Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 1 of 23
0050 INERT GAS SYSTEMS
1. GENERAL
All vessels fitted with an Inert Gas system must carry out all operations in accordance with
the requirements of this chapter and the instructions contained in the vessel’s Inert Gas
System Operation Manual. These are in addition to all mandatory rules, regulations and
industry standards which must always be followed.
2. OPERATION AS PER MANUFACTURER’S INSTRUCTIONS
The vessels fitted with fixed Inert Gas Systems (IGS) should follow the instructions laid
down in the manufacturer’s instruction book for the operation of the particular equipment
installed on the vessel.
3. OCIMF PUBLICATION ISGOTT
The instructions as laid out in the OCIMF book ISGOTT (latest edition), relevant chapter on
“Fixed Inert Gas Systems” are to be followed with particular emphasis in the stopping of
discharge operations should the inert gas plant fail during discharge when the IGS is being
used and not to resume operations until the IGS plant is again in operation or an alternative
source of inert gas is provided.
4. TRAINING
The Crew is to be trained at least once every three months and prior to load or discharge
cargo requiring use of the Inert Gas Systems, following the training and operating
instructions of the Manufacturer’s manual(s) as required by IMO publication Inert Gas
Systems.
5. RESPONSIBILITIES
5.1. CHIEF OFFICER
P/V Breaker: Will confirm the level of seal liquid before, during and after completion of
operations.
Check if water has antifreeze (in cold climates).
Deck line: Will confirm that blanks are installed and/or spool pieces in the line are
removed when the IGS is not in operation.
5.2. CHIEF ENGINEER
O2 Analyzer: Calibrate analyzer and confirm proper operation before usage. Make sure
availability of Span Gas (Check with Chief Officer)
IGS: To ensure proper maintenance of the system.
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 2 of 23
6. IGS OPERATIONAL FUNCTIONS WITH REGARD TO PRESSURE AND
ALARM SETTINGS
▪ Control pressure setting: The pressure that will be maintained in the IG deck main line
during the operation of the plant only. Once the plant is stopped, set value of control
pressure will have no bearing on the actual pressure in the IG mail line. The selection
to be discussed with terminal representative at the pre- transfer conference. The
pressure sensor is a differential pressure transmitter installed for indication and
control.
This has no effect on the high or low pressure alarm.
▪ IGS high or low pressure alarm: The transducer is a pressure switch, set during
installation, to activate alarm only. This has no effect on the control or pressure
indication. Ship’s staff will only test the alarm function and never change the setting
as a protocol.
The high pressure alarm is set at 90 % of the PV Valve lift off pressure, e.g. If the PV lift
off pressure is 1400 mmwg, then the High Pressure alarm should be set to 1260 mmwg.
The minimum pressure of Inert Gas to be maintained in the cargo tanks is 200 mmwg.
▪ PV Valves: They are selected and installed for the vessel, the ship staff will carry out
periodic maintenance and test only.
▪ Individual tank pressure indications in the CCR: The indication of individual cargo
tank pressure sensors are Independent for each tank, they are also designed to raise
high and low pressure alarms that are set at 10 % above the PV valve designed
pressure and vacuum (10 % above PV valve lift off pressure for high pressure alarm
and 10 % below Vacuum release value of PV valve). They serve as secondary venting
function of each cargo tank.
PV Breaker: This is a stationary installation and designed to release pressure or vacuum.
The Pressure release Value and the Vacuum release value are ship specific and these
records must be maintained on board and the values are to be stenciled on the body of the
PV Breaker.
6.1. MAINTAINING IG PRESSURE IN TANKS
a. While discharging cargo oil (or clean ballast), maintain the pressure of the system is
automatically controlled at around 500 - 700 mmwg (this pressure helps improve the
efficiency of cargo discharge, especially in the case of a cargo with high vapour
pressure). On completion of cargo discharge, while the vessel waits in port for sailing,
the tank pressure should be maintained around 500mmwg.
b. Pay attention to the combustion of the boiler as the load imposed on it changes when
cargo pumps are used. Oxygen content in the inert gas produced by IGS is to be
maintained below 5 % by volume in the IGS Plant. This figure must be less than 8%
in the Cargo Tanks.
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 3 of 23
c. The IGS oxygen and pressure dual recorder shall be kept “switched on” at all times in
ports and at sea, and endorsed with the data, time and type of operation.
d. IGS Log shall be completed on every occasion that an inert gas operation is carried
out.
b. IG pressure in tank must not be released manually through the PV valve.
7. BEFORE USE OF INERT GAS
The inert gas system must be available at all times and must be tested and maintained as per
the PMS to ensure this.
The stock of spare parts carried must be maintained at the appropriate level and whenever
critical parts are used they must be re-ordered immediately.
All inert gas safety systems must be checked prior every operation, or at a period not
exceeding 1 month. This is particularly important when the equipment has not been used for a
long period of time.
These tests are described in the Inert Gas Operations and Equipment Manual and
manufacturer’s instructions and must also include as a minimum the following:
▪ Oxygen monitoring equipment must be calibrated and alarm points checked, this
includes both portable and fixed equipment
▪ Automatic shut-down systems and valves checked
▪ Deck seal alarms must be tested
▪ Non-return valves must be checked
▪ Hydrocarbon gas detectors must be checked and alarms tested
Instrumentation shall be fitted for continuously indicating and permanently recording when
inert gas is being supplied:
▪ The pressure of the inert gas supply forward of the non-return devices
▪ The oxygen content of the inert gas in the inert gas supply mains on the discharge side
of the gas blowers. The devices referred to above shall be placed in the cargo control
room. But where no cargo control room is provided, they shall be placed in a position
easily accessible to the officer in charge of cargo operations
In addition, meters shall be fitted:
▪ In the navigation bridge to indicate at all times the pressure of the inert gas main
forward of the non-return devices
▪ In the machinery control room or in the machinery space to indicate the oxygen
content of the inert gas in the inert gas supply mains on the discharge side of the gas
blowers
The readings on the local, bridge and cargo control room oxygen and pressure recorders,
where fitted, must agree.
