Inert Gas Operations - Tanker Op

Reference Material

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RF0013

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Table of Contents
Solas Requirements
Partial and Complete Failure
Monitoring and Testing Cargo Tank Atmospheres
Optimum Oxygen Content
Planning Inert Gas Operations
Tank Pressure / Vacuum
The Mast Riser and Pressure / Vacuum Breaker
Multi-Grade Cargoes
Tank Cleaning, Purging and Gas Freeing
Tank Entry
Pre-Operation Checks
Operation of The Inert Gas System
Inert Gas Delivery to Deck
Stopping the Inert Gas System

Although inert gas equipment operation is an integral part of several different cargo operations,
certain fundamental operational guidelines apply in all cases. Inert gas provides a blanket of safety
in the ullage spaces in cargo tanks over the liquid cargo, reducing the oxygen content to such a
level where the fire triangle is broken and ignition and combustion of the highly combustible
petroleum vapours are prevented.
Solas Requirements
In order for this to be effective, the equipment must be capable of providing inert gas with an oxygen
content of 5% or less by volume, and maintaining the atmosphere within the cargo tanks below an
oxygen content of 8%. These are the industry SOLAS standards for inert gas production and cargo
tank oxygen levels. It is generally accepted that within an atmosphere of less than 12% oxygen
content, then ignition and combustion cannot take place. The maximum level of 8% therefore allows
an additional margin of safety on this figure.
Graphic: Inert Gas System

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Partial and Complete Failure

If the equipment fails to maintain the inert gas production level below 5%, but does not exceed 8%,
this is normally known as a partial failure of the system. If the oxygen level inside the cargo tanks
can still be maintained at below 8%, then cargo operations can be permitted to continue. Every
effort must be made to correct this partial failure.
Once inert gas production oxygen levels rise above 8%, this constitutes a complete failure of the
Inert Gas equipment and cargo operations must cease until the situation has been remedied and
inert gas production oxygen level brought below 5%, and cargo tank ullage space atmospheres
below 8%.
In both of the above cases of failure, every effort must be made to correct the situation and allow
operations to continue. The Company offices must be advised of every failure, to assist in
expediting repairs and other operational requirements.
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Monitoring and Testing Cargo Tank Atmospheres

It must be borne in mind that in certain ports and countries, other criteria are applied. E.g., in some
countries, a tank atmosphere oxygen content of 7% is applied. Further, more and more loading
ports are testing cargo tank atmospheres before allowing loading to take place, and in others
hydrocarbon contents are similarly being tested with the increased intolerance of pollution.
In every case, before entering any loading port, cargo tank atmospheres should be tested to ensure
that the oxygen content is below 8%, and in cases where the hydrocarbon content is to be checked,
this should similarly be tested. If any doubt exists, and in most cases, it will be prudent to top up and
purge through cargo tanks prior to arrival to ensure that these criteria are met. This is particularly
the case on ships which, still do not have the equipment to test cargo tank atmospheres, except at
the point of egress from the sampling point. It may lead to a higher than average oxygen content
reading if the atmosphere inside the tank has layered and gas with a higher oxygen content has
settled in the tank tops. In other vessels where sampling equipment has already been provided to
sample atmospheres at any level of the ullage space, the sample should be taken from both 1 m
below the tank top and at the half ullage depth of the tank to give a better indication of the tank
atmosphere oxygen levels. All ships of the fleet should now be supplied with this equipment.
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Optimum Oxygen Content

The optimum oxygen level of inert gas production is usually accepted as between 3 and 4% by
volume. Higher levels than this, tend toward the accepted maximum level of oxygen content within
inert gas production. Below this level, excess amounts of soot and other contaminants are
produced, which can pollute the cargo spaces.
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Planning Inert Gas Operations

Whenever carrying out any cargo operations, it is essential that the status of the cargo tank inert
gas valves are planned correctly for the operation, and set accordingly. They should be doublechecked and regularly monitored throughout the operation. The valves should never be throttled or
set at any other position except fully open or fully closed. The cargo tank inert gas branch valves

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normally have a mechanism to maintain them in the open or shut position. The valve mechanism
should be well maintained and if a key type mechanism is fitted, the key should always be available.
Wrongly set valves can result in excessive pressure or vacuum levels within the cargo tank(s),
cargo contaminations, or serious risk to personnel engaged in tank entry duties.
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Tank Pressure / Vacuum

Tank over pressure is most likely to occur when loading. If the inert gas valve on a tank has been
left closed, then the by-pass pressure/vacuum valve is too small to vent off the tank atmosphere at
the high loading rates which are used in bulk loading. Excessive pressure or vacuum within the tank
can result in deformation or rupture of the tank structure with the inherent risk of subsequent fire and
explosion.
Although the main inert gas line provides an alarm alert for high, low, and very low pressure within
the deck main line, no provision for alerting the operator exists on individual cargo tanks. Therefore,
it is imperative that during all operations, the setting of individual cargo tank inert gas valves is done
by the person in charge and checked by at least one other responsible person. During operations
crew members and the officer in charge should check these settings regularly and alert the person
in charge if they have any doubts, or if an individual tank P/V valve operates indicating that a valve
has been wrongly set.
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The Mast Riser and Pressure / Vacuum Breaker

