INERT GAS SYSTEMS (IGS)

Introduction

In the late sixties and up till today the shipping world has been
shocked by several severe tanker explosions. In most cases it is
believed that a proper use of inert gas in the tanks might have
saved the ships and many lives.

Consequently, IMO established rules, specifications for the

design, construction and use of inert gas systems.
(SOLAS Ch.II-2 and Guidelines on Inert Gas Systems).
During operation, oil will nearly always have hydrocarbon gases
in some or all of the cargo tanks. In certain periods, especially
1
 during cargo handling and tank washing, the hydrocarbon gases may
be mixed with air to explosive concentrations unless preventive
measures are taken.

Hydrocarbon gas normally encountered in oil tankers cannot burn in

an atmosphere containing less than 11% oxygen by volume.
Accordingly, one way to provide protection against fire or explosion
in the vapour space of cargo tanks is to keep the oxygen level below
11% by volume. This is usually achieved by using a fixed piping
arrangement to blow inert gas into each cargo tank in order to
reduce the air content, and hence the oxygen content, and render the
tank non-flammable.
2
 Application (Ref. SOLAS Ch.II-2)
For oil tankers of 20,000 tonnes DWT and upwards, fire
protection of cargo tanks shall be achieved by a fixed inert gas system in
accordance with the requirements of the Fire Safety Systems Code.
Oil tankers operating with a cargo tank cleaning procedure using
crude oil washing shall be fitted with an inert gas system complying with
the Fire Safety Systems Code and with fixed tank washing machines.
Double hull spaces shall be fitted with suitable connections for
the supply of inert gas.
Tankers fitted with a fixed inert gas system shall be provided wih
a closed ullaging system.

3
Definitions:
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 per cent 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 to atmosphere and to protect tanks against excessive pressure or vacuum.

4
 Inert Gas System means an inert gas plant and 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 an inert condition as defined above.
Topping-up means the introduction of inert gas into a tank which is
already in an inert condition with the object of raising the tank pressure to prevent
any ingress of air.
Purging means the introduction of inert gas into a tank already in an inert
condition with the object of :
- further reducing the oxygen content; and/or
- reducing the existing hydrocarbon gas content to a level below which
combustion cannot be supported if air is subsequently introduced into the
tank. 5
Effect of Inert Gas on Flammability

A Flammability Composition Diagram is given in figure 1. The

effect of inert gas on flammability has already been explained earlier.
(Ref. Flammability and Explosiveness given in, Hazards associated with
the handling and carriage of petroluem, slides 32 to 37).

6
7
Sources of Inert Gas
The possible sources of inert gas on oil tankers are:
- the uptake from the ships main or auxiliary boilers (boiler flue
gas); or
- an independent inert gas generator; or
- a gas turbine plant when equipped with an after burner.
Quality of Inert Gas
Good combustion control in ships boilers is necessary to
achieve an oxygen content of 5 per cent by volume. In order to
obtain this quality, it may be necessary to use automatic
combustion control.
8
Methods of Gas Replacement
There are three operations which involve replacement of gas in
cargo tanks, namely;
- Inerting;
- purging;
- gas-freeing.
In each of these replacement operations, one of two processes can
predominate:
- dilution, which is a mixing process;
- displacement, which is a layering process.

9
 Dilution Method
The dilution theory assumes that the incoming gas mixes with the
original gases to form a homogeneous mixture throughout the tank. The
result is that the concentration of the original gas decreases exponentially.
In practice the actual rate of gas replacement depends upon the volume
flow of the incoming gas, its entry velocity, and the dimensions of the
tank.
For complete gas replacement it is important that the entry
velocity of the incoming gas is high enough for the jet to reach the
bottom of the tank. It is therefore important to confirm the ability of
every installation using this principle to achieve the required degree of gas
replacement.
10
See figures 2 and 3.
Fig.2 shows an inlet and outlet configuration for the dilution process and
illustrates the turbulent nature of the gas flow within the tank.
Fig.3 shows typical curves of gas concentration against time for three different
sampling positions. 11
 Displacement Method
Ideal replacement requires a stable horizontal interface
between the lighter gas entering at the top of the tank and the
heavier gas being displaced from the bottom of the tank through
some suitable piping arrangement (e.g. Purge pipe).