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 4 of 23
8. PRECAUTIONS FOR TOPPING UP TANK PRESSURE WHILE AT SEA
a. Breather valve is actuated to adjust the pressure of the ullage space which fluctuates
during loaded passage. On some routes, the pressure of the ullage space may decrease
due to the change in temperature.
b. When the pressure falls to about 200 mmAq at which level an alarm system is
actuated.
c. In such a case supply inert gas by operating the IGS until after the pressure of the tank
is restored to about 700 mmAq.
d. Monitor the change in the tank pressure and keep the pressure below 1,000 mmAq in
principle. If the pressure further rises, this must not be released manually, but allowed
to be released through P/V valve.
9. LOADING DIRTY BALLAST AFTER DISCHARGE
The inerting operation for cargo loading and for ballasting in Cargo oil tank is almost the
same in terms of method and procedure.
a. Inert gas in the tank is discharged into the atmosphere through the vent riser while the
loading (or ballasting) operation is in progress.
b. After loading or ballasting supply inert gas if necessary.
10. TANK CLEANING OPERATION
a. Use fixed tank cleaning machines in principle and supply inert gas continuously
during the tank cleaning operation. When portable machine are used, take measures
to prevent leaks of inert gas through the hose saddles by using materials such as a
sand bag.
b. Where the tank pressure can be kept at about 700 mmAq without supplying inert gas
to the tank, stop the inert gas plant by closing the inert gas deck isolating valve.
Keep the plant on stand-by ready to use again at any time.
11. GAS FREEING OPERATION
a. After tank cleaning, replace petroleum gas with inert gas (gas purging).
b. After replacement, gas-free the tank by supplying outside air (air purging).
c. The gas-freeing operation is carried out by means of fixed blowers, portable blowers
or inert gas blowers.
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 5 of 23
12. INERT GAS BRANCH LINE VALVES
The cargo tank venting system and the IGS may use common lines to the tanks in which case
IG branch line valves must be locked in the open position at all times except when gas
freeing tanks.
On product tankers, where each cargo tank is provided with a means of protection against
over or under pressurisation due to thermal variations such as secondary means of ventilation
(as explained below), it may be required to isolate the cargo tanks from the common
IG/venting system for operational reasons.
If this action is considered necessary then a record should be kept of the individual valve
status and the operational reasons for departing from the normal procedure.
It is essential that the I.G. branch line valves be normally locked in the open position. To help
ensure this, the following precautions should be taken;
▪ During the pre-inspection prior to any loading, discharging or ballasting into cargo
tanks taking place a responsible officer, together with the pump man or bosun, must
physically check these I.G. valves are locked open.
▪ IG branch line valves must be confirmed locked open by the deck watch before the
filling or emptying of any tank can commence.
▪ The locking key(s) for the I.G. branch line valves should be located in the CCR and be
clearly marked. They must be under a responsible officer’s custody but should be
accessible for the persons on duty to use in an emergency.
▪ A branch line valve may be closed operationally only on the direct written orders of
the Chief Officer.
▪ An I.G. branch line valve “status board” must be kept in the CCR on every tanker and
be updated whenever a valve is operated.
13. SECONDARY MEANS OF TANK PROTECTION
All cargo and cargo slop tanks are to be provided with a secondary means of tank protection.
▪ This may be by way of each tank being fitted with two full flow high velocity PV
valves of equal venting capacity; or
▪ One full flow high velocity PV valve fitted to the tank, with pressure monitoring (with
alarm) of individual tank ullage spaces displayed in the CCR.
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 6 of 23
14. MECHANICAL P/V VALVES
i) These valves lift at a set pressure point and allow excess tank pressure to vent into the
atmosphere.
ii) They are very important to the venting/IG system and must be maintained in good
working order at all times to fulfil their function of preventing the tank system
becoming over-pressurised or under-pressurised.
iii) In the case of product tankers in the clean oil trade, tank sections may need to be
isolated to maintain product integrity, therefore the correct operation of these valves is
vitally important.
15. LIQUID P/V BREAKERS
Liquid P/V breakers fulfil the same function as mechanical valves but generally require less
maintenance.
In order to reduce pollution risks the liquid filled pressure/vacuum breakers on fleet vessels
are now filled with water and glycol antifreeze. The levels in the breakers must be checked
on a routine maintenance schedule, and the p/v breakers topped up as required to the set level
with the appropriate ratio mix of water/glycol antifreeze.
▪ The sight glasses must be kept clean so that the liquid level can be clearly seen at any
time.
▪ The liquid level in the P/V Breaker should be checked periodically and topped up
whenever required, ensuring that the P/V Breaker is at zero pressure at the time of
verification.
▪ If freezing temperatures are anticipated, a water-filled Pressure Vacuum (P/V) breaker
shall be refilled with the recommended mixture of water and anti-freeze fluid
▪ Where a PV Breaker is the secondary means of venting and the vessel is required to
carry out loading, maintaining vapour segregation, then:
i) Load or discharge only one grade at a time;
ii) Individual tank inlet valves for inert gas are to be shut only after completion of
loading or discharging from that tank;
iii) During the voyage, the ullage space of all tanks shall be monitored on a daily
basis for oxygen content and pressure.
