What is an Inert Gas or IG System on Ships?

Oil tankers carry oil of different grades and quality, having the
property to produce flammable vapours and gases when loaded for
transportation.

Even with no cargo on board, there can be harmful flammable gases

present in the hold.

When the vapour produced by an oil cargo is mixed with a certain

concentration of air primarily containing oxygen, it can result in an
explosion which results in damages to the property, marine
pollution and loss of life

For safety against such explosions, an Inert gas system is used

onboard. It can be through as a separate inert gas plant or flue gas
produced by a ship’s boiler.
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 serves 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 the 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 purposes.
6. I.G pressure regulating valve: The pressure within the tanks varies with the
property of the oil and atmospheric condition. To control this variation and to
avoid overheating of the blower fan, a pressure regulator valve is attached after
blower discharge which re-circulates the excess gas back to the scrubbing tower.

7. Deck seal: The 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 the 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 a flame trap
to avoid the fire igniting when loading or discharging operation is going on when
in port.
11. Cargo tank isolating valves: A vessel has number 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 the cargo tank.

13. Safety and alarm system: The Inert gas plant is provided with various safety
features to safeguard the tank and its own machinery.
Following are various alarms (with Shutdown) incorporated in the
Inert Gas plant on board the ship:
•High Level in scrubber leads to alarm and shutdown of blower and
scrubber tower
•Low-pressure seawater supply (approx. 0.7 bar) to scrubber tower leads to
alarm and shutdown of blower
•Low pressure seawater supply (approx. 1.5 bar) to deck seal leads to alarm
and shutdown of blower
•High inert gas temperature (approx. 70 deg C) leads to alarm and
shutdown of blower
•Low pressure in line after blower (approx. 250mm wg) leads to alarm and
shutdown of blower
•Oxygen content high (8%) leads to alarm and shutdown of gas delivery to
deck
•Low level in deck seal leads to alarm and shutdown of gas delivery to
deck
•Power failure leads to alarm and shutdown of blower and scrubber tower
•Emergency stop leads to alarm and shutdown of blower and scrubber
tower
Following are various alarms incorporated in the
Inert Gas plant:

•Scrubber low level

•Deck seal High level

•Low O2 Content (1%)

•High O2 Content (5%)

•Low lube oil pressure alarm

Working of Inert Gas Plant

The basis of inert gas production in the IG plant is the flue gas generated from
the ship’s boiler. The high-temperature gas mixture from the boiler uptake is
treated in an inert gas plant which cleans, cools and supplies the inert gas to
the individual tanks via PV valves and breakers to ensure the safety of the
tank structure and atmosphere.

The system can be divided into two basic groups:

a) A production plant to produce inert gas and deliver it under pressure, by

means of blower(s), to the cargo tanks.

b) A distribution system to control the passage of inert gas into the appropriate
cargo tanks at the required time.
Brief working procedure

1.Boiler uptake gases are drawn to the scrubber unit via flue gas isolating valve(s) to
the scrubber unit.

2.In the scrubber unit the gas is cooled, cleaned and dried before being supplied to
the tanks.

3.Motor-driven inert gas blowers supply the treated gas from the scrubber tower to
the tanks. They are mounted on rubber vibration absorbers and isolated from the
piping by rubber expansion bellows.

4.Regulation of gas quantity delivered to the deck is taken care of by the gas control
valves and the deck pressure is managed by the pressure controller. If the deck
pressure is lower than the set point the output signal will be raised to open the
valve more, and vice versa if the deck pressure is lower than the set-point. These
valves will then work in cooperation to keep both the deck pressure/blower
pressure at their respective setpoint without starving or overfeeding the circuit.
5.Before entering the deck line, the gas passes through the deck water seal which
also acts as a non-return valve automatically preventing the back-flow of
explosive gases from the cargo tanks.

6.After the deck seal, the inert gas relief is mounted to balance built-up deck
water seal pressure when the system is shut down. In case of a failure of both the
deck seal and the non-return valve, the relief valve will vent the gases flowing
from the cargo tank into the atmosphere

7.The oxygen analyser which is fitted after the blower separates the “production”
and “distribution” components of the plant and analyzes the oxygen content of
the gas and if it is more than 8%, it alarms and shutdowns the plant
What is Inert gas and Inert gas system?

Inert gas is the gas that contains insufficient oxygen (normally less than 8 %)
to suppress the combustion of flammable hydrocarbon gases.

