INERT GAS SYSTEM
What is Inert Gas?
It is a gas which contains insufficient Oxygen to support combustion. Keeping tanks
inerted means cutting one side of the fire triangle and hence avoiding any chances or Fire
or Explosion.
SOME DEFINITIONS
1. Inert gas: -a gas or a mixture of gases, such as flue gas, containing insufficient
oxygen to support the combustion of hydrocarbons.
2. Inert condition: - a condition in which the oxygen content throughout the
atmosphere of a tank has been reduced to 8% or less by volume by addition of
inert gas.
3. Inert gas distribution system: -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: -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.
5. Gas-freeing: - the introduction of fresh air into a tank with the object of removing
toxic, flammable and inert gases and increasing the oxygen content to 21% by
volume.
6. Purging: - the introduction of inert gas into a tank already in the inert condition
with the object of:
1. further reducing the existing oxygen content.
2. reducing the existing hydrocarbon gas content to a level below which
combustion cannot be supported if air is subsequently introduced into the tank.
7. Topping up: - the introduction of inert gas into a tank which is already in the inert
condition with the object of raising the tank pressure to prevent any ingress of air.
WHAT IS INERT GAS SYTEM?
Inert gas system the protection against a tank explosion is achieved by introducing inert
gas into the tank to keep the oxygen content low and reduce to safe proportions the
hydrocarbon gas concentration of the tank atmosphere.
WHY WE NEED INERT GAS SYTEM IN TANKER’S?
explosion on tanker ships, three factors were responsible.
a. The hydrocarbon gas given off by the cargo
b. The oxygen content of the tank atmosphere.
c. The sources of ignition
So, it is impossible to prevent hydrocarbon gas, and the sources the of formation ignition
diverse and not fully understood. However, of are by introducing an inert gas (e.g.
nitrogen, carbon dioxide or helium) into the cargo tank atmosphere, the effective oxygen
content can be reduced to a level too low to support combustion. The oxygen
concentration must be kept below 10%. To provide an adequate safety margin, a figure of
between 3% and 5% must be aimed for in practice. Provided that such an atmosphere is
maintained, crude oil washing and other operating procedures can be carried out safely
without risk that the cargo tank mixtures pass through the flammable range.
*BEFORE GOING TO INERT GAS SYTEM FIRST WE SHOULD KNOW ABOUT
THE FLAMMABLE LIMITS AND EFFECT OF INERT GAS ON FLAMMABLITY.
Flammable limits
A mixture of hydrocarbon gas and air cannot ignite unless its composition lies within a
range of gas in air concentrations known as the "flammable range". The lower limit of this
range, known as the "lower flammable limit" is any hydrocarbon concentration below
which there is insufficient hydrocarbon gas to support combustion. The upper limit of the
range, known as the "upper flammable limit" is any hydrocarbon concentration above
which there is insufficient air to support combustion.
The flammable limits vary somewhat for different pure hydrocarbon gases and for the gas
mixtures derived from different petroleum liquids. In practice, however, the lower and
upper flammable limits of oil cargoes carried in tankers can be taken, for general purposes,
to be 1% and 10% hydrocarbon by volume, respectively.
Effect of inert gas on flammability
When an inert gas is added to a hydrocarbon gas/air mixture the result is to increase the
lower flammable limit concentration and to decrease the upper flammable limit
concentration. These effects are illustrated in figure, which should be regarded only as a
guide to the principles involved.
•
• Any point on the diagram represents a hydrocarbon gas/air/inert gas mixture,
specified in terms of its hydrocarbon and oxygen content.
• Hydrocarbon/air mixtures without inert gas lie on the line AB, the slope of which
shows the reduction in oxygen 5 content as the hydrocarbon content increases.
• Points to the left of AB represent mixtures with their oxygen content further reduced
by the addition of inert gas. It is evident from figure that as inert gas is added to
hydrocarbon/air mixtures the flammable range progressively decreases until the
oxygen content reaches a level generally taken to be about 11% by volume, at which
no mixture can burn. The figure of 8% by volume specified in these Guidelines for
a safely inerted gas mixture allows some margin beyond this value.
• The lower and upper flammability limit mixtures for hydrocarbon gas in air are
represented by the points C and D. As the inert gas content increases, the flammable
limit mixtures change. This is indicated by the lines CE and DE, which finally
converge at the point E. Only those mixtures represented by points in the shaded
area within the loop CED are capable of burning.
