8.6.3.

Were the Master and officers familiar with the company procedures for the
inspection, maintenance, testing and setting of the cargo tank relief valves?
Short Question Text
Cargo tank relief valves

Vessel Types
LPG, LNG

ROVIQ Sequence
Cargo Control Room, Main Deck

Publications
IMO: ISM Code
IMO: IGC Code
SIGTTO: Liquified Gas Handling Principles on Ships and in Terminals. Fourth Edition.
ICS: Tanker Safety Guide (Gas) - Third Edition
SIGTTO: Recommendations for Relief Valves on Gas Carriers 3rd Ed 2020

Objective

To ensure cargo tank relief valves are properly inspected, maintained, tested, and set.

Industry Guidance

SIGTTO: Liquified Gas Handling Principles on Ships and in Terminals. Fourth Edition.

4.1.8 Relief valves for cargo tanks and pipelines

The IGC Code requires at least two pressure relief valves of equal capacity to be fitted to any cargo or deck tank.

On some liquefied gas carriers, adjustable settings for pilot operated relief valves may be used to provide a higher
than normal set pressure (i.e. the sea setting) (but not exceeding the MARVS). On LPG carriers this is known as the
‘harbour setting’ and allows a higher pressure within the tank during loading only. On Type C tanks, pilot operated
relief valves can be adjusted, if necessary, to reduce the MARVS to comply with the United States Coast Guard
(USCG) regulations.

Type C tanks on recent liquefied gas carriers, which fall under the American Society of Mechanical Engineers
(ASME) Pressure Vessel Code Div. II (Ref 2.18), may only require one MARVS setting as these more recent ASME
requirements align with the IGC Code requirements. The original ASME regulations impose more stringent safety
factors for pressure vessels design than the IGC Code requirements.

Whenever such valves are used for more than one pressure setting, it is common for a proper record to be kept of
changes to the pilot valve springs. The pilot assembly cap will always be resealed after such changes, which helps to
ensure that no unauthorised adjustments can be made. When relief valve settings are changed, the high-pressure
alarm will usually be adjusted. Generally, the valve will be tagged to show the set pressure on the fitted valve, both in
the cargo control room and on the valve itself. Commonly, auxiliary setting devices used for changing the pressure
settings will be connected to the same valve, as they are calibrated to be so. Proper records to this effect should be
maintained on board.

Cargo tank relief valves exhaust to atmosphere via a vent line to a vent mast riser. Vent riser drains should usually be
provided and be checked regularly to ensure no accumulation of rainwater in the riser. Any accumulation of water has
the effect of altering the relief valve operation due to increased back pressure and may cause blockage if frozen.

SIGTTO: Recommendations for Relief Valves on Gas Carriers 3rd Ed 2020

1.1 Introduction

Page 212 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
Relief valves perform a safety critical function. Proper design and robust maintenance procedures are essential to
ensure that this equipment will function as required.

3.3 Installation Design

Depending on the grades of stainless steel used in construction, painting for corrosion prevention may or may not be
required. If it is necessary to paint the relief valves, the coatings should be applied carefully, as numerous
malfunctions of relief valves have been caused by the blockage of small orifices by paint.

3.4 Materials

While atmospheric corrosion is a concern, there are also risks of galvanic corrosion, particularly for tanks made of
aluminium. This is because the aluminium piping flange connected to the inlet of the stainless-steel relief valve will
cause corrosion of the aluminium, as both materials have widely different electrode potentials.

4.2 Operational

Ship staff responsible for the maintenance and operation of relief valves are recommended to attend a manufacturers
training course.

Ship staff should be familiar with the operation of the relief valves fitted on their ship. In particular they should be
aware of what to do if a relief valve malfunctions.

4.3.1 Maintenance frequency

Cargo tank relief valve – pilot operated or spring type.

During each loading

• Visual inspection for leaks from external fittings and connections.

Continuously monitored.

• Seat leakage detection to be carried out by way of gas detection in vent line if fitted, and visual check for
icing of outlet or by observing shimmering at vent outlet.

Every six months

• Verify integrity of security seals.

• Visual inspection of external services for presence of corrosion or stress cracks.
• Ensure all external bolting, fasteners and mounting brackets are torqued to manufacturer’s instructions.

Annually

• Verify free operation using field test kit.