The inert gas system spreads the inert gas over the oil cargo hydrocarbon
mixture which increases the lower explosion limit LEL (lower concentration
at which the vapours can be ignited), simultaneously decreasing the Higher
explosion limit HEL (Higher concentration at which vapour explodes).

When the concentration reaches around 10 %, an atmosphere is created inside

the tank in which hydrocarbon vapours cannot burn. The concentration of
inert gas is kept around 5% as a safety limit.
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 flow; 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 flue 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 fitted, the oxygen content can be automatically controlled
within finer limits, usually within the range 1.5%-2.5% by volume.
a ship.
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.

Efficient 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
The table provides an indication of the typical composition of inert
gas generated from boiler flue 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
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 sufficient 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 flow.
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 efficiency of the
operation.

A mixture of inert gas and petroleum gas, when vented and mixed with
air, can become flammable. The normal safety precautions are taken
when petroleum gas is vented from a tank, therefore, should not be
relaxed.
Inert Gas Operations
Tankers using the inert gas system should maintain their cargo tanks in a non-
flammable 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 flammable
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.
In order to maintain cargo tanks in a non-flammable 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 rectification, 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
• Loading Cargo or Ballast into Tanks in an Inert Condition
• Discharge of Cargo or Ballast from Tanks in an Inert Condition
• Loaded Passage
• Static Electricity Precautions
• Purging
• Gas Freeing
• Preparation for Tank Entry
• Pressure/Vacuum Breakers
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 fitting of a fixed 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-flashpoint cargoes, and constructed
(keel laid) on or after 1 January 2016, must be provided with a fixed inert gas
system complying with Chapter 15 of the amended FSS Code (or an equivalent
system – subject to acceptance by the flag administration).
•The existing clause in SOLAS Regulation II-2/4.5.5.2 for waiving the requirements
for a fixed 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
flammable cargoes such as those listed in the IBC Code chapters 17 and 18, will be
required to have a fixed 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 fitted 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 flammable 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 flammable
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 certificate and should be taken into account.
PORTABLE MEASURING
INSTRUMENTS
The Explosimeter:
The explosimeter is an instrument which is specifically designed for measuring the
lower flammable limit (FL). It will only function correctly if the filament has an
explosive mixture in contact with it.

When in use, the sample tube is lowered into the tank and a sample of the
atmosphere is drawn up into the instrument by several depressions of the rubber
aspirator bulb. If the sample contains an explosive mixture the resistance of the
catalytic filament will change due to the generated heat.

An imbalance of the wheat-stone bridge is detected by the ohm meter which tells the
operator that hydrocarbon gas is present in the tank in sufficient quantity to support
combustion.

The graduations on the meter are a per cent of the lower explosive limit (LEL)
reading between 0% and 100%. A deflection of the meter between 0% and 100%
shows how close the atmosphere being tested approaches the minimum
concentration required for explosion. When a test is made with the explosimeter, and
a deflection to the extreme right-hand side of the scale is noted and remains there,
then the atmosphere under test is explosive.
Limitations of explosimeters:

The explosimeter has been designed to detect the presence of flammable

gases and vapours. The instrument will indicate in a general way
whether or not the atmosphere is dangerous from a flammability point of
view.

It is important to realize that such information obtained from the

instrument is appraised by a person skilled in the interpretation of the
reading, bearing in mind the environment.
The oxygen analyser

The oxygen analyser is an instrument that measures the oxygen content of an

atmosphere to establish whether entry is possible, but it is also employed for inerted
spaces which must be retained under 5% oxygen to affect a safe atmosphere within
the tank.

The oxygen sensor will be either an electromagnetic heated filament or an

electrochemical resistor cell.
The instrument was designed to measure the content only and will not detect the
presence other gases.

Oxygen analysers are portable instruments which draw a sample of the atmosphere
for testing through a sampling hose by means of a rubber aspirator bulb.
The principle of operation is a self-generating electrolytic cell in which the
electric current is directly proportional to the percentage oxygen in a salt
solution connecting to the electrodes.

The electrodes are connected to a micro-ammeter, So that the current read by the
meter can be calibrated to indicate directly the percentage oxygen of the sample.
Drager instruments

This is an instrument which draws a gas or vapour through an appropriate glass

testing tube, each tube being treated with a chemical that will react with a
particular gas, causing discolouration progressively down the length of the
tube.

When measured against a scale, the parts per million (ppm) can be ascertained.
The instrument is used extensively on the chemical carrier trades though it does
have tubes for use with hydrocarbons, which make it suitable for use on
tankers.
SAFETY EQUIPMENT
Self-contained breathing apparatus (SCBA)

The self-contained breathing apparatus required by the regulations should

be type approved to meet the testing standards quoted in the EU Marine
Equipment Directive (MED).

