INERT GAS - BASIC

Prepared by: C/E Naresh Sharma

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IMO-MARPOL/SOLAS PROTOCOL 1978
REQUIRES:

 Where any explosive mixtures can be

formed inside cargo spaces, due to the
presence of oxygen from air , air should
replaced by inert gas.

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INERT GASES

• HELIUM
• ARGON
• KRYPTON TRUE INERT GASES
• NEON
• RADON
• XENON

These are ruled out of the petroleum trade

due to prohibitive cost.
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 The Sámi-inert gases :

 Nitrogen :

 is employed with certain cargos;

 however this gas is also expensive to
produce.

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• Carbon Dioxide :

• It has the disadvantage of generating

an intense electrostatic field when
injecting into a compartment and when
dissolved with water produces a weak
corrosive acid.

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THE PURPOSE OF INERT GAS

To prevent a flammable atmosphere

in the tank where hydrocarbon

gases are present.

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THE PURPOSE OF INERT GAS

• Purging tanks prior to gas freeing (if required).

• Purging tanks prior to loading (if required).

• Replacing cargo during discharge.

• Blanketing usage spaces.

• Topping up during voyage.

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 GAS REQUIREMENTS

• Oxygen content

< 1% - LNG, LPG, Chemical tankers.

< 5% - Crude oil tankers, Combination

carriers, Product carriers.

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• THE DESIGN OF ANY I.G. PLANT
Must posses the following safety precautions:

• Prevent the passage of hot, unwashed and wet

gases to the deck main.

• Prevent the return of H/C vapors to the safe zone.

• Be capable of maintaining a positive pressure in

the cargo tanks, regardless of cargo or ballast
discharge rate.

• Be incapable of over pressurizing the cargo tanks.

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 Fundamental design principles:
Basic requirements;

• I.G. Source,

• Boiler flue valve at the uptake,

• Scrubbing tower
(Cooling 140-900, 90-600, cleaning So2-90%)
(spray nozzles, trays of packed stones or plastic chippings, perforated
impingement plates, venture nozzles and slots).

• Demister unit.
polypropylene mattresses or cyclone dryers.
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• Two electric or steam driven IG blowers
(together 125% of the max. rate of cargo discharge capacity, by
volume).
with isolating valves & water washing system,

• Means of;
 stabilizing plant on start up,
 maintaining min. I.G. flow through scrubber (venting / re-
circulating),

• A liquid non return device.

• A mechanical non return device.

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• Deck main & branches
to deliver I.G. to various tanks.

With;
 (A) isolating valves for each tank.

 (B) drains at suitable locations.

 (C) vent line & valve between regulating &

N/R valve.

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• Means to prevent excessive pressure or
vacuum build up.

• ‘U’ – Seals and siphon breakers

(scrubber tower effluent line, deck seal
drain line and any other line)

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 Sources:
• up take from ships main or auxiliary boilers;

• an independent inert gas generator;

• a gas turbine plant when equipped with an
afterburner.
• a diesel engine fitted with after burner.

Quality:
• A good combustion control to achieve O2 content
below 5% by volume.

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Methods of gas replacement:

1. inerting 2. purging 3. gas freeing

• In each case one or two processes can

predominate:

• dilution – dilution process;

• displacement – layering process

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Inert Gas Generator:

• was originally developed to supplement the CO2

flooding system.

• In tankers it is used as an independent unit for inerting

the cargo tanks.

• The cylindrical shaped, brick lined, horizontally

arranged, furnace is surrounded by a water jacket.

• This is connected to vertical combustion chamber,

where the gas flow is baffled, cleaned and cooled.
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• Usually a water cooled engine is arranged, to drive fuel pump ,
air blower & an electric generator for s/w pump, which is usually
located at the fwd end of the shaft tunnel.

• This pump can be connected to deck fire line & used

as emergency fire pump.

• Cooling water can also be supplied from ballast &

general service pump in the engine room.

• the control panel has CO2 recorder, water & fuel pr

ggs & alarms.

• Approximate analysis of gas:-

O2--- 0-1%, CO--- Nil, CO2--- 14-15%, N2--- 85%24
 Cargo tank atmosphere control:

• tanks shell be in inert condition whenever they

contain cargo residuals or ballast,

• O2 < 8% by volume, with +ve pressure.

• the tank atmosphere transition from inert to gas-

free condition, should be without passing through
flammable condition.
Purging

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 SULPHUR DIOXIDE (SO2)
• SO2 combines with water (H2O) and forms
Sulphurous acid (H2SO3) when hot, and causes.

• SO2 + H2O = H2SO3

• Sulphor trioxide (SO3) at temperature 90oC & 140 oC

combines with water to form Sulphuric acid.

• SO3 + H20 = H2SO4 (Sulphuric acid)

Which is not only corrosive, but a very stable
acid and unlike Sulphurous acid which decomposes
back in to SO2 & H2O when it cools.

• Therefore the amount of water required, depends

up on the amount of SO2 & SO3 gases produced. It
varies from about, 11-14 lts /m3 of gas to be
dessolved.
 Non return devices:
 to prevent back flow of cargo vapor to machinery
space, specially when I.G. plant is shut down,

 Water supply must be maintained all the time in deck

water seal,

 A low level alarm shell be provided, before the seal

is rendered ineffective.

