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Inert Gas on board Tankers – All you

need to know!

General
Hydrocarbon gas normally encountered in petroleum tankers cannot burn in an atmosphere
containing less than approximately 11% oxygen by volume. One way to provide protection
against re or explosion in the vapour space of cargo tanks is to keep the oxygen level below
that gure. This is usually achieved by using a xed piping arrangement to blow inert gas into
each cargo tank in order to reduce the air content, and oxygen content and render the tank
atmosphere non- ammable.

Sources of Inert Gas

Possible sources of IG on tankers and combination carriers are:

1. Uptake gas from the ship’s main auxiliary boilers;

2. An independent IG Generator and
3. A gas turbine plant when equipped with an afterburner.

Composition and Quality of Inert Gas

The International Convention for the Safety of Life at Sea (SOLAS) as amended, requires that IG
systems be capable of delivering IG with an oxygen content of the IG main not more than 5%
by volume at any required rate of ow; and of maintaining a positive pressure in the cargo
tanks all times with an atmosphere having an oxygen content of not more than 8% by volume
except when it is necessary for the tank to be gas free.

When using ue gas from a main or auxiliary boiler, an oxygen level of less than 5% can
generally be obtained, depending on the quality of combustion control and the load on the
boiler.

When an independent IG generator or a gas turbine plant with afterburner is tted, the oxygen
content can be automatically controlled within ner limits, usually within the range 1.5%-2.5%
by volume.

In certain ports, the maximum oxygen content of IG in the cargo tanks may be set at 5% to
meet particular safety requirements, such as the operation of a vapour emission control
system. Where such a limitation is in place, the ship should be advised of the requirements in
the pre-arrival information exchange.

E cient scrubbing of the gas is essential, particularly for the reduction of the sulphur dioxide
content. High levels of sulphur dioxide increase the acidic characteristic of the IG, which is
harmful to personnel, and may cause accelerated corrosion to the structure of a ship.

The table provides an indication of the typical composition of inert gas generated from
boiler ue gas, expressed as a percentage by volume.
Nitrogen N 83%

Carbon Dioxide CO2 12-14%

Oxygen O2 2-4%

Sulphur Dioxide SO2 50ppm

Carbon Monoxide CO Trace

Nitrogen Oxide NOx 200ppm

Water Vapour H2O Trace (High if not dried)

Ash and Soot (C) Traces

Density 1.044

Read about..Inert gas asphyxiation

Methods of Replacing Tank Atmospheres

If the entire tank atmosphere could be replaced by an equal volume of inert gas, the resulting
tank atmosphere would have the same oxygen level as the incoming inert gas. In practice, this
is impossible to achieve and a volume of inert gas equal to several tank volumes must be
introduced into the tank before the desired result can be achieved.

The replacement of a tank atmosphere by inert gas can be achieved by either inerting or
purging. In each of this methods, one of two distinct processes, dilution or displacement, will
predominate.

Dilution takes place when the incoming inert gas mixes with the original tank atmosphere to
form a homogeneous mixture throughout 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 su cient entry velocity to penetrate to the bottom of the tank. To ensure this, a
limit must be placed on the number of tanks that can be inerted simultaneously. Where this
limit is not clearly stipulated in the operations manual, only one tank should be inerted or
purged at a time when using the dilution method. Below is a representation of Dilution method
onboard.
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. However, in practice, some dilution inevitably takes place
owing to the turbulence caused by the inert gas ow. Displacement generally allows several
tanks to be inerted or purged simultaneously. Below is a representation of Displacement
method achieved onboard.

Whichever method is employed, and whether inerting or purging it is vital that oxygen or gas
measurements are taken at several heights and horizontal positions within the tank to check
the e ciency of the operation. A mixture of inert gas and petroleum gas, when vented and
mixed with air, can become ammable. The normal safety precautions are taken when
petroleum gas is vented from a tank, therefore, should not be relaxed.

*Read about Flammability Diagram

Inert Gas Operations

Tankers using the inert gas system should maintain their cargo tanks in a non- ammable
condition at all times. It follows that:

Tanks should be kept in an inert condition at all times, except when it is necessary for
them to be gas free for inspection or work. The oxygen content should not be more than
8% by volume and the atmosphere should be maintained at a positive pressure.
The atmosphere within the tank should make the transition from the inert condition to
the gas-free condition without passing through the ammable condition. In practice, this
means that, before any tank is gas freed, it should be purged with inert gas until the
hydrocarbon content of the tank atmosphere is below the critical dilution line. Check
Flammability Diagram (Line GA)
When a ship is in a gas-free condition before arrival at a loading port, the tanks must be
inerted prior to loading.

