Inert Gas System

Inert Gas System/Crude Oil
Washing
COW/IGS
Introduction
In the late sixties, and until today, the
shipping world has been shocked by
several severe tanker explosions. In most
cases, it is believed that a proper use of
the Inert Gas in the tanks might have
saved the ships and many lives.
Introduction
Consequently, national authorities and the
classification societies established rules
and specifications for the construction and
use of inert gas system a first on optional
bases, but now on compulsory for larger
ship carrying combustible in bulk.
Introduction
Onboardship there will always known and
unknown potential ignition sources, such
as
sparks,
flames,
hot
sports,
electrostatic charges, etc., powerful
enough to the ignition of gases.
Introduction
The three main conditions for releasing
fire or explosions are:
Presence of combustibles
Presence of oxygen
Presence of an ignition source.
Introduction
Of these three elements, the easiest to
control no doubt is the atmosphere of the
tanks by removing the oxygen and
replacing it with inert gas.
Introduction
Even when the ship is fitted with inert gas
facilities, there may be moments and
operational modes when explosive
mixtures exist for shorter and longer
periods.
Introduction
For the safety of the ship and its crew it is
obviously of the great importance that the
inert gas plant itself, the maintenance and
adjustment, as well as the control and
understanding of the operation of both the
ship and the inert gas are adequate
anytime.
Introduction
The explosion triangle is used as a symbol

to warm of the simultaneous occurrence
of:
FLAMMABLE GAS OXYGEN

IGNITION SOURCES
Crude oil and sediments from crude oil
gives off hydrocarbon gases. When crude
oil or sediments are ignited and burn,
hydrocarbon gases are releases from the
surface and react with the gaseous
oxygen in the air and heat is generated.

IGNITION SOURCES
During a fire the strong generation of heat
will tend to release increasing amounts of
hydrocarbon gases from the surface, thus
making fire extinguishing more difficult.

IGNITION SOURCES
When hydrocarbon gases from crude oil or
sediments in a cargo tank are mixed air,
an explosion may occur if the mixture is
ignited.
Explosive Limits:
Whether a mixture of hydrocarbon gas
and air will be ignited depends on the ratio
of the mixture.
Explosive Limits:
Flammable gas mixed with is
Too rich
UEL Upper Explosion Limit
Flammable (Explosive)
LEL Lower Explosion Limit
Too lean
Explosive Limits:
Too rich denotes a mixture where the
concentration of gas is so high that it
cannot be ignited. Too lean denoted a
mixture where the concentration of gas is
so light that it cannot be ignited.
Explosive Limits:
For hydrocarbon gases from crude oil and
sediments, it is usually assumed that the
upper explosion limit lies at about 10
percent by volume of hydrocarbon gas in
the air and the lower at about 1 percent.
Difference between explosion

and an oil fire is:
In explosion, the hydrocarbon gases and
the oxygen in the air are already mixed
before the ignition take place, so that the
combustion takes place very rapidly. The
temperature and pressure increase until
the pressure is so great that the tank is
burst open.

and an oil fire is:
In an oil fire in the open air the
hydrocarbon gases are given off from the
surface in limited amount and the supply
of oxygen is limited by the air circulation.
HYDROCARBON/OXYGEN
MIXTURES

and an oil fire is:
The ultimate in safety would be achieved
using a pure Inert Gas, e.g. Nitrogen or
Helium, indeed certain cargoes require
inerting
with
Nitrogen
to
avoid
contamination, but this imposes cost for
specific installations and the need to find
space on board on which to house them.

and an oil fire is:
At this time the most economical approach
is to use a mixture of gases with inert
characteristics and an oxygen content
below 8%. Most Inert Gas System are
designed to achieve a normal oxygen
content below 5% , and are monitored to
indicate a high oxygen content of 8%.
Hydrocarbon gases
Crude oil has been from organic matter,
that is from animal and plant residues and
contains several thousand different
chemical compounds, from the simplest
compounds to some very complex ones.
Most of this materials are composed of
only the hydrogen (H) and carbon (C), and
these are called by the common name
hydrocarbons.
Hydrocarbon gases
A carbon atom has altogether four bonds
which can link the atom to other atoms,
while a hydrogen atom has only one bond
which can link the atom to other atoms.
Hydrocarbon gases
Hydrocarbon gases
Hydrocarbon gases:
METHANE
ETHANE
PROPANE
BUTANE
CH4
C2H6
C3H8
C4H10
Hydrocarbon gases
Hydrocarbons with up to four carbon
atoms are gases at room temperature and
atmospheric pressure. Hydrocarbons with
from 5 to 16 atoms are liquids, and solid
materials such as wax and asphalt
contains more than 16 carbon atoms per
molecules.
Table for
Boiling Point for Hydrocarbons
METHANE
CH4
-16C
ETHANE
C2H6
-89
PROPANE
C3H8
-44
BUTANE
C4H10
-1
PENTANE
C5H12
+36
HEXANE
C6H14
+68
Hydrocarbon gases
When crude oil is forced or pumped out of
the well, both hydrocarbon gases and
solid materials are dissolved in it. When
the pressure is reduced, gases will bubble
out. To separate these gases the crude oil
must pass through one or more process
units (stabilizer)
Hydrocarbon gases
This crude is called stabilized

crude
Hydrocarbon gases
Even a stabilized crude will continuously
gives off hydrocarbons from the surface to
the atmosphere above. It includes
gaseous hydrocarbons (methane, ethane,
propane, butane and liquids, pentane,
hexane, etc.).
Hydrocarbon gases
Inert means inactive, and the term Inert
Gas is used for gases which do not react
chemically. When the hydrocarbon gas
burns in the air, it is the oxygen in the air
which reacts while the nitrogen gas (inert
gas) does not take part in the reaction.
Hydrocarbon gases
Examples of inert gas are Nitrogen (N2),
Carbon Dioxide (CO2) or combustion
gases.
Hydrocarbon gases
Composition of Inert Gas
Good quality Inert Gas
80% by vol
Nitrogen
77% by volume
CO2
14 by vol
Carbon Dioxide
13% by volume
O2
2-5 by vol
Oxygen
5 % by volume
H2O
5 by vol
H2O
CO
0.01 by vol
Carbon
Monoxide
.01% by volume
NO2
0.02 by vol
Nitrogen Oxide
.02% by volume
SO2
0.30 by vol
Sulfur Dioxide
.30%
Solid particles 300 mg/m3
5 10 mg/m3
Temp
27 30 deg. C
450 Deg C
Regulation that requires Inert Gas System

For Tanker Ships
The International Conference on Tanker

and Pollution held in February 1978
passed resolution 5 recommending that
the International Maritime Organization
develop Guidelines

For Tanker Ships
to supplement the requirements of

amended Regulation 62 of Chapter 11-2 of
the 1974 SOLAS convention by taking into
account the arduous operating conditions
of inert gas systems and the need to
maintain them to a satisfactory standard.
In addition, Regulation 62.1 requires that
an inert gas system shall be designed,
contracted and tested to the satisfactions
of the Administration.

