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The purpose of this Code is to provide an international standard for the safe carriage, by sea in bulk, of liquefied gases and certain other substances that are . to as "the IGC Code"), which has become mandatory under chapter VII of the . handle liquefied gases in bulk, do not fall under the IGC Code. Related Requirement: International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code).

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Igc Code Pdf

IGC code - Download as PDF File .pdf), Text File .txt) or read online. Pump Vents in Machinery Spaces (IGC Code. Chapters as amended by Res. MSC. (73) and IGC Code Chapters as amended by. Res. MSC. ▫ DNV issued first approval in principle for a 7,m3. LNG carrier with 6 aluminium spherical tanks. ▫ Design included a continuous.

Ships constructed before 1 July are to comply with resolution MSC. These products are marked with an asterisk in column a in the table of chapter Compliance with the amendments to the Code, as appropriate, should also be indicated in the International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk. Additional definitions are given in chapter 4. Public spaces are those portions of the accommodation which are used for halls, dining rooms, lounges and similar permanently enclosed spaces. The breadth B should be measured in metres. Where fitted, the cofferdams, ballast or void spaces at the after end of the aftermost hold space or at the forward end of the forwardmost hold space are excluded from the cargo area. If the secondary barrier is part of the hull structure it may be a boundary of the hold space. This space may be a void space or a ballast space. This does not include special fire-control equipment which can be most practically located in the cargo area. In ships designed with a rake of keel, the waterline on which this length is measured should be parallel to the designed waterline. The length L should be measured in metres.

Operational methods should not be used within a cargo tank and thereof or that any particular provision, procedure or arrangement is at least should consist of one of the following types: as effective as that required by the Code. However, the 'Administration may not allow operational methods or procedures to be made an alternative. The Administration may, Gases in Bulk is issued for the first time, which should include however, entrust the surveys either to surveyors nominated for the purpose a complete examination of its structure, equipment, fittings, or to organizations recognized by it.

This survey should be such as to ensure that the structure, 1. The Administration should notify the Organization of the specific.

In cases where only one such Governments. Intermediate surveys should be such as to ensure that substantially with the particulars of the certificate or is such that the ship the safety equipment, and other equipment, and associated pump is not fit to proceed to seawithout danger to the ship, or persons on board, and piping systems comply with the applicable provisions of the such surveyor or organization should immediately ensure that corrective Code and are in good working order.

Such surveys should be action is taken and should in due course notify the Administration. If such endorsed on the International Certificate of Fitness for the corrective action is not taken the relevant certificate should be withdrawn Carriage of Liquefied Gases in Bulk. Such a survey should be endorsed in the International Certificate of 1. Gases in Bulk should be issued for a period specified by the Administration which should not exceed five years from the date of the initial surveyor 1.

A new responsible for issuing the relevant certificate, who should cause certificate should only be issued when the Government issuing investigations to be initiated to determine whether a survey as required the new certificate is fully satisfied that the ship is in compliance by 1. Ships on which construction started on or after 1 October should apply the amended version of the Code but ships built earlier may comply with previous editions of the IGC Code.

The latest was adopted in June All amendments are not necessarily agreed by every government. Although this Code is not mandatory, many countries have implemented it into national law. Accordingly, most charterers will expect such ships to meet with Code standards and, as proof of this, to have on board a Certificate of Fitness for the Carriage of Liquefied Gases in Bulk. Its content is similar to the GC Code, though less extensive.

It therefore summarises current shipbuilding practice at that time. Where water cannot be tolerated and the piping cannot be dried prior to putting the system into service. These valves may be remotely controlled but should be capable of local manual operation and provide full closure. In general. These valves should be located as close to the tank as practicable. Locations for such fusible elements should include the tank domes and loading stations. The piping including fittings.

Such valves should close smoothly. Emergency shutdown valves should be of the fail-closed closed on loss of power type and be capable of local manual closing operation. One of these locations should be the control position required by Emergency shutdown valves in liquid piping should fully close under all service conditions within 30 s of actuation.

Connections not used in transfer operations may be blinded with blank flanges in lieu of valves. Information about the closing time of the valves and their operating characteristics should be available on board and the closing time should be verifiable and reproducible.