SCBA may be either of the negative demand or positive pressure type or

may have a changeover facility to allow operation in either mode. For use
in incidents involving dangerous goods a positive pressure type mask is
required.

Apparatus such as an anti-gas respirator, through which the surrounding

atmosphere is inhaled through a canister of chemical absorbents, is
unsuitable for enclosed spaces where there is a lack of oxygen, and such
apparatus should not be used.

The volume of air contained in the SCBA cylinders should be at least 1,200
litres, which shall be capable of providing air for at least 30 minutes. Two
spare charges suitable for use with the apparatus should be provided for
each apparatus required.
If passenger ships carrying not more than 36 passengers and cargo
ships are equipped with suitably located means of fully recharging the
air cylinders free from contamination, only one spare charge is required
for each apparatus required.

On passenger ships carrying more than 36 passengers equipped with

suitably located means of fully recharging the air cylinders, the
required spare capacity may be reduced by one third.

❑ Means should be provided for overriding the automatic air supply

valve. Where both a pressure reducing valve and a demand valve are
fitted, in general, means for overriding the latter need only be
provided. 9.1.2.3

❑ All SCBA of fire-fighter’s outfits shall, by 1 July 2019, be fitted with an

audible alarm and a visual or other device that operates when the
pressure drops to a predetermined level to warn the wearer,
(Resolution MSC.338(91).
As a requirement of the MED testing standard EN 137, all MED
approved SCBA sets must be fitted with a low pressure warning device
and pressure indicator.

❑ The most common type of warning device is an audible whistle,

however, pneumatically or electrically operated devices can also be
accepted provided they meet the criteria below.

❑ The warning device shall either be activated automatically when the

pressure vessel valve(s) is (are) opened or if manually activated it
shall not be possible to use the apparatus before the device is
activated.

❑ The warning device shall activate at a predetermined pressure

(usually 55+/-5 bar) which will alert the user before the volume of the
air in the cylinder has been reduced to no less than 200 litres.
Smoke helmet type breathing apparatus

❑ With the entry into force of the revised SOLAS chapter II-2 on 1 July
2002, new ships may no longer be fitted with smoke-helmet type
breathing apparatus and it is recommended that existing ships built
prior to 1 July 2002 be fitted with additional SCBAs to replace, or
make redundant, existing smoke helmet type breathing apparatus
where these form part of the minimum equipment required.

❑ The above recommendation can be applied to replace existing smoke

helmet type breathing apparatus required in SI 1998 No, 1011 (Fire
Protection: Small Ships) Regulation 17(7) with SCBAs.
Lifeline and Safety belt harness

❖ Each breathing apparatus should be provided with a flexible fireproof lifeline,

type approved to meet the testing standards quoted in the Marine Equipment
Directive, of at least 30 m in length, capable of being attached by means of a
snap hook to the harness of the apparatus, or to a separate safety belt, in order
to prevent the breathing apparatus becoming detached when the lifeline is
operated.

❖ The lifeline should be subjected to a test by static load of 3.5 kN for 5 minutes.
Snap hooks should be of materials, so far as possible, resistant to incendive
sparking on impact.
❖ Care should be taken to ensure that the lifeline is free from knots, as their
presence may seriously reduce the strength of the line under load.

❖ The adjustable safety belt or harness together with the snap hook should be in
accordance with BS EN 354, 355, 358, 361 and 365 requirements.
LIFELINE SIGNALS
Instructions should include details of the signals to be used between the fire
fighting party and the wearer of the breathing apparatus. All members of fire
fighting parties should be thoroughly familiar with the signals. The following
signals, which could be made by short, sharp pulls on the lifeline, would be
suitable:
Meaning Meaning
Signal By wearer of breathing To wearer of breathing
apparatus apparatus

1 pulls I am all right Are you all right?

2 pulls I am gong ahead Advance

3 pulls Take up my slack Back Out

Help me out Come out
4 pulls
immediately Immediately
In every instance when line signals are employed, they should be acknowledged
by the recipient of the order by repeating the signal to show that it has been
received.
Storage Location
9.1.6.1 Each breathing apparatus, together with any life line or safety belt
forming part of the outfit, should be stowed in a suitable box or locker with a list
of the contents on prominent display.
The fire-fighter's outfits required by the regulations can be stowed in the same
locker or in readily accessible locations which are permanently and clearly
marked, close to the SCBA sets, and which are not likely to be easily cut off by
fire.
All stowage positions for firemen’s outfit are required to be lit from the
emergency source of power in accordance with SOLAS II-1 Regs. 42.2.1.6 and
43.2.2.4.

