InstructionManual Book

Hamworthy Moss AS
Hamworthy Moss AS Telephone E-mail: moss@hamworthy.com

P.O. Box 1053 + 47 69 27 99 00 Web: www.hamworthy.com
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INSTRUCTION MANUAL
FOR
MOSS INERT GAS SYSTEM

Moss Order no. should always be referred to when ordering Spare Parts, Guarantee- and service questions
TYPE: MOSS INERT GAS SYSTEM

CAPACITY: 4.500 m3/h
SHIP NAME: HULL NO. S-1239
MOSS ORDER NO: 130882
SERIAL NO: 6217
BUILDING YEAR: 2007
Client / Client ref: Project no.: Serial no.:

STX SHIPBUILDING CO. LTD. P-4136 6217
Document title: Document no.:

INSTRUCTION MANUAL FOR
130882InstructionManual
MOSS INERT GAS SYSTEM
Hamworthy Moss AS
Ordre no: 130882 Chapter: 1-12
Rev: 00 Date:
CONTENT 20071128
Description:
1.00 GENERAL
2.00 TECHNICAL DATA
3.00 DESCRIPTION OF EACH UNIT
4.00 INSTRUMENTATION AND CONTROL SYSTEM
5.00 INSTRUCTION FOR PLANT START, OPERATION AND STOP
6.00 MAINTENANCE AND TROUBLESHOOTING
7.00 EMERGENCY PROCEDURES
8.00 APPLICATION TO CARGO TANK OPERATION
8.00 APPLICATION TO CARGO TANK OPERATION
9.00 PARTS / SPARE PARTS LIST - DRAWINGS
10.00 LIST OF DRAWINGS - ELECTRICAL
11.00 INSTRUCTION FOR OXYGEN ANALYSER
12.00 INSTRUCTION AND PAMPHLETS

Hamworthy Moss AS
Ordre no: 130882 Chapter: 1
Rev: 00 Date:
TABLE OF CONTENTS 20071128
Description: Page:
Chapter 1.00 GENERAL
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1
1.2 Explosive Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 2
1.3 Inert Gas System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 4
1.4 Quantity and Rate of Supply of Inert Gas . . . . . . . . . . . . . . . . 1 - 4
1.5 Safe Oxygen Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 4
1.6 Health Hazards with Inert Gas . . . . . . . . . . . . . . . . . . . . . . . . 1 - 5
1.6.1 Oxygen Deficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 5

1.6.2 Toxicity of Hydrocarbon Vapours . . . . . . . . . . . . . . . . 1 - 6
1.6.3 Inert Gas Toxicity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 6
1.6.4 Tank Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 6
1.6.5 Electrostatic Hazards . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 6
1.6.6 Repair of Inert Gas Generating Plant . . . . . . . . . . . . . 1 - 7
Hamworthy Moss AS
Order no: 130882 Chapter: 2
Rev: 00 Date:
Description: Page:
Chapter 2.00 TECHNICAL DATA
2.1 Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1
2.2 Utilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1
Hamworthy Moss AS
Rev: 00 Date:
Description: Page:
Chapter 3.00 DESCRIPTION OF EACH UNIT
3.1 The Oil Burner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1
3.2 The Ignition Burner (Fig. 3-3) . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 2
3.3 Fuel Oil Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 2
3.4 Fuel Oil Control Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 3
3.5 Capacity Control Loop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 3
3.6 Deck Pressure Control Loop . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 3
3.7 Burner/Scrubber Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 6
3.8 The Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 6
3.9 The Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 7
3.10 The Combustion Air System . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 7
3.11 I.G. Pressure Capacity Valve . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 7
3.12 Pressure Controlled Blow Off Valve . . . . . . . . . . . . . . . . . . . . 3 - 7
3.13 I.G. Main Control Valve and I.G. Main Block and Bleed Valves3 - 7
3.14 Oxygen Analyser (stationary) (Item No. 204) . . . . . . . . . . . . . 3 - 8
3.15 The Inert Gas System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8
3.16 Deck Water Seal (NA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8
3.17 Deck Water Seal Supply (NA) . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8
3.18 Non return valve in main deck line (Existing Item) . . . . . . . . . 3 - 8
3.19 Deck isolating valve (Existing Item) . . . . . . . . . . . . . . . . . . . . 3 - 8
3.20 P/V breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8

Hamworthy Moss AS
Rev: 00 Date:
Description: Page:
Chapter 4.00 INSTRUMENTATION AND CONTROL SYSTEM
4.1 Indicating/Recording Instruments . . . . . . . . . . . . . . . . . . . . . . 4 - 1
4.1.1 Thermometers (TI) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1

4.1.2 Temperature Indicators (TI) . . . . . . . . . . . . . . . . . . . . 4 - 1
4.1.3 Pressure Indicators (PI) . . . . . . . . . . . . . . . . . . . . . . . 4 - 1
4.1.4 Analyse Indicators (AI) . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1
4.1.5 Indicating and Recording Instruments (PIR/AIR) . . . . 4 - 1
4.1.6 Transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1
4.2 Safety Interlocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2
4.2.1 Set Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2

4.2.2 Temperature Switches . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2
4.2.3 Current Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2
4.2.4 Pressure Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2
4.2.5 Level Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2
4.2.6 O2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2
4.2.7 The Ignition Transformer (Item No. 209) . . . . . . . . . . 4 - 2
4.2.8 The Flame Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 3
4.2.9 The Programmable Controller (Item No. 235) . . . . . . 4 - 3
4.3 Instrumentation and Control Panels . . . . . . . . . . . . . . . . . . . . 4 - 3
4.3.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 3
4.3.2 Main Control Panel – Engine Room (Item No. 233) . . 4 - 3
4.3.3 Sub Panel - Cargo Control Room (Item No. 234). . . . 4 - 4
4.3.4 Sub Panel - Wheel House (Item No. 239) . . . . . . . . . 4 - 4
4.3.5 Sub Panel – Engine Control Room (Item No. 236). . . 4 - 4
4.3.6 Qxygen Analysing System . . . . . . . . . . . . . . . . . . . . . 4 - 4
4.3.7 The Instrument Air . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 5
Hamworthy Moss AS
Rev: 00 Date:
Description: Page:
Chapter 5.00 INSTRUCTION FOR PLANT START, OPERATION AND STOP
5.1 Short Form, Step by Step, Plant Start and Stop Instruction . . 5 - 1
5.1.1 Before Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 1