The mast riser valve should normally be fully open or fully closed, and not used as a throttling
device unless it is specifically designed to operate as such.
Leaving the valve closed during loading will lead to the pressure/vacuum valve and breaker both
operating when the internal pressure becomes excessive. The pressure/vacuum valve will not pass
sufficient gas volume during normal loading rates and will result in the pressure/vacuum breaker
medium being blown out. Attempts to throttle this valve can also lead to complications and danger
when the throttled valve may fail to pass sufficient gas volume in the event of fluctuating loading
rates.
During discharge of cargo, the valve must be kept in the fully closed position to prevent the ingress
of air into the cargo ullage spaces. The internal pressure in the cargo tanks is continuously
monitored, and low and very low alarms will alert the operator to the impending danger of low
pressure or vacuum being created only in the main inert gas line. As previously stated, this will not
provide any alert if individual tank valves have wrongly been left shut.
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Multi-Grade Cargoes
When loading multi-grade cargoes, the possibility of gas contamination between cargoes must be
considered and precautions taken to prevent the loss of hydro-carbon gases from cargoes already
loaded whilst loading subsequent grades.
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Tank Cleaning, Purging and Gas Freeing

During tank cleaning, purging, and gas-freeing, all of which may be being carried out at the same
time, it is essential that inert gas valve settings are carefully checked and monitored throughout
operations. The inadvertent wrong positioning of valves could prolong operations and endanger
personnel. This could involve the introduction of fresh air into tanks which may still be being washed
or purged, or allow inert or hydrocarbon gases to enter gas freed tanks.
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Tank Entry
Tank entry should never be attempted until all operations of tank cleaning, purging, and gas freeing
have been completed. The introduction of hydrocarbon gases or inert gas into gas free tanks would
endanger the lives of any personnel who may have made entry into a tank. When tanks are gasfreed for entry it is essential that they are isolated from all sources of ingress of inert and
hydrocarbon gases. All inert gas valves must be fully shut and checked tight against this danger,
including all tanks which have not been gas freed. Where spectacle, spade, or other blanks are
provided, these must be fitted.
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Pre-Operation Checks
When first starting the inert gas system, for whatever reason, a standard series of checks and steps
must be made, including the above mentioned requirements of correctly setting the deck line valves.
The water level and flow to the deck seal, and the water level in the P/V breaker should be checked.
The scrubber pump should be started and the water pressure and flow confirmed as being correct.
The system is designed for normal operation in a fully automatic mode once started, however, there
are certain manual valves, which must be set and checked. These include the I.G. fan/blower inlet
valves and the fresh air suction isolating valve.
When the oxygen analyzer has been set and calibrated, and all checks completed as per Company
checklist, the system can be started. Setting and calibration of the oxygen analyzer is normally
carried out by the engineering staff, but it is necessary that the person in charge is also aware and
capable of carrying out this routine. This procedure takes time and sufficient notice must be given to
the engineering staff to prepare the boiler for inert gas production, setting, and calibrating the
oxygen analyzer. They also must ensure that the scrubber pump has been running for a sufficient
period before the inert gas system is started and brought on line.
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Operation of The Inert Gas System

Once all has been prepared, a last check in the Inert Gas Room should be made and the absence
of any dangerous gases confirmed before the system is started. The sequence of starting the
system is controlled through the various interlocks, which govern the system. The selector switch is
set to Inert Gas and the Master switch turned on. This over-rides the interlock to allow the Boiler
uptake valves to be opened. When these are opened it must be confirmed that the air seal valves
are shut. Once this operation is complete, this allows the inert gas fans/blowers to be started. Once
a fan is running and up to its operating speed, the fan discharge valve will open. Similarly for the
other fan. The inert gas production will now start through the system and be discharged to
atmosphere. Further and full details can be found and are described in the vessels Inert Gas
System Operations manual.

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Inert Gas Delivery to Deck

On most ships of the fleet, once the production of inert gas has been started with the initial flow of
gas to atmosphere, the flow of inert gas produced can be changed over to the deck main line by
opening the deck main line valve forward of the deck water seal. This requires a manual input signal
from the operator to open the deck delivery control valve and shut the discharge to atmosphere
valve. This is not dependent upon the quality of the inert gas produced, and it is prudent to allow the
oxygen content to be adjusted to the required level or at least below 8% before any gas is allowed
into the deck distribution system.
On certain ships this can cause a dilemma where the oxygen content of the inert gas cannot be
stabilized before more equipment (cargo pumps) are started to provide sufficient load on the boiler
to produce the required quality of inert gas. If there is insufficient pressure in the cargo tanks to start
discharging cargo without inert gas production to the cargo tanks, then a small amount of high
oxygen content inert gas may have to be allowed to enter the deck distribution system until the
whole cargo discharge system has been stabilized. This can be avoided by having sufficient inert
gas pressure in the system before operations are started.
On other ships, with inert gas generators, where the cargo pumps are interlocked with the inert gas
main pressure alarms, this situation can be seemingly more difficult. In these cases where cargo
pumps cannot be started without sufficient inert gas pressure, an over-ride switch is normally fitted,
but the operator must be aware of the possible dangers involved and take appropriate measures to
ensure that this situation is resolved before any adverse consequences can occur.
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Graphics:
Inerting / Purging.

During Loading Operation.

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During Topping Up.

During Discharge Operations.

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During COW operations.

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Stopping the Inert Gas System

Once all operations using the inert gas system have been completed, the shut-down sequence
should be followed, shutting off the flow of gas to deck and shutting the main deck manual valve.
Thereafter, the I.G. fans can be stopped and the boiler uptake valves should automatically close
and the air seal valve open.
The scrubber pump should continue to be run for a period of at least thirty minutes to wash down
the scrubber tower. The fans/blowers, which have been used should be water washed for at least
10 minutes. Any residues on the fans should be washed off as these may harden on the fan blades.
If allowed to build up, residues may create an imbalance of the blades, which may cause serious
damage during subsequent use.

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