Ewk Research Final

CHAPTER 1
Introduction
Background of the Study
Oil tankers carry oil of different grades and quality, having property to produce
flammable vapors and gases when loaded for transportation. Even with no cargo on
board, there can be harmful flammable gases present in the hold. When the vapor
produced by an oil cargo is mixed with certain concentration of air primarily containing
oxygen, it can result in explosion which results in damages to the property, marine
pollution and loss of life.
For safety against such explosion, Inert gas system is used on board. It can be
through as a separate inert gas plant or flue gas produced by ship’s boiler.
Inert gas system is the most important integrated system for oil tankers for safe
operation of the ship. It spreads the inert gas over the oil cargo hydrocarbon mixture which
Purpose of Inert Gas Plant Onboard 1

increases the lower explosion limit LEL (lower concentration at which the vapors can be
ignited), simultaneously decreasing the Higher explosion limit HEL (Higher concentration
at which vapor explodes). When the concentration reaches around 10 %, an atmosphere
is created inside tank in which hydrocarbon vapors cannot burn. The concentration of
inert gas is kept around 5% as a safety limit.
Inert gas is the gas which contains insufficient oxygen (normally less than 8 %) to
suppress combustion of flammable hydrocarbon gases.
Statement of the Problem
This study aims to resolve the following problems such as:
1. What is the purpose of inert gas plant?
2. Why does inert gas plant is used?
3. What are the advantages of using inert gas plant onboard?
Objectives
The objective of this research is to know the causes or reasons of failure in marine
diesel engines.
1. To analyze the purpose of inert gas plant onboard
2. To be able to understand the reasons why inert gas plant is used

Significance of the Study
The finding of this study will redound to the benefit of the marine engineering
students considering that they should be competent about every systems used onboard
because these play an important role in the marine industry today. As being in the marine
engineering field of education, one must know the purpose of every systems such as the
inert gas plant.
This section discusses the groups or entities that will be benefited by the results of
the study. This study will benefit various groups of people namely:
The Students
The direct recipients of the output of this research are the Marine Engineering
Students. In this study, they are able to have an idea and knowledge on the different
reasons of failure in the engine crankshaft.
The Instructors
This study will be beneficial to the marine professors, specifically to those who
teach Engine Watchkeeping. Likewise, to the teachers who are still new in teaching
profession. They can use this research as a guide.
The Researchers
The outcome of this study may be beneficial to either present researchers or the
future researchers. This study may be one of the basis that a new theory in learning will
arise.

School
This study will help schools since the schools’ 1 st most priority is to develop their
students in terms of knowledge about their chosen course.
Scope and Delimitations of the Study
This research study focuses on the purpose of inert gas plant system onboard.
The researchers conducted this study in order for the Marine Engineering students to
have an insight with the main purpose of inert gas plat and why it is used.
The general purpose of this study is to show every purpose and advantage of using
inert gas plant.

CHAPTER 2
Theoretical Framework/Design Concept
This chapter includes the related studies and literatures. Related studies are the
past researches relevant to the present study while the related literatures are the articles
found in books, magazines, newspapers and other reading materials that give useful
information about the research topic itself.
Related Studies
The oxygen content of the Inert Gas (hereinafter called IG) supplied to cargo tanks
should be 5% or less. However, it is to be noted that too less content of oxygen in the IG
would introduce other impurities into the cargo tanks.
During operation of the Inert Gas system (IGS) the automatic Recorder for Oxygen
(O2) and IG Pressure on main line must be operational. The details of the start of
operation (such as discharge at XXX port, date and time of mark, etc. should be noted on

the recording). Prior to start of the IGS, ensure safety confirmation as per the Operational
Record of the GS. Inspection of the deck seal and PV breaker must be confirmed in good
condition. Also, the status of alarm, indication and proper operation and sequence of
related equipment must be observed.
Prior arrival discharge port, follow companies designated Tanker Discharging
Checklist for IGS preparation and checks / tests. * For operation of the IGS and
precautions, refer to IGS operation makers’ manual which is provided to each vessel.
Starting of Inert Gas System before entering discharge ports of environmentally
sensitive nature, where the air pollution and scrubber discharge flushing could interfere
with the ecosystem, the Inert Gas System shall be run before embarking the harbour pilot
at time of entering the port. This is done so that the IGS plant can settle down & avoid
dark funnel smoke emissions on start-up.
CARGO DISCHARGING OPERATIONS
Operate and test the IGS before arrival at discharge port.
Ensure that O2 level in all cargo oil tanks is less than 8% (preferably less than 5%)
using Double Hull (D/H) Operational Record - Voyage record of COT Oxygen / H2S
content. Also, the cargo tank pressure shall be reduced to minimum positive IG Pressure
(pressure minimum 100 mmAq.)
Prior to starting of Discharge Operations, re-confirm all cargo Tank openings are
tightly closed (e.g. Vapor locks used for tank gauging, etc) and cargo tank IG supply
valves are correctly set, prior to starting IG on deck (i.e. opening IG main supply valve).