5.1.2 Normal (auto) Start - Inert Gas Burner . . . . . . . . . . . . 5 - 1
5.1.3 Manual Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 2
5.1.4 Air Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 3
5.1.5 Inert Gas to Consumers . . . . . . . . . . . . . . . . . . . . . . . 5 - 3
5.1.6 Stop of Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 3
5.2 Descriptive Instructions for Plant Start and Operation . . . . . . 5 - 4
5.2.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 4
5.2.2 Normal (auto) Start . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 4
5.2.3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 4
Hamworthy Moss AS
Rev: 00 Date:
Description: Page:
Chapter 6.00 MAINTENANCE AND TROUBLESHOOTING
6.1 I.M.O. Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1
6.2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1
6.3 Burner Scrubber Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1
6.4 Adjustment and tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1
6.4.1 Oil burner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1

6.4.2 The Combustion Air System. . . . . . . . . . . . . . . . . . . . 6 - 4
6.4.3 The Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 4
6.4.4 The Gas System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 4
6.4.5 The Seawater System . . . . . . . . . . . . . . . . . . . . . . . . 6 - 4
6.4.6 Alignment of Combustion Control. . . . . . . . . . . . . . . . 6 - 5
6.5 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 5
6.5.1 Items to be checked at regular intervals. . . . . . . . . . . 6 - 5

6.5.2 Other items to be checked regularly. . . . . . . . . . . . . . 6 - 5
6.6 Deck Water Seal (NA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 7
6.7 P/V Breaker. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 7
6.8 Non-return valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 7
6.9 Scrubber effluent line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 8
6.10 Testing of other units and alarms . . . . . . . . . . . . . . . . . . . . . . 6 - 8
6.11 Suggested maintenance programme by I.M.O. . . . . . . . . . . . 6 - 8
6.12 Some possible causes of faults during start and operation. . . 6 - 10
6.12.1 If Control voltage is not on . . . . . . . . . . . . . . . . . . . . . 6 - 10

6.12.2 If Ignition does not take place. . . . . . . . . . . . . . . . . . . 6 - 10
6.12.3 If Fuel Oil Pressure is too low. . . . . . . . . . . . . . . . . . . 6 - 10
6.12.4 If Seawater Pressure is too low . . . . . . . . . . . . . . . . . 6 - 10
Hamworthy Moss AS
Rev: 00 Date:
Description: Page:
6.12.5 If Seawater Level in Cooling Tower is too high . . . . . 6 - 10

6.12.6 If Inert Gas Temperature is higher than approx. 5 °C above Seawa-
ter Inlet Temperature . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 10
6.12.7 If the Instrument Air Pressure is too low. . . . . . . . . . . 6 - 10
6.12.8 If Seawater Temperature Outlet Cooling Jacket (Item No. 178) is
higher than approx. 13°C above Seawater Inlet Temperature (Item
No. 175) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 11
6.13 Personnel Qualifications & Training . . . . . . . . . . . . . . . . . . . . 6 - 11
6.14 Safety Instructions for Maintenance and Inspection Work . . . 6 - 11
6.15 Precaution for entering the scrubber . . . . . . . . . . . . . . . . . . . . 6 - 11

Hamworthy Moss AS
Rev: 00 Date:
Description: Page:
Chapter 7.00 EMERGENCY PROCEDURES

Hamworthy Moss AS
Rev: 00 Date:
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Chapter 8.00 APPLICATION TO CARGO TANK OPERATION
8.2 Inerting of Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1
8.3 Discharge of Water Ballast . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1
8.4 Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 2
8.5 Loaded Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 2
8.6 Cargo Transfer and Cargo Sampling . . . . . . . . . . . . . . . . . . . 8 - 2
8.7 Ballasting of Cargo Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 3
8.8 Ballast Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 3
8.9 Tank Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 3
8.10 Purging Prior to Gas-Freeing . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 3
8.11 Gas-Freeing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 4
8.12 Tank Entry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 4
8.13 Re-Inerting after Tank Entry . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 5
8.14 Special Notes concerning Product Carriers . . . . . . . . . . . . . . 8 - 5
8.15 Cargo-Ballast Operation Manual . . . . . . . . . . . . . . . . . . . . . . . 8 - 6
8.16 Application to Double Hull Spaces . . . . . . . . . . . . . . . . . . . . . 8 - 7

Hamworthy Moss AS
CHAPTER 1 - GENERAL
Rev: Date:
1. GENERAL
1.1 General
The main reason for the installation of an Inert Gas system on board a tank ship
is to minimize the danger of fire or explosion in cargo tanks.
This danger always exists, due to the fact that all three elements needed to
start a fire or an explosion will be present.
These three elements are:
1. A combustible element, fuel, represented by hydrocarbon vapours from

the cargo.
2. Energy to start the combustion, represented by sparks from various
sources.
3. Oxygen to support the combustion, represented by the oxygen in the air,
which contains roughly 21% oxygen and 79% Nitrogen.
To set off a fire or explosion all three elements must be present simultaneously.
If any of the three elements can be eliminated, the danger of explosion is also
eliminated, and this is the philosophy behind the inert gas system.
When looking for the simplest element to remove, one will find that:
1. The fuel part can never be eliminated, due to the nature of the cargo,
which in itself is highly flammable.
The cargo will always evaporate explosive hydrocarbon vapours, which
will fill any void spaces in the tanks, and mix with the air entering the tanks
through open hatches, etc.
On ballast voyage the empty tank is also filled with a mixture of air, drawn
in when unloading and vapours from the cargo remain in the tank.
2. The energy spark to set off an explosion is also very difficult to eliminate
completely.
Exhaustive studies have been made by maritime bodies worldwide. No
exact conclusion has been drawn, but it is a recognized fact that the most
dangerous source of ignition is that of static electricity, which may be cre-
ated in various ways inside the tank.
The nature of this static electricity is such that it is difficult to recognize,

and therefore almost impossible to eliminate.
1-1
Hamworthy Moss AS
CHAPTER 1 - GENERAL
3. The remaining element to support combustion oxygen is always present,

being 21% of the earth’s atmosphere.
The percentage of oxygen inside the cargo tanks can be controlled, by
replacing the air with an inert gas, namely, a gas with oxygen content too
low to form an explosive mixture regardless of the amount of petroleum
gas in the atmosphere of the tank.
1.2 Explosive Limits

The chemical composition of air is basically:
Oxygen O2 = 21% volume
Nitrogen N2 = 79% volume
A mixture of hydrocarbon gas and air has two limits of explosivity.
• the lower explosive limit (LEL), is 2% of gas - (98% of air).