For Tanker Ships
These Guidelines have accordingly been
developed to supplement and complement the
Convention requirements for inert gas systems.
They are offered to Administration to assist them
in determining appropriate design and
constructional parameters and in formulating
suitable operational procedures when inert gas
systems are installed in ships flying the flag of
the States.
Application
The status of these Guidelines is advisory.
They are intended to cover the design and
operation of:
inert gas systems that are required on
new tankers by Regulation 60 of the
Chapter II 2 of the 1978 SOLAS
Protocol and in accordance with
Regulation 62.
Application
inert gas systems that are required on
existing tankers by Regulation 60 of
Chapter II-2 of the Protocol and in
accordance with Regulation 62.20;
inert gas system which are fitted but
not required to comply with the
requirements of Regulation 60 Chapter
II 2 of the 1978 SOLAS Protocol.
Application
However, for existing inert gas systems
the Guidelines are directed primarily of
operational procedures and are not
intended to be interpreted as requiring
modifications to existing equipment other
than those which are required on ships to
which Regulation 62.20 applies.
Application
The content of these Guidelines is based
on current general practice used in the
design and operation of inert gas systems
using flue gas from the uptake of the
ships main or auxiliary boilers, and
installed on crude oil tankers and
combination carriers.
Application
The guidelines do not exclude other
sources of inert gas, such as systems
incorporating independent inert gas
generators, other designs, materials or
operational
procedures.
All
such
divergence should be carefully assessed
to ensure that they achieve the objectives
of these Guidelines.
Definitions of Terms
Inert gas means a gas or a mixture of
gases, such as flue gas, containing
insufficient oxygen to support the
combustion of hydrocarbons.
Inert condition means a condition in
which the oxygen content throughout the
atmosphere of a tank has been reduced
to 8% or less by volume by addition of
inert gas.
Inert gas plant means all equipment
specially fitted to supply, cool, clean,
pressurize, monitor and control delivery of
inert gas to cargo tank systems.
Inert gas distribution system means all
piping, valves and associated fittings to
distribute inert gas from the inert gas plant
to cargo tanks, to vent gases atmosphere
and to protect tanks against excessive
pressure or vacuum.
Inert gas system means an inert gas
plant inert gas distribution system together
with means for preventing backflow of
cargo gases to the machinery spaces,
fixed and portable measuring instruments
and control devices.
Inerting means the introduction of inert
gas into a tank with the object of attaining
the inert condition.
Gas-freeing means the introduction of
fresh air into a tank with the object of
removing toxic, flammable and inert gases
and increasing the oxygen content to 21%
by volume.
General
Certification of inert gas system
requirements under SOLAS 1974, as
amended (MSC/Cir. 485)
I.G. Generator provided an

independent of gas
INERT GAS GENERATOR SYSTEM
General
The Committee noted that the actual
compliance dates in the 1978 SOLAS
Protocol
differ
from
the
actual
compliances date in SOLAS 74, as
amended in 1981, however all of this
compliance date have passed and an inert
gas system would be required on tankers
as per Regulation II 2/60,
General
regardless of deadweight and date of
construction using a crude washing
system to clean cargo tanks and tankers
of 20,000 tons DWT and upwards
contracted for after 1 June 1979 or
delivered after 1 June 1982 to have an
inert gas system installed.
General
For tankers contracted for and delivered
the above dates, the 1978 SOLAS
Protocol requires an inert gas system on
all such tankers of 20,000 tons DWT and
upward except that:
General
1. A tanker of 20,000 tons DWT and above
but less than 40,000 tons DWT carrying
crude oil is not required to have an inert
gas system:
if it is not fitted with tank washing
machine having an individual throughput
of greater than 60 cubic meters per
hour; and
General
- if the Administration determines it is
unreasonable and impractical due to the
ships design characteristics, to install an
inert gas system;
General
A tanker of 20,000 tons DWT and
above but less than 40,000 tons DWT
carrying oil other than crude oil is not
required to have inert gas system if it is
not fitted with tank washing machine
having an individual throughput of greater
than 60 cubic meters per hour.
General
The inert gas system consist of three
distinct parts:
the part that produces the inert gas
(Boilers, Generators)
the part the cool and clean the gas
(Scrubber)
the part that distribute the gas (Piping
and valves)
General
The inert gas is cooled and clean in the
scrubber where:
the undesirable by-products and water
are remove it
its temperature is reduced to
approximate 30 deg. C.
General
The inert gas must be kept under positive
pressure to prevent the ingress of air.
This means that it must be above
atmospheric pressure.
The distribution system takes the inert
gas to the cargo tanks.
General
A precaution must be taken to prevent the
backflow of gas from the cargo tank to the
generating plant because:
the gas may cause explosion in the
generating plant.
General
The dangers of malfunction of the inert
gas system are as follows:
a rise in the oxygen content of the gas
a drop in the supply pressure
insufficient cooling and cleaning of the
scrubber
back flow of the hydrocarbon gas to
the generating plant
Inert gas plant

The sources of inert gas in an oil tankers
are:
The main and auxiliary boilers (Flue
gas)
An independent inert gas generator
A gas turbine plant with after burner
Inert gas plant

The main purpose of the plant is to
produce a good quality inert gas with a
low oxygen content (5% by volume or
less)
In the case of flue gas, the quality or
inert gas depends on the boiler load.
In port, the boiler load depends mainly
on the number of cargo pumps in
service.
Inert gas plant

If the discharge rate gas to be reduced a
way to increase the boiler load may have
to be found. This may be achieved by
circulating seawater through appropriate
piping by means of the ballast pump.
The inert gas is let into the system by
means of the inert gas uptake valve or
valves.
Scrubber
The purpose of the scrubber is to cool the
flue gas and remove most of the sulfur
dioxide and particulate soot. All three
actions are achieved by direct contact
between the flue gas and large quantities
of seawater.
Scrubber
The scrubber should be of a design
related to the type of the tanker, cargoes
and combustion control equipment of the
inert gas supply source and be capable of
dealing with the quantity of inert gas
required by Regulation 62 at the designed
differential of the system.
Scrubber
The internal part of the scrubber should
be constructed in corrosion resistant
materials in respect of the corrosive effect
of the gas. Alternately, the internal parts
may be line with rubber, glass fiber epoxy
resin or other equivalent materials.
HOT GAS ENTRY

Hot gas is fed to the base of the Scrubber
tower from the uptake and may
immediately enter a wet seal which is
used to protect against tank atmosphere
entering the uptake and flue gas entering
the tower when the plant is shut down.
HOT GAS ENTRY

In a dry bottom scrubber this protection
may be achieved by a double flange air
sealed uptake valve. In addition all hot
gas lines may be fitted with blanking
arrangements.
HOT GAS ENTRY

It is essential to drop the gas temperature
very quickly on entry to the Scrubber to
bring down the level at which H2SO4 is
produce. In some designs, the water of
the seal is used whilst in others a precooling spray system is fitted in the hot gas
line. The bottom of the hot gas line may
also be extended to form an elephants foot
to increase gas water contact.
TYPICAL SCRUBBER INTERNAL

