1

INERT GAS SYSTEM

&
FLUE GAS
SYSTEM

Presented by H.V Sithuruwan fernando
(Engineering Cadet/TPTM)
Introduction
The combustion & explosion of petroleum gasses, the corrosion of steel occur
only when oxygen is present

The object of the Inert Gas System is to reduce the oxygen content in the cargo
tanks to below 8%, well below the Explosion Limit of 11.5%

This will prevent cargo tank explosion, reduces corrosion and increases
Pumping capacity

Atmospheric air is burned using diesel in a combustion
chamber and the exhaust collected, the resulting exhaust
contains less than 5% oxygen, thereby creating
"inert gas".
with a typical make-up of:

Flammable Envelope
What is inert gas Generator ??
A visual demonstration
Inert gas generator (IGG) refers to machinery on board marine product tankers

Inert gas generators consist distinctively of a gas producer and a scrubbing system

Atmospheric air is burned using diesel in a combustion chamber and the exhaust
collected, the resulting exhaust contains less than 5% oxygen, thereby creating
"inert gas".

The hot, dirty gas is then passed through a scrubbing tower which cleans and cools it
using seawater.

This gas is then delivered to cargo tanks
to prevent explosion of flammable cargo.

This generator is sometimes confused
with flue gas systems, which draw inert
gas from the boiler systems of the ship.


Flue gas systems do not have a burner
but only "clean" and measure the air before delivering it to the cargo hold.
The Inert Gas generator System

Alternatively an inert gas generator may be used
when:


Typically a range between 0.2% to 2.0% oxygen content with
No soot is available to suit client requirements.

Inert Gas Generator
A typical Inert Gas Generator system as shown here includes
six major component parts, each having special features.

Inert Gas Generator
Combustion Air Blower
Deck Water Seal
Pressure/ Vacuum Breaker
Valves
Control System
Inert Gas Generator
Unique 'Sea Guardian' third generation design, incorporating
innovative integrated burner, swirl vane separator and patented
quench scrubber elements, eliminating the need for demister pads
and spray nozzles.
Combustion Air Blower
A Roots type blower of compact design. Selected for low noise and
low maintenance characteristics.

In-built safety relief valve.
The picture represents a standard Inert Gas Generator (FU Type)
complete with air fans, fuel pumps, deck water seal and P/V breaker
The Inert Gas System
Regulations require the
oxygen content in cargo
tanks to be maintained at
not more than 8% by
volume
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Gas Pressure Regulation Valves

Deck Water Seal
This is the principle
barrier in the system
A water trap is fitted
which permits inert gas
to be delivered to the
deck main but prevents
any back flow of cargo
gas
Even when the IG plan is
shut down
Deck Water Seal
Gas flow towards cargo tanks
Back pressure in cargo tanks
Liquid Filled Pressure Vacuum Breakers
Inert Gas Procedures
General Policy of Tank Atmosphere Control
Tanks should be inerted prior to loading
and maintained inert during loading, on
the loaded passage, during discharge and
during tank washing
Tanks should be kept in an inert condition
whenever they contain cargo residues or
ballast
Inert Gas Procedures
General Policy of Tank Atmosphere Control
After cleaning and gas freeing it is not
necessary to inert the tank
The transition from an inert condition to a
gas free condition MUST be made without
the tank atmosphere passing through the
flammable range/envelope.
This means purging the tank with inert gas
until it is below the Critical Dilution Line
Inert Gas Procedures
Primary Inerting
From a gas free condition the tanks should be inerted
prior to the loading of cargo until the tanks have an
oxygen content of less than 8% by volume
On completion of inerting all the tanks are to be
pressurised to a minimum of 100mm water gauge and
also kept common with the gas main
A positive pressure being maintained on all tanks by
topping up with IG as necessary
Pressure
Vacuum Valve
Pressure Vacuum
Breaker
Riser Main
Deck Master
Valve
Vent Pipe
Inert Gas Procedures
Loading or Ballasting
The IG plant is shut down and the deck isolating v/v closed,
unless loading is taking place at the same time as
deballasting (unusual???)
Tank vents are opened and IG is thus vented from the tank
as cargo or ballast is loaded into the tank
During loading closed ullaging is used
Pressure
Vacuum Valve
Pressure Vacuum
Breaker
Riser Main
Deck Master
Valve
Vent Pipe
Vapour
Line
Pressure
Vacuum Valve
Pressure Vacuum
Breaker
Riser Main
Deck Master
Valve
Vent Pipe
Inert Gas Procedures
Loaded / Ballast Passage
Tanks are re-pressurised for the loaded or ballast passage
A positive IG pressure should be maintained to prevent
possible ingress of air
Loss of pressure can normally be associated with leakage &
falling air and/or sea temperatures
If tank pressure falls below the low level it will necessitate
starting the IG plant to restore the correct operating
pressure
Inert Gas Procedures
Cargo or Ballast Discharge
Owners of the cargo, receivers and/or customs
authorities may require manual ullaging, water
dips and samples prior to discharge
(regulations permitting)
Pressure
Vacuum Valve
Pressure Vacuum
Breaker
Riser Main
Deck Master
Valve
Vent Pipe
This is acceptable provided a minimum number of
tank openings are open at any one time