The individual Cargo Tank IG valve key is to be kept within the control of the Chief Officer.
Monitor the cargo oil tank O2 level, Pressure parameters and Temperature throughout
the cargo oil discharge operations.
During discharging, the monitoring of the cargo tanks not connected to the IGS
shall be done carefully and more frequently. Watch the temperature.(in case of heated
cargoes).
On completion of cargo discharge and before shutting down the IGS, increase the
IG pressure in all oil cargo tanks sufficiently. (Allow for cooling down of temperature inside
cargo tanks).
COMPONENTS AND DESCRIPTION OF IG SYSTEM
The following components are used in a typical inert gas system in oil tankers:
1) Exhaust gases source: inert gas source is taken from exhaust uptakes of boiler
or main engine as contains flue gases in it.
2) Inert gas isolating valve: It serve as the supply valve from uptake to the rest
of the system isolating both the systems when not in use.
3) Scrubbing tower: Flue gas enters the scrub tower from bottom and passes
through a series of water spray and baffle plates to cool, clean and moist the gases. The
SO2 level decreases up to 90% and gas becomes clear of soot.
4) Demister: Normally made of polypropylene, it is used to absorb moisture and
water from the treated flue gas.

5) Gas Blower: Normally two types of fan blowers are used, a steam driven
turbine blower for I.G operation and an electrically driven blower for topping up purpose.
6) I.G pressure regulating valve: The pressure within the tanks varies with the
property of oil and atmospheric condition. To control this variation and to avoid
overheating of blower fan, a pressure regulator valve is attached after blower discharge
which re-circulates the excess gas back to scrubbing tower.
7) Deck seal: Purpose of the deck seal is to stop the gases to return back which
are coming from the blower to cargo tanks. Normally wet type deck seals are used. A
demister is fitted to absorb the moisture carried away by the gases.
8) Mechanical non return valve: It is an additional non return mechanical device
in line with deck seal.
9) Deck isolating valve: The engine room system can be isolated fully with the
deck system with the help of this valve.
10) Pressure Vacuum (PV) breaker: The PV breaker helps in controlling the over
or under pressurization of cargo tanks. The PV breaker vent is fitted with flame trap to
avoid fire to ignite when loading or discharging operation is going on when in port.
11) Cargo tank isolating valves: A vessel has numbers of cargo holds and each
hold is provided with an isolating valve. The valve controls the flow of inert gas to hold
and is operated only by a responsible officer in the vessel.

12) Mast riser: Mast riser is used to maintain a positive pressure of inert gas at
the time of loading of cargo and during the loading time it is kept open to avoid
pressurization of cargo tank.
WÄRTSILÄ MOSS INERT GAS GENERATORS FOR TANKERS
Our inert gas generator system, specialized for Tankers, ensures the correct
atmosphere in the cargo tanks and pipes to minimize the risk of explosion. Our systems
are designed to a high level of safety and are based on compact modules, offering
important savings in space and installation cost both for new buildings and retrofitting
existing vessels.
Our most recent developments include automatic regulation based on deck
pressure setting. During off-loading the system optimizes the inert gas production to only
produce the necessary quantum of Inert Gas to maintain the tank pressure. This system
reduces oil consumption providing cost efficiency, as well as an environmental benefit.
To stay ahead of regulations, we have also developed containerized solutions which can
easily be retrofitted on product & chemical tankers.
THE INERT GAS COMPOSITION
This is based on the combustion of fuel of JIS(Japanese Industrial Standard) K
2005 marine diesel oil class 1 and 2 having maximum viscosity of 70sec Redwood No.1
at 100°C.

Carbon Dioxide - 12 - 14 %
Carbon Monoxide - below 500ppm
Oxygen - 2 - 4 % by volume
Sulphur dioxide - below 50ppm
Nitrogen & trace gas - remainder
Inert Gas will be saturated with water vapour at IGG discharge temperature and
pressure. The above mentioned composition may vary depending on the fuel oil used.
The concentration of inert gas also varies with atmospheric pressure, temperature and
humidity.
The main function of the Inert Gas System is to reduce the oxygen level in the
cargo tanks by filling them with an inert gas, thereby the tank atmosphere is rendered
non-explosive.
The Inert gas generator system produces inert gas by burning fuel oil and this gas
is passed through the scrubbing tower and demister to wash, clean and cool. During tank
cleaning operation, inert gas system, in which inert gas containing low oxygen content is
supplied into cargo tanks to make the atmosphere in the tanks inert so that explosion may
not occur even if any ignition source is generated. Explosion limit decided by the
proportion of oxygen concentration to hydrocarbon concentration shown in Figure 2.1.