• the upper explosive limit (UEL), is 10% of gas - (90% of air).
Within these two limits, the mixture is flammable. Below the lower explosive
limit, the mixture is too lean to burn. Above the upper explosive limit, the mix-
ture is too rich to burn.
• Hydrocarbon gas in a hazardous mixture containing oxygen will only burn if

the content of hydrocarbon gas in the mixture lies between the upper and
lower limits of flammability. These limits, which are respectively 10% and
2% in air, vary according to the oxygen content of the mixture. The gap
between them narrows progressively as the oxygen content diminishes.
(See diagram M4815-001std).
• If the oxygen content of the gaseous mixture is BELOW 11%, the hydrocar-
bon gas contained in the mixture CANNOT BURN WHATEVER ITS CON-
CENTRATION MAY BE. An atmosphere containing less than 11% of
oxygen is considered to be THEORETICALLY INERT.
1-2
Hamworthy Moss AS
CHAPTER 1 - GENERAL
1-3
Hamworthy Moss AS
CHAPTER 1 - GENERAL
1.3 Inert Gas System

The method of protecting an oil tanker by means of inert gas consists in com-
pletely isolating the ship’s tanks from atmosphere. This is achieved by main-
taining a slight overpressure in the tanks at all times, and leaving only the tank
breathing valves free to open.
Whilst discharging cargo (or ballast from cargo tanks), the liquid pumped out
of the tanks is replaced by inert gas. At all times, the pressure of the inert gas
in the tanks is maintained slightly above atmospheric pressure.
From one dry-docking to the next, the ship is constantly protected by inert gas,
the only exception being in the case of work having to be done inside one of
the tanks.
This procedure means a greater all-round safety in the operation of the ship,
not only during tank cleaning, loading and discharging operations, but also dur-
ing voyages.
The inert gas used on this ship is produced by operating a controlled air blower
that sucks air from the engine room and feeds the air into the Moss Inert Gas
Generator to burn fuel oil at a very low excess air value. The gas is then cooled
and cleaned by seawater in a scrubber unit, and subsequently distributed to
the tanks through a deck piping system.
The produced gas consists mainly of Nitrogen N2 and Carbon Dioxide CO2.
1.4 Quantity and Rate of Supply of Inert Gas

The most critical demand for Inert Gas is during cargo discharge, when the
supply must at least equal the cargo discharge rate. Centrifugal cargo pumps
have a rated capacity against a nominal head, but on some occasions it is pos-
sible to exceed the rated capacity when discharging against a lower head. To
cater for such variations in discharge rate, the Inert Gas system capacity has
been sized on the nominal pumping rate multiplied by at least 1.25.
IF THE CARGO DISCHARGE CAPACITY EVER EXCEEDS INERT GAS

CAPACITY, THE DISCHARGE RATE SHOULD BE REDUCED IN ORDER TO
MAINTAIN A POSITIVE INERT GAS PRESSURE.
1.5 Safe Oxygen Levels

During inert gas plant operations, it is of utmost importance to keep the oxygen
level as low as possible, in order to have the greatest possible safety margin.
1-4
Hamworthy Moss AS
CHAPTER 1 - GENERAL
Oxygen levels:
11% OXYGEN: MINIMUM OXYGEN LEVEL

necessary to support combustion/explosion. This level,
however, is not considered safe, since there is no margin
left for measurement errors.
8% OXYGEN: MAXIMUM OXYGEN LEVEL ALLOWED

during inert gas plant operations. However, all necessary
steps must be taken to ensure oxygen level below 8%.
5% OXYGEN: SATISFACTORY OXYGEN LEVEL

This is considered the normal maximum level that a good
operating vessel shall maintain, even with the worst boiler
load condition.
Less than 3%
Oxygen: BEST OXYGEN LEVEL
for a good operating vessel. The I.G.S. operations in the fol-
lowing sections refer to this level.
1.6 Health Hazards with Inert Gas

NOTE!
ALL PERSONNEL MUST BE MADE AWARE OF THE HAZARDS AND PRE-
CAUTIONS LISTED IN THE FOLLOWING PARAGRAPHS.
1.6.1 Oxygen Deficiency

All inerted areas, are areas with an atmosphere containing very little oxygen.
Exposure to an atmosphere containing less than 5% oxygen results in IMME-

DIATE UNCONSCIOUSNESS. If resuscitation is delayed for more than
approximately four minutes, irreversible brain damage will occur. Further delay
will kill.
Even if the oxygen deficiency is not sufficient to cause unconsciousness, the

mind is liable to become apathetic and complacent, and even if these symp-
toms are noticed and an escape is attempted, physical exertion will aggravate
the weakness of both body and mind.
Oxygen deficiency is therefore much more serious than exposure to hydrocar-

bon vapours. For this reason, a full scale reading on a portable oxygen analys-
er (21%) should be obtained throughout the tank before entry is allowed.
Additionally, precautions are necessary before and during tank entry, to ensure
that inert gas does not enter a gas-free tank via I.G. main, cargo pipe lines or
possible bulkhead cracks.
1-5
Hamworthy Moss AS
CHAPTER 1 - GENERAL
NOTE!
AN OXYGEN DEFICIENT ATMOSPHERE MAY NOT ONLY BE PRESENT
WITHIN A CARGO TANK, BUT ALSO IN ADJACENT CARGO PUMP
ROOMS, PERMANENT BALLAST TANKS, VOID SPACES, AT GAS EXITS
AND WITHIN INERT GAS PLANTS TO BE OVERHAULED.
1.6.2 Toxicity of Hydrocarbon Vapours

Inert gas has no effect on the toxic nature of hydrocarbon gases, and the prob-
lem is no different from the toxicity of hydrocarbon vapours in ships without an
I.G. system. Due to the possibility of gas pockets, regeneration, etc., gas free-
ing must continue until the entire compartment shows a zero reading with a reli-
able combustible gas indicator, or 1% lower flammable limit reading, should the
instrument have a sensitivity scale on which a zero reading is impractical.
1.6.3 Inert Gas Toxicity

Any combustion of oil may produce limited amounts of toxic gas such as sul-
phur dioxide (SO2), Carbon monoxide (CO) and oxides of nitrogen (NOx).
Measurement is the only way to detect the presence of these toxic gases. How-
ever the dilution of toxic components of inert gas can be correlated with the
readings of an approved combustible gas indicator as gas freeing progresses,
if the hydrocarbon gas content of an inerted tank exceeds approximately 2%
by volume before beginning of gas freeing.
If ventilation of the compartment results in a lower flammable limit reading of

