BP Group Ship Vetting

CONTENTS
Page
Introduction 2
1. Definitions 2
1.1 Butterfly Valve
1.2 GateValve
1.3 Globe (Mushroom) Valve
2. Description of Valve Systems in Use 3
3. Reported Experience of Valve Types 4
3.1 General
3.2 Gate Valves
3.3 Globe Valves
3.4 Butterfly Valves
4. Sea Valve Monitoring 4
5. Summary of Operating Experience 5
5.1 Responsibility
5.2 Display of Notices
5.3 Testing of Sea Valves
5.4 Securing of Sea Valves
5.5 Discharge and Loading of Segregated Ballast
5.6 Opening of Sea Valves
5.7 Cargo Handling Considerations
5.8 Check Lists
5.9 Overboard Inspection
5.10 Maintenance
5.11 Training of Personnel
6. Recommendations 10
6.1 General
6.2 Construction and Equipment
6.3 Operating Procedures

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INTRODUCTION

In conventional oil tankers, or in segregated ballast tankers when transferring ballast to

or from cargo oil tanks, the cargo pumproom sea valves provide a direct link between
the cargo oil tanks and the sea.

The first edition of this guide was published in 1976 following extensive invest igations
into the causes of spillages through cargo pumproom sea valves. Since then oil tanker
construction and operating practices have undergone significant changes brought about
particularly by the entry into force of MAR POL 73/78. However, the changes referred
to have not altered the need for guidance on the potential problem of spillages through
sea valves and the International Chamber of Shipping (ICS) and the Oil Companies
International Marine Forum (OCIMF) commend this latest edition of the guide for use
by all oil tanker operators and personnel.

The recommendations contained in this guide are based on long-established practices

and those concerned in the management and operation of oil tankers are encouraged to
refer to them when reviewing or formulating operational policies.

While the guidelines are intended to have general applicability, it is under stood that
differences in ship design may prevent the adoption of some of the recommended
procedures or modifications on existing ships. This does not diminish the validity of the
recommendations or their importance. On the contrary, it only serves to confirm them
as standards which can and should be met in the design and building of the next
generation of ships.

1. DEFINITIONS

1.1 BUTTERFLY VALVE

A butterfly valve consists of a disc shaped blade which rotates on an axis formed by a
spindle set diametrically within the disc. The rim of the disc in the closed position
normally mates against some form of flexible seal which is attached to the valve
body. The disc either presents its full face to the direction of flow, in which case it
is closed, or its end profile after being rotated through 900, in which case it is fully
open.

1.2 GATE VALVE

A gate valve comprises a wedge shaped blade fitting into a mating slot formed within the
valve body. The blade is raised or lowered by the rotation of a threaded spindle
which can be either fixed or rising. The mating faces can be of flexible type
material or metal. When the valve is open, the blade is raised from the slot clear of
the bore, allowing flow through the valve.

1.3 GLOBE (MUSHROOM) VALVE

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A globe valve consists of a roughly spherical shaped body with an internal
partition containing an opening which is the valve aperture and seat. When the
valve is opened, a disc mounted on a threaded spindle is raised from the seat to
allow flow through the valve aperture.

2. DESCRIPTION OF VALVE SYSTEMS IN USE

The valves dealt with in this guide are those at the interface between the sea and
the cargo/ballast handling system of the tanker, namely, sea valves and overboard
discharge valves.

The sea valves are normally situated in the pumproom near the bottom shell
plating and are used to control the intake and discharge of ballast water.
Depending on the system design, the setting of other valves in the ship's
cargo/ballast handling system may permit sea valves to be used for the purposes
of ballasting or (if permitted) deballasting by gravity.

The overboard discharge valves are at a higher level in the ship on the discharge
side of the cargo pump and are the route for pumping ballast water to the sea.

Without exception, sea valves are duplicated. The two valves are in series with a
run of pipe between them which can vary in length from ship to ship depending
upon detailed design. Normally the overboard discharge valve is also duplicated
by placing another valve in series with it between the valve and the cargo pump.
The arrangements for both sea valves and overboard discharge valves are thus
very similar and, for the purposes of this guide, the term "sea valves" will apply to
both unless otherwise specified. For any pair of sea valves, the terms "outboard"
and "inboard" will be used to specify the valves respectively nearer to and farther
from the sea.