Special survey (every five years)

• Verify calibration of all spring settings, pilots and auxiliary setter devices.
• Verify proper operation and seat tightness of all valves in a clean environment with proper testing
arrangements.
• Inspect internals of valves for wear, corrosion and the presence of soft seal lubricants. Any adverse signs
shall require inspection of all valves and maintenance as necessary.
• Verify valve maintenance history is logged and updated as necessary.

Page 213 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
• Advise manufacturer of actions taken so as to allow them to update their records.

4.5 Routine Testing

Cargo tank relief valves are critical safety equipment and should be tested as per manufacturer’s instructions.
Manufacturers should provide clear instructions on the interval and procedure for testing. The testing should include,
but not necessarily be limited to, the pilot and the main valve.

The testing routine should be included in the ships planned maintenance routines. Testing of cargo tank relief valves
should only be carried out under a permit to work. Testing may require the use of a field test kit.

ICS: Tanker Safety Guide (Gas) - Third Edition

Appendix 3 Cargo Handling Plant and Equipment

A3.12 Vent and Purge Masts

Discharges from relief valves and purging systems are carried to the atmosphere through vent masts, the outlets of
which are designed to promote vapour dispersal and reduce the risk of flammable mixtures being produced.

Vents are likely to collect water and should be drained frequently to guard against freezing due to the discharge of
cold vapour. Drain should never be left open, otherwise vapour could be discharged at low level. Some vent masts
have provision to extinguish flames resulting from a lightning strike and a connection for the injection of carbon
dioxide or inert gas.

TMSA KPI 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are
in place for all vessel types within the fleet. Tests and checks of equipment may include:

• IGS and venting system

IMO: ISM Code

10 Maintenance of the Ship and Equipment

10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the
provisions of the relevant rules and regulations and with any additional requirements which may be established by the
Company.

IMO: IGC Code

5.6.4 Cargo tank vent piping systems

The pressure relief system shall be connected to a vent piping system designed to minimize the possibility of cargo
vapour accumulating on the decks, or entering accommodation spaces, service spaces, control stations and
machinery spaces, or other spaces where it may create a dangerous condition.

8.1 General

All cargo tanks shall be provided with a pressure relief system appropriate to the design of the cargo containment
system and the cargo being carried.

8.2 Pressure relief systems

Page 214 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
8.2.1 Cargo tanks, including deck tanks, shall be fitted with a minimum of two pressure relief valves (PRVs), each
being of equal size within manufacturer’s tolerances and suitably designed and constructed for the prescribed
service.

8.2.3 The setting of the PRVs shall not be higher than the vapour pressure that has been used in the design of the
tank. Where two or more PRVs are fitted, valves comprising not more than 50% of the total relieving capacity may be
set at a pressure up to 5% above MARVS to allow sequential lifting, minimalizing unnecessary release of vapour.

8.2.6 PRVs shall be set and sealed by the Administration or recognised organization acting on its behalf, and a
record of this action, including the valves’ set pressure, shall be retained on board the ship.

8.2.7 Cargo tanks may be permitted to have more than one relief valve set pressure in the following cases:

1. Installing two or more properly set and sealed PRVs and providing means, as necessary, for isolating the
valves not in use from the cargo tank; or
2. installing relief valves whose settings may be changed by the use of a previously approved device not
requiring pressure testing to verify the new set pressure. All other valve adjustments shall be sealed.

8.2.8 Changing the set pressure under the provisions of 8.2 .7 and the corresponding resetting of the alarms referred
to in 13.4 .2 shall be carried out under the supervision of the master in accordance with approved procedures and as
specified in the ship’s operating manual. Changes in set pressure shall be recorded in the ship’s log and a sign shall
be posted in the cargo control room, if provided, and at each relief valve, stating the set pressure.

8.2.9 In the event of a failure of a cargo tank installed PRV, a safe means of emergency isolation shall be available:

1. Procedures shall be provided and included in the cargo operations manual (see 18.2)
2. The procedures shall allow only one of the cargo tank installed PRVs to be isolated.
3. Isolation of the PRV shall be carried out under the supervision of the master. This action shall be recorded in
the ships log and a sign posted in the cargo control room, if provided, and at the PRV.
4. The tank shall not be loaded until the full relieving capacity is restored.