Related Article:   OIL TANKER OPERATIONS (Loading) - Conventional

Tanker Basics

In order to maintain cargo tanks in a non- ammable condition, the inert gas plant will be
required to:

Inert empty cargo tanks

Be in operation, or be ready for immediate operation, during cargo discharge,
deballasting, COW and tank cleaning
Purge tanks prior to gas freeing
Top up the pressure in the cargo tanks when necessary during other stages of the
voyage

It must be emphasised that the protection provided by an inert gas system depends on the
proper operation and maintenance of the entire system.

Inert Gas System Maintenance

There should be close co-operation between the deck and engine departments to ensure
proper maintenance and operation of the inert gas system. It is particularly important to ensure
that non-return barriers function correctly, especially the deck water seal or block and bleed
valves so that there is no possibility of petroleum gas or liquid petroleum passing back to the
machinery spaces. To demonstrate that the inert gas plant is fully operational and in good
working order, a record of inspection of the inert gas plant, including defects and their
recti cation, should be maintained on board.
Degradation of Inert gas Quality
Tanker personnel should be alert to the possible degradation of inert gas quality within tanks
as a result of air being drawn into the tanks due to inappropriate operation of the inert gas or
cargo systems. For instance:

Not topping up the inert gas promptly if the pressure in the system falls, due to
temperature changes at night.
Prolonged opening of tank apertures for tank gauging, sampling and dipping.

When water is drained from a non-inerted tank, air will be entered into the drainings delivered
to the slop tank and may ultimately enter into inerted tank atmospheres. The volume of air
entrained in this manner can be particularly high if an eductor is used on recirculation to the
slop tank. Therefore, when liquid is to be drained to the slop tank, the inert gas quality in all
tanks should be closely monitored.

Application to Cargo Tank Operations

Before the Inert gas system Is put Into service,  the tests required by the operations manual or
manufacturer’s Instructions should be carried out. The feed oxygen analyser and recorder
should be tested and proved to be In good order. Portable oxygen and hydrocarbon meters
should also be prepared and tested.

 Inerting of  Empty Tanks

When Inerting empty tanks that are gas free, for example following a dry docking or tank
entry, inert gas should be introduced into the distribution system while venting the air in the
tank to the atmosphere. This operation should continue until the oxygen content throughout
the tank is not more than 8% by volume. Thereafter, the oxygen level will not increase if a 
positive pressure is maintained by using the Inert gas system to introduce additional inert gas
when necessary. If the tank is not gas free, the precautions against static electricity should be
taken until the oxygen content of the tank has been reduced to 8% by volume. When all tanks
have been inerted, they should be kept common with the inert gas main and the system
pressurised with a minimum positive pressure of at least 1 DO mm water gauge. If Individual
tanks have to be segregated from a common line (e.g for product Integrity}, the segregated
tanks should be provided with an alternative means of maintaining an inert gas blanket.

Loading Cargo or Ballast into Tanks in an Inert

Condition
When loading cargo or ballast, the Inert gas plant should be shut down and the tanks vented
through the appropriate venting system. On completion of loading or ballasting, and when all
ullaging is completed, the tanks should be closed and the Inert gas system restarted and re-
pressurised. The system should then be shut down and all safety isolating valves secured.
Local regulations may prohibit venting after crude oil washing.

Discharge of  Cargo or Ballast from Tanks in an

Inert Condition
The Inert gas supply must be maintained throughout cargo or ballast discharge operations to
prevent air entering the tanks. If a satisfactory positive inert gas pressure can be safely
maintained without a continuous supply of Inert gas, then it’s acceptable to re-circulate or stop
the supply of Inert gas provided that the Inert gas plant is kept ready for immediate operation.
If on arrival in port the inert gas has to be de-pressurised in order to measure or sample the
cargo, it may be di cult, because of the low boiler load, to re-pressurise with an Inert gas
having su ciently low oxygen content. In this situation, it may be necessary to create a load on
the boiler by using the main cargo pumps to circulate the cargo around the ship’s pipelines
until the Inert gas quality Is satisfactory. Great care is necessary to ensure that the pumping
arrangements used for circulating cargo do not give rise to an over ow. Throughout the
discharge of cargo, particularly when the boiler load is low or uctuating, the oxygen content
of the Inert gas supply must be carefully monitored. Additionally, both the oxygen content and
pressure of the Inert gas main should be continuously recorded during discharge, for action to
be taken in the event of failure of the Inert gas plant during discharge from Inerted tanks. If
hand dipping of a tank Is necessary, pressure may be reduced while dipping ports are open,
but care must be taken not to allow a vacuum to develop since this would pull air Into the
tank. To prevent this, It may be necessary to reduce the cargo pumping rate, and discharge
should be stopped immediately if there is a danger of the tanks coming under vacuum.