16. VALVE MAINTENANCE
Guidelines will vary from ship to ship according to the system fitted. On vessels on a long sea
passage the system may not be in use for weeks rather than days, as such the following valves
are to be operated at mentioned intervals, for freedom of movement:
i) Boiler uptakes – weekly;
ii) Bulkhead /pressure controller valves – weekly;
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 7 of 23
iii) Re-circulation valves – weekly;
iv) Fan valves, both manual and automatic – weekly;
v) IG non-return valves – monthly;
vi) IG Main isolating valves – monthly;
vii) Any other valves on the system liable to become stuck in position due to inaction,
at intervals deemed necessary
▪ The checking of these valves should be incorporated into the weekly/monthly safety
checks to ensure that the valves work when required and vessels do not arrive in port
with an inoperable IGS.
▪ The water level in the deck seal must be checked daily when weather permits. This seal
is the primary defence against hydrocarbon gas getting back to the machinery spaces.
17. INERT GAS SYSTEM OPERATION
All product carriers equipped with IGS should in accordance with the SOLAS
CONVENTION use the IGS when carrying petroleum products (MARPOL Annex I) having
a flash point not exceeding 60 degrees Celsius.
After discharging and cleaning of the tanks they should be ventilated so as to permit tank
inspection as well as allowing mopping up and removal of scales. Before the vessel inerts the
tanks again, prior to arrival at the new load port, the Captain should consult The Company
and the local agent to establish whether in tank inspection during the pre-loading survey will
be required, and the vessel should only arrive inerted if charterer accepts visual on deck
inspection only. (Check Charter Party and /or Loading Instruction and/ or with Vessel's
Operators)
Masters and all officers must refer the contents of the latest edition of ISGOTT and the
ship’s inert gas system manual, which fully explain the theory and operation of the inert
gas plant.
▪ The Inert gas system shall be operated in accordance with the Class approved IG
Manual. All relevant checks and test are to be carried out as per the manufacturer’s
manuals prior starting IG, during IGS operation and after the IGS is stopped.
▪ When operating IGS, ensure that the oxygen content and pressure in the main line is
being continuously recorded on the recorder in the CCR. The date and time of every
start and stop of the system shall be annotated on the recording paper roll.
▪ A local Pressure/Vacuum gauge shall be fitted on the Main I.G Line. The reading on
this gauge shall be compared at regular intervals with the remote gauge fitted in the
Cargo control room.
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 8 of 23
▪ The IGS should be maintained so that the plant is capable of delivering inert gas with
an oxygen content of not more than 5% by volume.
▪ All cargo tanks should normally be inerted with the oxygen content maintained at not
more than 8% by volume, except when it is necessary for the tank(s) to be as-free for
entry or for ports with special requirements (5% or less).
If the oxygen content in the main line exceeds 8%, then immediate steps shall be taken to
rectify the situation. If this cannot be accomplished, then the cargo operation shall be
suspended and the deck isolation valve closed.
▪ The cause for the high oxygen content in the inert gas is to be rectified, and an oxygen
content of less than 8% by volume is to be achieved, before cargo operations can be
resumed.
▪ The portable oxygen analyser shall be used to verify the output of the fixed oxygen
analyser at regular intervals.
17.1. CLEAN PRODUCTS
Vessels on the clean oil trade are all fitted with an inert gas plant. However, there are a
number of operational problems, which will mean the vessel cannot always remain
inerted. Basically, these are: -
▪ Tanks may require inspection by shore surveyors on arrival at the loading port.
▪ Crew will frequently have to enter tanks to mop up.
▪ Vapour contamination of products such as Kerosene, Jet A and Gas Oil by low flash
products such as Motor Spirit is possible via the common IG line.
▪ When a cargo is loaded that has parcels of products with a flash point below 00ºF such
as Motor or Aviation Gasoline and parcels of products with a flash point above
1000ºF such as Kerosene, Jet A and Gas Oil, the inert gas valves on the low flash
product tanks must be shut as soon as loading is completed and kept shut throughout
the voyage. The individual tank P/V valves must be fully operational before IG tank
line valves are shut.
Clean carriers with IGS should, unless otherwise advised, be presented for loading in
inerted condition.
If terminal or shipper requires tank inspection, then Master shall:
▪ Advise that all time delays and relevant costs involved shall be billed to party
requesting tank inspection
▪ Issue a Letter of Protest
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 9 of 23
▪ Record times, fuel consumption and any other costs involved in the gas freeing
operation, and the re-inerting operation, if the loading is to be carried out with the
tanks inerted.
17.2. VOYAGE CONDITION
At the start of each voyage, cargo and slop tanks should be inerted, with oxygen content
less than 8% and the pressure in excess of 200mm Wg.
Inerted tanks shall be maintained at a minimum pressure of 200mm WG at all times.
Topping up may be necessary to achieve this pressure during the course of a voyage.