Gate valves are the most frequently fitted outboard valves; butterfly valves are
used to a lesser extent, mostly with large diameter piping.

All three types of valve - gate, butterfly and globe - are used as inboard valves.
Gate valves are not used as often for this purpose as they are for outboard valves.

There is wide variation in the methods of operating the valves. Valve settings may
be changed manually by moving the hand-wheel on the valve itself, or by means
of an extension of the spindle to a more accessible location. Alternatively, the
valve may be power operated by a control situated near the valve and usually
duplicated in the cargo control room.

Inboard valves situated on the discharge side of the cargo pumps are subjected to
2
fluctuating pressures up to or in excess of 14 kg/cm , whereas valves on the
suction side undergo substantially less pressure. If the inboard valves are leaking
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or are not properly closed, the higher pressures will be applied to the outboard
valves.

A manually operated drain valve is sometimes fitted between the inboard and
outboard overboard discharge valves to enable the integrity of the inboard valve to
be checked during cargo operations (see Section 4).

On some ships, blanking devices are provided between the inboard and outboard
valves as an additional pollution prevention measure, although siting and
accessibility problems mean they are often not used.

Because of its position, repairs to an outboard sea valve can only be undertaken
when the ship is in drydock or when an external blank is fitted. This obviously
does not apply to an overboard discharge valve, which is situated above the
waterline. Repairs to an inboard valve can be carried out while the ship is afloat,
even when the outboard valve is below the waterline, provided the integrity of the
latter is beyond doubt or a suitable blanking device is installed between the two
valves.

The various valves in the system which separate cargo and water ballast during
simultaneous cargo and ballast handling operations are crucial in avoiding
pollution and are usually duplicated to provide two-valve separation. These valves
are outside the scope of this guide and are not detailed here.

3. REPORTED EXPERIENCE OF VALVE TYPES

3.1 GENERAL
Reasons for the inadvertent escape of cargo oil through cargo pumproom sea
valves fall broadly into three categories:
 inadequacies in design/construction.
 inadvertent damage.
 human error.

Investigations have revealed that most of the serious pollution incidents involving
sea valves are directly due to their incorrect setting and/or handling. Minor
pollution incidents on the other hand occur more frequently as a result of leakage
through the valves and a study of the causes of such incidents has resulted in the
general findings reproduced in the remainder of Section 3 and in Section 4.

3.2 GATE VALVES

There is little evidence of serious failure occurring with gate valves. They appear to
be more robust than other types of valve and are less susceptible to damage. This
is largely because the valve blade is retracted out of the flow of liquid passing
through the valve when it is in the open position. The valves are prone, however,

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to build up of sludge or scale in the valve seat, which can prevent the valve from
closing properly.

3.3 GLOBE VALVES

Due to their size limitations, the use of globe valves is mainly restricted to smaller
ships.

On occasions at high flow rates the internals may become misaligned or

disconnected from the spindle, causing the valve to jam.

3.4 BUTTERFLY VALVES

Experience with these valves is mixed. Failures have occurred due to the
detachment and/or scoring of the valve seals. Fractures of the valve stem in way of
the transition from square to round section have sometimes allowed the valve
blade to shut against the flow of liquid. The bolts connecting the gear box to the
main valve housing have also been known to shear, again causing the valve to shut
against the flow of liquid. Such damage is more likely to happen on valves of very
large diameter or on valves which are subjected to excessive vibration. Instances
have also been reported of pressure fluctuations causing the blade to move from
its set position.

4. SEA VALVE MONITORING

It is recommended that a device be installed to monitor pressure build-up and
determine liquid make-up in the section of the pipeline which lies between the in
oar and the outboard valves. Such a device would both provide an early indication
of leakage through either valve during cargo handling operations, and enable the
leaking valve to be identified.

The proposed equipment is simple in concept and relatively easy to install.

Typically, the monitoring device consists of a pressure or pressure/vacuum gauge
and a drain cock installed in suitable locations in the pipework between the two
valves. Gauge piping and drain valve fittings should be of a material suited for the
intended service and be rated to withstand the maximum pressures liable to be
experienced in the system. During cargo operations, pressure build-up in this
section of the line would be apparent from the gauge reading and would indicate
that one of the valves was leaking. The appropriate action to avoid oil escaping
through the sea valve could then be taken. If possible, a simple pressure activated
alarm should be fitted in the gauge piping to provide early remote warning of
leakage.