LAYOUT
HOT GAS ENTRY

The design should be such that under
normal condition of trim and list, the
scrubber efficiency will not fall by more
than 3% nor will the temperature rise at
the gas outlet exceed the designed gas
outlet temperature by more than 3C.
HOT GAS ENTRY

The location of the scrubber above the
load waterline should be such that the
drainage of the effluent is not impaired
when the ship is in the fully loaded
condition.
Inert gas blowers

Blowers are use to deliver the scrubbed
flue gas to the cargo tanks. Reg. 62.3.1
requires that least two blowers shall be
provided which together shall be capable
to delivering inert gas to the cargo tanks at
a rate of at least 125% of the maximum
rate of discharge capacity of the ship
expressed as a volume.
Inert gas blowers

In practice, installations vary from those
which have one large blower and one
small blower, whose combined total
capacity complies with Regulation 62, to
those in which each blower can meet this
requirement.
Inert gas blowers

The advantage claimed for the former, is
that it is convenient to use small capacity
blower when topping up the gas pressure in
the cargo tank at sea; the advantage
claimed for the latter is that if either blower
is defective, one is capable of maintaining a
positive gas pressure in the cargo tanks
with-out extending the cargo discharge.
Inert gas blowers

The deck water seal and mechanical non
return valve together from the means of
automatically preventing the backflow of
cargo gases from the cargo tanks to the
machinery space or other safe area in
which the inert gas plant is located.
Inert gas blowers

The blower must have the capability
to be used for gas-freeing operation
as per Pa. 3.12. 2.3.
Inert gas blowers

The blower casing should be constructed
in corrosion resistant material or
alternatively of mind steel but then its
internal surfaces should be stove coated,
or lined with rubber or glass fiber epoxy
resin or other equivalent material to
protect it from corrosive effect of the gas.
Inert gas blowers

Substantial drains, fitted with adequate
water seals, should be provided in the
casing to prevent damage by an
accumulation of water. Sufficient openings
in the casing should be provided to permit
inspection.
Inert gas blowers

An audible and visual shall be provided to
indicate:
low water pressure or low water flow rate to
the flue gas scrubber
high water level in the flue gas scrubber
high gas temperature
failure of the inert gas blower
oxygen content in excess of 8 percent by
volume
Inert gas blowers

failure of the power supply to the
automatic control system for the gas
regulating valve and to the indicating
devices.
low water level in the water seal
Inert gas blowers

gas pressure less than 100 mm water
gauge. The alarm arrangement shall be
such as to ensure that the pressure in
the slop tanks in combination carriers
can be monitored at all times; and
high gas pressure
Inert gas blowers

In the system with gas generations audible
and visual alarms shall be provided in
accordance with 19.1.1, 19.1.3, 19.1.5, to
19.1.9 and additional alarms to indicate:
Inert gas blowers

insufficient oil supply
generator
automatic control system for the
generator.
Inert gas blowers

A means shall be provided for
continuously indicating the temperature
and pressure of the inert gas at the
discharge side of the gas blowers,
whenever the gas blowers are operating.
Inert gas blowers

Automatic shutdown of the inert gas
blowers and gas regulating valve shall be
arranged on predetermined limits being
reach in respect to low water pressure or
low flow rate in the scrubber, high water
level in the scrubber and high gas
temperature.
Inert gas blowers

The
blower
pressure/volume
characteristics should be matched to the
maximum systems requirements. The
characteristics should be such that in the
event of the discharge capacity of the ship
expressed as in volume, a minimum
pressure of 200 mm water gauge is
maintained in any cargo tank after
allowing for pressure loss due to:
Inert gas blowers

the scrubber tower and demister;
the piping conveying the hot gas to the
scrubbing tower;
the distributing piping downstream of the
scrubber;
the deck water seal; and
the length and diameter of the inert gas
distribution;
Inert gas pressure regulation valve

Pressure control arrangement should fitted
to fulfill two function:
To regulate the flow of inert gas to the
inert gas deck main.

To prevent automatically any backflow of
gas in the event of either failure of the inert
gas blower, scrubber pump, etc. or when
the inert gas plant is operating correctly
but the deck water seal and mechanical
non-return valve failed and the pressure of
gas in the tank exceed the blower
discharge pressure, during simultaneous
stripping and ballasting operation.

The different ways or arrangement for
controlling the inert pressure in the inert
gas main:
throttling the regulating valve
Re-circulating the inert gas to the
scrubber
leading inert gas to the atmosphere
Systems with automatic pressure

control and gas re-circulating line.

These installation permit control of inert
gas pressure pump in the deck main
without having to adjust the inert gas
blower control speed.

Gas not required in the cargo tanks is recirculating valves are fitted in the both the
main and re-circulating lines; one is
controlled by a gas pressure transmitter
and regulator, while the other may be
controlled either in a similar manner or by
a weight operated valve.

The pressure transmitter is cited
downstream of the isolating valve; this
enables a positive pressure to be
maintained in the cargo tanks during
discharge. However, it does not
necessarily ensure that the scrubber is
not overloaded during inerting and
purging operations.
Non-return devices
The deck water seal and mechanical nonreturn valve together from the means of
automatically preventing the backflow of
cargo gas from the cargo tank to the
machinery space or other space area in
which the inert gas plant is located.
Non-return devices
Deck water seal is the principal barrier
fitted which permits inert gas to be
delivered to the deck main but prevents
any backflow of cargo gas even when the
inert gas plant is shutdown.
Non-return devices
Wet type seal
This is the simplest type of water seal.
When the inert gas plant is operating, the
gas bubbles through the water from the
submerged inert gas inlet line, but if the
tank pressure exceeds the pressure in
the inert gas inlet pipe, the water is
pressed up into this inlet pipe and thus
prevent backflow.
Non-return devices
Semi dry type
Instead of bubbling through the water
trap the inert gas flow draws the sealing
water into separate holding chamber by
venturi action thus avoiding or at least
reducing the amount of water droplets
being carried over.
Non-return devices
Dry type
In this type the water is drained when
the inert gas plant is in operation and
filled with water when the inert gas plant
is either shut down or tank pressure
exceeds the inert gas blower discharge
pressure.
Non-return devices
Dry type
Filling and drainage are performed by
automatically operated valves controlled
by the levels in the water seal and drop
tanks and by the operating state of the
blowers. The advantage of this type is
that water carry is prevented.
Non-return devices
Dry type
The drawback could be the risk of
failure of the automatically controlled
valves which may render the water seal
ineffective.
Inert gas distribution and venting

The inert gas distribution system consist
of:
the inert gas main, which run from the
deck isolating valve forward along the
cargo tanks area.
branch lines, which run from the inert
gas main to the individual tanks.

For gas-freeing and tank entry, some
valve or blanking arrangement is always
fitted to isolate individual cargo tanks from
the inert gas main deck.
Inert gas piping may also serve as vent
piping; and in this case, inert gas main
ends in the vent riser.