This method requires a relatively low entry velocity of gas

and in practice more than one volume change is necessary. It is
therefore important to confirm the ability of every installation
using this principle to achieve the required degree of gas
replacement throughout the tank.
12
See figures 4 and 5.
 13
Displacement Method/Principle
 Figure 4 shows an inlet and outlet configuration for the
displacement process, and indicates the interface between the incoming and
outgoing gases.
Figure 5 shows typical curves of gas concentration against time for
three different sampling levels.
General Policy of Cargo Tank Atmosphere Control
Oil tankers fitted with an inert gas system should have their cargo
tanks kept in a nonflammable condition at all times (see figure 1).
It follows that:
- tanks should be kept in an inert condition whenever they
contain cargo residues or ballast. The oxygen content should be
kept at 8% or less by volume with a positive gas pressure
in all the cargo tanks; 14
 - the atmosphere within the tank should make the transition from
an inert condition to a gas-free condition without passing through the
flammable condition. In practice this means that before any tank is gas-
freed, it would be purged with inert gas until the hydrocarbon content of
the tank atmosphere is below the critical dilution line (see figure 1);
- when an oil tanker is in a gas-free condition before arrival at a
loading port, tanks should be inerted prior to loading.
In order to maintain cargo tanks in a non-flammable condition,
the system is required to:

15
 - inert empty cargo tanks;
- be operated during cargo and ballast handling;
- purge tanks prior to gas-freeing;
- top up pressure in cargo tanks when necessary.

The Inert Gas System

The Inert Gas System consists of three distinct parts, which:
- produce the inert gas;
- cool and clean the gas;
- distribute the gas.
Good quality inert gas from the generating plant, contains:
16
- Nitrogen approx. 80% by volume;
- Carbon Dioxide.. approx. 14% by volume;
- Oxygen approx. 4% by volume;
- Water vapour approx. 2% by volume;
and small quantities of undesirable by-products such as nitrous
oxides, sulphur dioxide, carbon monoxide and soot particles.
The composition of inert gas is given in figure 6.

17
 18
Figure 6 : Composition of Inert Gas
 Inert Flue Gas System
A typical arrangement for an inert flue gas system is shown in
figure 7.
It consists of flue gas isolating valves located at the boiler
uptake points through which pass hot, dirty gases to the scrubber and
demister. Here the gas is cooled and cleaned before being piped to
blowers which deliver the gas through the deck water seal, the non-
return valve, and the deck isolating valve to the cargo tanks.
A gas pressure regulating valve is fitted downstream of the
blowers to regulate the flow of gases to the cargo tank.
A liquid-filled pressure vacuum breaker is fitted to prevent
19
Fig. 7 : Inert Flue Gas System 20
excessive pressure or vacuum from causing structural damage to cargo
tanks.
A vent is fitted between the deck isolating/non-return valve and
the gas pressure regulating valve to vent any leakage when the plant is
shut down.
For delivering inert gas to the cargo tanks during cargo discharge,
deballasting, tank cleaning and for topping up the pressure of gas in the
tank during other phases of the voyage, an inert gas deck main runs
forward from the deck isolating valve for the length of the cargo deck.
From this inert gas main, inert gas branch lines lead to the top of each
cargo tank.
21
 Inert Gas Scrubber
The purpose of the scrubber is to cool the flue gas and remove
most of the sulphur dioxide and particulate soot. All three actions
are achieved by direct contact between the flue gas and large
quantities of sea water.
A diagram of a Scrubber is given in figure 8
Before entering the bottom of the scrubbing tower, the gas is
cooled by being passed either through a water spray, or bubbled
through a water seal.
In the scrubbing tower itself the gas moves upwards through
downward flowing water. For maximum contact between gas and
22
Figure 8: Scrubber
23
water, several layers made up of one or more of the following
arrangements are fitted:
- spray nozzles;
- trays of packed stones or plastic chippings;
- perforated impingement plates; etc.
At the top of or downstream of the scrubbing tower, water
droplets are removed by one or more demisters which may be
polypropylene mattresses or cyclone dryers.
The scrubber should be capable of dealing with the quantity of
inert gas required, and its construction should allow for hot corrosive
gases.
24
 The performance of the scrubber at full gas flow should be such as to
remove at least 90 per cent of sulphur dioxide and to remove solids
effectively. Drainage of the effluent should not be impaired when the
ship is fully loaded. In product carriers more stringent requirements
may be needed for product quality.
Inert Gas Blowers
Blowers are used to deliver the scrubbed flue gas to the cargo
tanks (See figure 7). SOLAS requires that at least two blowers shall
be provided which together shall be capable of delivering inert gas to
the cargo tanks at a rate of at least 125 per cent of the maximum rate
of discharge capacity of the ship expressed as a volume.
25
Each blower has an inlet valve and a discharge valve. Blowers may
also have an air inlet and may therefore also be used to gas-free cargo
tanks (See figure 7).