Related Article:   FLAMMABILITY COMPOSITION DIAGRAM

Loaded Passage
A positive pressure of Inert gas should be maintained in the ullage space at all times during
the loaded passage In order to prevent the possible ingress of air. If the pressure falls below
the low-pressure alarm level, it will be necessary to start the Inert gas plant to restore an
adequate pressure in the system. Loss of pressure is normally associated with leakages from
tank openings and falling air and sea temperatures. In the latter cases, It is all the more
important to ensure that the tanks are gas tight. Gas leaks are usually easily detected by their
noise and every e ort must be made to eliminate leaks at tank hatches, ullage lids, tank
washing machine openings, valves etc. Leaks that cannot be eliminated should be marked
and recorded for sealing during the next ballast passage or at another suitable opportunity.
Certain all products, principally aviation turbine kerosene and diesel oil, can absorb oxygen
during the re ning and storage process. This oxygen can later be liberated into an oxygen
de cient atmosphere such as the ullage space of an Inerted cargo tank. Although the
recorded Incidence of oxygen liberation is low, cargo tank oxygen levels should be monitored
so that any necessary precautionary measures can be taken prior to the commencement of
discharge.

Static Electricity Precautions

In normal operations, the presence of Inert gas prevents the existence of ammable gas
mixtures inside cargo tanks. Hazards due to static electricity may arise, however; mainly in the
case of a failure of the Inert gas system. To avoid these hazards, the following procedures are
recommended:

 If the Inert gas plant breaks down during discharge, operations should be suspended. If
air has entered the tank, no dipping, ullaging, sampling or other equipment should be
introduced into the tank until at least 30 minutes have elapsed since the injection of inert
gas ceased. After this period, equipment may be introduced provided that all metallic
components are securely earthed. This requirement for earthing should be applied until
a period of ve hours has elapsed since the Injection of Inert gas ceased.
 During any necessary re-inerting of a tank following a failure and repair of the Inert gas
system, or during Initial Inerting of a non-gas free tank, no dipping, ullaging, sampling or
other equipment should be inserted until the tank is in an Inert condition, as established
by monitoring the gas vented from the tank being Inerted. However, should It be
necessary to Introduce a gas sampling system Into the tank to establish its condition, at
least 30 minutes should elapse after stopping the injection of Inert gas before inserting
the sampling system. Metallic components of the sampling system should be electrically
continuous and securely earthed.

Purging
When it Is required to gas free a tank after washing, the tank should rst be purged with Inert
gas to reduce the hydrocarbon content to 2% or less by volume. This is to ensure that, during
the subsequent gas freeing operation, no portion of the tank atmosphere Is brought within the
ammable range. The hydrocarbon content must be measured with an appropriate meter
designed to measure the percentage of hydrocarbon gas in an oxygen de cient atmosphere.
The usual ammable gas Indicator Is not suitable for this purpose. If the dilution method of
purging Is used, It should be carried out with the inert gas system set for maximum capacity to
give maximum turbulence within the tank. If the displacement method Is used, the gas Inlet
velocity should be lower to prevent undue turbulence.

Gas Freeing
Before starting gas freeing, the tank should be isolated from other tanks by means of closing
valves or blanking o associated pipelines. When either portable fans or xed fans connected
to the cargo pipeline system are used to introduce air into the tank, the Inert gas inlet should
be isolated. If the Inert gas system fan Is employed to draw air into the tank, both the line back
to the Inert gas source and the Inert gas Inlet into each tank that Is being kept Inerted should
be isolated.

Preparation for Tank Entry

To ensure the dilution of the toxic components of Inert gas to below their Threshold Limit
Values (TLVs), gas freeing should continue until lasts with an oxygen analyser show a steady
oxygen reading of 20.9% by volume and tests with a ammable gas Indicator show not more
than 1% LFL. If the presence of a toxic gas such as benzene or hydrogen sulphide is suspected,
gas freeing should be continued until tests Indicate that its concentration Is below its TLV-
TWA. Positive fresh air ventilation should be maintained throughout the period that personnel
are In a tank, and frequent tests should be made of both oxygen and hydrocarbon content of
the tank atmosphere. When other tanks in an Inert condition are either adjacent or
Interconnected (e.g. by a pipeline) to the tank being entered, personnel should be alert to the
possibility of Inert gas leaking Into the gas free tank through, for example, bulkhead fractures
or defective valves. The risk of this occurring can be minimised by maintaining a small but
positive inert gas pressure. When a gas free tank is re-connected to the inert gas main, it
should immediately be re-inerted.