• Changes of composition, due to the addition of either air or inert gas, are
represented by movements along straight lines. These lines are directed either
towards the point A (pure air), or towards a point on the oxygen content axis
corresponding to the composition of the added inert gas. Such lines are shown for
the gas mixture represented by the point F.
• When an inert mixture, such as that represented by the point F, is diluted by air its
composition moves along the line FA and therefore enters the shaded area of
flammable mixtures. This means that all inert mixtures in the region above the line
GA (critical dilution line) pass through a flammable condition as they are mixed
with air (for example during a gas-freeing operation). Those below the line GA,
such as that represented by point H, do not become flammable on dilution. It will
be noted that it is possible to move from a mixture, such as that represented by F,
to one such as that represented by H, by dilution with additional inert gas.
Methods of gas replacement
There are three operations which involve replacement of gas in cargo tanks,
1. Inerting.
2. purging.
3. gas-freeing.
In each of these replacement operations, one of two processes can predominate:
1.dilution, which is a mixing process.
2.displacement, which is a layering process.
These two processes have a marked effect on the method of monitoring the tank atmosphere
and the interpretation of the results. Below Figures show that an understanding of the
nature of the gas replacement process actually taking place within the tank is necessary for
the correct interpretation of the reading shown on the appropriate gas sampling instrument.
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 throughout the tank.
Figure 2 shows an inlet and outlet configuration for the dilution process and illustrates the
turbulent nature of the gas flow within the tank.
Figure 3 shows typical curves of gas concentration against time for three different sampling
positions.
Ideal replacement or displacement 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. 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.
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.
REGULATIONS ON IG SYSTEM: -
• The inert gas system is designed and operated to render and maintain a non-
flammable atmosphere in the cargo tank at all times until required to be gas free.
• The system is capable of delivering Inert Gas (IG) at 125% of the maximum rate
of discharge.
• The system is capable of delivering IG with oxygen content not more than 5% by
volume.
• The scrubber is capable of cooling the flue gases and removing solids and sulphur.
It is installed aft of all cargo spaces, pumprooms and cofferdams.
• At least two blowers are provided to supply the IG to the tanks and they are
located aft of all cargo spaces, pumprooms and cofferdams.
• IG generator may be fitted with only one blower provided sufficient spares for the
blower and prime mover are available and the crew is capable of rectifying any
defects.
• Two fuel oil Pumps are provided for the inert gas generator but the administration
may permit only one pump provided sufficient spares are carried and the crew is
capable of rectifying any defects in the pump.
• The IG system is so designed that the maximum pressure, which is exerted on the
cargo tank, does not exceed the test pressure of the tank.
• The system design including location of scrubber, blowers and piping shall be
such that leakage of IG into enclosed spaces is prevented.
• To permit safe maintenance an additional water seal or other effective means of
preventing flue gas leakage are fitted between the flue gas isolating valve and the
scrubber.
• At least two non-return devices are fitted in the IG system to prevent the return of
hydrocarbon into the machinery space. One of these is a water seal.
• The water seal shall be supplied with water by two separate pumps each one being
capable of supplying the required water.”
TYPES OF INERT GAS SYSTEM: -
Inert Gas Generators (IGG): -
How this works: Inert Gas Generators (IGG) produce inert gases that are delivered to a
ship’s cargo tanks, to prevent the combustion of fuel oil and air (i.e. explosions), by
maintaining a low level of oxygen (less than 5%). The IGGs consist of two main units –
the burner and the scrubber. The former burns fuel to produce gas with an oxygen level of
about 2-4%, before passing through the scrubber unit, where it is cooled and cleaned by
seawater before being distributed into cargo tanks.
Inert gas generator produce inert gas by combustion of fuel oil and air to low flammable
level <5% and it can be delivered to cargo tanks as inert gas.
How this system compares: IGGs are a lot more complicated than other types of inert
gas systems. They contain many different components such as the scrubber pump, fuel oil
pump, blowers and ignition burners, relying on all these to run. Each of these components
should adhere to a maintenance schedule. For example, if not maintained regularly the
control air system is prone to break down, as oil and water can be found in the control air,
affecting the operation of the system.
Where this is used: IGGs are used on board oil and product tankers.
Flue Gas Systems: -
How this works: Flue gas systems are another common type of IGS. Flue gas produced
by a ship’s boilers are used to produce inert gas by drawing it through the scrubber with a
fan, washing and cooling it before being directed to the vessel’s cargo tanks as inert gas.
No further treatment other than washing and cooling is needed as flue gas is already
inflammable, containing less than 5% of oxygen.