Corrosion-resistant materials or coatings must be used in the

construction of blowers and casings to protect them from the
corrosive effect of the gas.

Fan casings should be fitted with drains to prevent damage by an

accumulation of water. Means should be provided such as fresh
water washing to remove the build-up of deposits which could cause
vibration during blower operation. Sufficient openings should be
provided to permit inspection.
26
Failure of the blowers should be indicated by an alarm (SOLAS
Ch.II-2). Means should be fitted for continuously indicating the
temperature and pressure of the inert gas at the discharge side of the
blowers (SOLAS Ch.II-2).

Inert Gas Blowers should shut down automatically in the event

of:

- Low water pressure or low flow rate in the scrubber;

- High water level in the scrubber;

- High gas temperature. (SOLAS Ch.II-2)

27
 The Blower pressure/volume characteristics should be matched
to the maximum system requirements. The characteristics should be
such that in the event of the discharge of any combination of cargo
tanks at maximum discharge rate, a minimum pressure of 200 mm water
gauge is maintained in any cargo tank after allowing for pressure losses
due to:
- The scrubber tower and demister;
- The piping conveying the hot gas to the scrubbing tower;
- The distribution piping downstream of the scrubber;
- The deck water seal;
- The length and diameter of the inert gas distribution system.
28
 Inert Gas Pressure Regulating Valve
The Inert Gas Pressure Regulating Valve (pressure control
arrangements) should be fitted to fulfil two functions:
- To prevent automatically any backflow of gas in the event of
either a 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 have failed and the pressure of gas in the
tank exceeds the blower discharge pressure, e.g. during simultaneous
stripping and ballasting operations;

- To regulate the flow of inert gas to the inert gas deck main.

A typical arrangement is given in figure 9.

29
Figure 9 : Inert Gas Pressure Regulating Valve 30
 The Inert Gas Pressure Regulating Valve is automatically controlled by
means of a pressure transmitter and pressure controller.

There are different arrangements for controlling the inert gas pressure
in the inert gas main, i.e. :

- Throttling the regulating valve;

- Recirculating the inert gas to the scrubber;

- Venting inert gas into the atmosphere.

31
 The pressure of the inert gas in the inert gas main must be monitored.
An alarm should be given when the pressure exceeds the set limit
(SOLAS Ch.II-2).

When the pressure in the inert gas main forward of the non-return
devices falls below 50mm water gauge, an audible alarm should be given,
or alternatively, the main cargo pumps should shut down automatically
(SOLAS Ch.II-2).

Non-return Devices (SOLAS Ch.II-2).

The Deck Water Seal and mechanical non-return valve together form
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. 32
 Deck Water Seal (SOLAS Ch.II-2).

This is the principal barrier. A water seal is 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 shut
down. It is vital that a supply of water is maintained to the seal at
all times, particularly when the inert gas plant is shut down. In
addition, drains should be led directly overboard and should not
pass through the machinery spaces.

There are three different types of Deck Water Seals, namely:

33
 .1 A Wet type seal;
.2 A Semi-Dry type seal;
.3 A Dry Type seal.

Wet type seal

This is the simplest type of deck water seal. When the inert gas
plant is operating, the gas bubbles through the water from the
submerged inert gas inlet pipe, but if the tank pressure exceeds the
pressure in the inert gas inlet line the water is pressed up into this inlet
pipe and thus prevents backflow. The drawback of this type of water
seal is that water droplets may be carried over with the inert gas which,
34
although it does not impair the quality of the inert gas, could increase
corrosion. A demister should, therefore, be fitted in the gas outlet from
the water seal to reduce any carry-over.
Figure 10 shows an example of a wet type seal.

35
Figure 10: Deck water seal Wet type.
36
Semi-dry type seal

In this type of seal, instead of bubbling through the water trap the
inert gas flow draws the sealing water into a separate holding chamber
by venturi action thus avoiding or at least reducing the amount of water
droplets being carried over. Otherwise it is functionally the same as wet
type.

Figure 11 shows an example of a semi-dry type seal.