Figure 2.1: Explosion Limit
Hydrocarbon concentration is too high in the area above the curve CE (The area
is called "too rich zone"), while is too low in the area below the curve CD(The area is
called "too lean zone") and there is no danger of explosions in these zones. Further ,on
the left side of point C, independently of hydrocarbon concentration, no explosion may
occur due to low oxygen concentration in the area(This area is called too little oxygen

zone). The straight line AB is called "critical dilution line" and when oxygen and
hydrocarbon concentrations stay under this line, it is understood that the area is
completely outside of flammable zone. The oxygen concentration in inert gas is specified
by IMO and classification societies commonly not to exceed 5% by volume and the
atmosphere in the cargo tanks are under "too little oxygen zone" and outside of
"Flammable zone". However, problem is at the time of gas free. For instance, when the
atmosphere in the tanks before gas free is assumed to be above the critical dilution
line(point F),and if gas free is started at this point, dotted line FB will pass through the
flammable zone and there is explosion if any ignition source appears. In such a case
,operate the inert gas system and make the atmosphere in the cargo oil tank below the
critical dilution line, and then gas free can be carried out safely. Hence, Inert Gas System
is installed on ships to ensure safe loading, unloading, gas free and navigation.
Inert gas will be produced by the accurately controlled combustion of fuel oil with
air drawn from atmosphere.
1. Combustion Air System - Two sets of secondary air fan are provided for combustion
air, each suitable for 100% capacity and one set of primary air fan is provided for air
atomize.
Combustion air is drawing the air from engine room by secondary air fan. The
primary air fan will boost the combustion air for atomized fuel oil.
2. Fuel oil System - Two sets of gear type main fuel oil pump is supplied on the fuel oil
pump unit. One set of fuel oil pump is provided for pilot burner on the
IGG unit.

The main fuel oil pressure is controlled at about 3kg/cm2 by the relief valve.
Whereas pilot fuel oil pressure goes to 7kg/cm2 by pilot fuel pump. There is a relief line
provided to return excessive oil to storage tank. Fuel oil system will composed of flow
meter, solenoid valve, globe valve, pressure gauge and pressure switch etc.
3. Inert gas generator-
(i)Burner- There is rotary cup oil burner assembly mounted on combustion
chamber and consist of pilot burner, ignition transformer, photocell flame detector
and visual sight ports.
The main burner consists of a rotary cup, a wind box, a pilot equipment and
combustion devices.
Rotary Cup Burner- Fuel is led to rotary cup burner and poured into the cup
spinning at a high speed. The centrifugal force spreads the fuel oil inside the cup
uniformly and forms a thin film at 90° from the rim of the cup. This oil film is
intensively blown off by reverse spinning high pressure air supplied by primary air
nozzle at the cup circumference so that it can be atomized and create a spray
angle.
The primary air fan draws air from discharge of secondary air fan. The
secondary air which is combustion air as well is distributed uniformly by the wind
box and supplied into the burner, swirled by secondary air register located at
circumference of the primary air nozzle in order to mix well with oil particles.

Ignition of this oil supplied by rotary cup atomiser takes place by flame of a
gun type pilot burner with diesel oil. Atomization by this rotary cup burner is made
on the circumference of the rotary cup. So, fuel oil pressure need not be required
high and atomised oil particles are uniform.
The flow of fuel oil to main and pilot burners are controlled by solenoid
operative valve during starting and stopping the IGG system. The pilot burner is
an oil pressure atomizing burner, ignited by high voltage electric spark.
(ii)Combustion chamber-Combustion chamber is manufactured from SUS316
(JIS) stainless steel and it is covered with seawater cooling jacket.
(iii)Cooling water system- Cooling seawater is supplied by independent seawater
pump to spray nozzle of combustion chamber via water jacket and spray nozzle of
cooling water to cool the inert gas.
The drain water is discharged to overboard via water seal system. The
combustion gas passes a cooling tower where incorporates water spray nozzles
and packing to cool and removing solids and sulphur. The combustion gas is
cooled up to 12° C above seawater.
4. Demister-The cooled inert gas passes through the demister element in the demister
vessel and most of the water droplets are available in the gas will be removed and led to
the main line. The unit removes 97% droplets 5 micron size or greater.

5. Deck water seal-As onboard we see different type of deck water seal but here we will
see what is there on a chemical tanker with this IGG system. First we should think why
we need deck water seal because as piping in inert gas system are connected to uptake
line and cargo tanks, hydrocarbon gas from tanks should be prevented leaking back into
safety area when the IGG system is not in use and also to protect from back pressure
created by gas after deck water seal on the deck due to some reason.