It utilize the flue gas from the boilers and drawn through the scrubber by fan and when
the oxygen content below low flammable level it can be delivered to cargo tanks as inert
gas.
How this system compares: Flue gas systems are more straightforward than Inert Gas
Generators, as the inert gas’ oxygen level can be controlled by the combustion in the
boiler. (How else is this system different from others)
Where this is used: Flue gas systems are used on crude oil tankers and product tankers.
Nitrogen (N2) System: -
How this works: Another common type of IGS is the Nitrogen Generator, which
produces nitrogen by feeding air from a compressor through a filter package, an electrical
heater and then, a series of membrane separators. The result is of this process is nitrogen,
a non-flammable inert gas, that is then delivered to the vessel’s cargo tanks.
How this system compares: Nitrogen generators a simpler but no less advanced
technology to separate oxygen from air to produce nitrogen. One of the main benefits of
nitrogen generators is that the simple system has a modular design, meaning that “plug-
and-play” options are available when the system requires changes in capacities.
Where this is used: Chemical tankers and LNGs commonly use Nitrogen Systems
because the inert gas produced by N2 is very clean and not affect the cargo quality.
FLUE GAS SYSTEM: -
A typical arrangement for an inert flue gas system is 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 nonreturn 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 excessive pressure or vacuum from causing structural damage to cargo
tanks. A vent is fitted between the deck isolating/nonreturn 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.
How can we produce such Inert Gas (oxygen depleted gas) on board a ship?
From the Exhaust Gases (Flue gas) of a boiler. The combustion of the Boiler can be
controlled to reduce the oxygen to less than 5 % in its exhaust.
Why can’t we use the Exhaust from the Ships Main Engine or Auxiliary Engine?
Engines are designed to work with higher percentage of oxygen for better combustion and
efficiency. These exhaust gases are rich in oxygen and much above 11 %. Hence not
suitable for use as IG System.
The system consists of the following components: -
Boiler uptake valves: -
➢ Two pipes used to direct the Flue gases emanating from the boiler uptake are
connected to the scrubber by means of valves called the boiler up take valves.
➢ These valves must be kept open when the inert gas system is in use and needs to
be shut if the system is used for gas freeing purposes.
➢ An indication of the status of these valves is provided on the IG control panel.
Automatic means to clean the valve seats by air and water are also provided to
keep the valve seats free of dirt and soot deposits.
Scrubber: -
➢ The scrubber is a rubber-lined unit in which the flue gases from the boiler enter
at the bottom. The scrubber has a continuous supply of water, which flows out
through the overflow line.
➢ The flue gas bubbles through the water and passes through trays packed with
stones or plastic chipping, perforated impingement plates or such other
arrangement to ensure maximum contact between the flue gas and water.
➢ The flue gases are cooled by the contact with water and solid impurities in the
flue gases are removed.
➢ The scrubber is designed to remove at least 90% of the Sulphur -dioxide in the
flue gas.
➢ The discharge of water from the scrubber should be led to the shipside in such
a way that at the maximum loaded draft there should be no adverse back
pressure which will affect the working of the scrubber.
➢ The top part of the scrubber has a demister, which removes any water that may
be carried over in the flue gases.
IG blowers
➢ IG system has at least two blowers whose combined capacity is 125% of the
maximum discharge rate that the cargo pumps can achieve.
➢ Some ships have one large blower and one small blower, the combined capacity
being 125% of the maximum discharge rate. The advantage is that the smaller
blower can be used for topping up and the larger one during discharge operations.
➢ Most ships have both blowers of identical characteristics and this ensures that
even if one blower is not operational the ship can continue discharge, though at
lesser rate.
➢ The blowers are washed with fresh water after use. The fan casing has a fresh
water connection provided and after the power supply to the fan is stopped, the
fresh water valve is opened and the fan impeller and casing is washed to remove
soot and other deposits.
➢ The water should not be started when the fan is in operation as the impeller may
then get damaged.
➢ The blower casing should be constructed in corrosion-resistant material or
alternatively of mild steel but then its internal surfaces should be stove-coated, or
lined with rubber or glass fiber epoxy resin or other equivalent material to protect
it from the corrosive effect of the gas.
➢ The impellers should be manufactured in a corrosion-resistant material. Aluminium
bronze impellers should be stress-relieved after welding. All impellers should be
tested by over speeding to 20% above the design running speed of the electric motor
or 10% above the speed at which the overspeed trip of the turbine would operate,
whichever is applicable.
