INERT GAS

SYSTEM

1
 Inert Gas System
I hope this
A visual demonstration
works!

 Aalborg Industries

2
 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
3
Flammable Envelope

4
The Inert Gas System
 Theinert gas system washes
& cools the boiler exhaust
gases to produce an inert
gas with a typical make-up
of:

 Oxygen: 2 – 4%
 Carbon Dioxide: 12 – 14%

 Nitrogen: 80%

5
The Inert Gas System
 Alternatively
an inert gas generator
may be used when:

 The ship does not have sufficient boiler

capacity for the flue gas system
 Topping up units are fitted in addition
to the flue gas system
 A high quality inert gas is required
such as on gas and chemical tankers

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Inert Gas Generator

7
 The picture represents a standard Inert Gas Generator (FU Type)
complete with air fans, fuel pumps, deck water seal and P/V breaker

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The Inert Gas System

 Regulationsrequire the
oxygen content in cargo
tanks to be maintained at
not more than 8% by
volume

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Inert Gas System Schematic

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Inert Gas System Schematic

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Inert Gas Scrubber System
Refer to Handout Notes

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Gas Pressure Regulation Valves
(Refer to handout notes)

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Re-circulating Arrangement
to regulate the flow of inert gas to the IG deck main

14
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
15
Deck Water Seal

Gas flow towards cargo tanks Back pressure in cargo tanks 16

Liquid Filled Pressure Vacuum Breakers
(refer to handout notes)

17
 Instrumentation & Alarms
 Certain instruments both fixed & portable, are required for
the safe and effective operation of an Inert Gas system.
 It is desirable that all such instruments should be
calibrated to a consistent system of units
 Certain automatic alarms and/or shutdown devices are
also required to give visible and audible warnings and to
shut down various components of the system
 Clear instructions should be provided for operating,
calibrating & testing all instruments and alarms
 The following list gives some details of these instruments
and alarms

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 Instrumentation & Alarms
 Scubber Water Supply:-
A low flow or pressure alarm should be fitted to give warning
of inadequate water supply. This should be connected
with an automatic device to shut down the Inert Gas
blower(s). Low and/or High level alarms may also be fitted
to the scrubber water seal.

 Blower Discharge Temperature:-

A temperature guage, high temperature alarm and automatic
shut down arrangement of the Inert Gas blowers should
be fitted.

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 Instrumentation & Alarms
 Blower Discharge Pressure:-
A pressure gauge should be fitted, and also an alarm to
indicate blower failure

 Inert Oxygen Content:-

Instrumentation should be fitted to monitor and to record
continuously the oxygen content of the inert gas on the
discharge side of the Inert Gas blower during plant
operation. A high oxygen content alarm should be fitted
to operate at 8% by volume, but an automatic shut down
device should not be fitted.

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 Instrumentation & Alarms
 Deck Water Seal:-
Depending on the type fitted, a low water level indicator and
an alarm indicating low water level and/or low
flow/pressure of water supply should be fitted
 Inert Gas Deck Main Pressure
Instrumentation should be fitted to monitor and record
continuously the gas pressure in the Deck Main, located
on the forward side of the deck isolating valve. One or
more low pressure alarms should be fitted.
Automatic shut down of the cargo pumps in the event of low
Inert Gas deck pressure may also be fitted

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 Instrumentation & Alarms
 Control System:-
Failure of the automatic control system power supply
should be indicated by an alarm
The siting of the various indicators and alarms will depend
on the particular design but it is strongly recommended
that the appropriate indicators and alarms are sited so
as to be readily at hand for the Duty Engineer
It is strongly recommended that the IG oxygen content and
deck pressure indicators are duplicated in the CCR. An
IG deck pressure indicator should also be fitted on the
Bridge.

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 Portable Instruments
 Oxygen Analysers:-
Suitable for monitoring the oxygen content of the cargo
tank atmosphere should be provided

 Combustible Gas Indicators:-

Should be provided for testing the cargo tank
atmospheres. It should be noted that these instruments
do not function correctly in inerted atmospheres

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 Portable Instruments
Hydrocarbon Gas Indicators:-
Which are calibrated for use in an oxygen deficient
atmosphere may also b used after a purging operation
to measure the hydrocarbon gas content of an inert
atmosphere

Appropriate sample points and sample tubing should be

provided to facilitate the use of these portable
instruments for monitoring cargo tank atmospheres

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When do you test (just as an
aside)

 Prior to tank entry

 Prior to enclosed space entry
 Prior to loading
 Prior to gas freeing
 To monitor space
 To monitor the atmosphere

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COSWP
 CHAPTER 17
ENTERING
ENCLOSED OR
CONFINED SPACES

 Just a further quick

aside from the
current business

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COSWP
 17.1.2   The atmosphere of any enclosed
or confined space is potentially
dangerous.  The space may be deficient in
oxygen and/or contain flammable or toxic
fumes, gases or vapours.  Where possible,
alternative means of working which avoid
entering the space should be found.