Devices should be positioned so that both readings and samples can be taken
from a point far enough above the pumproom lower platform level that there is no
possibility of human exposure to gas concentrations which may accumulate
below the floor plates. With this in mind, it is at the same time evident that the
shorter the length and smaller the diameter of the sample gauge lines, the sooner
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the warning will be delivered. The optimum layout will be one which balances
these two considerations.

The use of a pressure/vacuum gauge, rather than a pressure-only gauge, is

preferable in that it will provide a reliable indication of a vacuum in the line prior
to opening the sea valve for ballasting (see Section 5.6).

5. SUMMARY OF OPERATING EXPERIENCE

The main cause of major incidents is the incorrect setting and/or operation of sea
valves.

Variations in cargo and ballast systems among oil tankers are so great that specific
systems cannot be dealt with here. This guide limits itself instead to a discussion
of general principles of sea valve operation.

Periods where risk of pollution are highest occur at the start of cargo handling
operations and at the changeover from cargo handling to ballast handling. The
latter is particularly true after long discharge operations when personnel may be
tired. Those involved with alignment of transfer systems must be extra alert to
ensure that pollution prevention procedures are not overlooked. The remainder of
this section summonses points of particular relevance based on descriptions of
experience provided by operators.

5.1 RESPONSIBILITY
The chief officer normally bears responsibility for ensuring the correct operation
of sea valves and overboard discharge valves. This entails, but may not be limited
to:
 the opening and closing of sea valves and overboard discharge valves.
 inspection of the water overside for any leakage at the start of loading,
discharging or transfer of cargo, at the start of taking on or discharging
ballast, and at intervals throughout these operations.
 the proper operation of oil discharge monitoring equipment (ballast water
monitors).
 securing of sea and overboard valves by lashing, sealing or other effective
means.

Note: If seals are used by port authorities, the agreement of the responsible
terminal representative must be obtained before breaking or removing them. The
use of padlocks and chains to secure valves is not recommended and may be
expressly prohibited by some authorities.

 periodic checks in port to ensure that lashings, seals, etc. are intact and
secure.

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During certain sea valve operations, the presence of a terminal representative or
independent pollution prevention officer may be required.

5.2 DISPLAY OF NOTICES

A notice reading "START PUMP BEFORE OPENING SEA SUCTION" should be
prominently displayed next to each cargo system sea suction valve in the
pumproom(s). A similar notice should be displayed in the cargo control room or
pump operating location. See Section 5.6 for further information on the reasons
for displaying these notices.

5.3 TESTING OF SEA VALVES

The outboard sea valves may be tested prior to arrival at loading discharge ports.
On ships which have a drain valve located on the short pipeline connecting the
outboard valve and inboard valve when they are fitted in series, draining this
section of line will indicate any ingress of water through the outboard valve.
A comprehensive procedure for periodically checking the integrity of both inboard
and outboard valves between refits is detailed overleaf. It is recommended that
consideration be given to modifying systems to enable this test to be made. The
test should be conducted at anchor or alongside in calm weather conditions.

SCHEMATIC ARRANGEMENT FOR SEA VALVE TESTING

Procedure:
1. Review piping system and install fittings "A" and "B" if connections do not
already exist. Fitting B should be on the bottom of the pipe at the lowest point
between the sea valve and block valve 2 to allow for draining.
2. Close sea chest valve and block valve 2.
3. Drain water from section of pipe between sea chest valve and block valve 2.
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4. Close inboard sea valve (block valve 1).
2
5. Pressurise pipe to approximately 3.5 kg/cm (50 psi).
6. Watch for a pressure drop over 15 minutes.
7. If a pressure drop is noted, check alongside the ship for bubbles of air escaping
through the sea chest valve. Also check at test fitting B for leakage if necessary
1
using a balloon over the fitting to test for slow leaks.
8. If the inboard and outboard sea valves are tight, block valve 2 may be tested by
opening the inboard sea valve and closing test fitting B. The line should be re-
2
pressurised to about 3.5 kg/cm and the pressure drop observed over 15 minutes.