1% or less, in conjunction with an oxygen reading of 21% by volume, toxic trace
gases will have been diluted to a concentration which will be safe to enter.
Alternatively, and disregarding the initial hydrocarbon gas content, continue
ventilating until a steady oxygen reading of 21% by volume is reached.
1.6.4 Tank Pressure

Personnel should be advised of the practical hazards when an inerted cargo
tank is maintained at a positive pressure. The pressure must be sufficiently
relieved before opening any tank lids, ullage plugs or tank washing openings.
1.6.5 Electrostatic Hazards

An electrostatic charge can occur in the small particulate matter carried in flue
gas. Although the charge is normally of a low level, much higher levels have
been observed with water mists created by tank washing.
Cargo tanks are usually in an inerted condition and electrostatic ignition is not
a consideration unless the oxygen content of the tank atmosphere is increased
by the entrance of air, or unless it is necessary to inert a tank already contain-
ing a flammable atmosphere.
1-6
Hamworthy Moss AS
CHAPTER 1 - GENERAL
1.6.6 Repair of Inert Gas Generating Plant

Inert gas is asphyxiating and extreme caution must be exercised at all times
when working on the plant. Being in fresh air during the work is not a safety
guarantee, since inert gas possibly leaking from the plant can still cause
unconsciousness very quickly. The plant should therefore be completely gas
free before any equipment is opened up.
An internal examination of any unit, such as the inert gas scrubber, must not
be performed without following the standard recommendations for entering
enclosed spaces. Blind flanges should be fitted where applicable or the plant
should be completely isolated.
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CHAPTER 2 - TECHNICAL DATA
Rev: Date:
2. TECHNICAL DATA
2.1 Performance
Nominal capacity: 4.500 m3/h
Delivery pressure
generator outlet: Approx. 10,12 bar (g) at 100 % capacity
Normal oxygen content: 1 - 5 % by volume
The oxygen content is adjustable between 1,0% and 5% by volume.
Gas composition by volume at O2 = 3% by volume based on Class DMA,

DMB or DMC distillate fuel *)
CO = Max. 100 ppm
NOx = Max. 150 ppm
SO2 = Max. 1 ppm
CO2 = Approx. 14 %
N2 + Ar = Balance
Soot = Bacharach 0
Gas temperature at cooling tower, outlet: Maximum 5°C above cooling water
inlet temperature. Carry over of water droplets less than 1 g/kg dry gas.
*) Guaranteed through all points in the operating range.
2.2 Utilities
Fuel oil
(Inert gas at 3% by volume O2 by combustion of ambient air).
Capacity: Approx. 333 kg/h
Without preheating: Marine Distillate Fuels, according to

ISO 8217:1996(E). Category DMA or DMB
Class DMC can also be used.
Seawater (raw)
Capacity
(Cooling tower): Approx. 300 m3/h (filtered to 3 mm)
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CHAPTER 2 - TECHNICAL DATA
Pressure
(Cooling tower): Approx. 2 bar (g) at cooling tower inlet
Temp. increase
through plant: Approx. 13 °C
Capasity
(Deck water seal): Approx. 3 m3/h
Pressure
(Deck water seal): Approx. 1 bar g
El. power 3 phase, 440 V, 60 Hz

El. motor, 100% blower, net: Approx. 63 kW
El. motor, fuel oil pump, net: Approx. 1,1 kW
El. power single phase, 220 V, 60 Hz

Control system: Approx. 1,5 kW
Instrument air at 6 - 10 bar g

Control system (in balance): Approx. 4 Nm3/h
Ignition burner: Approx. 0,4 Nm3/h
Air for ignition burner can be taken from other sources than instrument air res-
ervoir.
Normal working air at 5-10 bar (g) will be acceptable.
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CHAPTER 3 - DESCRIPTION OF EACH UNIT
Rev: Date:
3. DESCRIPTION OF EACH UNIT
3.1 The Oil Burner
is of the mechanical high pressure atomising type. Oil gun and fuel oil nozzle
are of by-pass type. In the return line a pneumatically controlled capacity reg-
ulating valve (Item No. 23) is mounted.
The burner runs as a duplex burner, where the oil consumption depends on
size of nozzle and oil pressure in the return line.
For safe start of the plant it is advisable to ignite the burner at low capacity,
which means reduced oil and air to the burner. This I.G.G. is built for running
on distillate fuel.
The capacity is controlled by operation of touch keys in front of main control

panel in engine control room or sub panel in cargo control room.
The oil nozzle is as mentioned above of pressure atomising by-pass type. The
oil is directed to the orifice through tangential slots, thus the oil gets a rotating
motion and the oil to the burner leaves the nozzles as a thin rotating mem-
brane, which is atomised just after the nozzle. The atomised oil forms a cone,
in which the top angle depends on the nozzle type and oil pressure. When oil
pressure thus oil quantity is increased, the rotating velocity increases, and the
atomising cone increases. (Higher oil pressure = higher oil quantity = higher
rotating velocity = greater atomising cone.)
The oil gun is adjustable in axial direction to find the best position for the oil
nozzle.
A stuffing box around the oil gun with fibre-glass gasket avoids gas leakage.
The combustion air is supplied tangentially to the upper inlet duct on top of the
burner unit. This means that the air, already when entering the outer gas cham-
ber, is brought into rotation.
The rotation is strengthened at the same time as the velocity increases through
a number of vanes on the way via circular distribution opening (burner throat)
into the combustion chamber, where combustion air and fuel oil are mixed. The
vanes are adjustable. A small part of air passes through a tube around the oil
gun as “primary air”.
The “primary air” blowing along the oil gun prevents settling of uncombusted oil
particles on the fuel oil nozzle. For complete combustion it is necessary to mix
the atomised fuel oil and combustion air as good as possible. This is obtained
by high relative velocity between oil and gas. The axial air velocity at the oil
nozzle must, however, not be higher than the rate of combustion, as this would
mean that the flame would be blown away from the nozzle. As mentioned
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before, a high rotating velocity is therefore obtained even at a low axial velocity
at the centre of the burner. Oil and air are rotated in opposite directions to
increase the relative velocity.
Although the combustion chamber is manufactured in one piece, it may be con-

sidered as three parts. Each of these parts, the upper which has the shape of
a cut cone, the one in the middle being cylindrical and the lower, which also
has the shape of a cut cone, is made with water jackets to avoid too high ther-
mal stresses.
In the front of the burner, there are openings for oil gun, ignition burner and
view ports with glasses and gate valves for flame control and inspection.
3.2 The Ignition Burner (Fig. 3-3)

which is welded into an opening in front plate of the oil burner, consists mainly
of a cylindrical combustion chamber with internal linings, 1.0 US. gal/h fuel oil
nozzle (Item No. 88) and an ignition glow plug (Item No. 89). Combustion air,
which flows outside the internal lining for cooling, is supplied from the 100 psi
working air system, and in this line a solenoid valve (Item No. 152) is mounted.
The top plate into which the oil nozzle and glow plug are fitted, is removed by
opening a cap nut. In the oil supply line one solenoid operated shut-off valve
(Item No. 158) is mounted.
The 10-15 cm long pilot flame comes out through the tube, which connects the
ignition burner to the front plate of the main burner.
Time from when the ignition glow plug is activated and the main burner is sup-
plied with fuel oil is approximately 35 seconds.
3.3 Fuel Oil Systems