The inert gas and venting system must
allow for:
gas freeing
purging
inerting
breathing
cargo and ballast handling
tank entry

For these
purposes, the following
provision must be made:
blanks or valves to isolate tanks
vent stack or vent risers
p/v valves
liquid-filled p/v breakers

State a typical inert and vent piping
arrangement illustrating the location of the
above provision and describe the above
operations.
Gas analyzing recording and

indicating equipment
Arrangement
for
oxygen
analyzer,
recorder, and indicating equipment should
be as follows:

The sampling point for the oxygen
analyzer and recorder unit should be
located at a position in the pipework after
the blowers and before the gas pressure
regulating valve. At the chosen position
turbulent flow conditions prevail at all
outputs of the blowers. The sample point
should be easily accessible and be
provided with suitable air or steam
cleaning connections.

The sampling probe should incorporate a
dust filter in accordance the instruments
manufacturers advice. The probe and filter
should be capable of being withdrawn and
cleaned or renewed as necessary.

The sensing pipe from the sampling probe
to the oxygen analyzer should be so
arranged that any condensation in the
sensing pipeline does not prevent the gas
sample reaching the oxygen analyzer.
Joints in the pipeline should be kept to a
minimum to prevent the ingress of air.

Any cooler required in the sensing pipe
should be installed at the coldest point in
the system; alternatively, in certain
instances it may be prudent to heat the
sensing pipes to prevent consideration.

The position of the analyzer should be so
chosen that it is protected from heat and
adverse ambient conditions, but it should
be placed as close as practicable to the
sampling point to educe the time between
the extraction of a sample and its analysis
to a minimum.

The recording unit and repeater indication
required by Regulation 62.16 should not
be located in positions subject to heat
and undue vibration.

The resistance of the connecting cables
between the analyzer and the recorder
should be in accordance
with the
instrument manufacturers instruction.
The oxygen analyzer should have an
accuracy of +/ - 1% of the full scale
deflection of the indicator.

Dependent
on
the
principle
of
measurement, fixed zero and / or span
calibration arrangements should be
provided in the vicinity of the oxygen
analyzer fitted with suitable connection for
portable analyzers.

A sampling point should be provided
between the automatic gas pressure valve
and deck water seal for use with portable
instruments.

In accordance with Regulation 62.17 portable
instruments shall be provided for measuring
oxygen and flammable vapor concentration.
With regard to the hydrocarbon vapor meter,
it should be borne in mind that meters
working the catalytic filament principle are
unsuitable for measuring concentration in
oxygen deficient atmospheres.

All metal parts of portable instruments
and sampling tubes requiring to be
introduced into tanks should be securely
earthed to the ship structure while the
instrument and sampling tube are being
used. These portable instruments should
be of an intrinsically safe type.
Operations
Though flue gas system differ in detail
certain basic principle remain the
same.
Operations
These are:
1. Starting up the inert gas plant;
2. Shutting down the inert gas system;
3. Safety check when the inert gas plant
is shutdown.
Operations
Start up procedure should be as
follows:
Ensure boiler is producing flue gas with
an oxygen content of 5% by volume or
less (for existing ship 8% by volume or,
whenever practicable, less).
Ensure that power is available for all
control, alarm and automatic shutdown
operations.
Operations
Ensure that quantity of water required
by the scrubber and deck water seal is
being maintained satisfactory by the
pump selected for this duty.
Test operation of the alarm and
shutdown features of the system
department upon the throughout of the
water in the scrubber and deck seal.
Operations
Check that the gas freeing fresh air
inlet valves, where fitted, are shut and
the blanks in position are secure.
Shut off the air to any air sealing
arrangement for the flue gas isolating
valve.
Open the flue gas isolating valve.
Operations
Open the selected blower suction valve.
Ensure that the other blower suction
and discharge valves are shut unless it
is intended to use both blowers
simultaneously.
Start the blower.
Test blower failure alarm.
Open the blower discharge valve.
Operations
Open the recirculating valve to enable plant
to stabilize.
Open the flue gas regulating valve.
Check the oxygen content is 5% by volume
or, whenever practicable, less then close
the vent to atmosphere between the gas
pressure regulating valve and the deck
isolating valve.
The inert gas system is now ready to
deliver gas to the cargo tank.
Shutdown procedure:
When all tank atmosphere have been
checked for an oxygen level of not more
than 8% and the required in-tank
pressure has been obtained, shut the
deck isolating/non-return valve.
Open vent to atmosphere between the
gas pressure regulating valve and the
deck isolating/non-return valve.
Operations
Shut the gas pressure regulating valve.
Shut down the inert gas blower.
Close the blower suction and discharge
valve. Check that the drains are clear. Open
the water washing system on the blower
while it is still rotating with the power supply
of he driving motor turned off, unless
otherwise
recommended
by
the
manufacturer. Shut the water washing plant
after a suitable period.
Operations
Close the flue gas isolating valve and open
the air sealing system.
Keep the water supply on the scrubber
tower in the accordance with the
manufacturers recommendation.
Ensure that the water supply to the deck
water seal is running satisfactorily, that an
adequate water seal is retained and that
the alarm arrangements for it are in order.
Safety checks when the inert gas

plant is shut down:
The water supply and the water in the
level in the deck seal should be
ascertained at regular intervals, at least
once per day depending on water
conditions.
Check the water level loops installed in
pipework for gas, water or pressure
transducers, to prevent the back flow of
hydrocarbon gas into gas-safe spaces.

plant is shut down:
In cold weather, ensure that the
arrangements to prevent the freezing of
sealing water in the deck seals,
pressure/vacuum breaker etc. are in order.
Before the pressure inerted cargo tanks
drops to 100 mm they should be
repressured with inert gas.
Cleaned and gas-freed tank should be

inerted prior to loading, ensuring that:
purge pipes and vents are opened to the
atmosphere.
those openings are closed when the
oxygen content has fallen below 8% by
volume.

plant is shut down:
tanks are pressurized in excess of 100
mm water gauge and kept in common with
the inert gas main.
re-inerting after the breakdown follows the
same procedure.

plant is shut down:
Remember that no sounding ullaging
or sampling equipment should be
lowered into tank during inerting.
Before discharge of cargo tank ballast is

undertaken, the following condition should
be checked.
All cargo tanks are connected up to the

inert gas system and all isolating values in
the deck pipework are locked open.
All other cargo tank openings are shut.
All valves isolating the mast risers from
the inert gas system are shut.
Before discharge of cargo tank ballast is

undertaken, the following condition should
be checked.
The requirements required by Regulation

62.13.4.1 are used to isolate the cargo
main from the inert gas main.
The inert gas plant is producing gas of an
acceptable quality.
The deck isolating valve is open.
Precaution to be taken when

loading cargo
During the loaded passage a positive
pressure of inert gas of at least 100 mm
water gauge should be maintained in the
cargo tanks and topping up of the pressure
may be necessary. When topping up the inert
gas pressure in the cargo tanks, particular
attention should be paid to obtaining an
oxygen concentration of 5% or less in the
inert gas supply before introducing the gas
supply into the cargo tanks.
Precaution to be taken when

loading cargo
On motor tankers, the boiler loading may
have to be increased in order that the low
oxygen concentration in the inert gas
supply can be achieve. It may also be
necessary to restrict the output of the inert
gas blowers to prevent air being drawn the
uptake during the topping up operation.
Ballasting of cargo tanks