9.1.6.2 For passenger ships carrying more than 36 passengers, at least two
fireman’s outfits should be stored in each main vertical zone.
Breathing air compressors
9.1.7.1 SOLAS II-2 Reg. 10.2.6 requires that passenger ships carrying more than 36
passengers constructed on or after 1 July 2010 shall be fitted with a suitably located
means for fully recharging breathing air cylinders, free from contamination. The
means for recharging shall be either:

1. breathing air compressors supplied from the main and emergency

switchboard, or independently driven, with a minimum capacity of 60
litres/min per required breathing apparatus, not to exceed 420 litres/min; or

2. Self-contained high-pressure storage systems of suitable pressure to

recharge the breathing apparatus used on board, with a capacity of at least
1,200 litres per required breathing apparatus, not to exceed 50,000 litres of
free air.
9.1.7.2 The quality of the air produced by any high-pressure storage system
or breathing air compressor should be tested annually by a national
accredited laboratory, in accordance with BS EN 12021 – Respiratory
protective devices - compressed air for breathing apparatus, or an
equivalent national standard.

9.1.7.3 Any breathing air compressor should be installed in an enclosed

compartment (dedicated solely to this purpose, wherever possible) which
in any case should have little or no fire risk, with sufficient space on all
sides to ensure good ventilation. The area should be as cool as possible but
places where freezing is possible should be avoided, and the air intake
should be located in open air and away from potential contaminant release
points.

9.1.7.4 The systems must be inspected following installation and

maintained and tested at periodic intervals to ensure they remain in a
suitable condition for their intended purpose according to the
manufacturer’s instructions. At least one member of the crew should be
competent in the use and maintenance of the equipment.
Compressed air line breathing apparatus

9.1.8.1 Breathing apparatus provided additional to regulation

requirements, which draws its air through a compressed air line from the
ship's air supply, independent compressor or independent compressed
air cylinders may be accepted provided that the supply is capable of
functioning for at least 30 minutes.

9.1.8.2 If such apparatus is fitted onboard a high-speed craft it should be

type approved to meet the testing standards quoted in the Marine
Equipment Directive.

9.1.8.3 As far as practicable, the siting of the main air compressors should
be in accordance with the requirements given in 9.1.7.3.

9.1.8.4 The quality of the air produced should be tested annually in

accordance with the requirements given in 9.1.7.2. The inspection and
maintenance of the system should be in accordance with the requirements
given in 9.1.7.4.
Breathing apparatus cylinders
9.1.9.1 Steel cylinders: Air cylinders most commonly used for marine applications
are manufactured from steel and have a working pressure of 200 or 300 bar.
9.1.9.2 Carbon composite cylinders: Carbon composite air cylinders, consisting of
an aluminium liner over-wrapped with continuous filaments of carbon and glass
fibres, and having a working pressure of 200 or 300 bar, may be accepted for use as
part of the statutory breathing apparatus subject to the following conditions:
(a) a maximum charging rate of 27 bar/minute will help reduce heat build-up and
minimise the need to top-up the cylinder after it has cooled down;
(b) cylinders with abrasion or cut damage to the carbon composite layer must be
rendered unserviceable;
(c) the refilling of cylinders should be the responsibility of a person competent and
trained in such matters;
(d) the label on the cylinder displays vital safety information and should be clearly
legible; and
(e) the cylinders should be provided with a suitable protective cover to give
enhanced protection against contact damage, which should be removed prior to
each charging to enable a thorough external inspection to be carried out.

9.1.9.3 All air cylinders for breathing apparatus must be interchangeable.

Cylinder marking:
Where in any ship breathing apparatus cylinders are carried having different
working pressures, in addition to the normal marking on the cylinder the working
pressure should be prominently marked on the cylinder. 9.1.11
Cylinder inspection:
9.1.11.1 Each cylinder must be checked to ensure that it is within its recertification
period and not due for periodic testing.

9.1.11.2 Steel cylinders should be inspected internally, externally and hydrostatically

tested at intervals not exceeding 5 years.