Main burner system consists of:
Two oil pumps with electric motors (Item Nos. 82 and 83). Duplex oil filter with
double way valve (Item No. 81). Connections to oil gun are made by flexible
hoses. (Item No. 84). The oil supply to main burner and oil return pipes are fit-
ted with two pneumatically operated valves with solenoid for control (Item Nos.
153 and 156) and a pneumatic control valve (Item No. 23) for fuel oil capacity
control.
Fuel oil consumption is determined by the div. values on a pressure gauge

(Item No. 166), fuel oil return.
A pressure control valve (Item No. 80) is fitted to the fuel oil pump by-pass line,
between pipe line to burner and pipe line to fuel oil tank onboard.
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Connection to ignition burner is made by a solenoid valve (Item No. 158) and
a flexible hose (Item No. 85).
To protect the ocean environment from possible oil pollution, the unit is fitted
with solenoid valve (Item No. 157) for air flushing of the fuel oil hoses after shut
down.
3.4 Fuel Oil Control Loop

The fuel oil control valve, (Item No. 23), can be controlled manually or automat-
ically by entering the page PID 23 after selected PID (regulators) on the touch
screen. The man/auto selector switch has to be put into the desired operation.
When operated manually, the output signal to the valve has to be entered into
the field MAN OVERRIDE.
Normal operation is automatic. When the loop is automatically controlled, the

blower load signal is the most significant input for control-signal to the fuel
valve, however, this signal is corrected according to signal from oxygen-ana-
lyser compared with set point given by the touch key SP or HIC 204.
3.5 Capacity Control Loop

The capacity control valve, (Item No. 6), can be controlled manually or auto-
matically by entering the page PID 6 after selected PID ( regulators) on the
touch screen. The man/auto selector switch has to be put into the desired posi-
tion.
When operated manually, the touch key SP is to be operated for opening or

closing of the valve.
Normal operation is automatic. The input-signal to the capacity controller is the

blower load-signal for the blower in operation. Set point can be increased or
decreased by operating touch key SP or HIC 6.
3.6 Deck Pressure Control Loop

The deck pressure control valve, (Item No. 2), can only be controlled automat-
ically. Set point is adjusted by touch key HIC 2 on touch screen in Cargo Con-
trol Room.
Deck pressure is measured with transmitter (Item No. PT182) located in haz-
ardous area, and therefore is supplied through intrinsically safe repeater pow-
er, (Item No. IY182). Valves, (Item Nos. 2 and 47), are open when main supply
valve to deck is closed.
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3.7 Burner/Scrubber Unit

Air from the combustion air blower 1 or 2 enters the inlet duct on top of the
scrubber tower. The air is supplied tangentially through vanes (adjustable),
burner throat combustion chamber and a central tube down to the lower part of
the scrubber where it turns and flows on the outside of the central tube up
towards the scrubber outlet.
When the gas leaves the central tube in the bottom part of the scrubber and
turns 180°, it flows upwards through a stainless steel wet filter (Item No. 130)
fitted in the lower part of the scrubber.
After passing the wet filter, the gas is forced further upwards through a spray
of seawater coming from a set of full cone spray nozzles, (Item No. 117), fitted
into a seawater distribution ring in the upper half of the scrubber.
The purpose of the wet filter is to obtain good contact between the hot gas and
the cooling water.
After having been effectively cooled and cleaned, the gas finally passes
through a stainless steel demister (Item No. 131) before it leaves the scrubber
through the outlet duct on the upper part of the tower.
The demister is abundantly dimensioned to effectively prevent any water drop-

lets to be carried away from the scrubber.
Access openings for ease of inspection and maintenance are provided in the
tower, just above both the wet filter and the demister pads.
3.8 The Cooling Water System

For cooling and cleaning of the inert gas seawater is used. The main part of
water is used for the spray tower and the rest is used for cooling of the burner
and pre-cooling of the gas.
A main shut off valve (Item No. 5) is mounted on inlet nozzle to generator. To
avoid water hammering in the S.W. system, start of the pump is delayed after
opening the main valve.
A control valve (Item No. 50) is mounted in the s.w. line to cooling jacket -
adjusted and locked.
NOTE!
THIS VALVE SHOULD ONLY BE OPERATED BY QUALIFIED PERSON-
NEL, REF. SECTION 6.13
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3.9 The Drain System

permits the water from the cooling tower to be drained without letting the inert
gas out.
The drain system from the cooling tower consists mainly of a drain tube with an
automatically level controlled valve and a manually operated controlled bypass
valve.
3.10 The Combustion Air System

consists of the following parts:
Two combustion air blowers with electric motor, silencer, flexible tube connec-
tion, shut off valves for combustion air outlet blower 1 or 2.
Each blower with electric motor is fitted on a common base frame, which is
equipped with resilient mountings.
To avoid vibrations in the pipes, a flexible tube connection is mounted on the

outlet side of the blower.
3.11 I.G. Pressure Capacity Valve

The plant is started at reduced oil/air quantity (reduced capacity). The pneu-
matically operated valve, (Item No. 6), is partly open during the start-up period
reducing the air flow to the burner to desired capacity.
The valve operates under normal running conditions, controlling the capacity
automatically as well as avoiding pressure fluctuations in the combustion
chamber.
The capacity set point can be set from the Main Control Panel in engine control
room or the Sub Panel CCR.
3.12 Pressure Controlled Blow Off Valve