Note: Care must be taken that the pipe system is not over-pressurised during the test.
This can be done by utilising a pressure limiting device on the air inlet set for
2
no more than 3.5 kg/cm .

5.4 SECURING OF SEA VALVES

Clear instructions should be issued, and checks called for, when sea valves are
required to be closed, lashed and sealed. Additional instructions should be given
as to when the seals may be broken, lashings removed and the valves opened, and
should specify which persons are to be involved in such decisions.

If the valves are air or hydraulically operated and lack a hand wheel, there may be
difficulty in conforming to instructions for lashing or sealing. This difficulty is
overcome in ships where the valve controls in the cargo control room are designed
to be sealed in the closed position.

5.5 DISCHARGE AND LOADING OF SEGREGATED BALLAST

On ships fitted with segregated ballast tanks where ballast lines are connected in
any way with cargo lines or pass through cargo tanks, the chief officer must verify
by inspection or other reliable test that the surface of the ballast remains clean and
free of oil.

At the start of segregated ballast discharge, the surface of the water overside must
be monitored for traces of oil. Spot checks should be made throughout the
discharge.

When loading ballast, the ballast pumps should be started before opening the sea
valves. (See Section 5.6.)

5.6 OPENING OF SEA VALVES

Older and larger tankers operating in compliance with MARP0L may have on
board either a Dedicated Clean Ballast Tank Operation Manual or a Crude Oil
Washing Operations and Equipment Manual. These manuals should contain
specific guidance on procedures to be followed when handling ballast. In the
absence of specific instructions, the following precautions should be taken.
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Minor pollution can occur when the sea inlet valve is first opened for ballasting if
the pump and line have previously been used for handling cargo. This may be
avoided by starting the pump prior to opening the outboard valve, thereby
creating a vacuum in the line allowing water to enter and preventing oil from
flowing out when the valve is opened. However, centrifugal pumps are not very
suitable for generating vacuum, especially against a closed suction and, if started
too quickly under no-load conditions, they are liable to over-speed and trip. If this
happens, and the cargo system (particularly that section of the line on the
discharge side of the pump) has not been drained prior to opening of the sea valve,
oil will inevitably flow out to the sea.

The problem is not easy to resolve. Cargo systems are rarely designed to facilitate
line draining, and cargo pumps are not always fully controllable under light load
conditions. However, provided that the head of oil/water within the ship's cargo
system is kept below the head of water above and outside the sea valve, it should
be possible to ensure that water flows in rather than oil out.

Although cargo systems can vary substantially from ship to ship, the following
procedures are generally applicable. Implementation of the procedures will
substantially reduce the possibility of pollution through sea valves.

Prior to ballasting, and before opening sea valves

a) Set line for ballasting but with the outboard sea valve kept closed.

b) Drain oil and contaminated water from the line system to be used, with the aid of
a stripping pump eductor if fitted. Alternatively, the bulk of the line contents can
be drained by dropping the line and pump contents into the aftermost empty tank.
Particular attention should be paid to the section of line on the discharge side of
the pump since an undrained line may contain a substantial amount of oil.

c) Start the pump at reduced revolutions. If the facility exists, check that there is no
positive pressure on the section of the line between the pump and the sea valve.

d) As soon as the pump is running steadily, begin to open the sea valve, increasing
the pump speed as the pump begins to take up the suction. Care should be taken
when increasing speed to avoid tripping the pump by over-speeding.

e) On some ships it may not be possible to start the centrifugal pump unless it is
primed. In such cases, the stripping pump should be set to create a vacuum on the
sea suction line and to prime the line before starting the pump.

f) Keep a watch over the ship's side so that the system can be immediately
shutdown if oil appears.
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5.7 CARGO HANDLING CONSIDERATIONS

There are a number of actions which can be taken when handling cargo to reduce
the possibility of oil finding its way through the outboard valves.

These include the following:

 careful draining of cargo lines and pumps on completion of discharge in
accordance with the provisions of MARPOL.
 isolating the pumproom and loading the cargo through the cargo tank drop
lines where fitted and when practicable.
 flushing out the sea suction cross-over line to the cargo pumps prior to
arrival at the loading port.
 where possible avoiding use of the sea suction cross-over as a cargo cross-
over line.
 restricting use of the sea suction cross-over line for cargo discharge to one
section only, and not using this section later when taking on ballast.