9.1.11.3 Carbon composite cylinders, referred to in paragraph 9.1.9.2, should be

similarly inspected and hydrostatically tested at intervals specified by the
manufacturer or after a period not exceeding 5 years. The normal design lifetime of a
carbon composite cylinder is 15 to 20 years.
Training cylinders
SOLAS II-2 Reg. 15 - applicable from 1 July 2014:-

2.2.6 An onboard means of recharging breathing apparatus cylinders used during

drills shall be provided or a suitable number of spare cylinders shall be carried on
board to replace those used.

In addition to the fully charged spare cylinders required by the regulations for each
breathing apparatus, where no means for recharging such cylinders is provided
onboard, sufficient spare cylinders must be provided for training purposes.

Factors to be considered by the ship-owner when deciding upon the number of

training cylinders to be provided include the requirements in the Safety
Management System for the number of drills on board where SCBA cylinders may
be used, and the nature of the vessels trading pattern with respect to shore based
charging facilities.

Cylinders intended for training purposes should be prominently marked to

indicate their intended use.
 Personal Equipment
Protective clothing
The fire-fighter’s protective clothing required by the regulations should be type
approved to meet the testing standards quoted in the Marine Equipment Directive,
and manufactured from material which is water resistant, readily cleanable and
which is flameproof to the requirements of BS EN 1486, 469 or ISO 15538.
Whilst a two piece garment is preferred, a one piece garment may be accepted.
Provision should be taken to ensure the sizes are suitable for all personnel on board
whilst wearing normal clothing. The protective clothing should be easy to put on and
take off, be reasonably comfortable to wear and permit maximum movement of the
wearer.
Gloves
The fire-fighter’s gloves required by the regulations should be type approved to meet
the testing standards quoted in the Marine Equipment Directive. Gloves and mitts for
protection against accidental contact of energized electrical equipment should meet
the BS EN 60903 standard. These types of gloves / mitts must not be used for fire-
fighting purposes.
Boots
The fire-fighter’s boots required by the regulations should be type approved to meet
the testing standards quoted in the Marine Equipment Directive, and should be of
rubber or other electrically non-conductive material.
Boots

The fire-fighter’s boots required by the regulations should be type approved to meet
the testing standards quoted in the Marine Equipment Directive, and should be of
rubber or other electrically non-conductive material.

Helmet

The fire-fighter’s helmet required by the regulations should be type approved to

meet the testing standards quoted in the Marine Equipment Directive, and provide
effective protection against impact.
Fire-fighter’s Communication

For ships constructed on or after 1 July 2014, a minimum of two way portable
radiotelephone apparatus for each fire party for firefighter's communication shall be
carried on board. Those two-way portable radiotelephone apparatus shall be of an
explosion-proof type or intrinsically safe. Ships constructed before 1 July 2014 shall
comply with the requirements of this paragraph not later than the first survey after 1
July 2018. (Resolution MSC.338(91)

The purpose of these specific radios is to provide a dedicated means of

communication between a team of fire fighters entering the space, and the crew
member located outside the space who is assigned, i.e. one Fire Party. Therefore, the
total number of these radios to be carried on boarto control this teamd will depend
upon the number of fire parties detailed on the Muster List, as each fire party must
have at least two of these dedicated radios.
To date, IMO has not set performance standards for the above portable radio
telephone apparatus but, in order for such equipment to meet the explosionproof or
intrinsically safe requirements, the UK would expect the radio telephone apparatus to
be certified in accordance with relevant standards for equipment and protective
systems intended for use in potentially explosive atmospheres, and maintained as
such, for example:-

Directive 94/9/EC (ATEX) - with approval rating such as II2G Ex ib IIA T3; or
IEC 60079-0 2009 - Electrical apparatus for explosive gas atmospheres - Classification
of areas; or
IEC 60092-502 1999 - Electrical installations in ships - Tankers - Special features.
Intrinsically safe radios should have a power output of 1 watt or less.