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COSWP
 17.1.3   Should there be any unexpected
reduction in or loss of the means of ventilation of
those spaces that are usually continuously or
adequately ventilated then such spaces should
also be dealt with as dangerous spaces.
 17.1.4   When it is suspected that there could be
a deficiency of oxygen in any space, or that toxic
gases, vapours or fumes could be present, then
such a space should be considered to be a
dangerous space.

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What do you look for?

 Oxygen levels
 Flammable gasses
 Toxic gasses 

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The Use of Gas Measuring
Instruments C.D.L. = Critical Dilution Line

Oxygen Analyser
Oxygen Analyser

Oxygen Analyser/Hydrocarbon meter

Oxygen Analyser
Oxygen Analyser/Hyrocarbon meter

Oxygen Analyser/Explosimeter/Draeger
tube
Explosimeter 30
 Measurement of Flammability and
Gas Concentration
Description Principle Measurement

Combustible gas meter Catalytic filament Measures % LFL

Hydrocarbon gas meter Thermal conductivity Measures % HC

gas
Oxygen analyser Magnetic susceptibility Measures % O2

Specific gas detector Chemical reaction Measures ppm

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Measurement of Flammability and Gas
Concentration
 In addition to the instruments just mentioned
there are several different manufaturer’s
models making use of the same principles.

 e.g. not discussed here are Infra-red detectors

(used on LNG carriers for liquified methane)
and semi-conductor detectors

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 Gas Measuring Instruments
 The basic type of instruments in use on vessels are covered in
pages 23 – 28 inc’l of your handout together with their generic
description and the manufacturer’s name, type & model. It has to
be said that these are somewhat outdated just now
 Full details on the use & maintenance of the instruments will be
given in the Instruction Manuals accompanying them and which
the user must refer to
 In the handout only the principles and limitations of the
instruments are covered
 By following the instrument’s instructions and subject to it’s
limitations the instruments may be regarded as relible. 33
Catalytic Filament Combustible Gas
Indicator (MSA 2E)
 Operates on a Wheatstone Bridge
principle
 A mixture of combustible gas & air is
drawn over the hot sensor element
 The gas oxidises on the hot filament
and makes it hotter (heat in =
endothermic reaction)
 This increases it’s resistance and this
change in resistance (measureable)
provides a measure of the gas
concentration
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Catalytic Filament Combustible Gas
Indicator (MSA 2E)
 LIMITATIONS:-
 Calibrated to read 0 – 100% LFL only,
thereore suitable for this range only

 If the sensor is exposed to too much

Hydrocarbon gas i.e. 3 x LFL, the
hydrocarbon gas will not be oxidised
completely. This results in the needle
being rapidly deflected to the max
scale reading before dropping equally
rapidly back to zero. 35
Catalytic Filament Combustible Gas
Indicator (MSA 2E)
 LIMITATIONS (continued):-
 This may result in the operator taking a
false reading, therefore it is imperative
to observe the instrument continuously
to avoid overlooking this response
 Prolonged operation of the instrument
in such conditions can cause carbon
deposits on the sensor filament and
alter the response of the instrument
 If such a situation is suspected the
instrument must be checked. 36
Catalytic Filament Combustible Gas
Indicator (MSA 2E)
 LIMITATIONS (continued):-
 Susceptible to filament poisoning from
non-hydrocarbon gasses (hydrogen
sulphide, carbon monoxide) which may
be present in the tank atmosphere
 This damages the platinum coating on
the sensor filament and subsequently
the meter readings
 But only if the non-hydrocarbons are
present in high concentrations 37
Catalytic Filament Combustible Gas
Indicator (MSA 2E)
 LIMITATIONS (continued):-
 Does not give reliable readings in
atmospheres deficient in oxygen such
as those in inerted tanks
 Can be affected by large changes in
ambient temperature and….
 Excessive pressure of the tank
atmosphere (take NO FLOW reading)
 Therefore not suitable for use in inerted
tanks 38
Convective Heat Loss Hydrocaron Gas
Meter (MSA Tankscope)
 The sensing element of this
instrument is a non-catalytic
hot filament
 The composition of the
surrounding gas determines
the rate of loss of heat (heat
out = endothermic reaction)
from the filament, hence it’s
temperature & resistance
which is measureable 39
Convective Heat Loss Hydrocaron Gas
Meter (MSA Tankscope)
 The presence of hydrocarbon
gas changes the resistance of
the sensor filament which is
reflected by a deflection in the
meter
 Unlike the sensor filament of
the CFCG, the Tankscope
sensor filament does not
require oxygen for operation
and is unaffected by inert gas
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Convective Heat Loss Hydrocaron Gas
Meter (MSA Tankscope)
 Unlike the CFCG this
instrument is not affected by
gas concentrations in excess
of it’s working scale. The
reading goes off the scale &
remains in this position while
the sensor filament is exposed
to the rich gas mixture
 Ideal instrument for measuring
in inert conditions 41
Convective Heat Loss Hydrocaron Gas
Meter (MSA Tankscope)
 LIMITATIONS:-
 Sensitive to flow rate and
high pressure in inerted
tanks. Thus the
recommendation to use the
NO FLOW technique when
taking readings
 Sensitive to tilting therefore
should be calibrated & used
in a NO TILT mode 42
Draeger Tubes
 Designed to measure very low
concentrations of toxic gas(s)