On completion of ullaging, and before
commencing discharge the tanks are to be re-
pressurised

All tanks are made common with the gas main

Tank openings including vents are closed
The IG plant is operated and the deck isolating v/v is
opened to allow inert gas to replace the liquid being
discharged

After discharge a hydrocarbon content of up to 4% may
exist in an inerted tank however, it is preferable to
maintain the content at 2% which is below the CDL

This condition should be monitored & maintained during
the ballast passage
Inert Gas Procedures
Tank Washing including
COW
Tanks should be in the inert condition during tank
washing
Pressure
Vacuum Valve
Pressure Vacuum
Breaker
Riser Main
Deck Master
Valve
Vent Pipe
Inert Gas Procedures
Gas Freeing
To gas free a tank it should first be purged with IG to
reduce the Hydrocarbon content to 2% or less, below the
CDL
Pressure
Vacuum Valve
Pressure Vacuum
Breaker
Riser Main
Deck Master
Valve
Vent Pipe
The intended tank should always be isolated from
other tanks prior to starting gas freeing

If gas freeing is to be carried out by means of
portable/fixed fans connected to the cargo pipeline
system then the IG inlet should be isolated

If the method of using the IG fan to draw fresh air is
used then both the line back to the IG source and the
IG inlet to other tanks being kept inert should also be
isolated
A tank is said to be gas free when the entire tank is
found to have an oxygen content of 21% by volume
when tested with an oxygen analyser

Also a reading o less than 1% on a flammable gas
indicator

If toxic gasses such as benzene or hydrogen sulphide
are suspected to be present then gas freeing should
continue until such time as tests with an appropriate
device indicates that the content is below the
Threshold Limit Value (TLV)
Venting Inert Gas into the
Atmosphere
In some regions of the world this is not
allowed
To overcome this the piping system can be
so arranged such that as cargo tanks are
being loaded/gas freed the displaced IG can
be transferred ashore
Unfortunately this may limit the speed of
loading to within the speed at which the IG
can be transferred ashore
Inert Gas Failure
Crude Tankers:-
Because of the dangers of ignition from
pyrophoric deposits, inerted tanks should
not be allowed to reach a flammable
state
In the event of failure of the IG plant
before or during discharge of cargo or
ballast then operations should cease and
close the deck isolating valve until the IG
plant is restored to full operation
Inert Gas Failure
Product Tankers:-

Discharge should not begin/resume
without the permission of all interested
parties
FLUE GAS SYSTEMS (FGS)

Generally used on crude oil tank ships where a higher quality inert
gas is not required for the unrefined cargo product.

The gas in this case is available as a by-product of boiler
combustion and is taken from the ships boiler uptake.

Typically a range between 3% to 5% O
2
content with some soot
content dependent upon flue gas quality.

A typical Flue Gas System as shown here includes six
major component parts, each having special features.

Scrubber Tower
Gas Fans
Deck Water Seal
Pressure/Vacuum Breaker
Valves
Control System
Scrubber Tower
Combining a high energy venture scrubber with a packed tower
scrubber enables high efficiency particulate removal, cool
quenching, cleaning and final demisting of boiler flue gases.
Scrubber Tower
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Inert Gas Scrubber System

Inert Gas System Schematic

Inert Gas System Schematic

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Re-circulating Arrangement
to regulate the flow of inert gas to the IG deck main
Gas Fans
Single stage centrifugal inert gas fans are used.

The fan impellers are dynamically balanced and manufactured in
corrosion resistant material.

The casings are internally glass flake coated to reduce
maintenance.
Gas Fans
Deck Water Seal
'Wet Type' design with an external seal pipe ensuring added safety

Water is displaced during normal gas flow forming a semi wet seal

Entrained water is expelled by swirling the gas in the vessel and
passing it through an integral demister.
Deck Water Seal
Pressure/Vacuum Breaker
Providing final protection by releasing excessive pressure or
vacuum from the cargo tanks ensures that the tank design
conditions cannot be exceeded.

The design is totally fail-safe.
Pressure/Vacuum Breaker
Valves
Gas delivery and control valves are normally of the butterfly type
with bonded rubber linings and corrosion resistant discs and shafts

Where remotely controlled, these valves use double acting
actuators.

The boiler uptake valves are of the butterfly wafer pattern type
suitable for high temperature with metal seating. These are
normally pneumatically operated and fitted with limit switches for
remote control and indications.
Valves
Control System
Utilizes a programmable logic controller to give the required
functions of control along with designated selective acceptance
of alarms.

The instrumentation and control panels are generally located in
the engine room, cargo room and bridge.
Control Panel