Oxygen Analyzer: -
➢ On the discharge side of the blower, a sample line leads a sample of IG into an
oxygen analyzer. The oxygen analyzer determines the oxygen content in the IG. If
the O2 content is 8% or above, the blower discharge valve closes and the IG is
vented to the atmosphere through a vent line. The oxygen analyzer must be
calibrated at regular intervals and a record maintained.
Fresh air intake: -
There is an intake provided on the deck through which the blower can supply fresh air into
the tanks. While using the IG system the fresh air intake is kept blanked. There are
interlocking devices provided to ensure that the IG plant is not operated with the fresh air
intakes are open. If the percentage of oxygen is found high, ensure that the fresh air intake
is not leaking.
Pressure regulating valve: -
The pressure-regulating valve is on the IG panel and it maintains the IG pressure at the set
value. The operator sets the IG pressure desired and the pressure-regulating valve
recirculates the excess IG back to the scrubber.
Function of nonreturn devices: -
The deck water seal and mechanical nonreturn 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.
Deck water seal: -
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.
Continuous 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 different designs but one of three principal
types may be adopted.
1. Wet type.
2. Semi-dry type.
3. Dry type.
Wet type deck seal: -
In this type of deck seal, the IG enters the deck seal at the bottom and bubbles through the
water. The water carried by the IG is removed in the demister. Refer to figure. If there is a
back pressure from the cargo tanks then the water is forced into the pipe bringing the IG
from the blowers thus preventing the gases from the cargo spaces from entering the
machinery spaces.
Semi-dry type: -
In this type of deck seal, when the IG is not operational the U pipe is full of water. As soon
as the IG starts flowing the plug of water in the U pipe is pushed aside and the flow of IG
causes a ‘Venturi’ effect. This draws the water from the U pipe into a separate holding
chamber. If there is back pressure from the cargo spaces the venturi effect disappears and
the water flows back into the pipe and since there is a continuous supply of water to the
holding tank, the passage of gases is effectively prevented.
Dry type
In this type of deck seal, the water is held in a ‘Drop tank ‘and when the IG plant is in
operation the water is drained and if the system is stopped or if there is back pressure from
the tanks then the seal is filled with water. The filling and discharge of the drop tank and
the seal are done automatically by valves, which monitor the level of water in the ‘Drop
tank’, deck seal, and the state of the blowers. There is no water carry over in this type of
deck seal.
Non return valve: -
This is normal mechanical non-return valve. It is provided with a flap, which can open only
in the direction of the cargo tanks thus allowing IG to flow to the tanks. If there is pressure
from the tanks, the flap of the non-return valve closes preventing passage of gases to the
machinery spaces. Means are available to lock the flap shut. This must be kept in the
unlocked position when the inert gas system is in use.
Deck isolating valve
This is normally a butterfly valve, which is opened when the IG is to be delivered to the
tanks. It may be remotely controlled from the cargo control room or manually operated.
This valve should be shut immediately after stopping the IG plant.
Sampling valve: -
This is a small valve provided after the deck isolating valve and is used to tap off a sample
of the IG for checking the quality of IG being delivered to the deck. This valve is also used
to check if there is any water carried over in the IG.
PV breaker: -
The pressure/vacuum breaker is fitted to a branch line off the inert gas deck main. The
purpose of the pressure/vacuum breaker is to safeguard against over pressurization or under
pressurization of the cargo tanks.
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. In heavy weather, the pressure surge caused
by the motion of liquid in the cargo tanks may cause the liquid of the pressure/vacuum
breaker to be blown out.
PV Valve: -
This is also called as the ‘Breather Valve’ and is meant to release the excess pressure /
vacuum built in the tank due to rolling / pitching / temperature change. The PV valve
operates normally at half the pressure at which the PV breaker operates. Refer to figure
below.
Most PV valves have two weighted discs, which could be termed as vacuum disc ‘A’ and
pressure disc ‘B’. As the pressure in the tank rises it exerts pressure on weight ‘A’ and ‘B’.
Disc ‘A’ cannot move in the direction in which the pressure is being exerted but disc ‘B’
moves upwards on reaching the set pressure allowing the gases inside the tank to vent to
the atmosphere.
If there is a vacuum in the tank, disc ‘A’ is lifted as soon as the set value of the vacuum is
reached and the outside atmosphere can enter the tank to relieve the pressure. Spark
arrestors are provided to prevent the entry of a spark into the tank.