One butterfly control valve, (Item No. 2), for gas venting and deck main pres-
sure control. The valve is operated by a pneumatic actuator with positioner
automatically in accordance with the set point made from the Sub Panel CCR.
The valve is also operated by the oxygen analyser i.e. leading gas to atmos-
phere, when gas analysis is not within the set limits.
3.13 I.G. Main Control Valve and I.G. Main Block and Bleed Valves
Three butterfly shut off valves, (Item Nos. 1, 30 and 33).
The valves are operated by a pneumatic actuator.
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The valves are activated from the cargo control room and will automatically
open when the gas analysis meets the requirements, otherwise they are
closed.
During start-up and shut-down the valves are automatically forced to closed
position.
Spring return devices at valves ensure closing at loss of instrument air pres-
sure.
Downstream I.G. main control valve the vent valves (Item Nos. 46 and 47) are
fitted on I.G. main line.
These valves are open when plant is shut down for the purpose to vent the I.G.
Line
3.14 Oxygen Analyser (stationary) (Item No. 204)

One stationary oxygen analyser is installed, sampling the inert gas after the
scrubber.
The analyser is described in a separate manual - section 11.
3.15 The Inert Gas System

The valve (Item No. 6) maintains a constant pressure in the combustion cham-
ber. A constant pressure is necessary in order to keep a steady oxygen con-
tent. By means of the two valves (Item Nos. 1 and 2), the gas is led to deck
main line or to atmosphere depending on the gas analysis. The valves are nor-
mally operated by the oxygen analyser and the gas is led to deck line only
when the gas analysis meets the requirements.
3.16 Deck Water Seal (NA)

3.17 Deck Water Seal Supply (NA)
3.18 Non return valve in main deck line (Existing Item)
The purpose of this non-return valve is to prevent backflow of cargo gases from
the tanks to the I.G. production line.
3.19 Deck isolating valve (Existing Item)

This valve isolates the I.G. deck main when the I.G. plant is shut down.
3.20 P/V breaker

The P/V breaker is located on the main deck, connected to the deck main I.G.
line. It serves the purpose of preventing the cargo tanks from being subjected
to excessive pressure or vacuum should all other safety precautions fail.
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The P/V breaker works as follows:
In the case of excess pressure, the liquid in the seal is forced out on deck,
and the pressurised gas escapes to atmosphere.
In case of vacuum, the liquid is sucked into the deck I.G. line, and air from
outside is drawn into the tanks.
In both cases the safety of the ship is assured.
(The noise of gas or air going through the seal acts as an audible alarm signal.)
NOTE!
THE SEAL MUST BE FILLED WITH PROPER LIQUID (MIN. 50% ETHYL-
ENE GLYCOL / 50% FRESH WATER) TO CORRECT LEVEL. THIS CAN BE
DONE WITH ATMOSPHERIC PRESSURE IN THE DECK MAIN LINE UNTIL
THE LEVEL CAN BE SEEN IN THE LEVEL GAUGE, AT THE INDICATING
ARROW.
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CHAPTER 4 - INSTRUMENTATION AND CONTROL SYSTEM
Rev: 00 Date:
4. INSTRUMENTATION AND CONTROL SYSTEM 20070828
4.1 Indicating/Recording Instruments
Item Nos. refers to “P & I Diagram”.
4.1.1 Thermometers (TI)

• Temperature seawater main inlet scrubber (Item No. 175)
• Temperature inert gas outlet scrubber (Item No. 179)
4.1.2 Temperature Indicators (TI)
• Temperature inert gas outlet scrubber (Item No. 188)
4.1.3 Pressure Indicators (PI)
• Instrument air inlet pressure (Item No. 160)
• Combustion air pressure burner inlet (Item No. 161)
• Seawater pressure cooling jacket (Item No. 162)
• Seawater pressure to water nozzles (Item No. 164)
• Oil pressure to main burner (Item No. 165)
• Fuel oil return pressure (Item No. 166)
• Inert gas pressure outlet cooling tower (Item No. 167)
• I.G. deck main line pressure (Item No. 182)
4.1.4 Analyse Indicators (AI)
• O2-content in inert gas (Item Nos. 204, 217).
4.1.5 Indicating and Recording Instruments (PIR/AIR)
O2-content in inert gas and I.G. deck main line pressure on a 2 - pen recorder
(Item No. 217) in cargo control room.
4.1.6 Transmitters
• Pressure transmitter – I.G. outlet scrubber (Item No. PT-181)
• Pressure transmitter – I.G. deck main (Item No. PT – 182)
• Temperature transmitter – I.G. outlet scrubber (Item No. TT – 188)
• Pressure transmitter - Seawater effluent line (Item No. PT-212)
• Pressure transmitter - I.G. outlet scrubber (Item No. PT-214)
• Temperature transmitter – Seawater outlet cooling jacket (Item No. 178)
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4.2 Safety Interlocks

4.2.1 Set Points
The various set point values for press., temp. and O2 switches are listed in Sec-
tion 9, Part list (Ref. Notes).
4.2.2 Temperature Switches

• Inert gas temperature high, cooling tower outlet, alarm and stop of plant
(Item No. 188)
• Seawater temperature high, cooling jacket outlet, alarm and stop of plant
(Item No. 178)
4.2.3 Current Switch
• Low blower load, alarm and stop of plant (Item No. 180)
4.2.4 Pressure Switches
• High inert gas deck main pressure, alarm and vent to atmosphere (Item No.
182)
• Very low inert gas deck main pressure, alarm and stop of cargo pumps
(Item No. 182)
• Low instrument air pressure, alarm and stop of plant (Item No. 183)
• Low seawater pressure main inlet scrubber, alarm and stop of plant (Item
No. 184)
• Low fuel oil pressure to burner, alarm and stop of plant (Item No. 185)
• Low inert gas deck main pressure, alarm (Item No. 187)
4.2.5 Level Switches
• High seawater level in cooling tower, alarm and stop of plant (Item No. 193)
• Low seawater level burner cooling jacket, alarm and stop of plant (Item No.
191).
4.2.6 O2 Switches
• High/low O2 content, alarm and vent to atmosphere (Item No. 204)
4.2.7 The Ignition Transformer (Item No. 209)
Is a glow plug transformer, which is connected to 220 V and gives approx. 13