The conditions for ballasting of cargo
tanks are the same of those for loading in
5.3. When, however, simultaneous
discharge and ballasting is adopted, then
a close watch should be kept on the inert
gas main pressure.
Ballast condition
During the ballast voyage, tanks other
than those required to be gas free for
necessary tank entry should be kept
inerted with the cargo tank atmosphere at
a positive pressure of not less than 100
mm water gauge having oxygen level not
exceeding 8% by volume especially during
tank cleaning.
Ballast condition
Before any inert gas is introduced into
cargo tanks to maintain a positive
pressure it should be established that the
inert gas contains not more than 5% by
volume of oxygen.
Tank Cleaning
Tank cleaning should be washed in inert
condition and under positive pressure. The
procedures adopted to tank cleaning with
water should follow those for crude oil
washing.
Tank Entry
The entry of personnel to the cargo tank
should be carried out only under the close
supervision of a responsible ships officer
and in accordance with national rules and
or with the normal industrial practice laid
down in the ISGOTT.
Tank Entry
Regulation 55 (a) (i) of Part E, Chapter II2, 1974 SOLAS Convention as amended
by the 1978 Protocol implies, inter alia,
that Reg. 60 and 62 do not apply to
tankers carrying petroleum products
having a flashpoint exceeding 60C.
Tank Entry
In order words, products carriers may
carry bitumen, lubricating oils, heavy fuel
oils, high flashpoint jet fuels and some
diesel fuels, gas oils and special boiling
point liquids without inert gas system
having to be fitted, or, if fitted, without
tanks containing such cargoes having to
kept in the inert condition.
Tank Entry
If cargoes with a flashpoint exceeding
60oC. Whether heated or otherwise, are
carried at temperatures near or to or
above their flashpoint a flammable
atmosphere can occur. When cargoes with
a flashpoint exceeding 60oC are carried at
a temperature higher than 5oC below their
flashpoint they should be carried in an
inerted condition.
Product Contamination
Contamination of a product may effect its
odor, acidity or flashpoint specifications,
and may occur in several ways; those
relevant to ships with an inert gas main
interconnecting all cargo tanks are:
1. Liquid contamination due to overfilling of a
tank.
2. Vapor contamination through the inert gas
main. This is, largely a problem of
preventing vapor from low flashpoint
cargoes, typically gasoline, containing the
various high flashpoint cargoes listed in 6.1.
1, plus aviation gasoline and most
hydrocarbon solvents. This problem can be
overcome by:
Removing vapors of low flashpoint
cargoes prior to loading; and
Preventing ingress of vapors of low
Flashpoint cargoes during loading and
during the loaded voyage.
Combination Carriers
The basic principle of inerting are exactly
the same on a combination carrier as on
tanker. However, difference in design and
operation of this vessels and relevant
considerations must be made:
Slack Holds
It is particularly important for combination
carriers to have their holds inerted
because whenever a hold in a OBO
carrier is partially filled with clean or oily
ballast, water agitation of this ballast can
occur at small angles of roll and this can
result in the generation of static
electricity.
Leakage
To ensure that leakage of tank gas,
particularly through the hatch center-line
joints, is eliminate or minimizes, it is
essential that the hatch covers are
inspected frequency to determine the
state of the seals, their alignment, etc.
Ballast and void spaces
The cargo holds of combination carriers
are adjacent to ballast and void spaces.
Leakage may occur in pipelines or ducts
in these spaces, or by fracture in the
boundary plating; in this event there is a
possibility that oil, inert gas and
hydrocarbon gas may leak into the
ballast and void spaces.
Inert gas distribution system
Due to the special construction of
combination carriers, the vent line from
the cargo hatchway coaming is situated
very close to the level of the cargo
surface. In many cases, the inert gas
main line passing along the main deck
may be below the boil level in the hold.
Inert gas distribution system
During rough weather oil or water may
enter these lines and completely block the
opening and thus prevent an adequate
supply of inert gas during either tank
cleaning or discharge. Vent lines should
therefore have drains fitted at their lowest
point and these should always be checked
before any operation takes place within the
cargo hold.
Applications when carrying oil
On combination carriers the inert gas
system should be utilized in the manner
described in Section 5 when the ship is
engaged exclusively in the carriage of
oil.
Meters, indicators and alarms

Meters and indicators in the inert gas
system:
Means
shall
be
provided
for
continuously indicating the temperature
and pressure of the inert gas at the
discharge side of the blowers, whenever
the gas blowers are operating.

means for continuously indicating and
recording inert gas pressure forward of
non return devices.
means for continuously indicating and
recording the oxygen content at the
discharge side of the gas blowers.

The above devices shall be placed in the
cargo control where provided. If no cargo
control room is provided, they shall be
placed in a position easily accessible to
the officer in watch.

In addition, meters shall be fitted in the
navigating bridge to indicate at all times
the pressure in the slop tanks of
combination carriers whenever those
tanks are isolated for the inert gas supply
main; and
In the machinery control room or in the
machinery space to indicate oxygen
content.
Emergency procedure
In the event of total failure of the inert gas
system to deliver required quality and
quantity of inert gas and maintain a
positive pressure in the cargo tanks and
slop tanks, action must be taken
immediately to prevent any air being
drawn into the tank.
Emergency procedure
All cargo tank operations should be
stopped, the deck isolating valve should
be closed and the vent between it and the
gas pressure regulating valve should be
opened and immediate action should be
taken to repair the inert gas system.
Emergency procedure
In the case of tankers engaged in the
carriage of crude oil it is essential that the
cargo tanks be maintained in the inerted
condition to avoid the hazard of pyrophoric
iron sulfide ignition.
Emergency procedure
If it is assessed that the tanks cannot be
maintained in an inerted condition before
the inert gas system can be repaired, an
external supply of inert gas should be
connected to the system through the
arrangements required by Regulation
62.11.5 as soon as Practicable, to avoid
air being drawn into the cargo tanks.
Emergency procedure
In the case of product carriers, if it is
considered to be totally impracticable to
effect a repair to enable the inert gas
system to deliver the required quality and
quantity of gas and maintain a positive
pressure in the cargo tanks.
Emergency procedure
Cargo discharge and deballasting may
only be resumed provided that either an
external supply of inert gas is connected
to the system through the arrangement
required by Regulation 62.11.5 or the
following precautions are taken:
Emergency procedure
1. In the case of tankers built on or after 1
September 1984, the venting system is
checked to ensure that approved devices
to prevent the passage of flame into cargo
tanks are fitted and that these device are
in a satisfactory condition.
Emergency procedure
2. In the case of tankers built before 1
September 1984 the flame screens are
checked to ensure that they are in a
satisfactory condition.
3. The valves on the vent must risers are
opened.
Emergency procedure
4. No free fall of water or slop is permitted.
5. No dripping, ullaging, sampling or other
equipment should be introduced into the
tank. If it is necessary for such
equipment to be introduced into the tank,
this should be done only after at least 30
minutes have elapsed since the injection
of inert gas ceased.
Maintenance and testing
List of inspection and checks to be

made on:
Inert gas scrubber

Inspection may be made through the
manholes. Checks could be made for
corrosion attracts, fouling and damage to;
Scrubber shell and bottom
Cooling water pipes and spray nozzles
(fouling);
Float switches and temperature sensor;
Other internals such as trays and
demister filter
Inert gas scrubber