Figure 2.2: Wet Type Deck Water Seal
1.Body 2.Seal pipe 3.Demister Pad 4.Overflow drain 5.Guide pipe 6.Baffle plate 7.Seal
Water 8.Heating steam inlet 9.Heating steam outlet 10.Escape pipe 11.Weir 12.Gas outlet
THREE TYPES OF DECK WATER SEAL
(i) Dry type- In this deck water seal, the water is drained when Inert gas system is in
operation and filled with water when inert gas system is either shut down or tank pressure
exceeds the IG lower discharge pressure. Filling and emptying deck seal are performed
by automatically operated valves controlled by levels in water seal and drop tanks and
operating state of blowers.
The biggest advantage of this type of seal is there is no water content with the inert
gas going to cargo tanks.
The main disadvantage with this deck seal is risk of failure of automatically
controlled valves, which may create the problem with effective water seal.

(ii) Wet type-This water deck seal is simplest among all of the three deck seals. When the
IG system is operating, the gas sent from the inert gas fan flows through gas inlet seal
pipe and goes upward pushing away the seal water in the guide pipe. Water carried by
up-going gas collides with baffle plate and together with the water in the outside of the
guide pipe, drained as drain. The gas is then passed through the demister pad and most
of the water particles are removed.
Figure 2.3: Gas and water flow during operation for wet type water seal

(iii) Semi dry type water seal - Instead of bubbling through the water trap, the inert gas
flow draws the sealing water into a separate holding chamber by venturi action thus
avoiding or at least reducing the amount of water content being carried over. It functions
the same way as wet type deck water seal.
Figure 2.4: Semi dry water deck seal
6. Inert Gas Control Valve- These control valves are provided on inert gas outlet. The
pressure control valve is provided on IGG outlet to maintain the combustion pressure
constantly. Exhaust valve is used to relief the inert gas to atmosphere automatically when
the pressure rises above set pressure and inert gas capacity is controlled by IG main line
pressure.
The IG main valve is used to control the inert gas supply and valves are controlled
automatically (open/close). If any malfunction occurs in the control system, this valve will
automatically close.

Related Literature
Vincenzo Cappai stated that for the Requirements for inert gas plant blower on
tanker ships are an essential part of oil Tanker Vessels, Inert gas system acts as a fire
safety system on board ships. Every oil tanker 20,000 DWT and above or a tanker less
than 20,000 DWT but fitted with oil washing system must have an IG system.
Figure 2.5: Inert Gas System
A cargo containment system must have a permanent inert gas system that:
a.) Maintain the vapour space of the containment system in an inert state by filling the
vapour space with a gas that is neither reactive with the cargo nor flammable
b.) Has a pressure control system that:
1) Prevents the inert gas system from raising the cargo tank pressure to more
than the relief valve setting; and

2) To maintains at least a3.5 KPa gauge (approx. 0.5 psig) pressure within the
containment system at all times, including cargo discharge
c.) Has storage for enough inerting gas to replace that normally lost while the tank’s
atmosphere is maintained in inert conditions.
Navalimpianti Flue Inert Gas System meets and exceeds IMO MARPOL
requirements. The original design of the gas quenching & scrubbing unit provides five
different sections for the maximum effectiveness of inlet gas cooling and cleaning:
1. Inlet Venturi quench and scrubber made of special corrosion resistant alloy;
2. Cyclone water & soot separator;
3. Packing ring mass transfer section for the abatement of SOx and chemical fractions;
4. Direct sea water spraying on gas stream for final gas cleaning;
5. High efficiency impact demister section.
Further to construction and operation principles, it is not necessary to timely
access the internal parts of the equipment, as usual on other systems. The corrosion
protection is provided, for cold sea water wetted parts, by hi thickness, two layers coal tar
epoxy applied over the sandblasted (SA2.5) carbon steel surface. The centrifugal fans
casing is internally coated by similar treatment; a fixed water spraying system makes
easier the impeller cleaning at the end of operation. The Deck Water Seal, wet type, is
provided with the same type of impact demister used in the scrubber unit and fitted with
anti freezing, steam operated, heating oil. The control system provides fully automatic

operations from the main control cabinet and fulfils the Rule requirements for CCR (with
chart recorder) and wheelhouse remote control units.
The inert gas generator shown in Figure 2.6 burns fuel in designed quantities to
produce perfect combustion. This provides an exhaust gas which is largely nitrogen and
carbon dioxide with very small oxygen content.
The exhaust gases pass to a cooling and washing chamber to remove sulphur and
excess carbon. The washed or scrubbed exhaust gas is now inert and passes to a
distribution system for fire extinguishing.
The complete unit is arranged to be independently operated in order to supply inert
gas for as long as the fuel supply lasts.
Figure 2.6: Inert Gas Generator