V to the glow plug fitted on the ignition burner.
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4.2.8 The Flame Control
The flame control registers the burner flame, and in the contrary case takes
care of stopping the plant and gives an alarm.
The flame control consists mainly of a scanner unit with a photo electric cell
and an amplifier which amplifies the weak signals from the photo cell to impuls-
es that are able to operate a flame relay. See separate instruction for adjust-
ment of the amplifier, Section 12.
Connected to the flame relay is also:
4.2.9 The Programmable Controller (Item No. 235)
The programming controller takes care of start/stop -, alarm/trip functions and

running mode.
4.3 Instrumentation and Control Panels

4.3.1 General
In the following are listed all instrument and control panels within the system,
with the main items and the function of same.
The operation and use of the panels during plant operation are covered in
detail in following section 5.
4.3.2 Main Control Panel – Engine Room (Item No. 233)
This panel is the generators main panel, from which the plant start up is initiat-
ed. The panel contains the programmable controller. On the front of the panel,
the I.G. plant is visualized in form of a touch screen. The alarm handling system
works as follows:
The control system is provided with N.C. alarm contacts, i.e. upon loss of elec-
tric power, the system will fail to safe. At normal running conditions the alarm-
banner is dark and no flashing bell can be seen. Any alarm condition is indicat-
ed on the touch screen (on any page) by a flashing bell in the upper right hand
corner of the screen and an audible alarm will be given by a horn.
The last occurred alarm is described in the alarm-banner, with a red text. By
acknowledging the alarm, the audible alarm will stop. Acknowledging the
alarm, on the touch screen, is done, by pressing the alarm banner. The text
then turns from red to blue. After having reset the alarm, and in case the alarm
cause is removed, the alarm description will disappear.
In case of more than one alarm having been activated, only the last registered
alarm will be shown in the alarm-banner. In order to accept the other alarms,
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push the ALARMLIST touch key, and accept each alarm description separate-
ly.
By too high/low oxygen content, as well as most other alarm and shut down sit-
uations, the inert gas to atmosphere valve will open and the inert gas main
valve will close.
4.3.3 Sub Panel - Cargo Control Room (Item No. 234)
On the front of the panel the generator is visualized in the form of a touch
screen
The panel is provided with a 2-pen recorder and indicator for O2-content and
deck main pressure.
The items mounted can be seen on the drawing for Sub Panel Cargo Control
Room.
4.3.4 Sub Panel - Wheel House (Item No. 239)
This panel is an aluminium plate with brushed finish including deck pressure
indicator, oxygen content indicator, temperature indicator, alarm LEDs and
buzzer.
The items mounted can be seen on the drawing for Sub Panel Wheel House.
4.3.5 Sub Panel – Engine Control Room (Item No. 236)
This panel is an aluminium plate with brushed finish including deck pressure
indicator, oxygen content indicator, temperature indicator, alarm LEDs and
buzzer.
The items mounted can be seen on the drawing for Sub Panel Wheel House.
4.3.6 Qxygen Analysing System
The oxygen analyser panel (Item No. 232) is located in the vicinity of the gen-
erator.
Variations in oxygen content is registered directly by the O2-analyser (Item No.

728). The bubble glass (Item No. 331) cleans the inert gas and indicates flow.
Analyser sample flow is set by the flow control valve (Item No. 745).
The three-way valve (Item No. 358) selects between sample (instrument) air or
N2.
Sample gas is taken from generator outlet nozzles pressurized to the analyser.
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Calibration with air (20,9%)
For further information, refer to Oxygen Analyser Instruction Manual, Section

11.
Adjustable O2-Alarm
On the alarm page in the touch screen for the main control panel (Item No 233)
it is possible to adjust the O2-alarm set point. (HAC 204).
Min. setting is 1% and max. setting is 7%.
Press the touch key, a numeric pad pops up, set the alarm level and press
enter.
4.3.7 The Instrument Air
Supply to the pneumatically operated valves and control devices shall have a
pressure of 6-8 bar (g), and be supplied dry and clean.
The pressure is reduced by the reduction valve (Item No. 262) to max. 7 bar
(g).
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CHAPTER 5 - INSTRUCTION FOR PLANT START, OPER. AND STOP
Rev: Date:
5. INSTRUCTION FOR PLANT START, OPERATION AND STOP
5.1 Short Form, Step by Step, Plant Start and Stop Instruction
By activation of key “HELP” on the touch screen a page containing keys for
operation procedures and trouble-shooting will show up.
5.1.1 Before Start

1. The Inert Gas Generator system shall be powered at all times. This is be-
cause some alarm functions must be operative even if the plant is not run-
ning.
2. Check that there is no alarm condition.
3. Reset all alarms, if any, by pressing the keys “ALARM ACCEPT” and
“ALARM RESET”. If alarm indication in upper right corner is on, go to
“ALARM LIST” and reset all alarms.
4. Check the oxygen analyser for correct calibration. (Ref. separate instruc-
tion manual for O2 analyser, Section 11.)
5. “O2 CONTENT SET POINT” to be set to selected oxygen content, set
point e.g. 3%.
6. Select blower by touch-key marked “SELECT BLOWER 1” or “SELECT
BLOWER 2”.
7. Select fuel oil pump by touch-key marked “SELECT PUMP 1” or “SE-
LECT PUMP 2”.
8. Select seawater pump by touch-key marked “SELECT PUMP1” or “SE-
LECT PUMP 2”.
5.1.2 Normal (auto) Start - Inert Gas Burner
1. Carry out checks listed in section 5.1.1 “Before Start”.
2. Press the “START IGG AUTO” touch key.
3. The start sequence is indicated with lamps on the touch screen. Wait until
the lamp “FLAME ON” is energized and plant is running steady with ac-
ceptable oxygen content.
4. Check that all air is evacuated from cooling jacket outlet in sight glass.
5. Check range of “AUTO O2 CONTROL RANGE INDICATOR” on page
PID 23. This should be approx. in middle of the scale. Allow stabilizing of
O2 content before adjusting. If reading is too low, this is to be increased
by decreasing setting of “FUEL CAPACITY CONTROL SET POINT” or
opposite.
6. Adjust the selected capacity with “CAPACITY SET POINT”.
7. Check the temperatures and pressures.
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8. Check that there is a flow to the O2 analyser, adjust if necessary.