Where the pipe size does not exceed 50 mm in diameter. A single valve may be substituted for the two separate valves provided the valve complies with the requirements of 5. Excess flow valves may be designed with a bypass not exceeding an area of 1. The specified maximum working pressure should not be less than 10 bar gauge.

Hoses used for prototype testing should not be used for cargo service. Gas pressurization may be accepted as a means of transfer of cargo for those tanks so designed that the design factor of safety is not reduced under the conditions prevailing during the cargo transfer operation.

The hose should be stencilled or otherwise marked with its specified maximum working pressure and. The hose temperature during this prototype test should be the intended extreme service temperature.

Dimensions and tolerances of Charpy V-notch specimens should be in accordance with Recognized Standards. Minimum average values for subsized specimens should be: Charpy V-notch Minimum energy average specimen size mm of three specimen 10 x 10 E 10 x 7.

The specified Charpy V-notch requirements are minimum average energy values for three full size 10 mm x 10 mm specimens and minimum single energy values for individual specimens. The testing and requirements for specimens smaller than 5. The requirements for weldments are given in 6.

If this new average complies with the requirements and if no more than two individual results are lower than the required average and no more than one result is lower than the required value for a single specimen.

This may be in addition to or in lieu of the Charpy V-notch test. For carbon-manganese steel and other materials with definitive yield points. At the discretion of the Administration other types of toughness tests.

If the average value of the three initial Charpy V-notch specimens fails to meet the stated requirements.

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Plates and sections for hull structures required by 4. DH and EH hull structural steels.

Pipes seamless and welded. Table 6. At the discretion of the Administration.

In cases where a post-weld heat treatment is applied. Radiographic or ultrasonic testing may be performed at the option of the fabricator or the Administration.

IMO MSC Resolutions

The chemical composition of the deposited weld metal should be recorded for information and approval. In such cases consumables should be selected which exhibit satisfactory impact properties.

For butt welds in plates. Deposited weld metal tests and butt weld tests should be required for all welding consumables. The range of thickness qualified by each welding procedure test should be in accordance with Recognized Standards.

The results obtained from tensile and Charpy V-notch impact tests should be in accordance with Recognized Standards. Centreline of the welds Fusion line F. Procedure tests for consumables intended for fillet welding should be in accordance with Recognized Standards.

Charpy tests should be conducted at the temperature prescribed for the base material being joined. For secondary barriers. The results of weld metal impact tests. The Administration may also require that the transverse weld tensile strength should not be less than the specified minimum tensile strength for the weld metal.

The results of fusion line and heat affected zone impact tests should show a minimum average energy E in accordance with the transverse or longitudinal requirements of the base material. Unless otherwise specially agreed with the Administration.

In every case. If the material thickness does not permit machining either full-size or standard subsize specimens. The weld metal requirements for subsize specimens and single energy values should be in accordance with 6. The Administration may accept an approved ultrasonic test procedure in lieu of radiographic inspection. For austenitic stainless steel. The test requirements are listed in 6.

The Charpy V-notch tests should be made with specimens having the notch alternately located in the centre of the weld and in the heat affected zone most critical location based on procedure qualification results.

Gas carrier

The schedule for inspection and non- destructive testing should be to the satisfaction of the Administration. Where the outer shell of the hull is part of the secondary barrier. Administration may require ultrasonic testing in addition to normal radiographic inspection. The system should be acceptable to the Administration in each case. The insulation or cargo tank design pressure or both should be adequate to provide for a suitable margin for the operating time and temperatures involved.

This system may be used at all times. Materials used in their construction should be suitable for use with the cargoes to be carried. This may also be permitted in port with the permission of the port Administration. For service in especially hot or cold zones these design temperatures should be increased or reduced. For normal service. A stand-by unit should consist of a compressor with its driving motor. For the carriage of such cargoes.

This pump or these pumps should have at least two sea suction lines. A spare pump of adequate capacity should be provided. Separate piping systems are not required.

For certain cargoes specified in chapter 17 this system should not be used. The pressure relief system should be connected to a vent piping system so designed as to minimize the possibility of cargo vapour accumulating on the decks.