 Consists of glass tubes

containing a certain filling
which is designed to react with
a specific gas and give a
visible indication of the
concentration of that gas
43
Draeger Tubes
 LIMITATIONS

 Gas specific
 Non interchangeable with
other manufacturer
products
 Extension hose (if used) to
be fixed between glass
tube & hand pump 44
 Draeger Tubes
 LIMITATIONS (continued)

 Measurements made with

mixtures containing high
concentrations of
Dräger's Simultaneous Test Set hydrocarbons or other
measures several gases at once. The
tests offer a means to detect a variety components may be less
of unknown chemicals in a short
amount of time. Different systems are
reliable due to interference
available for the detection of chemical by these components
warfare agents (i.e. nerve agents,
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sarin) and clandestine labs.
Draeger: Newer Models
 Dräger X-am 7000 is the
innovative solution for the
simultaneous and continuous
detection of up to five gases. A
combination of more than 25
sensors allows flexible
solutions to individual
monitoring tasks. The Dräger
X-am 7000 can be equipped
with three electrochemical, and
two catalytic bead or infrared
sensors. 46
Draeger: Newer Models
 The smallest gas detection instrument for up to 5
gases. The Dräger X-am 5000 belongs to a new
generation of gas detectors, developed especially
for personal monitoring applications. This 1 to 5-
gas detector reliably measures combustible
gases and vapours as well as oxygen and
harmful concentrations of CO, H2S, CO2, Cl2,
HCN, NH3, NO2, PH3 and SO2. A variety of
special calibrations for the catalytic Ex sensor
allow even more sensitivity when detecting
specific combustible gases and vapours.
Equipped with durable XXS sensor technology,
the Dräger X-am 5000 offers maximum security
and extremely low operational costs.
47
 Tank Atmosphere Control
 Definitions of Tank Atmospheres

 First Safety Platform. The hazards

inherent in cargo tank cleaning operations
can be avoided by ensuring that the tank
atmosphere is kept in a non-flammable
condition throughout the washing period
 Second Safety Platform. The hazards
may also be avoided by th exclusion, as far
as practicable, of all ignition sources.

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 Tank Atmosphere Control
 Definitions of Tank Atmospheres

 Atmosphere B (Too Lean). Is an

atmosphere made and maintained non-
flammable by the deliberate reduction of the
hydrocarbon gas content to belo the Lower
Flammable Limit (LFL).
 For the purpose of tank cleaning the
maximum acceptable gas concentration
should not exceed 50% LFL with cold water
washing or 35% LFL with hot water washing
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 Tank Atmosphere Control
 Definitions of Tank Atmospheres

 Atmosphere C (Inert). Is an
atmosphere made & maintained non-
flammable by the introduction of inert gas
and the resulatant overall reduction of
oxygen content.
 For the purpose of tank cleaning the tank
atmosphere (oxygen content) should not
exceed 8% by volume

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 Tank Atmosphere Control
 Definitions of Tank Atmospheres

 Atmosphere A (uncontrolled atmosphere)

and Atmosphere D (over rich) are not
permitted on most ships.

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Inert Gas Procedures
 General Policy of Tank Atmosphere Control

 Tanks should be inerted prior to loading

and maintained inert during loding, 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

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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
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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 guage and also kept common with the gas main
 A positive pressure being maintained on all tanks by topping up with IG as
necessary
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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 55
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
56 56
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)
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Inert Gas Procedures
Cargo or Ballast Discharge (continued)
 This is acceptable provided a minimum number of

tank openings are open at any one time

 On completion of ullaging, and before commecing

discharge the tanks are to be re-pressurised

 All tanks are made common with the gas main

 Tank openings including vents are closed

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Inert Gas Procedures
 Cargo or Ballast Discharge
(continued)
 The IG plant is operated and the deck isolating v/v is opened
to allow iner 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 durig the

ballas passage

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Inert Gas Procedures
 Tank Washing including
COW

 Tanks should be in the inert condition during tank washing

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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
61
Inert Gas Procedures
Gas Freeing (continued)
 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
62
Inert Gas Procedures
Gas Freeing (continued)
 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 gasse 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)
63
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
64
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 65
Inert Gas Failure

Product Tankers:-

Discharge should not begin/resume

without the permission of all interested
parties

66
Pyrophoric Deposits

In an atmosphere which is deficient of

oxygen and where hydrogen sulphide is
present, iron oxide(rust) is converted into
iron sulphide
When iron sulphide is then exposed to
air it is oxidised back to iron oxide and
free sulphur or sulphur dioxide gas is
formed
67
Pyrophoric Deposits

This oxidation can generate considerable

heat such that individual particles may
become incandescent
This is a rapid process and is termed
Pyrophoric Oxidation

Pyrophoric iron sulphide can ignite

flammable hydrocarbon/air mixtures
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Pyrophoric Ignition

Changes Back to Iron Oxide

Exothermic reaction

Rust Patches
Reacts with Sulphur in IG
Iron Oxide
Iron Sulphide

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