High velocity PV Valve: -
Normal PV valves release the pressure at about deck level. The gases then tend to settle on
the deck if there is no apparent wind. This can, besides being uncomfortable for the crew
on deck, be a fire and explosion hazard. Hence, most PV valves are fitted with cones on the
pressure side, which direct the flow of gasses high into the air. These are called high
velocity PV valves.
Mast riser: -
This is an arrangement to vent the tank atmosphere while loading cargo. Since the gases
vented during loading are in large volume, the mast riser is used. The mast riser is a vertical
pipe, which opens to the atmosphere. It has spark arrestor at the outlet and the control valve
is at the base of the mast riser. The mast riser valve is throttled during loading so as to
always maintain a positive pressure in the tanks.
IG branch valve: -
This is normally a butterfly valve at the inlet of the IG line into the cargo tank.
OPERATION OF INERT GAS PLANT
Though flue gas systems differ in detail certain basic principles remain the same.
These are:
1. starting up the inert gas plant.
2.shutting down the inert gas plant.
3.safety checks when the inert gas plant is shut down.
In all cases the manufacturer's detailed instructions should be followed.
1.Start-up procedures should be as follows: -
➢ Ensure boiler is producing flue gas with an oxygen content of 5% by volume or less
(for existing ships 8% by volume or, wherever practicable, less).
➢ Ensure that power is available for all control, alarm and automatic shutdown
operations.
➢ Ensure that the quantity of water required by the scrubber and deck water seal is
being maintained satisfactorily by the pumps selected for this duty.
➢ Test operation of the alarm and shutdown features of the system dependent upon
the throughput of water in the scrubber and deck seal.
➢ Check that the gas-freeing fresh air inlet valves, where fitted, are shut and the blanks
in position are secure.
➢ Shut off the air to any air sealing arrangements for the flue gas isolating valve.
➢ Open the flue gas isolating valve.
➢ Open the selected blower suction valve. Ensure that the other blower suction and
discharge valves are shut unless it is intended to use both blowers simultaneously.
➢ Start the blower.
➢ Test blower "failure" alarm.
➢ Open the blower discharge valve.
➢ Open the recirculating valve to enable plant to stabilize.
➢ Open the flue gas regulating valve.
➢ Check that oxygen content is 5% by volume or less, (for existing ships 8% by
volume or, wherever practicable, less) then close the vent to atmosphere between
the gas pressure regulating valve and the deck isolating valve.
➢ Note: Some oxygen analyzers require as much as two hours to stabilize before
accurate readings can be obtained.
➢ The inert gas system is now ready to deliver gas to the cargo tanks.
Shutdown procedures should be as follows:
➢ 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/nonreturn valve.
➢ Open vent to atmosphere between the gas pressure regulating valve and the deck
isolating/nonreturn valve.
➢ Shut the gas pressure regulating valve.
➢ Shut down the inert gas blower.
➢ Close the blower suction and discharge valve.
➢ Check that the drains are clear.
➢ Open the water washing system on the blower while it is still rotating with the power
supply of the driving motor turned off, unless otherwise recommended by the
manufacturer. 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 scrubber tower in accordance with the
manufacturer's recommendation.
➢ Ensure that the water supply to the deck water seal is running satisfactorily, that an
adequate water seal is retained and that the alarm arrangements for it are in order.
Safety checks when the inert gas plant is shut down
should be as follows: -
➢ The water supply and water level in the deck seal should be ascertained at regular
intervals, at least once per day depending on weather conditions.
➢ Check the water level in water loops installed in pipework for gas, water or pressure
transducers, to prevent the backflow of hydrocarbon gases into gas-safe spaces.
➢ In cold weather, ensure that the arrangements to prevent the freezing of sealing
water in the deck seals, pressure/vacuum breakers etc. are in order.
➢ Before the pressure in the inerted cargo tanks drops to 100 mm they should be re-
pressurized with inert gas.
Alarms and Trips Installed on I.G System: -
Various safety equipment (Alarms and Trips) are installed to the inert gas system to help
monitor and safeguard system, tank, and machinery.
➢ Pressure gauge installed on the water supply line to the scrubber tower.
➢ Low pressure (0.7) in the scrubber supply line raises the alarm and stop the
IGG/Boiler.
➢ High water level alarms are fitted in scrubber tower which when sound initiates
boiler shut down.
➢ High-temperature alarm for flue gas at the outlet of scrubber tower.
➢ Low seawater pressure Alarm and shutdown for deck seal (1.5 bar).
➢ Low-level alarm and shut down for water level in deck seal.
➢ High oxygen content alarm and shut down (more than 8% by volume).
➢ Other emergency stops and shut down.