18. OPERATION OF INERT GAS PLANT
Although there are differing designs of inert gas plants within the fleet, the procedures for
staring up, shutting down and testing for safety are similar and are given below:-
18.1. START-UP PROCEDURES
i. Ensure that the portable oxygen analyser, fixed oxygen analyser and recorder and inert
gas pressure indicator and recorder are working correctly and correctly calibrated
ii. Oxygen and pressure recorders must be used and the record charts identified by date
and type of operation every time the inert gas plant is used.
iii. Ensure the boiler or inert gas generator is producing flue gas with an oxygen content
of 5% by volume or less
iv. Ensure that power is available for all control, alarm and automatic shutdown
operations
v. Ensure that the quantity of water needed by the scrubber and deck seal is being
maintained satisfactorily by the pumps selected for this duty
vi. Test operation of the alarm and shutdown features of the system for scrubber water
supply, and high and low levels
vii. Check that the fresh air inlet valve is closed and the blank secured
viii. Shut off the air to any air sealing arrangements for the flue gas isolating valve
ix. Open the flue gas isolating valve
x. 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
xi. Start the blower
xii. Test blower "failure" alarm
xiii. Open the blower discharge valve
xiv. Open the re-circulating valve to enable plant to stabilise
xv. Open the inert gas regulating valve
xvi. Check that the oxygen content of the inert gas is 5% by volume or less
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 10 of 23
xvii. The inert gas system is now ready to deliver gas to the cargo tanks
xviii. Ensure individual tank I.G. valves are open and tank valves not in use closed and
locked
18.2. SHUTDOWN PROCEDURES
When all tank atmospheres 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 valve
▪ Shut the gas pressure regulating valve
▪ Shut down the inert gas blower
▪ Close the blower suction and discharge valves. Check that the drains are clear.
▪ Open the water washing system on the blower while it is still rotating with the power
supply of the driving motor off. Shut down the water washing plant after a suitable
period.
▪ Close the flue gas isolating valve and open the air sealing system
▪ Keep the full water supply on the scrubbing tower for one (1) hour
▪ Fresh water wash the scrubber
▪ Ensure that the water supply to the deck seal is satisfactory, that an adequate seal is
maintained and that the seal alarm arrangements are in order
Keep power to control panel switched on at all times, unless vessel is gas free
18.3. SAFETY CHECKS WHEN THE IG PLANT IS SHUTDOWN
▪ The water supply and level in the deck seal is to be checked daily. Check the water
level in water loops installed in pipe work for gas, water or pressure transducers, to
prevent the back flow of hydrocarbon gases into gas safe places.
▪ In cold weather, ensure that the arrangements to prevent the freezing of sealing water
in the deck seals and pressure vacuum breakers are in order Check the IG pressure
and record in the deck log book once per watch. Before the pressure in the inerted
cargo tanks drops to 100 millimetres of water, these tanks are to be re-pressurised.
18.4. POSSIBLE FAILURES AND ACTION TO BE TAKEN
High oxygen content which may be caused or indicated by the following conditions:
▪ Poor combustion control at the boiler, especially under low load conditions
▪ Drawing air down the uptake when the boiler gas output is less than the I.G. blower
demands, especially under low load conditions
▪ Air leaks between the inert gas blower and the boiler uptake
▪ Faulty operation or calibration of the oxygen analyser
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 11 of 23
▪ Inert gas plant operating in the re-circulation mode, or entry of air into the inert gas
main through the pressure vacuum valves or mast risers due to incorrect operation
▪ If the inert gas plant is delivering inert gas with an oxygen content of more than 8%
then all cargo tank operations are to be stopped, and the fault is to be traced and
repaired. All crude oil washing and water washing of tanks is to be stopped (if
applicable)
The inability to maintain pressure during cargo discharge or deballasting operations may
be caused by:
▪ Inadvertent closure of the inert gas valves
▪ Faulty operation of the automatic pressure control system
▪ Inadequate blower pressure, or a cargo rate in excess of the blower output
▪ The cargo discharging or deballasting is to be stopped or reduced depending on
whether or not positive pressure in the tanks can be maintained while the fault is
rectified.
▪ If positive pressure cannot be maintained, all cargo tank operations must be stopped.
18.5. INERT GAS EMERGENCY PROCEDURES
In the event of inert gas system failure, namely:
▪ inability to deliver the required quantity and quality of inert gas
▪ inability to keep up pressure in the cargo tanks
▪ shut down of the inert gas plant
Immediate action must be taken to prevent any air being drawn into the tanks. All
discharging, deballasting, tank washing, ullaging or sampling must cease and the inert gas
deck isolating valvemust be closed.
Cargo operations, as above, must not be recommenced until the inert gas plant is returned
to service and tanks are satisfactorily inerted.
During re-inerting; no ullaging, dipping, sampling or other equipment should be inserted
into the tank, until it is established that the tank is inert. This should be done by
monitoring the effluent gas from the tank being inerted until the oxygen content is
reduced to less than 8% by volume and always provided that it is known that the effluent
gas is fully representative of the atmosphere within the tank.
Before introducing a gas sampling tube into the tank for this purpose, there should be a
delay of 30 minutes following the cessation of inert gas injection. Metallic components of
the sampling system should be securely bonded to earth and should remain so for 5 hours
after cessation of inert gas injection.
Introduction of any other equipment into the tank after re-inerting must be strictly
avoided. However, if such introduction is essential for the safety of the operation, it
should be done only after at least 30 minutes have elapsed since the injection of gas has
ceased, all metal components of the equipment must be securely bonded to earth and only
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 12 of 23
natural fibre rope should be used for suspending the equipment. Again, these restrictions
should be applied until a period of five hours has elapsed since the injection of inert gas
has ceased.
If an inert gas system pressure override switch/key is available on board same should not
be used as a means to bypass safety settings. The Override switch/key should be under
the control of chief officer and to be used only after consulting master and office in
abnormal cases such as defective pressure sensors after performing a Risk Assessment.
The above procedures are necessary for two reasons, namely static electricity and
pyrophoric ignition.