Related Article:   What is Load on Top (LOT)?

Pressure/Vacuum Breakers
Every Inert gas system Is required to be tted with one or more pressure/vacuum breakers or
other approved devices. These are designed to protect the cargo tanks against excessive
pressure or vacuum and must, therefore, he kept in good working order by regular
maintenance in accordance with the manufacturer’s Instructions. When these breakers are
liquid lled, it Is important to ensure that the correct uid Is used and the correct level is
maintained. The level can normally only be checked when there is no pressure in the Inert gas
main line. Evaporation, condensation and possible ingress of sea water should be taken Into
consideration when checking the liquid condition and level. In heavy weather, the pressure
surge caused by the motion of the liquid in the cargo tanks may cause the liquid in the
pressure/vacuum breaker to be blown out. This may be more liable to happen on combination
carriers than on tankers.

* Read about Deck Water Seals

IGS Requirement Table (DNV)

IG Systems – Amendments & New Requirements
The IMO’S Maritime Safety Committee (MSC) has worked closely on the matter and following
their 93rd session have introduced new requirements and amendments to the IG Systems;

These amendments:
Apply to oil and chemical tankers constructed on or after 1st January 2016.
Do not apply retrospectively to existing tankers constructed before 1st January 2016.
Have been included in SOLAS Ch.II-2, the IBC code and the FSS code Ch.15

In General:
The tting of a xed inert gas system will be required for tankers of 8,000 tonnes
deadweight (dwt) and over, constructed (keel laid) on or after 1 January 2016. Previously,
this applied only to tankers of 20,000 tonnes dwt and over.
Tankers 8,000 dwt and over, carrying low- ashpoint cargoes, and constructed (keel laid)
on or after 1 January 2016, must be provided with a xed inert gas system complying with
Chapter 15 of the amended FSS Code (or an equivalent system – subject to acceptance
by the ag administration).
The existing clause in SOLAS Regulation II-2/4.5.5.2 for waiving the requirements for a
xed inert gas system still applies to all gas carriers, but for chemical tankers, it now
only applies to those constructed before 1 January 2016. This means that chemical
tankers constructed (keel laid) on or after 1 January 2016, and carrying ammable
 cargoes such as those listed in the IBC Code chapters 17 and 18, will be required to have
a xed inert gas system, regardless of cargo tank size and tank washing machine
capacities.
The amendments also require the oxygen content supplied to the cargo tanks by the
inert gas system to be reduced to 5%. The earlier limit was 8%.

Amendments for Oil tankers:

Tankers tted with exhaust gas type inerting system will require inerting to be carried out
during loading, on the voyage, during unloading, tank cleaning and for purging prior to gas
freeing with air.

Amendments for Chemical Tankers:

In the case of chemical tankers, it is accepted that inert gas need only be applied before
commencing the unloading. This is in order to reduce cargo handling time. However,
nitrogen will be the only accepted inert gas medium.
The exemption for existing chemical tankers – having cargo tank volumes not exceeding
3000 m3 and having tank cleaning machine throughput not exceeding 17.5 m3/h per
nozzle and total throughput not exceeding 110 m3/h per tank, does not apply to new
chemical tankers constructed on or after 1st January 2016.
However, the previous exemption for chemical tankers related to inert gas capacity still
exists. When carrying ammable chemicals it is, therefore, acceptable that the unloading
rate is reduced to 80% of the inert gas system capacity.
A new paragraph is inserted in Chapter 8 of IBC code under “Cargo tank purging” which
reads as “… before gas-freeing, the cargo tanks shall be purged with inert gas through
outlet pipes with a cross-sectional area such that an exit velocity of at least 20 m/s can
be maintained when any three tanks are being simultaneously supplied with inert gas.
The outlets shall extend not less than 2 m above the deck level. Purging shall continue
until the concentration of hydrocarbon or other ammable vapours in the cargo tanks
has been reduced to less than 2% by volume. This is now in line with the oil
tanker requirements.
In case the chemical tanker is carrying oxygen dependent inhibitor and the tank is
required to be inerted, then the inert gas should not be used before loading or during the
voyage. Instead, the inert gas should be introduced in the tanks before commencing
unloading. The minimum level of oxygen required is mentioned in the cargo
manufacturer certi cate and should be taken into account.