37
Figure 11: Deck water seal Semi-dry type
38
Dry type seal

In this type of seal, the water is drained when the inert gas plant
is in operation (gas flowing to the tanks) and filled with water when the
inert gas plant is either shut down or the tank pressure exceeds the inert
gas blower discharge pressure. Filling and draining are performed by
automatically operated valves controlled by the levels in the water seal
and drop tanks and by the operating state of the hlowers. The advantage
of this type is that water carry-over is prevented. The drawback could be
the risk of failure of the automatically controlled valves which may
render the water seal ineffective.

Figure 12 shows an example of a dry type seal.

39
Figure 12 : Deck water seal Dry type 40
Deck Water Seal Alarm
For the Deck Water Seal, an alarm must be activated when
the water level falls by a pre-determined amount, but before the seal
is rendered ineffective.
Heating arrangements should be provided to prevent
freezing of the seal.
Sight glasses and inspection openings should be provided on
the deck seal to permit satisfactory observation of the water level
during its operation and to facilitate a thorough survey. The sight
glasses should be reinforced to withstand impact.

41
Deck Mechanical Non-Return Valve and Deck Isolating Valve
As a further precaution to avoid any backflow of gas from the
cargo tanks, and to prevent any backflow of liquid which may enter the
inert gas main if the cargo tanks are overfilled, SOLAS Ch.II-2
requires a mechanical non-return valve or equivalent, which should be
fitted forward of the deck water seal and should operate automatically
at all times.
This valve should be provided with a positive means of closure
or, alternatively, a separate deck isolating valve fitted forward of the
non-return valve, so that the inert gas deck main may be isolated from
the non-return devices. The separate isolating valve has the advantage

42
 of enabling maintenance work to be carried out on the non-return
valve.

Liquid-filled P/V Breaker

One or more liquid-filled pressure/vacuum valves should be fitted

(SOLAS Ch.II-2).

These devices require little maintenance, but will only operate at

the required pressure if they are filled to the correct level with liquid of
the correct density. Either a suitable oil or a freshwater/glycol mixture
should be used to prevent freezing in cold weather. Evaporation, ingress
of seawater, condensation and corrosion should be taken into
consideration and adequately compensated for. 43
 The designer should ensure that the characteristics of the deck
water seal, pressure/vacuum breakers and pressure/vacuum valves and
the pressure settings of the high and low inert gas deck pressure alarms
are compatible. It is also desirable to check that all pressure/vacuum
devices are operating at their designed pressure settings.

The operating principle of a liquid-filled pressure/vacuum

breaker is shown in figure 13.

44
Figure 13: Operating Principle of Liquid-filled Pressure
/ Vacuum Breakers 45
Inert Gas Operations
On board oil tankers required to be fitted with an inert gas
system, the system should be used during the full cycle of tanker
operations. The cargo tanks should preferably at all times be inerted
and have a tank atmosphere with an oxygen content not exceeding 8%
by volume except when the tanks need to be gas-free.
During normal operation of oil tankers, the following inert gas
operations take place:
- Inerting of empty gas-free tanks;
- Inerting during loading and simultaneous discharge of
ballast from cargo tanks;
- Topping-up during loaded and ballast sea voyages;
46
 - Inerting during discharging and ballasting;
- Inerting during tank cleaning;
- Purging prior to gas-freeing;
- Use of the IGS for gas-freeing.
Inerting of empty gas-free tanks
Inerting of empty gas-free tanks is shown in figure 14.
Inerting of empty gas-free tanks should be continued till the
oxygen content is reduced to below 8% by volume. Purge pipes/vents
should be closed and the tanks pressurized with inert gas.
When all tanks have been inerted, they should be kept common
with the inert gas main and maintained at a positive pressure in excess
of 100 mmWG during the rest of the cycle of tanker operation.
47
Figure 14: Condition: Inerting of tanks filled with air. 48
 Inerting during loading and simultaneous discharge of
ballast from cargo tanks
See figure 15.
During loading without deballasting, it is normally not
necessary to operate the inert gas system. Figure 16 indicates this
operation with stopped inert gas system.
On completion of loading and prior commencement of
loaded voyage, the IGS may have to be started and tanks pressurized
to 300-600 mmWG.

49
Figure 15: Condition : Simultaneous loading and deballasting
of cargo tanks with IGS in use 50
Figure 16: Condition : Loading or Ballasting with IGS stopped. 51
 Topping-up during loaded and ballast sea voyages

During the loaded and ballast sea voyages, the cargo tanks should
be kept inerted with a positive pressure (above 100mmWG).