FUNNEL GAS INERTING
A system much used on tankers where boiler exhaust gases are cleaned and
inerted is shown in Figure 2.7. The exhaust gas is cleaned in a scrubbing tower, dried
and filtered before being passed to the deck mains for distribution. The gas will contain
less than 5% oxygen and is therefore considered inert. It is distributed along the deck
pipes by fans and passes into the various cargo tanks. Seals in the system act as non-
return valves to prevent a reverse flow of gas.
The inert gas is used to blanket the oil cargo during discharging operations. Empty
tanks are filled with gas and the inert gas is blown out when oil is loaded.
Inert gas-producing units have the advantage of being able to continuously
produce inert gas, A bottle storage system, such as carbon dioxide flooding, is a 'one-
shot' fire extinguisher which leaves a ship unprotected until further gas supplies can be
obtained.
Figure 2.7: Funnel Gas Inerting System

Framework/Design Concept
Purpose of Inert Gas Plant Onboard
Input Process Output
Sorting of Make a research
information from study about

Purpose of inert
the previous thePurpose of
gas plant
researches and inert gas plant
onboard
analyze the data onboard
gathered.
Figure 2.8: Schematic Diagram of Input-Process Output
The researchers come up with this kind of research is because for a Marine
Engineering student taking up the course Engine Watch keeping, the student should also
know the purpose of inert gas plant and why this is used onboard so the researchers
compile previous researches and analyze the data and information that it contains.
This study is conducted in order for the researchers and for the students who will
read this kind of research to know the purpose of inert gas plant onboard.
Definition of Terms

• Inert Gas is a gas which does not undergo chemical reactions under a set of given
conditions. Inert gases are used generally to avoid unwanted chemical reactions
degrading a sample. These undesirable chemical reactions are often oxidation and
hydrolysis reactions with the oxygen and moisture in air. Purified argon and nitrogen
gases are most commonly used as inert gases due to their high natural abundance (78%
N2, 1% Ar in air) and low relative cost.
• Parameters is a characteristic, feature, or measurable factor that can help in
defining a particular system. A parameter is an important element to consider in
evaluation or comprehension of an event, project, or situation.
• Isolate is to separate something from another substance, to get something or an
amount that is not mixed with or attached to anything else.
• Optimize is to make as perfect or effective as possible.
• Quantum is the minimum amount of any physical entity involved in an interaction.
Behind this, one finds the fundamental notion that a physical property may be "quantized,"
referred to as "the hypothesis of quantization".
• Seal is a device which helps prevent leakage, contain pressure, or exclude
contamination where two systems join.
• Efficiency is a level of performance that describes a process that uses the lowest
amount of inputs to create the greatest amount of outputs. Efficiency relates to the use of
all inputs in producing any given output, including personal time and energy.

• Centrifugal fan is a mechanical device for moving air or other gases. The terms
"blower" and "squirrel cage fan" (because it looks like a hamster wheel) are frequently
used as synonyms. These fans increase the speed of air stream with the rotating
impellers.
• Corrosion is a natural process, which converts refined metal to their more stable
oxide. It is the gradual destruction of materials (usually metals) by chemical reaction with
their environment. In the most common use of the word, this means electrochemical
oxidation of metal in reaction with an oxidant such as oxygen.

CHAPTER 3
Operational Framework
Testing and Operating Procedure
Using inert gas system on board tankers required some careful consideration.
Below guideline should be followed when operating the inert gas system
DURING OPERATION OF INERT GAS SYSTEM (IGS)
The oxygen content of the Inert Gas (hereinafter called IG) supplied to cargo tanks
should be 5% or less. However, it is to be noted that too less content of oxygen in the IG
would introduce other impurities into the cargo tanks.
During operation of the Inert Gas system (IGS) the automatic Recorder for Oxygen
(O2) and IG Pressure on main line must be operational. The details of the start of
operation (such as discharge at XXX port, date and time of mark, etc. should be noted on
the recording).

Prior to start of the IGS, ensure safety confirmation as per the Operational Record
of the GS. Inspection of the deck seal and PV breaker must be confirmed in good
condition. Also, the status of alarm, indication and proper operation and sequence of
related equipment must be observed.
Prior arrival discharge port, follow companies designated Tanker Discharging
Checklist for IGS preparation and checks / tests. * For operation of the IGS and
precautions, refer to IGS operation makers’ manual which is provided to each vessel.
Starting of Inert Gas System before entering discharge ports of environmentally
sensitive nature, where the air pollution and scrubber discharge flushing could interfere
with the ecosystem, the Inert Gas System shall be run before embarking the harbor pilot
at time of entering the port. This is done so that the IGS plant can settle down & avoid
dark funnel smoke emissions on start-up.
CARGO DISCHARGING OPERATIONS
Operate and test the IGS before arrival at discharge port.
Ensure that O2 level in all cargo oil tanks is less than 8% (preferably less than 5%)
using Double Hull (D/H) Operational Record - Voyage record of COT Oxygen / H2S
content. Also, the cargo tank pressure shall be reduced to minimum positive IG Pressure
(pressure minimum 100 mmAq.)
Prior to starting of Discharge Operations, re-confirm all cargo Tank openings are
tightly closed (eg Vapor locks used for tank gauging, etc) and cargo tank IG supply valves