18.5.1. Pyrophoric Ignition
Pyrophoric iron sulphide deposits, formed when hydrogen sulphide gas reacts with
rusted surfaces in the absence of oxygen, may be present in the cargo tanks and these
deposits can heat to incandescent when coming into contact with air. Therefore, in the
case of tankers engaged in the carriage of crude oil, the failed inert gas system must be
repaired and restarted, or an alternative source of inert gas provided, before discharge
of cargo or ballast is resumed.
Air must be excluded from the tank. This exothermic reaction can create heat that is
sufficient to:
▪ Turn particles incandescent.
▪ Ignite a flammable mixture.
This is known as “Pyrophoric Oxidation”.
19. FAILURE OF THE INERT GAS SYSTEM
For vessels fitted with and required to use and operate Inert Gas systems, please ensure the
following instructions are followed at all times.
Notification requirements:
▪ Company shall be immediately advised and provided with the following information:
a) Nature of problem in the Inert Gas System – estimated duration of repair
b) Availability, capacity of alternative IG supply
c) If assistance of shore/service technicians is required
d) Spare parts requirement
e) Restrictions on berth occupancy
f) Cargo quantity remaining in each tank
g) Oxygen, hydrocarbon and pressure levels in each tank
▪ Connection point on IG line for alternative emergency supply shall be clearly
identified
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 13 of 23
▪ Due to static electricity hazard, if air has or may have entered tank, no equipment may
be introduced until at least thirty minutes after supply of IG has stopped. Even then,
equipment can be introduced into the tank only if it is correctly earthed
The following procedures are to be used in conjunction with regulations as prescribed by
SOLAS and in guidelines such as ISGOTT, Code of Safe Working Practices, Terminal
Regulations and the Company’s Quality Management System.
In addition to the senior deck and engineering officers, ALL duty Deck Officers must be fully
aware of all the requirements as stated in the above publications which must be followed at
all times, the vessel’s Operational Procedures and Contingency Plans and the following:
▪ Calibration of fixed (engine room) 02 meters must be carried out monthly and before
each discharge / IG plant operation. Results must be recorded with corresponding
notation in the E.R. Log book
▪ CCR IG recorder to be checked before each discharge/IG plant operation. It must be
operational at all times during IG supply to tanks and verified operating correctly.
Suitable entry is to be made in the cargo logbook. The IG recorder must be signed by
the OOW, with date and time at commencement and completion of operation.
▪ O2 content of all inerted tanks must be checked and recorded prior to port entry and
re-pressurized prior to discharge.
▪ IG must be supplied to tanks at the commencement of discharge and O2 content and
pressure recorded and adjusted accordingly.
▪ The Inert Gas Plant must be rated at 125% of the maximum discharge capacity. If for
any reason this rate cannot be met, then immediate investigation must be carried out
and reported to the Company.
▪ PV valves must be checked regularly during discharge for signs of excess pressure or
vacuum.
▪ Cargo operations must be stopped if O2 content of delivery IG rises above 5% or the
O2 level in the cargo tanks rises above 8%. Cargo can only recommence when this
level is once again attained. Means of re-attaining the required levels will depend on
the vessels system.
▪ Cargo operations must be stopped if the Inert Gas Plant fails to comply with the
requirements of SOLAS or stops at any time. The shore terminal and the Company
must be advised.
(Note: The cargo pumps must stop automatically if the IG plant stops. If this does not happen,
then pumps must be stopped manually and the cause of IG plant failure immediately
investigated and rectified before attempting to start the cargo pumps)
▪ Cargo operations MUST be stopped if the IG pressure reaches its lower limit – as
determined by the pressure sensors on the IG main (if fitted). (These pressure sensors
must automatically stop the main cargo pumps, and restarting will not be possible
until the minimum IG pressure is again reached)
Oil Cargo Operations Manual
MTM Ship Management
Inert Gas Systems
Issued by Manager, HSSQE Doc. Nbr. : OC-0050 Rev. Nbr : 0000
Approved by Managing Director Date : 30th Sep 2019 Page : 14 of 23
▪ If for any reason the cargo pumps do not stop when the IG low pressure alarm sounds,
then the cargo pumps must be stopped manually from the CCR immediately.
▪ The OOW (Deck or Engine) must inform the C/O of any concerns on the safe
operation of the Inert Gas Plant
The Master must be called if the C/O is in any doubt about the operation and performance of
the Inert Gas Plant.
In the event of failure of the inert gas system action must be taken immediately to prevent air
from being drawn into the tanks.
▪ All cargo and/or ballast must be stopped and the deck isolating valves for the inert gas
system closed. Immediate action must be taken to repair the system.
▪ It is essential that the Company be informed immediately of such a failure together
with the reason for failure, if known, and any spares required to repair the system.
▪ In the event that the IG plant cannot be repaired, the company must be contacted prior
to any resumption of the cargo operations.
▪ Masters are reminded that national and local regulations may require the failure of an
inert gas system to be reported to the harbour authority, terminal operator and to the
port and flag state administrations.
▪ In crude carriers, due to the possible presence of pyrophoric iron sulphide deposits,
such a failure will require either the repair of the system or an external supply of inert
gas before discharge or tank cleaning can resume.