Pressure control systems specified by chapter 7 should be independent of the pressure relief valves. Hold spaces. Due consideration should be given to the construction and arrangement of pressure relief valves on cargo tanks subject to low ambient temperatures. The heat exchange may take place either remotely from the cargo tank or by cooling coils fitted inside or outside the cargo tank.

For cargo tanks with a volume not exceeding 20 m3. All other valve adjustments should be sealed. Changes in set pressures should be recorded in the ship's log and a sign posted in the cargo control room. Pressure relief valves should be set and sealed by a competent authority acceptable to the Administration and a record of this action. For the purposes of this paragraph.

All other vent exits connected to the cargo containment system should be arranged at a distance of at least 10 m from the nearest air intake or opening to accommodation spaces. For ships less than 90 m in length. A relevant certificate should be permanently kept on board the ship. The pressure relief valves and piping should be so arranged that liquid can under no circumstances accumulate in or near the pressure relief valves.

For set pressures not higher than 2. The fusible elements should be located. The system should become operable upon loss of system power if provided. The override arrangement should not be dependent on any source of ship's power. This pressure relieving system should consist of: If separate venting arrangements are fitted these should be in accordance with the requirements of 8.

This should be accomplished in accordance with the provisions of 8. Z and M are defined in 8. If cargo vapour is admitted. Approval will be based on the use of an approved fireproofing material. The constant D may also be calculated by the following formula: For independent tanks partly protruding through the open deck.

The system should be arranged to minimize the possibility of pockets of gas or air remaining after gas-freeing or purging. Gas sampling connections should be valved and capped above the main deck. Equipment for the provision of sufficient dry air of suitable quality to satisfy the expected demand should be provided. The dew points of the gases should be taken into consideration.

A means acceptable to the Administration. Inert gas piping should not pass through accommodation spaces. If such plants are located in machinery spaces or other spaces outside the cargo area. The inert gases should be compatible chemically and operationally. Special consideration may be given to the location of inert gas generating equipment using the catalytic combustion process.

Electrical installations complying with this chapter need not be considered as a source of ignition for the purposes of chapter 3.

All 11 Reference is made to the Recommendations published by the International Electrotechnical Commission and in particular to Publication Cargo pump motors should be capable of being isolated from their electrical supply during gas-freeing operations.

The lighting system should be divided between at least two branch circuits. Arrangements should be made to automatically shut down the motors in the event of low liquid level. This shutdown should be alarmed at the cargo control station.

This may be accomplished by sensing low pump discharge pressure. All switches and protective devices should interrupt all poles or phases and be located in a gas-safe space. Flexible couplings or other means of maintaining alignment should be fitted to the shafts between the driven equipment and its motors and. These devices should be housed in gastight enclosures. Such electric motors and associated equipment should be located in a compartment complying with chapter Regulation Replaced by 17 All pipes.

Stop valves should be fitted at intervals in the spray main for the purpose of isolating damaged sections. On vertical surfaces. A section protecting any area included in Boundaries of unmanned forecastle structures not containing high fire risk items or equipment do not require water spray protection. For structures having no clearly defined horizontal or vertical surfaces. Where two or more pipes are attached to a unit the arrangement should be such that any or all of the monitors and hand hose lines should be capable of simultaneous or sequential operation at their rated capacities.

All hand hose lines and monitors should be capable of actuation at the hose storage reel or monitor. The system and the dry chemical powder should be adequate for this purpose and satisfactory to the Administration. A monitor should be provided and so arranged as to protect the cargo loading and discharge manifold areas and be capable of actuation and discharge locally and remotely. In either case. The monitor is not required to be remotely aimed if it can deliver the necessary powder to all required areas of coverage from a single position.

For ships with a cargo capacity of less than 1. The system should be activated by an inert gas such as nitrogen.

At least one hand hose line or monitor should be situated at the after end of the cargo area. For the purpose of this requirement. A notice should be exhibited at the controls stating that the system is only to be used for fire-extinguishing and not for inerting purposes.

Special consideration should be given where areas to be protected are substantially higher than the monitor or hand hose reel locations. The maximum discharge rate should be such as to allow operation by one man.