Checks should be made for damages to
non-metallic part such as:
1. internal linings;
2. demisters;
3. packed beds.
Inert gas blowers

To a limited degree, interval visual
inspection will reveal damages an early
stage. Diagnostic monitoring system
should be used as they great assist in
maintaining the effectiveness of the
equipment.
Inert gas blowers

Inspection of the inert gas blowers
should include:
internal inspection of the blower casing
for soot deposits or signs of corrosive
attack;
examination of fix or portable washing
system;
inspecting of the functioning of the fresh
water flushing arrange where fitted.
Inert gas blowers

inspection of the drain lines from
blower casing to ensure that they are
clear and operative; and
observation of the blower under
running conditions for signs of
excessive vibrations, indicating too
large an imbalance.
Deck Water Seal

Inspection of the deck water seal
should include:
Opening for internal inspection to check
for:
blockage of the Venturi lines in semidry type water seals
corrosion of inlet pipes and housing
corrosion of heating coils
Deck Water Seal

corrosion or sticking floats for water
drain supply valves and level monitoring
Testing for Function:
Automatic filling and draining; check
with local level gauge if possible
presence of water carry over during
operation
Non-return valve
The non-return valve should be opened for
inspection to check for and the valve seat.
Functioning of the valve should be tested
in operation.
Scrubber effluent line

The scrubber effluent line cannot normally
be inspected internally except when the
ship is in dry dock. The shipside stub
piece and the overboard discharge valve
should be inspected at each dry-docking
period.
Types of Water Seals
DISPLACEMENT TYPE, WET SEAL WITH

NON RETURN VALVE
Types of Water Seals
DISPLACEMENT TYPE SEMI-DRY WITH

NON RETURN VALVE
DRY TYPE WITH NON-RETURN VALVE
INERT GAS SYSTEM
INERT GAS SYSTEM

1. Boiler gas uptake or inert gas
generator
10. Deck line isolating valve
2. Gas uptake valve
11. Tank isolating valve
3. Scrubber
12. Ventilation mast (riser)
4. Fan isolating valve

suction side
13. Pressure/Vacuum breaker

(common)
4a. Fresh air intake valve
14. P/V valves (individual)
5. Fans
15. P/V valve in ventilation line
6. Fan isolating valves

pressure side
16. By-pass valve
7. Pressure control valve
17. Tank hatch
8. Deck water seal
18. Level indicator
9. Non-return valve
19. Purge pipe
INERT GAS SYSTEM

Including checking:
1. all alarm and safety function
2. the functioning of the flue gas isolating
valves
3. operation of all remotely or automatic
controlled calves
4. the functioning of the water seal and
non-return valve
INERT GAS SYSTEM

5. the vibration levels of the inert gas
blowers
6. for leakage
7. the interlocking of soot blowers
8. oxygen measuring equipment, both
portable and fixed, for accuracy
THE INERT GAS SYSTEM

Position
No.
Component
Main Function
Gas uptake or
generator
Stack gas supply
Gas uptake isolating

valves
Isolating of inert gas plant from

boilers generators
Inert gas scrubber
Cooling of gas and removal of SO2

and solid particles
3a
Seawater inlet
Cooling and washing inlet to

scrubber
3b
Seawater outlet
Cooling and washing water outlet to

scrubber

Position
No.
Component
Main Function
Isolating valve
suction side
Fan isolating valve suction side
Fan
Fan for transport of inert gas to

tanks
Isolating valve
Fan isolating valve pressure

side
Deck Water Seal
Deck Water Seal
Prevent backflow of
hydrocarbon gases from tanks
to engine room during shutdown

Position
No.
Component
Main Function
Non-return valve
Prevent backflow of hydrocarbon gases

or crude oil in the event of over filling
10
Tank isolating
valve
For isolating of tanks from inert gas

system
11
Tank isolating
valve
For filling of cargo tanks
12
Mast Ventilation
For ventilation or relieving gas pressure

from tanks

Position
No.
Component
Main Function
13
Pressure/vacuum A common pressure vacuum valve in

breaker
addition to individual breaker p/v
valves on tanks. Prevention of
damage in case of over pressure or
under pressure in tanks.
14
Gas analyzer
Control of the inert gas with respect

to high oxygen content.
Gas analyzer
Oxygen content meter with recorder
Pressure meter
Pressure meter with indicator and

recorder in deck main line
14a
15

In this paper the principles for the
operation of inert gas plants for the
different operational modes of oil tankers
will be discussed.

On board oil tankers required to have an
inert gas system the cargo tanks should
preferably at all times be inerted and have
a tank atmosphere with an oxygen content
not exceeding 8 percent by volume except
when the tanks need to be gas free.

This means that during normal operation
of oil tankers the following operational
modes frequently take place:
Inerting of empty tanks
Inerting
during
loading
and
simultaneous discharge of ballast
Inerting during loaded sea voyage

Inerting
during
discharging
and
ballasting
Inerting during tank cleaning
Purging prior to gas freeing and use of
the IGS during gas freeing

On board vessels without purge pipes but
with stand pipes (i.e. vent pipes from deck
level and about 2,500 mm up vertically
from deck level), these pipes are to be
opened instead of the purge pipes
mentioned in this paper.

The vessel is not fitted with SBT
(Segregated Ballast Tank) capacity
according to MARPOL 73/79, and ballast
water has to be carried in cargo oil tanks
on ballast voyages.
Inerting of Tanks
Inerting of empty gas free tanks

Start up the inert gas plant according to
instruction. Close all tank hatches and
check proper function of O2 analyzer.
Open lids or hatch covers on stand pipes
or purge pipes on tanks to be inerted.
Open fan discharge valve (6) and main

isolating valve (10)

If the gas pressure control valve (7) is on
automatic, these is now a risk of
overload of the scrubber due to a limited
pressure drop in pipes and tanks. The
overload of the scrubber may result in
carry over of water or high temperature
trip of the plant.

Because of the above, it is therefore
sometimes necessary to control the
pressure manually to reduce the gas flow
during the first part of the inerting, until a
minimum gas back pressure is established
in the tanks.

When the minimum gas pressure for
stable operation is established, the inert
gas plant can be operated automatically at
full capacity.
Condition: Inerting of tank filled

with air

1. Boiler gas uptake or inert
gas generator
2. Gas uptake valve
3. Scrubber
suction side
5. Fans
pressure side
8. Deck water seal
9. Non-return valve
11. Tank isolating valve
13.
Pressure/Vacuum
breaker (common)
15. P/V valve in ventilation
line
16. By-pass valve
17. Tank hatch
18. Level indicator
19. Purge pipe

The oxygen-content in the tanks should be
checked frequently, at least every half
hour. The inerting should be continued
until the gas leaving the tank has had a
O2 content of less than 8 percent for a
minimum of 30 minutes. This is because
of the possibility of local air pockets in the
tanks.