It is the ship's responsibility to demonstrate that the radios are fit for purpose, i.e. that
they are able to work within the environment to be expected in a fire scenario, that
their operating range is sufficient and that they are safe.
Fire-fighter's Axes
The axe required as part of the fire-fighter’s outfit should have a short handle
provided with high-voltage insulation and its head should have a spike as well as a
cutting edge; a carrying belt should be provided. It is recommended that, in
addition, a long handled axe of the felling type should be provided in the
firefighting equipment locker.
Safety Lamps
General
Safety lamps forming a part of the fire-fighter's outfit should be of an approved
explosion-proof type, complying with a recognised standard, e.g. BS EN 60079
Series or EU ATEX Directive 94/9/EC - Electrical apparatus for explosive gas
atmospheres, and should be capable of illumination for a minimum period of 3
hours. In order to meet the minimum illumination time requirement, it is strongly
recommended that safety lamps use re-chargeable batteries, and that they are
permanently connected to the recharging unit when not in use. If any safety lamp
onboard uses alkaline cells, regular checks of the batteries voltage should be made
to ensure the lamp will meet the minimum illumination time, and sufficient spare
cells should be readily available at the fire stations for this purpose. The safety
lamps must be fitted with means for easy attachment of the lamp to the user.
Zone areas
Safety lamps are categorized for use into Zone areas as detailed below. For use with
fire-fighter's outfits, safety lamps complying with Zone 0 or 1 requirements can be
accepted, (except that Zone 2 lamps may continue to be accepted in existing ships
where appropriate).
Zone 0 Safety Lamps
Zone 0: “An area in which an explosive gas atmosphere is present continuously or
for long periods or frequently.” Lamps in this category are intended for use in any
ship, including those carrying cargoes which are, or may give rise to, flammable
gases and vapours continuously or for long periods or frequently.
Zone 1 Safety Lamps
Zone 1: “An area in which an explosive gas atmosphere is likely to occur in normal
operation occasionally.”
Lamps in this category are intended for use in any ship, including those carrying
cargoes which are, or may occasionally give rise to, flammable gases and vapours.
All lamps accepted in this category are suitable for use in petroleum tankers but
may not be suitable for all flammable cargoes; special attention should be paid to
ensure that certification is suitable for use with the cargoes of bulk chemical carriers
and liquefied gas carriers.
Zone 2 Safety Lamps

Zone 2: “An area in which an explosive gas atmosphere is not likely to occur in
normal operation but, if it does occur, will persist for a short period only.”

Lamps in this category are only suitable for use in ships where there is limited risk of
flammable gas or vapour.

Emergency Escape Breathing Devices (EEBD)

General
The general requirements for emergency escape breathing devices are contained in SI
1998 No, 1012 (Fire Protection: Large Ships), as amended, Regulations 12A, 25A and
34A, and FSS Code Chapter 3.

The EEBD’s required by the regulations should be type approved to meet the testing
standards quoted in the Marine Equipment Directive.

Guidelines for the performance, location, use and care of EEBD’s are contained in
MSC/Circ.849.
Lifeboat engine, emergency
fire pump engine, lifeboat
winch, operation and care
How Lifeboat Work And Where Are They Used?
A lifeboat has always been an integral part of life-saving equipment on the ship. It’s considered
as the last resort to safety challenges on board ships. Thus it is important to maintain the
required number of lifeboats at all times.

Lifeboats are basically a smaller boat designated for carrying out emergency abandonment of
the ship. The primary objective of these lifeboats is to provide quick and easy escape from the
sinking ship.
Located on the side of the ship they must be capable of lowering quickly with least resistance
operating the davit system. To sustain survival at sea under SOLAS and LSA codes; each
lifeboat must-have emergency rations, freshwater, first aid, tools, signaling equipment,
and VHF radio.

The total number of lifeboats per ship is governed by its size, type, and a total number of crews
and passengers. Based on its design and operating mechanism a lifeboat can be classified into
open, closed, and free-fall types.

As the name suggests an open lifeboat is open and exposed to the environment ( sun, wind,
rain ). This is the kind of lifeboat you will find on older ships. The other type is the enclosed
one with a roof on top to protect against seawater currents, rain, and winds.
The last type is the heaviest and strongest of them all and are launched in a free fall directly
into the waters. Because of their free-fall nature they take the least time to reach the water
surface once released.
What are requirements of Lifeboat Engine as per SOLAS ?
1.Every lifeboat shall be powered by a compression ignition engine. No engine
shall be used for any lifeboat if its fuel has a flashpoint of 430 C or less (closed
cup test).

2.The engine shall be provided with either a manual starting system, or a power
starting system with two independent rechargeable energy sources. Any
necessary starting aids shall also be provided. The engine starting systems and
starting aids shall start the engine at an ambient temperature of 150C within 2
minutes of commencing the start procedure unless, in the opinion of the Central
Government having regard to the particular voyages in which the ship carrying
the lifeboat is constantly engaged, a different temperature is appropriate. The
starting systems shall not be impeded by the engine casing, thwarts or other
obstructions.

3.The engine shall be capable of operating for not less than 5 minutes after
starting from cold with the lifeboat out of the water.