The positive pressure may, however, be disturbed by several

factors. 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, pitching and heaving in rough sea.

52
Topping-up of the tank inert gas pressure may be done by starting up
the inert gas system or by using a special topping-up generator, if
fitted.

The volume of inert gas needed for this topping-up operation

is normally small in loaded condition.

Figure 17 illustrates topping-up of tanks.

53
Figure 17: Condition: topping-up of tanks. 54
 Inerting during Discharging and Ballasting
Figure 18 shows the IGS in operation during cargo discharge.
Figure 19 shows the IGS in operation during simultaneous
discharge and ballasting.
On completion of cargo discharge and stripping, and prior
commencement of ballast voyage, the tanks should be pressurized
to 300-600 mmWG inert gas pressure.

55
Figure 18: Condition : IGS in operation during cargo discharge
56
Figure 19: Condition : IGS in operation during simultaneous
discharge and ballasting 57
 Inerting during Tank-cleaning
The oxygen content in the tank atmosphere should always be
checked before any tank cleaning is started. No tank cleaning, either
with the cargo oil Crude Oil Washing (COW) or with water, should
be started unless the oxygen content measured in the tanks is 8% by
volume or less and inert gas pressure is possitive (above 100 mmWG).
The conditions during tank cleaning with water are shown in
figure 20.

58
Figure 20: Tank Cleaning with water
59
 Purging prior to gas-freeing
When it is desired to gas-free a tank after washing, the
concentration of hydrocarbon vapour should be reduced by purging
the inerted cargo tank with inert gas. Purge pipes/vents should be
opened to atmosphere and inert gas introduced into the tank until the
hydrocarbon vapour concentration measured in the efflux gas has been
reduced to 2% by volume (below the critical line of dilution with air)
and until such time, as determined by previous tests on cargo tanks, has
elapsed to ensure that readings have stabilized and the efflux is
representative of the atmosphere within the tank.

60
 Gas-freeing

Gas-freeing of cargo tanks should only be carried out when tank

entry is necessary (e.g. for essential inspection, maintenance and repairs).
It should not be started until it is established that a flammable
atmosphere in the tank will not be created as a result (purged with inert
gas to below critical line of dilution with air).

Gas freeing may be effected by pneumatically, hydraulically or

steam-driven portable blowers, or by fixed equipment. In either case it is
necessary to isolate the appropriate tanks to avoid contamination from the
inert gas main.

61
When a large number of cargo tanks are required to be gas-freed (e.g.
dry-docking etc.), the inert gas fans may be used as gas-freeing fans.
IGS is generally fitted with a fresh air suction duct on the suction side of
the fans (see 4a in figure 21). Gas-freeing can then be carried out by;
shutting the boiler uptake valves (2), isolating scrubber (3), shutting the
inert gas fans suction valves(4) and taking direct suction from
atmosphere (4a). Fresh air will then flow into the inert gas main on
deck.

See figure 21: Condition: Gas-freeing with inert gas fans.

Gas-freeing should continue until; the entire tank has an oxygen content
of 21% by volume, a reading of less than 1% of LFL is obtained on a
combustible gas indicator, and toxic gas, if any, is below its TLV. 62
 63
Figure 21: Condition: Gas-freeing with inert gas fans.
Emergency Procedures
In the event of total failure of the inert gas system to deliver the
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. All
cargo tank operations should be stopped, the deck isolating valve
should be closed and immediate action should be taken to repair
the inert gas system.

In the case of tankers engaged in the carriage of crude oil it is

essential that the cargo tanks be maintained in the inerted
64
condition to avoid the hazard of pyrophoric iron sulphide ignition. 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 SOLAS
as soon as practicable, to avoid air being drawn into the cargo tanks.

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, cargo discharge and deballasting may only be resumed
provided that either an external supply of inert gas is connected to the
system through the arrangements required by SOLAS, or the following
precautions are taken: 65
- The venting system is checked to ensure that approved devices
to prevent the passage of flame into cargo tanks are fitted and that
these devices are in a satisfactory condition.

- The valves on the vent mast risers are opened.

- No free fall of water or slops is permitted.

- No dipping, 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.

All metal components of equipment to be introduced into the tank

should be securely earthed. This restriction should be applied until
a period of five hours has elapsed since injection of inert gas has
ceased. 66