When all tanks are satisfactorily inerted
the tanks should be put under a slight
overpressure, normally 300-600 mm W.G.,
and the plant closed down according to
instruction and the tank isolating valves
closed.
Inerting during loading and simultaneous

discharge of ballast water
The vessel is supposed to arrive at the
loading port with all cargo tanks inerted.
If the ship is fitted with a central gas vent
outlet, all tanks to be loaded are
connected to the vent system.
Inerting during loading and simultaneous

discharge of ballast water
In case only the local P/V valves are fitted,
the valves are checked and adjusted for
gas evacuation through the high speed
valves.
It should be checked that all tank hatches
are closed and possible float level
indicators are operable.
Discharge of ballast
Discharge of ballast can be done either
before or during the loading. During
discharge of ballast, before loading is
commended, the inerting procedure is the
same as during discharge of cargo.
At simultaneous loading of cargo and
discharge of ballast the loading capacity.
This means that the inert gas volume
available in the ullage space above the oil
level in the tanks being loaded is more
than sufficient for the inert gas needed in
the ballast tanks during discharge.
By simply connecting the ballast tank to
the cargo tanks with the inert gas lines on
deck, inert gas will flow from the cargo
tanks to the ballast tanks.
The inert gas system can be operated if
required, but will normally not deliver any
gas to the deck lines.
If by chance the ballast discharge rate is
higher than the loading rate, the inert gas
system must be on operation and the deck
pressure adjusted sufficiency high to give
a positive outflow or inert gas through the
ventilation mast (or the individual P/V
valves on the tanks).
This is to avoid air being sucked into the
tank system by a possible under pressure
in the ballast tanks.
Condition: Simultaneous loading

and deballasting
Simultaneous loading and

deballasting
gas generator
2. Gas uptake valve
3. Scrubber
suction side
5. Fans
pressure side
8. Deck water seal
9. Non-return valve
11. Tank isolating valves
13. Pressure/Vacuum
breaker (common)
line
16. By-pass valve
17. Tank hatch
18. Level indicator
19. Purge pipe
Loading
During loading without deballasting it is
normally not necessary to operate the
inert gas system.
Loading or ballasting
gas generator
2. Gas uptake valve
3. Scrubber
suction side
5. Fans
pressure side
8. Deck water seal
9. Non-return valve
13. Pressure/Vacuum
breaker (common)
line
16. By-pass valve
17. Tank hatch
18. Level indicator
19. Purge pipe
The ventilation mast P/V valve should be
in open position or by passed during this
operation. This is to allow free flow of the
inert gas above the oil level to the
atmosphere during the loading.
When the loading operation is finished, the
bypassed valve must be closed and the
P/V valve adjusted to normal operating
conditions. If the ship is fitted with
individual P/V valves on the tanks, these
should be adjusted to normal operating
conditions accordingly.
At this moment the ullage volume in the
tanks is filled with inert gas mixed with
hydrocarbon-gases at about atmosphere
pressure. If this inert gas and HC-gas
mixture has an oxygen content of 8
percent or below, this atmosphere is nonexplosive and safe.
In order to start the loaded voyage with
positive pressure in the tanks, the IGS has
to be started and tanks purged to a
pressure of 300 600 mm W.G.
Loaded sea voyage

During the loaded voyage the cargo tanks
should as far as possible be kept inerted
with a positive pressure.
This positive pressure may, however, be
disturbed by several factors.
Loaded sea voyage

The most common are:
leakages in valves and hatch covers
change of pressure in the tanks due to
temperature variations (i.e. day and
night and sea/air temperature changes)
rolling and having in rough sea
Loaded sea voyage

The effect of the different conditions as
mentioned above is partly a pressure
drop in the tank (escape of inert gas) and
partly the risk of ingress of air into the
tanks (temperature aspiration and local
underpressure in tanks due to rolling and
heaving)
Loaded sea voyage

Consequently, the oxygen content and the
tank pressure should be frequently
checked during the sea voyage. The
frequency should depend on weather and
deck equipment conditions.
Loaded sea voyage

Topping up of the tank inert gas pressure
may be done by starting up of the inert
gas system, or by using a special topping
up inert gas generator, if fitted, or by
starting up the IGS. The volume needed
for this topping-up operation is normally
small in loaded condition.
Topping up of tanks
Topping up of tanks
gas generator
2. Gas uptake valve
3. Scrubber
suction side
5. Fans
pressure side
8. Deck water seal
9. Non-return valve
13. Pressure/Vacuum
breaker (common)
line
16. By-pass valve
17. Tank hatch
18. Level indicator
19. Purge pipe
Discharging and
ballasting
Discharging
When the vessel arrives at the discharge
port, the inert gas system should be tested
and ready for operation in due time for
discharge.
Before cargo oil pumping is started the
inert gas system should be in operation
and connected to the deck line, with
pressure control in the automatic position.
Discharging
Since the ullage volume is normally small
in
loaded
condition,
the
desired
overpressure is reached in a short time
(minutes).
All deck openings and hatches should be
closed, all P/V - valves in the operating
position and by-pass valves closed.
Discharging
When the pumping (discharge) starts the
pressure in the ullage volume will drop.
Now the control valve (7) will start
operating and open for inert gas to
compensate the pressure drop and keep a
constant preselected pressure in the
tanks.
Discharging
After some time the required pressure is
established. At this moment the volume
delivered from the inert system is equal to
the cargo pump delivery.
Discharging
Discharging
If for any reason access to the cargo
tanks is necessary during discharge
the following procedure should be
followed:
1. Reduce the inert gas pressure by
adjusting the pressure control valve set
point.
Discharging
2. When the tanks inert gas pressure is
reduce to near atmospheric pressure, a
suitable ullage hatch has to be opened
carefully.
3. When reading is finished, the hatch
may be closed and pressure raised if
desired.
Discharging
When discharge and stripping are
finished, the tank should be put under the
desired positive pressure.
Ballasting during discharge of

cargo
Normally, time be saved by taking in
ballast while discharging. This is normally
done in the last period (during stripping) of
the discharge.

cargo
This means that some tanks displace inert
gas while some consume inert gas. During
the stripping of the last tanks, the
discharge rate is normally less than the
ballast rate. In this case there is a surplus
of inert gas, and the inert gas system may,
if desired, be stopped.
Simultaneous discharge and

ballasting
Simultaneous discharge and

ballasting
gas generator
2. Gas uptake valve
3. Scrubber
suction side
5. Fans
pressure side
8. Deck water seal
9. Non-return valve
13. Pressure/Vacuum
breaker (common)
line
16. By-pass valve
17. Tank hatch
18. Level indicator
19. Purge pipe

cargo
The procedure for these operations is the
same as for discharging cargo. In case the
ballasting rate exceeds the stripping rate,
however, the bypass valve in the
ventilation must be open (or in the case of
individual P/V valves, the valves must be
opened).