4.The engines shall be capable of operating when the lifeboat is flooded upto the
centerline of the
5.The propeller shafting shall be so arranged that the propeller can be disengaged
from the engine. Provision shall be made for ahead and eastern propulsion of the
lifeboat.
6.The exhaust pipe shall be so arranged as to prevent water from entering the engine
in normal operation.
7.All lifeboats shall be designed with due regard to the safety of persons in the water
and to the possibility of damage to the propulsion systems by floating debris.
8.The speed of a lifeboat when proceeding ahead in clam water, when loaded with
its full complement of persons and equipment and with all engine-powered auxiliary
equipment in operation, shall be at least 6 Knots and at least 2 Knots when towing
a 25 persons liferaft loaded with its full complement of persons and equipment or its
equivalent. Sufficient fuel, suitable for use throughout the temperature range
expected in the area in which the ship operates, shall be provided to run the fully
loaded lifeboat at 6 knots for a period of not less than 25 hours.
9.The lifeboat engine, transmission and engine accessories shall be enclosed in a fire-
retardant casing or other suitable arrangements providing similar protection. Such
arrangements shall also protect persons from coming into accidental contact with
hot or moving parts and protect the engine from exposure to weather and sea.
Adequate means shall be provided to reduce the engine noise. Starter batteries shall
be provided with casings which form a watertight enclosure around the bottom and
sides of the batteries. The battery casings shall have a tight fitting top which
provided for necessary gas venting.

10.The lifeboat engine and accessories shall be designed to limit electromagnetic

emissions so that engine operation does not interfere with the operation of radio life-
saving appliances used in the lifeboat.

11.Means shall be provided for recharging all engine starting, radio and search-light
batteries. Radio batteries shall not be used to provided power for engine starting.
Means shall be provided for recharging lifeboat batteries from the ship’s power
supply at a supply voltage not exceeding 55 volts which can be disconnected at the
lifeboat embarkation station.

12.Water-resistant instructions for starting and operating the engine shall be

provided and mounted in a conspicuous place near the engine starting controls.
Where Lifeboat Is Used And Their Minimum Requirements?
Today enclosed life boats of various types ( semi-enclosed, fully enclosed and free
fall ) are used on large ships to save the life of its crew and passengers in event of
emergency abandonment of the ship.

These small boats are used along with other life saving equipment’s such as the
life rafts, rescue boat and other buoyant devices. Based on the type of ship we
have different minimum requirements to these life boats.

The International Convention for the Safety of Life at Sea requires an adequate
number of life-saving equipment in the form of life boats, life rafts, and rescue
boats accounting for at least 125% of total capacity.

The SOLAS also requires these boats to be launched with the ship listed up to 15
degrees on either side or 20 degrees on one side at 5 knots.

For large cargo ships, there should be adequate numbers of life-saving equipment
( life boats + Life rafts + Rescue Boats ) accounting for 300% of the capacity of the
ship.
In which 100% of total capacity be able to embark from enclosed lifeboats. Further,
the other 200% of the capacity be used by life rafts with 100% capacity on each side
of the ship.

In case of passenger ships or cruise running for small international voyages i.e less
than 600 miles. There should be lifeboats accounting for 30% of the total capacity
and life rafts for 100% of the capacity.

For passengers ships involved in long international voyage they should have life
boats accounting for 100% of the capacity with 50% on each side. Further they
should also have life rafts accounting for not less than 25%.
How is lifeboat capacity calculated?
The capacity of a life boat is determined by calculating the cubic capacity for that
boat ( L x b x d x 0.64 ) deducting the volume of the engine. Although it gives a fair
number of passengers to be accounted; actual seating limits are governed by SOLAS
convention.

As per LSA code 4.4.2.1 no lifeboat shall ever accommodate more than 150
passengers at any time. When calculating the total number of seats for a lifeboat the
average weight of a person is considered to be 75 kg.
All approved life boats should accommodate at least 5 seated person with space for
one injured person lying down on a stretcher. Further, they should be arranged as
such to allow quick and easy embarkation and disembarkation.
For free fall life boats the carrying capacity is calculated based on the total number
of seats that can be fitted without interfering with the safety, operations or means of
propulsion. While maintaining automatically self-righting ability when fully loaded.
How are lifeboats launched?
A lifeboat is lowered or launched with the least resistance by using the gravity davit
assembly. The boat is secured to the davit assembly by its two arms, boat fall and
suspension block.

A gravity davit assembly consists of davit arms, over-lashing wire rope, remote
control wire, boat fall, deck control device, suspension block, and link along with the
handbrake to control launching speed.