Related:
Gas Tanker - Types, Tanks, Reliquefaction &…
 Cargo Calculations - Tanker Work
Tanker Terminology used in Shipping
BLU Code - Code Of Practice For The Safe Loading And…
Condition Assessment Scheme (CAS)
Ballast Water Management - Merchant Ships

BY MILJAN
FILED UNDER: TANKERS
TAGGED WITH: DILUTION, DISPLACEMENT, GAS FREE, IG, IGS, IGS REQUIREMENT, INERT GAS, INERT GAS SYSTEM,
PURGING, PV BREAKER, TANKERS

Comments

salmon angombe says

MAY 10, 2017 AT 9:32 PM

wow,now i know how it works

Reply

GLADSON K MICHAEL says

SEPTEMBER 3, 2017 AT 1:44 PM

why then precautions are not taken during bunker from a barge even by law its not
required. why they do not have an IG system.

Reply

cultofsea says
SEPTEMBER 3, 2017 AT 9:11 PM

To reply to your query:

 1. Fuel oil is a non-static accumulator
2. No tank washing takes place in bunker barges

for further reading please have a look at:

https://cultofsea.com/tanker/static-electricity/

Reply

chris says
DECEMBER 24, 2017 AT 11:36 AM

during loading operation it is necessary that all tank IGvalve from tank are all open to
equalize the pressure of all tank even if you load around 4 tanks out of 12 tanks.the master
IG valve is closed becuase inert gas plant is not in used.

Reply

Angad says
DECEMBER 25, 2017 AT 9:04 AM

Agreed that master IG valve is shut as the inert gas plant is not in use.

1. You can close the inlet IG valves of rest 8 tanks and keep these 4 tanks in common
and vent them out via Mast riser or any one PV of these 4 tanks or vapour return line.

2. You can keep all tanks IG valves shut, if the cargo is sensitive to avoid vapour mixing
of these 4 tanks with other 8 tanks and let them vent via its own PV (Not suggested as
the pv will keep banging all the time and the tank will ve pressurized to max pv lift
press. all the time)

Reply
 Richard says
APRIL 3, 2018 AT 9:29 PM

Dont know if you’re checking the comments here, but as per the latest SOLAS regulations,
all tankers above 8000DWT are required to have an IG system now. Any plans to update to
this article ?

Great read otherwise.

Cheers.

Reply

cultofsea says
APRIL 4, 2018 AT 8:17 AM

Hello Richard! Really appreciate your comment and thanks for updating! will surely do.

Reply

roger.n says
MAY 14, 2018 AT 9:17 PM

how to control oxygen in IGG system or which devices do it?

Reply

Angad says
MAY 15, 2018 AT 7:57 AM

One example of such equipment would be igiantech G36 Oxygen Analyser.

http://www.igiantech.com/g36-oxygen-analyser

Reply
 Jithin krishna says
JANUARY 12, 2020 AT 1:25 PM

Is there any di erence in the arrangement of pv valves breaker and mast risers in product
carriers and vlcc

Reply

cultofsea says
JANUARY 13, 2020 AT 11:12 AM

Hello Jithin, Functionality and the principle remains the same, size di ers, many
product carries do not have a mast riser, however, if they have one, it’s same.

Reply

AYMAN says
FEBRUARY 8, 2020 AT 1:26 AM

Can you please advice ,what the possibility of releasing soot during operation from cooling
outboard.

Regards

Reply

Joven Ruthford says

APRIL 30, 2021 AT 9:36 PM

I think the pressure surge caused by the motion of the liquid in the cargo tanks may cause
the liquid in the pressure/vacuum breaker to be blown out. This may be more liable to
 happen on combination carriers than on tankers.

Reply

E. Romain says
MAY 26, 2021 AT 4:23 AM

Does the amendment for chemical tankers whereby inert gas only needs to be applied
before commencing unloading contradicts the requirement to maintain the atmosphere in
any part of any cargo tank with an oxygen content not exceeding 8% by volume and at a
positive pressure at all times in port and at sea except when it is necessary for such a tank
to be gas-free? I believed that the inert gas blanket had to be maintained at all times when
transporting cargoes with ashpoint up to 60°C listed in Chapter 17 and Chapter 18 of the
IBC Code.in tanks with capacities 3000 cubic meters and above.

Reply

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