cargo
When the vessel is ballasted the by-pass
valve should be closed and the tank inert
gas pressure raised to the desired
pressure before the main isolating valve is
closed and the inert gas pant stopped.
Ballast Voyage
After the vessel has left the discharge
port, the inert gas system should be in
operation for purging of all cargo tanks to
reduce the HC-gas concentration.
Ballast Voyage
The operation should be controlled by
checking the HC-gas concentration in the
gas leaving the purge pipes, or with tests
taken at different levels in the tanks.
Ballast Voyage
When the tanks have been purge and the
HC-gas concentration checked to be
below ab. 2.5 percent by volume, the
tanks should be pressurized and the inert
gas system closed down.
Tank Cleaning
The oxygen content in the tank
atmosphere should always be checked
before any tank cleaning is stated. No tank
cleaning, either with the cargo oil - Crude
Oil Washing (COW) or with water,
should be started unless the oxygen
content is 8 percent by volume or less
measured in the tanks.
Tank Cleaning
For tankers with Crude Oil washing
Systems the following procedure is to be
complied with.
Tank Cleaning
Before each tank is crude oil washed, the
oxygen shall be determined at a point 1
meter from the deck and at the middle
region of the ullage space and neither of
these
determinations
shall
exceed
8percent by volume.
Tank Cleaning
Where tanks have complete or partial
wash bulkheads, the determination should
be taken from similar levels in each
section of the tank. The oxygen level of
the inert gas being delivered during the
washing process shall be continuously
monitored. If during crude oil washing:
Tank Cleaning
(i) the oxygen level of the inert gas being
delivered exceed 8 percent by volume; or
(ii) the pressure of the atmosphere at the
tanks is no longer positive, then the
washing must be stopped until satisfactory
conditions are restored.
Tank Cleaning
Gas freeing
When access to the cargo tanks is
necessary to inspection, repair a.s.o. the
inert gas or inert gas/HC-gas mixture has
to be replaced with fresh air. This
replacement is called gas freeing.
Gas freeing
The gas freeing is normally carried out by
one or more of the following three methods:
By portable tank ventilators
By permanently installed tank ventilators
blowing air to tanks through the cargo oil
piping system.
By using the inert gas system fans with
suction from fresh air instead of the
scrubber.
Gas freeing
Whenever a method is being used for gas
freeing the following steps should be
taken:
1. Hydrocarbon gas concentration to be
measured in each tank to be gas freed.
2. If the HC-gas concentration is 2.5%
by volume or less ventilation with fresh air
may start immediately.
Gas freeing
3. If the HC-gas concentration is above
2.5% by volume the tanks should be
purged with inert gas until HC-gas
concentration is 2.5% by volume or less
before ventilation with fresh air starts.
4. Ventilation should continue until HCgas concentration is 5% LEL or less and
the oxygen level is 21% by volume before
the tank is certified gas free.
Gas freeing
Gas freeing can take place either by a
dilution method or by a displacement
method.
Using the dilution or mixing method the
fresh air is blown into the tank at deck
level, forced down to the bottom at the
tank and ventilated out at deck level
Gas freeing
By the displacement method the air is
blown in at deck and is forced out of the
tank near the bottom through the pipe.
Gas freeing
When a turbulent mixing flow is wanted
using the dilution method, the opposite is
wanted using the displacement method.
Consequently the different methods
require
different
air
inlet
nozzle
arrangements where the fresh air enters
the tank.
Gas freeing by the dilution method
Fresh air is blown

in by a fan on the
tank deck
Gas freeing by the displacement method

Introduction
of
fresh
air
by
moderate blowing
from the tank top
and
discharge
through purge pipe.
Gas freeing with portable tank

ventilators
If the vessel is fitted with standpipes, the
displacement method for gas freeing
should be used.

ventilators
This means that no particular requirement
has to be put on the blowers except that
they should give as little turbulence in the
air inlet area as possible, for minimum
mixing between the tank atmosphere and
the fresh air.

ventilators
If the mixing method is used, the inlet air
should have an inlet speed sufficient to
force the air jet down to the bottom of the
tank (30-40 m/sec). If it is not possible the
blower should be fitted with canvas hoses
or similar to bring the fresh air outlet to the
tank bottom.
Ventilation with permanently

installed ventilators
Ventilation with permanently

installed ventilators
gas generator
2. Gas uptake valve
3. Scrubber
suction side
5. Fans
pressure side
8. Deck water seal
9. Non-return valve
13. Pressure/Vacuum
breaker (common)
line
16. By-pass valve
17. Tank hatch
18. Level indicator
19. Purge pipe
Gas freeing with the inert gas

fans
The modern IGS is generally fitted with a
fresh air suction duct to the suction side of
the fans. This can be connected to the
fans instead of the normal suction line to
the scrubber.

fans
When the fresh air ducts are connected to
the fans, the inert gas system is started
the normal way. Closed the openings on
deck, but open the purge pipelines or
adjust local P/V valves in open position.
The by-pass valve in the ventilation mast
should be closed.

fans

fans
gas generator
2. Gas uptake valve
3. Scrubber
suction side
5. Fans
pressure side
8. Deck water seal
9. Non-return valve
13. Pressure/Vacuum
breaker (common)
line
16. By-pass valve
17. Tank hatch
18. Level indicator
19. Purge pipe
END
INERT GAS

Inert Gas System

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Inert Gas System

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Inert Gas System/Crude Oil

The explosion triangle is used as a symbol

FLAMMABLE GAS OXYGEN

FLAMMABLE GAS OXYGEN

FLAMMABLE GAS OXYGEN

Difference between explosion

Difference between explosion

Difference between explosion

Difference between explosion

This crude is called stabilized

Good quality Inert Gas

Solid particles 300 mg/m3

Regulation that requires Inert Gas System

The International Conference on Tanker

Regulation that requires Inert Gas System

to supplement the requirements of

Regulation that requires Inert Gas System

I.G. Generator provided an

INERT GAS GENERATOR SYSTEM

Inert gas plant

Inert gas plant

Inert gas plant

HOT GAS ENTRY

HOT GAS ENTRY

HOT GAS ENTRY

TYPICAL SCRUBBER INTERNAL

HOT GAS ENTRY

HOT GAS ENTRY

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas blowers

Inert gas pressure regulation valve

Inert gas pressure regulation valve

Inert gas pressure regulation valve

Inert gas pressure regulation valve

Systems with automatic pressure

Inert gas pressure regulation valve

Inert gas pressure regulation valve

Inert gas pressure regulation valve

Inert gas distribution and venting

Inert gas distribution and venting

Inert gas distribution and venting

Inert gas distribution and venting

Inert gas distribution and venting

Gas analyzing recording and

Gas analyzing recording and

Gas analyzing recording and

Gas analyzing recording and

Gas analyzing recording and

Gas analyzing recording and

Gas analyzing recording and