are correctly set, prior to starting IG on deck (ie opening IG main supply valve). The
individual Cargo Tank IG valve key is to be kept within the control of the Chief Officer.
Monitor the cargo oil tank O2 level, Pressure parameters and Temperature
throughout the cargo oil discharge operations.
During discharging, the monitoring of the cargo tanks not connected to the IGS
shall be done carefully and more frequently. Watch the temperature.(in case of heated
cargoes)
On completion of cargo discharge and before shutting down the IGS, increase the
IG pressure in all oil cargo tanks sufficiently. (Allow for cooling down of temperature inside
cargo tanks).
DURING BALLAST VOYAGE
Maintain the cargo oil tank pressure in all cargo oil tanks at minimum 100 mmAq
during the ballast voyage. Start IGS plant if required to raise tank pressure. However, if
the temperature was raised sufficiently at discharge port, the above may not be generally
necessary.
Be aware that during a sudden drop in the ambient temperature, may cause air to
enter the cargo oil tanks through the P/V valves, increasing the O2 level, thereby causing
an explosive atmosphere inside the cargo tanks.
Leave individual cargo tanks IG supply valves open during the ballast voyage and
monitor the IG main line pressure from the cargo control room or the bridge.

CARGO LOADING OPERATION
Ensure that the O2 level in all cargo oil tanks is less than 8% and that the tank
pressure is minimum 100 mmAq upon arrival at load port, using Double Hull (D/H)
Operational Record Voyage record of COT Oxygen / H2S content.
In certain ports the maximum oxygen content of inert gas in the cargo tanks may
be 5% to meet particular safety requirements, such as the operation of a vapour emission
control system. In such cases follow terminal requirements. For special requirements for
arrival tank atmosphere conditions and limitations, prior loading, follow applicable local
port / terminal requirements.
It is not required to operate the IGS during cargo oil loading operations.
SECONDARY VENTING
The subject of secondary venting and the capacity of the equipment is occasionally
questioned by vetting inspectors.
Vessels fitted with the Full Flow PV / High Velocity Vent Valve(HVVV) comply with
the requirements as required by SOLAS Chapter II-2 Regulation 11, Sections 6.3.2, 6.3.4
& 6.4.
The primary venting system on vessels are via. IG main mast riser, which is
protected by a full flow P/V Breaker.
Secondary venting is achieved via. Individual cargo tank P/V Valves which have
an individual full flow capacity.

PV (PRESSURE VACUUM) / HV (HIGH VELOCITY) VALVES
The maintenance of cargo tanks PV / HVVV are to be carried out as per the PMS.
Such record of maintenance using Cargo Tank PV Valves, along with related
correspondence is to be filed onboard.
DURING LOADED VOYAGE
Cargo tanks shall be maintained at positive pressure. Under normal conditions it
is not necessary to run the IGS during loaded voyage. More so, due to the hydrocarbon
generation, the level of oxygen inside the tanks, would be well under the levels before
loading (empty tank conditions), provided no ingress of air has occurred.
In case, where vapor segregation is not required, the tank pressures are connected
to the common IG line and can be monitored from the central location (Navigation Bridge
or Cargo Control Room).
Be aware that during a sudden drop in the ambient temperature air may enter the
cargo oil tanks through the P/V Valves on each Cargo Oil Tank, increasing the O2 level.
For the sake of exercising due diligence, on behalf of the carrier, on completion of
loading, the IGS Record of Pressure shall be left in constant operation, so as to carry out
voyage recording of Cargo Tank IG Pressure.
Where there is a vapor segregation required to be maintained between grades, the
Segregated tanks pressure shall be monitored frequently (not greater than 4 hourly
intervals).

This interval shall be reduced, depending upon the nature of cargo (tendency to
gasify at maintained temperature), percentage of filling and temperature.
HANDLING TROUBLES & FAILURE OF IGS DURING DISCHARGING / COW
OPERATIONS
If the Inert Gas System (IGS) is malfunctioning during operations, the oil transfer
operations must be suspended immediately, and not resume until the IGS is in good
working condition (or) an alternative Inert Gas supply is provided.
Such emergency action in case of Failure of Inert Gas System, is required in order
to maintain a positive pressure in the cargo or slop tanks. The inert gas main isolating
valve shall be shut. The terminal, must then be informed, as soon as possible.
OTHER OPERATIONS
To operate the IGS for Tank cleaning, Gas freeing and Crude Oil Washing Operations,
extra caution need to be exercised in each procedures.
Evaluation
Table 3.1: Evaluation of Inert Gas Plant
Component Preventive maintenance Maintenance interval
Flue gas isolating valves Operating the valve Before start-up and one
Cleaning with compressed week
or steam Before operating valve