▪ In the case of product carriers where a failure cannot be immediately repaired,
discharge or tank cleaning may only be resumed if an external supply of inert gas is
provided or the following precautions are taken:
a) Flame screens are checked to ensure they are fitted and in good condition.
b) Valves on the vent mast risers are opened.
c) No dipping, ullaging, sampling or other equipment is introduced into the tank
unless essential to the safety of the operation. If it is necessary for such equipment
to be introduced into the tank it must be done only after at least 30 minutes has
elapsed since the supply of inert gas to the tank has ceased.
d) All metal components of any equipment to be introduced into the tanks must be
securely earthed. This restriction must be applied until a period of 5 hours has
elapsed since the supply of inert gas to the tanks has ceased
▪ If it is becoming necessary, on a product carrier, to clean tanks while the inert gas
system it out of operation, the precautions detailed in the I.S.G.O.T.T. Guide must be
observed
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▪ Must a vessel experience a partial failure of the inert gas system during discharge of
cargo, and the vessel is unable to supply sufficient inert gas to keep the tanks inerted
at a positive pressure of at least 100mm water gauge, then the cargo discharge rate
must be reduced to a level at which a positive pressure of 100mm water gauge can be
maintained
19.1. STATIC ELECTRICITY
Refer to ISGOTT
20. SAMPLING AND GAUGING DURING INERT GAS PLANT FAILURE
Generally restricted, however if absolutely necessary,
▪ Gauging and sampling shall be carried out via tank vapour locks wearing PPE as per
Matrix S106 & S106A.
▪ The portable gauging units shall be electrically continuous and properly grounded.
21. INERT GAS – MAINTENANCE AND INSPECTION
The safety arrangements are an integral part of the inert gas system and it is essential for the
ship's staff to give special attention to them during any inspection.
22. CARGO TANK INERTING / PURGING
Hydrocarbon gas normally encountered in the petroleum tankers cannot burn in an
atmosphere containing less than approximately 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 that figure.
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 atmosphere non-flammable.
For practical purposes and to allow a safe margin, 8% is taken as the level of oxygen at which
no hydrocarbon gas/air mixture can burn under any circumstances.
To prevent fire or explosion in a tank coating a hydrocarbon gas/air mixture it is therefore
necessary to produce and supply inert gas having oxygen content not normally exceeding 5%
and to displace the existing air in the tank until the resultant oxygen level throughout the tank
does not exceed 8% by volume. Ideally the inert gas should not contain oxygen but this is not
possible in practice.
The replacement of a tank atmosphere by inert gas can be achieved by either inerting or
purging. In each of these methods one of two distinct processes:
Dilution or Displacement will predominate.
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▪ Dilution takes places when the incoming inert gas mixes with the original tank
atmosphere to form a homogeneous mixture through the tank so that, as the process
continues, the concentration of the original gas decreases progressively. It is
important that the incoming inert gas has sufficient entry velocity to penetrate to the
bottom of the tank. To ensure this a limit must be placed on the number of the tanks,
which can be inerted simultaneously.
▪ Displacement depends on the fact that inert gas is slightly lighter than hydrocarbon
gas so that, while the inert gas enters at the top of the tank, the heavier hydrocarbon
gas escapes from the bottom through suitable piping. When using this method it is
important that the inert gas has a very low velocity to enable a stable horizontal
interface to be developed between the incoming and escaping gas although, in
practice, some dilution inevitably takes place owing to the turbulence caused in the
inert gas flow. This system generally allows several tanks to be inerted or purged
simultaneously.
A mixture of inert gas and petroleum gas when vented and mixed with air can become
flammable. The normal safety precautions taken when petroleum gas is vented from a tank
should therefore not be relaxed.
When the tank is purged with inert gas and the hydrocarbon content is reduced to 2% or less
by volume so that during the subsequent gas freeing no portion of the tank atmosphere is
brought within the flammable range. The tank may then be gas freed.
The hydrocarbon content must be measured with an appropriate meter designed to measure
the percentage of hydrocarbon gas in an oxygen deficient atmosphere. The usual flammable
gas indicator is not suitable for this purpose.
22.1. GAS FREEING
Gas freeing and tank-cleaning operations are the most hazardous period of tanker
operations.
The additional risk from the toxic effect of petroleum gas during this period cannot be
over-emphasised and must be impressed on all concerned. It is therefore essential that the
greatest possible care is exercised in all operations connected with tank cleaning and gas
freeing.
The following procedures apply to the cargo tank gas freeing generally:
▪ Covers of all tank openings should be kept closed until actual ventilation of the
individual tank is about to commence.
▪ Portable fans and blowers should only be used if they are hydraulically, pneumatically
or steam driven. Their construction materials should be such that no hazard of
incendiary sparking arises if the impeller touches the inside of the casing.
▪ The venting of flammable gas during gas freeing should be by the vessel’s approved
method and where gas freeing involves the escape of gas at deck level or through tank
hatch openings the degree of ventilation and number of openings should be controlled
to produce an exit velocity sufficient to carry the gas clear of the deck.
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▪ Intakes of central air conditioning or mechanical ventilating system should be
adjusted to prevent the entry of petroleum gas, by recirculation of air within the
spaces.
▪ At any time, it is suspected that gas is being drawn into the accommodation, central
air conditioning and mechanical ventilating system should be changed to positive.
Window type air conditioning units which are not certified as safe for use in the presence of
flammable gas or which draw in air from outside the superstructure must be electrically
disconnected and any external vents or intakes closed.
▪ Where cargo tanks are gas freed by means of one or more permanently installed
blowers, all connections between the cargo tank system and blowers should be
blanked except when the blowers are in use.
▪ Tank openings within enclosed or partially enclosed spaces should not be opened until
the tank has been sufficiently ventilated by means of openings in the tank that are
outside these spaces. When the gas level within the tank has fallen to 25% of the LFL
or less, openings in enclosed or partially enclosed spaces may be opened to complete
the ventilation.