8.2.10 Each PRV installed on a cargo tank shall be connected to a venting system, which shall be:

1. So constructed that the discharge will be unimpeded and directed vertically upwards at the exit;
2. Arranged to minimise the possibility of water or snow entering the vent system;

8.2.14 In the vent piping system, means for draining liquid from places where it may accumulate shall be provided.
The PRVs and piping shall be arranged so that liquid can, under no circumstances, accumulate in or near the PRVs.

Inspection Guidance

The vessel operator should have developed procedures for the inspection, maintenance, testing and setting of the
cargo tank relief valves, including:

• Changing the set pressure of the cargo tank relief valves and the corresponding resetting of alarms,
including record keeping.
• The actions to take in the event of a cargo tank relief valve malfunction including emergency isolation.
• Training requirements for the officer responsible for the maintenance and operation of the cargo relief
valves.
• An inspection, maintenance and testing programme, which may form part of the vessel’s maintenance plan,
including:
o Checks prior each cargo operation.
o Six-monthly visual inspections.
o Annual verification of free operation using a field test kit, where applicable according to the vessel
operational manual and/or instructions.
o Five-yearly overhaul.

Page 215 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
Where the operation of the cargo tank venting system is automated, procedures should give guidance on the correct
setting for each part of the voyage, loading, discharging, loaded passage etc.

Some or all of these procedures may be contained in the Cargo System Operation Manual.

Suggested Inspector Actions

• Sight, and where necessary review, the company procedures for the inspection, maintenance, testing and
setting of cargo tank relief valves.
• Review the records of inspection, maintenance and testing of the cargo tank relief valves.
• Review the records for any change of settings of cargo tank relief valves.
• During the inspection, observe the disposition and visual condition of the cargo tank relief valves and the
venting arrangements.
• Where necessary, compare the observed condition with the records of inspection, maintenance and testing
of cargo tank relief valves.

• Interview the accompanying officer to verify their familiarity with the company procedures for:
o Changing the set pressure of the cargo tank relief valves and the corresponding resetting of
alarms, including record keeping.
o Inspection, maintenance and testing of the cargo tank relief valves.
o Actions to take in the event of a cargo tank relief valve malfunction including emergency isolation.
o Where fitted, the operation of the automated cargo tank venting system.

Expected Evidence

• The company procedures for the inspection, maintenance, testing and setting of the cargo tank relief valves.
• Records of inspection, maintenance, testing and setting of the cargo tank relief valves.
• Records for any change of settings of cargo tank relief valves.
• Evidence of training for the officer responsible for the maintenance and operation of the cargo tank relief
valves.

Potential Grounds for a Negative Observation

• There were no company procedures for the inspection, maintenance, testing and setting of the cargo tank
relief valves.
• The accompanying officer was not familiar with the company procedures for:
o Changing the set pressure of the cargo tank relief valves and the corresponding resetting of
alarms, including record keeping.
o Inspection, maintenance and testing of the cargo tank relief valves.
o Actions to take in the event of a cargo rank relief valve malfunction including emergency isolation.
• The accompanying officer was not familiar with the company procedures for the operation of the automated
cargo tank venting system.
• There were no records available of inspections, tests and maintenance carried out on the cargo tank relief
valves including:
o Checks prior each cargo operation.
o Six-monthly visual inspections.
o Annual verification of free operation using a field test kit, where applicable according to the vessel
operational manual and/or instructions.
o Five-yearly overhaul.
• Inspections, tests and maintenance of the cargo tank relief valves had not been carried out in accordance
with the company requirements.
• The officer responsible for the maintenance and operation of the cargo tank relief valves had not received
training in accordance with the company procedure.
• Cargo tank relief valves were not sealed, or the seals were broken.

Page 216 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
• Where more than one pressure setting was permitted, there were no records available of the changes made
to the cargo tank relief valve settings.
• Where more than one pressure setting was permitted, there was no sign displayed in the cargo control room
or at the cargo tank relief valve indicating the setting in force.
• Where a defective cargo tank relief valve had been isolated, no records had been kept.
• Where a defective cargo tank relief valve had been isolated, there was no sign displayed in the cargo control
room or at the cargo tank relief valve indicating the status of the valve.
• A cargo tank had been loaded despite having a defective and previously isolated cargo tank relief valve.
• A cargo tank relief valve had been painted in a manner which might cause the valve to malfunction.
• Galvanic corrosion was evident on a cargo tank relief valve.
• A cargo tank relief valve was defective in any respect.
• Vent masts contained accumulated rainwater.
• Vent mast drains were found to be open during the inspection.

Page 217 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)