Dismantling for inspection Boiler shutdown
and cleaning
Flue gas scrubber Water flushing After use
Cleaning of demister Three months
Dismantling of level Six months
regulators and temperature Dry docking
probes for inspection
Opening for full internal
inspection
Overboard pipes and valve Flushing with scrubber After use
from flue gas scrubber water pump for about one Dry-docking/regular period
hour
Dismantling of the valve for
overhaul, inspection of
pipeline and overboard end
Blowers Vibration checking While running
Flushing After use
Internal inspection through After flushing and six
hatches months
Dismantling for full Two years or more
overhaul of bearings, shaft frequently if
tightenings and other required/drydocking
necessary work

Deck water seal Dismantling of level Six months
regulators/float valves for One year
inspection One year
Opening for total internal
inspection
Overhaul of auto-valves
Deck mechanical non- Moving and lubricating the One week and before start
return valve valve if necessary One year/18 months
Overhaul of auto-valves
Pressure vacuum valves Operating and lubricating Six months
the valves One year
Opening for full overhaul
and inspection
Deck isolating valve Opening for overhaul One year
Gas pressure regulating Removal of condensation Before start
system instrument, air supply As appropriate
Opening of gas pressure
regulating valves for
overhaul.
Liquid filled pressure Checking liquid level when When opportunity permits
vacuum breaker system at atmospheric and every six months
pressure

CHAPTER 4
Results, Findings and Discussions
This chapter contains the Data Findings, Results, Analysis and Discussions
wherein data findings contain the data gathered from the previous researches.
Data Findings
Figure 4.1: Hydrocarbon gas/air/inert gas mixtures effect on flammability

Figure 4.2: Inlet and outlet configuration of the dilution process

Figure 4.3: Curves of gas concentration against time (dilution process)
Figure 4.4: Inlet and outlet configuration for the displacement process

Figure 4.5: Curves of gas concentration against time (displacement process)
Results
When an inert gas is added to a hydrocarbon gas/air mixture, the result is an
increase in the lower flammable limit concentration and a decrease in the upper
flammable limit concentration. Figure 4.1 illustrates these effects which should be
regarded only as a guide to the principles involved.
Figure 4.2 shows an inlet and outlet configuration of the dilution process and
illustrates the turbulent nature of the gas flow within the tank.
Figure 4.3 shows typical curves of gas concentration against time for three different
sampling positions.

Figure 4.4 shows an inlet and outlet configuration for the displacement process,
and indicates the interface between the incoming and outgoing gases.
Figure 4.5 shows typical curves of gas concentration against time for three different
sampling levels.
Analysis
Operational requirements to gas freeing in the IBC code have been amended in
line with the requirements for oil tankers. In situations where chemical tankers are
required to use inert gas, the cargo tanks shall be purged with inert gas, using approved
gas-freeing arrangements, until the concentration of flammable vapors in the cargo tanks
has been reduced to less than 2% by volume. As the normal inert gas padding
connections in way of P/V-valve risers are not suitable for purging cargo tanks, the use
of inert gas for purging before gas freeing with air will normally have to be carried out via
the cargo system.
Lastly, for chemical tankers that are required to be inerted and that are carrying
products containing an oxygen-dependent inhibitor, the use of inert gas shall not take
place before loading or during the voyage. Instead it shall be applied before commencing
the unloading procedure. The minimum level of oxygen required in the vapour space of
the tank for the inhibitor to be effective shall be specified in the Certificate of Protection
provided by the cargo manufacturer. This information should be taken into account in the
operation of the inert gas system to ensure the oxygen level does not fall below the level
indicated on the certificate.

Discussion
Our inert gas generator system, specialized for Tankers, ensures the correct
atmosphere in the cargo tanks and pipes to minimize the risk of explosion.
Our systems are designed to a high level of safety and are based on compact
modules, offering important savings in space and installation cost both for new buildings
and retrofitting existing vessels. Our most recent developments include automatic
regulation based on deck pressure setting. During off-loading the system optimizes the
inert gas production to only produce the necessary quantum of Inert Gas to maintain the
tank pressure. This system reduces oil consumption providing cost efficiency, as well as
an environmental benefit. To stay ahead of regulations, we have also developed
containerised solutions which can easily be retrofitted on product & chemical tankers.
CHAPTER 5

Summary, Conclusion and Recommendation
Summary
Oil tankers carry oil of different grades and quality, having property to produce
flammable vapors and gases when loaded for transportation. Even with no cargo on
board, there can be harmful flammable gases present in the hold. When the vapor
produced by an oil cargo is mixed with certain concentration of air primarily containing
oxygen, it can result in explosion which results in damages to the property, marine
pollution and loss of life.
For safety against such explosion, Inert gas system is used on board. It can be
through as a separate inert gas plant or flue gas produced by ship’s boiler.
Conclusion
The main function of the Inert Gas System is to reduce the oxygen level in the
cargo tanks by filling them with an inert gas, thereby the tank atmosphere is rendered
non-explosive.
The Inert gas generator system produces inert gas by burning fuel oil and this gas
is passed through the scrubbing tower and demister to wash, clean and cool.
Inert gas is used to prevent explosions and fires occurring onboard ships carrying
crude oil, hydrocarbon gases or refined oil products.