▪ Such enclosed or partially enclosed spaces should also be tested for gas during this
subsequent ventilation.
▪ If the tanks are connected by a common venting system, each tank should be isolated
to prevent the transfer of gas to or from other tanks.
▪ Portable fans, where used, should be placed in such positions and the ventilation
openings so arranged that all parts of the tank being ventilated are equally and
effectively gas freed. Ventilation outlets should generally be as remote as possible
from the fans.
▪ Portable fans, where used, should be so connected to the deck that an effective
electrical bond exists between the fan and the deck.
▪ Fixed gas freeing equipment may be used to gas free more than one tank
simultaneously but MUST NOT be used for this purpose, if the system is being used
to ventilate another tank in which washing is in progress.
▪ On the apparent completion of gas freeing any tank, a period of about 10minutes
should elapse before taking final gas measurements.
▪ Tests must be made at several levels and where the tank is subdivided by a wash
bulkhead, in each compartment of the tank. In large compartments such test should be
made at widely separate positions.
▪ If satisfactory gas readings are not obtained, ventilation must be resumed.
▪ On completion of gas freeing, all openings except the tank hatch should be closed.
▪ On completion of all gas freeing and tank washing, the gas venting system should be
carefully checked, with particular attention being paid to the efficient working of the
pressure/vacuum valves and any high velocity vent valves. If the vents or vent risers
are fitted with devices design to prevent the passage of flame (flame screens), these
should also be checked and cleaned.
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▪ Flame arrestors are designed to prevent the passage of a flame back to the tanks and
provide protection, particularly in respect of lightning strikes. They must be kept
clean and regularly inspected.
If found damaged, they must be immediately replaced. They must not be painted.
▪ Gas vent riser drains should be cleared of water, rust and sediment, and any steam
smothering connections tested and proved satisfactory
22.2. GAS FREEING - VESSEL NOT EQUIPPED WITH INERT GAS
For vessels not fitted with an inert gas system, the operation is such that the flammable
vapour is discharged initially through:
▪ Vent outlets which permit either a free-flow of vapour mixtures or a throttling of the
discharge vapour mixtures to achieve a discharge velocity of not less than 30m/s
▪ These outlets must be arranged to allow the vapour mixture to be discharged
vertically upwards.
i) Where the methods is free-flow, the outlet must not be less than 6m above a cargo
tank or fore and aft gangway if situated within 4m of the gangway and located not
less than 10m measured horizontally from nearest air intakes, openings to enclosed
spaces containing an ignition source and from deck machinery (this includes
windlass and chain locker openings).
ii) Where the method is by high velocity discharge, the outlet must be located not less
than 2m above the cargo tank deck and not less than 10m measured horizontally
from items stated in i) above.
iii) These outlets must have high velocity devices of an approved type outlets at least 2m
above cargo tank deck level with a vertical velocity of at least 20m/s and which are
protected by suitable devices to prevent the passage of flame and not less than 10m
measured horizontally from items stated in i) above.
iv) When the flammable vapour concentration at the outlet has been reduced to 30%
LEL, gas freeing may be continued at cargo tank deck level.
23. DECK SEAL
On vessels fitted with an inert gas system it is a requirement to maintain a positive seal
between the cargo tanks and the system for inert gas generation, this is accomplished by the
use of a non-return valve and a Deck Water Seal.
The water seal and non-return valve ensure that the cargo tank atmosphere cannot leak back
to the engine room or inert gas generator.
In vessels fitted with a Venturi type ‘Dry’ deck water seal, particular care must be taken with
inspections of the venturi and non-return valves to ensure that there is no corrosion which
may allow entry of oxygen into the system thus lowering the quality of the inert gas.
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Filters in the system must be removed regularly for inspection, cleaning, repair / replacement
as required.
When vessels are trading in cold weather areas it is essential that deck seal heating systems
are in operation.
Inspection of a deck seal is to include the following:
a) Opening of the unit for internal inspection
b) Checks for blockages in the venturi of semi-dry type seals
c) Checks for corrosion or cracks in the inlet pipe and housing
d) Corrosion of heating coils
e) Corrosion or damage to any of the internal parts of the seal or of the casing
f) Checks for blockage or corrosion of drain line
24. HANDLING HIGHLY VOLATILE CARGO
▪ There may be restriction imposed by a terminal for starting of an Inert Gas Plant,
cargo vapor emission to atmosphere and while alongside a terminal. In such a
situation, the ships staff must discuss with the terminal representative in the pre-cargo
transfer meeting and seek their input based on the cargo properties and past
experience, and the procedure to adopt should the tank pressure rises to an alarming
level.
▪ In view of above, it is imperative that while handling (loading / discharge) high
volatile cargo, when on completion of discharge, the vessel is required to stay
alongside terminal in idle condition.
▪ The IG pressure on board should be set to a minimum required 200 mmwg in order to
compensate for the increase in vapor pressure.
▪ As far as practical keep maximum ullage in order to have sufficient ullage space to
accommodate for the increase in vapor pressure.
▪ Keep close co-operation and communication with the shore representatives to advise
them of any possibility of increase in pressure and subsequent release of Inert Gas in
order to implement preventive action in advance.
25. MAINTENANCE
Vessels fitted with an inert gas system must carry out the routine inspections, tests and
maintenance required by the vessel’s “Inert Gas System Operation and Equipment Manual”,
and the company’s PMS.
Maintenance of the Inert Gas System is the responsibility of the Chief Engineer.
