the case of failure of the Inert Gas Plant, discharge operations are to cease, and the terminal to be advised?
In the case of failure of the IG plant, the cargo discharge, de-ballasting and tank cleaning should cease and the terminal to be advised.(Refer to SOLAS II-2 62.1)
Under no circumstances should the ship's officers allow the atmosphere in any tank to fall below atmospheric pressure.
PART 'C' — BULK LIQUEFIED GASES
Is information available giving the necessary data for the safe handling of the cargo including, where applicable, a manufacturer's inhibition certificate?
Information on each product to be handled should be available on board the ship and ashore before and during the operation.
Cargo information, in a written format, should include:
• A cargo stowage plan;
• A full description of the physical and chemical properties necessary for the safe containment of the cargo;
• Action to be taken in the event of spills or leaks;
• Counter-measures against accidental personal contact;
• Fire-fighting procedures and fire-fighting media;
• Procedures for cargo transfer, gas freeing, ballasting, tank cleaning and changing cargoes;
• Special equipment needed for the safe handling of the particular cargo(es);
• Minimum allowable inner hull steel temperatures; and
• Emergency procedures.
When cargoes required to be stabilised or inhibited are to be handled, ships should be provided with a certificate from the manufacturer stating:
• Name and amount of inhibitor added;
• Date inhibitor was added and the normally expected duration of its effectiveness;
• Any temperature limitations affecting the inhibitor, and
• The action to be taken should the length of the voyage exceed the effective lifetime of the inhibitors.
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