Inert gases are used generally to avoid unwanted chemical reactions degrading a
sample. These undesirable chemical reactions are often oxidation and hydrolysis
reactions with the oxygen and moisture in air. The term inert gas is context-dependent
because several of the noble gases can be made to react under certain conditions.
Recommendations
With the findings obtained, the researchers thus recommend the following:
For the Students
They must have an alternative source of knowledge that will help them specifically
on their studies and their future working and training ground.
For the Teachers
They should find other supplementary materials that will help their students to
maximize their learning.
For the Future Researchers
They must find other factors that may affect the crankshaft to fail. We highly
recommend to use other material that can enhance this research and the knowledge of
other researchers. They should also include several things that can make this research
better.

References:
http://www.wartsila.com/products/marine-oil-gas/inert-gas/inert-gas-
systems/w%C3%A4rtsil%C3%A4-moss-inert-gas-generators-for-tankers
http://www.marineinsight.com/misc/marine-safety/protection-against-explosion-the-i-g-
system/
http://shipsbusiness.com/inert-gas-system.html
https://www.tc.gc.ca/publications/EN/TP4295/PDF/HR/TP4295E.pdf
http://www.shippingengineering.com/cms/detail/inert-gas-generator/240

http://www.maritimeprotection.no/inert-gas-systems.html
http://www.hellenicshippingnews.com/new-requirements-to-inert-gas-systems-on-
chemical-tankers/
https://www.tc.gc.ca/publications/EN/TP4295/PDF/HR/TP4295E.pdf

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CHAPTER 1

Background of the Study

pollution and loss of life.

Purpose of Inert Gas Plant Onboard 1

at which vapor explodes). When the concentration reaches around 10 %, an atmosphere

inert gas is kept around 5% as a safety limit.

suppress combustion of flammable hydrocarbon gases.

Statement of the Problem

This study aims to resolve the following problems such as:

1. What is the purpose of inert gas plant?

2. Why does inert gas plant is used?

3. What are the advantages of using inert gas plant onboard?

1. To analyze the purpose of inert gas plant onboard

2. To be able to understand the reasons why inert gas plant is used

Purpose of Inert Gas Plant Onboard 2

inert gas plant.

reasons of failure in the engine crankshaft.

profession. They can use this research as a guide.

Purpose of Inert Gas Plant Onboard 3

students in terms of knowledge about their chosen course.

Scope and Delimitations of the Study

inert gas plant.

Purpose of Inert Gas Plant Onboard 4

Theoretical Framework/Design Concept

information about the research topic itself.

would introduce other impurities into the cargo tanks.

Purpose of Inert Gas Plant Onboard 5

related equipment must be observed.

Prior arrival discharge port, follow companies designated Tanker Discharging

Starting of Inert Gas System before entering discharge ports of environmentally

dark funnel smoke emissions on start-up.

CARGO DISCHARGING OPERATIONS

Operate and test the IGS before arrival at discharge port.

(pressure minimum 100 mmAq.)

Purpose of Inert Gas Plant Onboard 6

the cargo oil discharge operations.

COMPONENTS AND DESCRIPTION OF IG SYSTEM

or main engine as contains flue gases in it.

of the system isolating both the systems when not in use.

SO2 level decreases up to 90% and gas becomes clear of soot.

4) Demister: Normally made of polypropylene, it is used to absorb moisture and

water from the treated flue gas.

Purpose of Inert Gas Plant Onboard 7

which re-circulates the excess gas back to scrubbing tower.

demister is fitted to absorb the moisture carried away by the gases.

8) Mechanical non return valve: It is an additional non return mechanical device

in line with deck seal.

deck system with the help of this valve.

and is operated only by a responsible officer in the vessel.

Purpose of Inert Gas Plant Onboard 8

pressurization of cargo tank.

WÄRTSILÄ MOSS INERT GAS GENERATORS FOR TANKERS

Our most recent developments include automatic regulation based on deck

reduces oil consumption providing cost efficiency, as well as an environmental benefit.

easily be retrofitted on product & chemical tankers.

THE INERT GAS COMPOSITION

This is based on the combustion of fuel of JIS(Japanese Industrial Standard) K

Purpose of Inert Gas Plant Onboard 9

Carbon Monoxide - below 500ppm

Sulphur dioxide - below 50ppm

Nitrogen & trace gas - remainder

proportion of oxygen concentration to hydrocarbon concentration shown in Figure 2.1.

Purpose of Inert Gas Plant Onboard 10