 Regular operation & maintenance of mechanical N/R

valve is important.
Drawback;
carry over of water droplet, leads to increased
corrosion. 29
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Better design
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Risk of automation failure
 Liquid filled P-V valves:
• These are fitted if other P-V valves are not of adequate
capacity, to prevent excessive pressure or vacuum in the
tanks & I.G. pipes.

• The correct level & density of liquid is important.

• Suitable oil or fresh water & glycol mixture to be used to

prevent freezing.

• In heavy weather the liquid p-v valve may get blown out
due to pressure surge caused by motion of liquid cargo.

• The level or pressure setting should be in accordance with

low & high I.G. pressure alarm setting.
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FLAME SCREENS:
Fitted on p/v valves and at the inlets & outlets of any relief
devices.

For flame screens to be effective:

- Mesh holes shall not be larger than original one.

- must be properly mounted on its support, without any

gaps around the edges.

- The matting surfaces must be free of dirt, scale &

corrosion.
 OPERATIONS – [Link]
• Start-up procedures: Ensure;

• Boiler producing sufficient flue gas with less than 5%

oxygen content.

• Power available to all controls, alarms and auto shut-

down operations.

• Deck seal & scrubber water lines are prepared and

supply is adequate. Ttest the alarms & shut- down.

• Gas freeing fresh air inlet valves (if fitted) are shut and
the blanks in position are secured.

• Air to any air sealing arrangements for the flue gas

isolating valve is shut off.
• Open flue gas isolating valve.

• Open selected blower suction valve, ensure other blower

suc. & disch. vvs are shut unless both blowers are to be
run.

• Start the blower & test blower failure alarm.

• Open blower discharge valve.

• Open re-circulating valve to stabilize the plant.

• Open flue gas regulating vv, vent the gas to atmosphere till
oxygen in flue gases reached below 5%. ( some O2
analyzer may take 2 hrs to stabilize).

• Shut the vent vv b/w gas reg. vv & deck isolating vv.
 Deck
• Open drain cocks in I.G. deck lines to drain
condensates.

• Check P/V vvs, free movement and correct

adjustment.

• Check P/V breakers liquid level is correct.

• Check deck seal water level and ensure o/b vv is

fully opened.

• System is now ready to deliver inert gas to cargo

tanks.
 Shut down procedures:
• When all tank atmosphere have reached to less than 8% of
oxygen and have adequate pressure, shut deck isolating/
non return valve.

• Open the vent b/w gas pr. reg. vv & deck isolating / n/r vv.

• Shut gas pr. reg. vv.

• Stop the blower, shut suction & disch. vv, check drains are
clear and carry out blower water wash with fresh water.

• Shut flue gas isolating vv, open air sealing system.

• Keep full water supply to the scrubber in accordance to the

instructions, flush through the scrubber with fresh water
after stopping scrubber pump.
 Possible failure and actions to be taken:
High oxygen contents:-
• Poor combustion control (low load condition).

• Air drawn down from boiler up take, lower gas pr. to blower demand
(low load conditions).

• Air leak b/w boiler up take & blower.

• Faulty operation or calibration of oxygen analyzer.

• Plant running on re-circulation mode.

• Air entering through PV vv, mast risers, etc., due to maul- operation.

All cargo operations to be suspended unless the fault is identified,

repaired and O2 obtained less than 5% in system and 8% in the cargo
tanks.
 Monitoring

No. Failure Automatic Comments

Alar
shutdown of
m
system
High content of O2
1 X 8 % by volume
in the inert gas main
Low gas pressure in
2 X 100 mm W.G
the inert gas main
High gas pressure, in
3 X
the inert gas main
Automatic stop
High water level in Of scrubber sea
4 X X
the gas scrubber water pump
included
 Monitoring

No. Failure Automatic Comments

Alar
shutdown of
m
system
Failure in water
5 supply to gas X X
scrubber
High temperature
6 X X
after gas scrubber
Loss of sealing
7 X
water In water seal
Failure of Inert gas Closing of the
8 X
blower/s Control valve
Instrumentation
9 X X
Power failure
 Some incidences
1. Flooding of scrubber and flue gas uptake;
• Reason: failure of opening overboard vv.
• Damages: electrical switch board and transformer were
blown off.
• Loss: repair and off hire.

2. Water in cargo tanks through I.G. main;

• Reasons;
• (a) Deck seal o/board was blocked.
• (b) Blower auto f/w wash solenoid vv was leaking.

3. Fire in scrubber;
• Reason; Demister burnt due to hot gases as water
nozzles were blocked.
• 4. High O2 %,
• (a) Air was being sucked in from I.G. inlet pipe to
scrubber, as a large dia hole was created due to
internal corrosion.
• (b) Poor combustion due to low atomizing steam
and that was due to worn out fuel pump as it
was used for burning the sludge.
• 5. Low O2 %,
• Reason; Blocked sampling line / filters.

• 6. High H2S, Reason was high sulpher content

in fuel oil. Boiler was changed over to diesel oil
and problem was solved.
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