26. INERT GAS SCRUBBER
Inspection of the inert gas scrubber may be through access covers or manholes. Checks must
be made for corrosion, fouling and damage to:
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a) Scrubber shell and bottom
b) Cooling water pipes and spray nozzles
c) Float switches and temperature sensors
d) Other internals such as trays, demister pads and linings
Prior to port entry and at any time before the IG is used it must be common practice to ensure
the scrubber pump is started at least four hours prior arrival to ensure any oil residue/soot
flushed from within scrubber thereby avoiding any possible incidents alongside. This must be
recorded in the vessels ER log book and this requirement is also included in the pre-arrival
checklist.
27. NON- RETURN VALVES
Non-return valves must be opened for inspection to check for corrosion and also to check the
condition of the valve seat and the free movement of the valve.
The operation of the valve must be tested in service.
28. FLUE GAS AND RE-CIRCULATING VALVES
Flue gas and re-circulating valves are to be “stroked” at regular intervals when the system is
not in service to ensure that they remain free to operate over their full range.
29. VENTILATION OR INERTING OF DOUBLE HULL SPACES & BALLAST
TANKS
29.1. INTRODUCTION
SOLAS Regulation II-2/59.4 requires oil tankers constructed on or after 1 October 1994,
to be provided with suitable arrangements for gas freeing and ventilation of double hull
spaces. In addition, oil tankers fitted with inert gas systems are required to have suitable
arrangements for inerting double hull spaces, when necessary.
29.2. GAS FREEING AND VENTILATION
The gas freeing and ventilation arrangements must be capable of gas freeing:
i) inerted double hull spaces; and
ii) double hull spaces containing cargo vapours from leakages of cargo into the spaces;
in order to maintain adequate ventilation continuously during entry of personnel.
29.3. ALTERNATIVE METHODS OF VENTILATION
i) The following methods of ventilation are feasible;
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a) Filling and subsequent emptying with water ballast.
b) Using portable gas-freeing fan fitted to tank openings with hose or pipe led to
bottom of the tank. Discharge may be through hatch or manhole (See Fig.1,2 and
3). Pipes made of non-metallic material may be accepted if documented to be of
electrically conductive type and suitably grounded. For acceptable results in larger
L-shaped tanks, the purge pipes should be led inboard to the centreline double
bottom girder. An alternative to portable fans is to use inert gas fans.
c) Same arrangement as Paragraph 29.3 (b) above, however extraction from bottom
through purge pipe and fresh air supply from deck (see Fig.2.)
d) Connection between the inert gas line and the water ballast line for fresh air supply
through ballast suctions (see Fig.3)
e) Cross-over ventilation (see Fig.4)
f) An arrangement utilizing dilution method with inlet and outlet at deck level. This
method will require a powerful fan so that the jet will penetrate all the way down to
the tank bottom. The high inlet velocity causes turbulent mixing with the tank
atmosphere. The gas being exhausted from the tank is at any time a mixture of the
gas supplied and the tank atmosphere. For L-shaped tanks this method alone is
normally not considered sufficient, but in combination with air supply through
ballast suctions, it may be acceptable
g) Combination of partly filling and ventilation, e.g. filling of double bottom section
of U-shaped tanks and ventilation of side spaces;
ii) Methods listed in Paragraph 29.3 (a) to (e) are based on displacement of gas, which
is considered to be the best solution for deep tanks of cellular design.
iii) Most hydrocarbon gases from crude oil, hydrogen sulphide and inert gas are heavier
than air. With requirements for connections for inert gas supply to ballast tanks,
inerting of ballast tanks will probably be a normal procedure. A ventilation
arrangement extracting the heavier gases from bottom utilizing portable fans mounted
on purge pipes and with fresh air supply from open hatches in deck will probably be
an effective gas-freeing method.
iv) However, filling of ballast tanks and subsequent emptying is considered as the most
efficient way of gas-freeing ballast tanks. Hull strength limitations must be observed.
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29.4. INERTING
i) The arrangements for inerting of double hull spaces may be through portable
connections to the inert gas system for cargo tanks or by fixed piping connections.
ii) If fixed piping is used, the arrangement must include a separate deck water seal and a
non-return valve in order to prevent communication between vapour spaces of cargo
tanks and the double hull spaces. The practices for inerting double hull spaces may
either be to keep these spaces inerted at all times when empty, or to inert them only if
hydrocarbon gases are detected indicating leakage between cargo tank(s) and the
double hull spaces. If the former practice is utilized, a fixed piping system is
considered necessary.
29.5. METHODS AND ARRANGEMENTS FOR INERTING
As for gas freeing and ventilation, the easiest method for inerting is to supply inert gas to
the space during deballasting. For that purpose, an inert gas inlet in the top of the space is
needed. However, arrangements must additionally, be provided to enable the space to be
purged with inert gas. For this purpose, at least, L-shaped tanks must be provided with
inert gas supply outlets near bottom far ends. Alternative arrangements for inert gas
purging will be the same as for ventilation purposes detailed in Paragraph 29.3 (e), (f)
and (g), replacing portable fan with inert gas supply inlets.
29.6. OPERATIONAL PROCEDURES
Written procedures should be available onboard giving details on how to carry out
ventilation, inerting of cleaning or double hull spaces.
Figure 1 - Ventilation by means of portable fan/inert gas fan and purge pipe connecting double hull spaces,
when necessary.
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30. RELATED DOCUMENTS
IMO Publication “Inert Gas systems”
IGS Manual
Form T124: Inert Gas Log