The boats are secured to the davit assembly by means of wires and hook. Upon
releasing the hook the boats propels away and is on its own.

Start the launching procedure by removing the electrical connection to the boat
battery.
 Confirm the painter is connected to the painter releasing device. Remove the over
lashing wire rope and safety pin from the winch brake. open the embarkation door
and embark. Once embarked lower the davit arm by using the remote control
wire/lever to launch the lifeboat to waterline.

Under normal weather the hooks will auto detach under hydro static force
triggering operating lever and Morse cable. In case it does not self trigger remove
the safety pin on operating lever and release the hooks manually.

Lifeboat Release System - Launching procedure of https://www.youtube.com/watch?v=IwB9AN8Ariw

Lifeboat Explained

https://www.youtube.com/watch?v=big3Dq3mMts&t
LIFE RAFT LAUNCHING PROCEDURE
=269s

Free Fall Lifeboat Launching Video https://www.youtube.com/watch?v=0Yv0aTsZrMI

Lifeboat Recovery Procedure in Heavy Weather https://www.youtube.com/watch?v=ZT2nfMlf0hM

How lifeboat work? Starting a lifeboat engine
When starting the lifeboat engine the first thing you should do is to check the
cooling water valve position. When starting at sea it should be in normal running
position but on davit put this to testing position.

Further when testing you need to dip the testing water line to a container filled with
water to act as the coolant. Then you also need to close the exhaust drain pipe valve
and uncover the boat engine for inspection.

Do a quick visual inspection and confirm the lube oil lever is under desirable limit.
Under extremely cold conditions you might also need to check its viscosity.

Then crank the engine to ensure the shaft is free from obstruction.
You can select between the two batteries given for starting the lifeboat engine. For
the first battery you need to wait longer to start but it consumes less power per
starting.

For the second method you do not have to wait and can start immediately. Under
normal condition it is advised to use the first battery with slightly longer starting
procedure.

For the first method turn the starting switch and wait for the glow light to
disappear; then start the engine. For the second method with another battery you
can start immediately before the glow light turn off.

Then there is also a fail safe method to start the engine by using spring start
method.
Inspection and maintenance requirements for lifeboat
In 96th session of Maritime Safety Committee’s IMO various amendments are made
to the SOLAS regulations III/3 and III/20; which came into effect from 1 Jan 2020.

As per new amendments more emphasis is given on the maintenance and regular
inspection and testing of the life boat and associated launching appliances on board.

Inspection and maintenance tasks are divided into weekly, monthly, yearly, and on
each five years routine. This routine involves tasks such as visual inspection of the
inside boat, hull, canopy, painter, hatches, air support system, engine, water cooler,
battery, and lifeboat equipment.

They further include operational maintenance, cleaning and testing of various

lifeboat systems. The life boat itself should be lowered at frequent interval and drills
be conducted for abandonment.
 Lifeboat Safety Equipment

1.Survival manual 8.Embarkation ladder

2.Sea Anchor 9.Dipper
3.Rustproof drinking vessel 10.Food rations with jack knife and tin
4.Compass opener.
5.Six hand flares with four rocket 11.Anti sea sickness pills
flares 12.Radar reflector and VHF Radio
6.Day light signaling instrument 13.Thermal protective aid
7.A pair of buoyant smoke signal 14.A portable fire extinguisher
8.First Aid Kit
What is SOLAS requirement for emergency fire pump on ships?
Requirement for emergency fire pump on board as per SOLAS:

•Capacity not less than 40 % of total required capacity of the fire pumps but in any
case not less than 25 m3 / hr.
•Capable of delivering 2 jets of water with minimum pressure (at a 3rd hydrant – not
a SOLAS requirement) 2.5 bar<6000 dwt, 2.7 bar> 6000 DWT
•Diesel power source of pump started in cold condition of 0° C by hand or by power
at least 6 times within a period of 30 minutes and at least twice within 1st 10
minutes.
•Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main
machinery space to allow the pump to run for additional 15 hours.(Total suction
head and the net positive suction head of the pump to be such that they will provide
for the required capacity and pressure under all conditions of list, trim, roll and pitch
likely to be encountered in service)
•No direct access between engine room and emergency fire pump. If access provided,
through and airlock.
•Isolation valves in tankers to be fitted on the fire main on poop and tank deck at
intervals not more than 40 meters to pressure integrity of fire main
system.(Diameter of fire main: sufficient for maximum discharge from 2 pumps
operating simultaneously except for cargo ships the diameter need be sufficient for
a discharge of 140 m3 / hour.