The length of a hand hose line should not exceed 33 m. The area of the cargo line forward or aft of the cargo area should be protected by hand hose lines. Where fixed piping is provided between the powder container and a hand hose line or monitor. Hand hose lines and nozzles should be of weather-resistant construction or stored in weather-resistant housing or covers and be readily accessible.

This additional unit should be located to protect the bow or stern loading and discharge arrangements. Coverage from fixed monitors should be in accordance with the following requirements: Total cargo capacity Number of outfits 5.

Provision should be made to ventilate such spaces prior to entering the compartment and operating the equipment and a warning notice requiring the use of such ventilation should be placed outside the compartment.

As an exception. Ventilation fans should not produce a source of vapour ignition in either the ventilated space or the ventilation system associated with the space. Where a permanent ventilation system is not provided for such spaces. Any combination of an aluminium or magnesium alloy fixed or rotating component and a ferrous fixed or rotating component.

Where necessary owing to the arrangement of spaces. Fans or blowers should be clear of personnel access openings. Ventilation fans and fan ducts. Test procedures for instruments and the intervals between recalibration should be approved by the Administration.

IMO IA104E IGC Code, 2016 Edition

Where only one liquid level gauge is fitted it should be so arranged that any necessary maintenance can be carried out while the cargo tank is in service. Pressure gauges and temperature indicating devices should be installed in the liquid and vapour piping systems. This instrumentation should consist of appropriate gas detecting devices according to If a closed gauging device is not mounted directly on the tank it should be provided with a shutoff valve located as close as possible to the tank.

Such gauging devices should be so designed that the maximum opening does not exceed 1. Another sensor operating independently of the high liquid level alarm should automatically actuate a shutoff valve in a manner which will both avoid excessive liquid pressure in the loading line and prevent the tank from becoming liquid full.

The emergency shutdown valve referred to in 5. If another valve is used for this purpose. Gauge glasses of the robust type as fitted on high-pressure boilers and fitted with excess flow valves may be allowed by the Administration for deck tanks. The design and installation should ensure that no dangerous escape of cargo can take place when opening the device.

During loading. These devices may be either temporary or permanent. When a series of similar ships is built. The alarms should be activated before the set pressures are reached. The devices should give readings at regular intervals and. Maximum and minimum allowable pressures should be marked on the indicators.

For cargo tanks fitted with pressure relief valves. The temperature indicating devices should be marked to show the lowest temperature for which the cargo tank has been approved by the Administration. When such equipment is located in a gas-safe space the following conditions should be met:. Testing and calibration should be carried out at regular intervals. Suitable equipment and span gas for this purpose should be carried on board. Where practicable, permanent connections for such equipment should be fitted.

Common sampling lines to the detection equipment should not be fitted. The detection equipment, equipped with audible and visual alarms, should be capable of monitoring from each sampling head location sequentially at intervals not exceeding 30 minutes. Gas from these spaces should be sampled and analysed from each sampling head location by means of fixed or portable equipment at intervals not exceeding 4 h and in any event before personnel enter the space and at 30 minute intervals while they remain therein.

Protective equipment Suitable protective equipment including eye protection should be provided for protection of crew members engaged in loading and discharging operations, taking into account the character of the products. MFAG numbers related to products covered by the Code are given in the table of minimum requirements chapter This system should provide sufficient high-pressure air capacity to supply.

Means should be provided for recharging the fixed air bottles and the breathing apparatus air bottles from a special air compressor suitable for the supply of high-pressure air of the required purity.

At least three spare charged air bottles should be provided for each self-contained air-breathing apparatus required in this paragraph. The showers and eyewash should be operable in all ambient conditions. This paragraph does not apply to products requiring a type 1G ship. Pressures at which the pressure relief valves. A copy of the list should be permanently kept on board by the master.

If this reference temperature would result in the cargo tank becoming liquid full before the cargo reaches a temperature corresponding to the vapour pressure of the cargo at the set pressure of the relief valves required in 8.

Such a ventilation system should be separate from those intended for other spaces. The gas detection system should comply with the requirements of chapter