5.8 CHECK LISTS

Although operators may choose not to use check lists which deal solely with sea
valves, pollution prevention check lists should include references to sea valves.

Examples of the kind of questions to be included are given below:

 are all shipside sea and overboard valves shut and closed?
 are cargo pumps to be started prior to opening of sea valves?
 are pumproom sea valves and overboard discharge valves confirmed to be
closed?
 has the seawater adjacent to shipside inlets/outlets been checked to ensure
no evidence of oil?
 are sea and overboard discharge valves (when not in use) closed and lashed?

It is recommended that the check list should be countersigned by two responsible

officers who should confirm that the correct procedures are followed.

5.9 OVERBOARD INSPECTION

It is important that the surface of the water around the ship is regularly inspected
for oil, particularly in the vicinity of sea valves.

5.10 MAINTENANCE
Whereas the Classification Societies require that overboard and sea valves are
examined every four years, it is common practice for these valves to be
overhauled during each refit period. When companies operate with extended dry
docking cycles of up to five years, the valves should also be examined during the
mid-term maintenance period.

5.11 TRAINING OF PERSONNEL

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Personnel must be trained to understand and implement established procedures
covering both the cargo/ballast system as a whole and the function of sea valves
within the system.

6 RECOMMENDATIONS

6.1 GENERAL
The problem of pollution due to the failure or misuse of sea and overboard
discharge valves should not be dealt with in isolation. Rather it should be seen in
the context of an overall pollution prevention policy aimed at the elimination of all
causes of pollution of the sea by oil.

The risk of pollution through cargo pumproom shipside valves incorporated in the
seawater ballast system cannot be entirely eliminated in many existing designs,
either because the ballast system is inextricably connected with the cargo oil
system or because ballast lines pass through cargo tanks. New ship designs
should, so far as practicable, avoid the installation of ballast lines in cargo tanks so
as to ensure that ballast and cargo systems are isolated from each other.

6.2 CONSTRUCTION AND EQUIPMENT

 Outboard valves must be selected on the basis of reliability. Gate valves have been
found to be the most reliable.

 Only those materials known for their resistance to corrosion by seawater should
be used in the construction of cargo pumproom shipside valves. If a combination
of materials is used, they should be chosen for their low level of electrolytic
interaction in order to minimise the rate of corrosion.

 The inboard valve is always assumed to be fitted. It should be of good quality,

since its functions are to protect the outboard valve against pressurisation from the
cargo oil system and to protect the cargo from contamination in the event of the
ship's side valve leaking.

 Both outboard and inboard valves should have positive and reliable indicators
showing the position of the valve when shut, fully open, or at any position in
between.

 Remote controls for sea valves should be capable of being positively sealed in the
closed position.

 Blanking devices designed to back up overboard valves in series should only be

installed if the layout of the piping system is suitable for this purpose.

 The design of sea valve and overboard discharge valve openings should allow for
emergency plugging or blanking in the event of valve failure.
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 A device capable of providing local or remote read- out of pressure and vacuum
should be fitted in the section of line between the outboard and inboard valves.
Means to take a sample and to drain the contents of this section of line should also
be included.

6.3 OPERATING PROCEDURES

 A maintenance and overhaul schedule should be established and a record kept of
all repairs carried out. Valve seatings and seals can easily be damaged, and this
should be borne in mind in any scheduled overhaul or maintenance programme.

 Where facilities exist, the outboard valves should be tested prior to arrival in port,
and the section of line between inboard and outboard valves confirmed empty.

 Clear instructions should be issued by the operating company defining

responsibility for the operation of overboard and sea valves.

 The requirement for lashing and sealing sea valves in the closed position must be
emphasised in operating procedures.

 Instructions should be issued regarding the sequence of operations during the

critical changeover from cargo pumping to ballasting. They should be issued by
the owner/operator and included in the operations manual provided onboard.

 Personnel involved in cargo/ballast handling operations should be thoroughly

familiar with these procedures.

 There should be full co-operation with terminal representatives when checking sea
valves.

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