9. The auto/manual selector switches available on the pages “PID 23 and
“PID 6” for auto/manual oil/capacity control shall be in position for auto-
matic control.
Position for manual control is only for emergency running, if control sys-
tem is out of operation.
10. The plant is now ready for production of inert gas to consumers.
5.1.3 Manual Start
1. Carry out checks listed in section 5.1.1 “Before Start”.
2. Press “START IGG MANUAL” touch key for activating the page for man-
ual start of the Inert Gas Generator and press the key “MANUAL START/
STOP”.
3. Select sea water pump and start sea water cooling system with push but-
ton “S.W. PUMP”.
4. Wait 20 sec. to give the sea water valve time to open and then check that
all air is evacuated from cooling jacket at pipe outlet in sight glass.
5. Start the selected blower with touch key “BLOWER”.
6. After a prepurging time of 90 seconds start fuel oil pump with push button
“F.O. PUMP”.
7. Energize the ignition glow plug with touch key “GLOW”.
8. Wait approx. 30 seconds and admit fuel oil and air to the ignition burner
with push button “IGNITION”.
9. Wait another 5 seconds and admit fuel oil to main burner with touch key
“MAIN BURNER”.
10. When flame is established and indicated with lamp h 200 “FLAME ON”
allow a few seconds stabilizing time before stopping ignition burner by de-
pressing touch key “IGNITION” and “GLOW”.
11. Check that all air is evacuated from cooling jacket at pipe outlet in sight
glass.
12. Check range of “AUTO O2-CONTROL RANGE INDICATOR“ on page
PID 23. This should be approx. in the middle of the scale. Allow stabilizing
of O2-content before adjusting. If reading is too low, this is to be increased
by decreasing setting of “FUEL CAPACITY CONTROL SET POINT” or
opposite.
13. Adjust the selected capacity with “CAPACITY SET POINT”.
14. Check the temperatures and pressures.
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15. Check that there is a flow to the O2-analyser and adjust if necessary.
16. The auto/manual selector switches available on the pages “PID 23 and
“PID 6” for auto/manual oil/capacity control shall be in position for auto-
matic control.
Position for manual control is only for emergency running, if control sys-
tem is out of operation.
17. The plant is now ready for production of inert gas to consumers.
5.1.4 Air Venting
The inert gas generator is prepared for purging the tanks with fresh air during
gas freeing of the cargo tanks.
1. Carry out checks listed in section 5.1.1 “Before start”, item 1, 2, 3, 6 and 8.
2. Press touch key “START AIR VENT”.
3. The start sequence is indicated with lamps on the touch screen.
4. The plant is now ready for delivery of air to consumers.
5.1.5 Inert Gas to Consumers
1. Press selector touch key “SELECT REMOTE CONTROL” on main panel.
2. Press selector touch key “SELECT DECK” on touch screen in sub panel
Cargo Control Room.
The I.G. main valve will open provided that the O2-content is within the
limits. If running in “AIR VENT”, this condition is interlocked.
3. Adjust inert gas deck main pressure to selected value with the manual
controller “DECK PRESSURE SET POINT”.
4. Observe the indicating position of vent to atmosphere valve “VLV. POS.”,
which should be in an almost closed position.
Position of the valve is adjusted by adjusting the capacity with
“CAPACITY SET POINT”.
5.1.6 Stop of Plant

1. Close I.G. main valve with touch key “SELECT DECK”.
2. Press key “STOP”.
3. The sea water cooling system and the air blower will continue running for
a cooling down period except in air venting mode, and if emergency stop
has been activated.
4. Control panels shall be left with power on.
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5.2 Descriptive Instructions for Plant Start and Operation

5.2.1 General
The following start instructions are identical to those presented in the forego-
ing section 5.1.2, but give a more detailed information on the automatic
sequence initiated.
5.2.2 Normal (auto) Start
Following 5.1.1 “Before start” procedure.
Press “AUTO IGG START” push button which will automatically initiate the fol-
lowing start sequence:
The sea water inlet valve will open immediately, after 10 seconds delay sea
water pump will start. The selected blower will start 17 seconds later.
After receiving running signal from blower the capacity regulation valve will
start regulating.
After a ventilation period of 90 seconds, the glow plug in the ignition burner will
be activated and the fuel oil pump will start. After a further 30 seconds fuel oil
and air are supplied to the ignition burner, and the ignition burner will be ignited
by the glow plug.
5 seconds after ignition, the glow plug will be deactivated and fuel oil is sup-
plied to the main burner. The main burner will burn and the lamp “FLAME ON”
will be lit.
After 4 seconds, oil to ignition will be switched off. 10 seconds later air to igni-
tion will be switched off.
NOTE!
THE CONSUMER VALVE IS ALWAYS DEPENDENT ON THE INERT GAS
OXYGEN CONTENT.
IF THE OXYGEN CONTENT IS TOO HIGH OR TOO LOW, WHEN THE
SELECTOR SWITCH “SELECT DECK” IS OPERATED, THE CONSUMER
VALVE WILL NOT OPEN.
IF OXYGEN CONTENT SHOULD REACH ALARM LIMITS DURING NOR-
MAL OPERATION, THE CONSUMER VALVE WILL CLOSE, AND THE
ATMOSPHERE VALVE WILL OPEN.
5.2.3 Operation
When the plant is running, the operator should check and record all values
shown on locally mounted instruments. (Ref. section 4.0).
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Hamworthy Moss AS
Any abnormal values must be investigated, and the fault corrected as soon as
possible.
Should the oxygen content alarm sound during normal operation, the inert gas
consumer valve will automatically close, and the atmosphere valve will open.
The operator must then adjust the air/fuel ratio.
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CHAPTER 6 - MAINTENANCE AND TROUBLESHOOTING
Rev: Date:
6. MAINTENANCE AND TROUBLESHOOTING
6.1 I.M.O. Recommendations
The following is an extract from the I.M.O. Guide-lines for Inert Gas Sys-
tems – 1990 Edition.
6.2 General
The safety arrangements are an integral part of the inert gas system and it is
important for ship’s staff to give special attention to them during any inspection.
Inspection routines for some of the main components are dealt with in this sec-
tion.
6.3 Burner Scrubber Unit
Inspection may be made through the manholes. Checks should be made for
corrosion attacks, fouling and damage to:
• scrubber shell and bottom;

• cooling water pipes and spray nozzles (fouling);
• level switches and temperature sensors;
• other internals such as trays and demister filters.
Checks should be made for damage to non-metallic parts such as:
• internal linings;
• demisters;
• packed beds.
6.4 Adjustment and tolerances
6.4.1 Oil burner
The oil atomizer position, relative to the air deflecting cone, can be adjusted by
loosening the gland nut on the burner gun carrier tube, and move the oil gun
outward or inward.
The best position is easiest found if the adjustments are made with the burner
in operation, and by measuring the inert gas CO-content.
The correct position is normally indicated by a distinct drop in measured CO-

content.
In lack of instrument for measuring the CO-content.
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The best position for the atomizer is to be found as follows:
Start the I.G. generator and adjust slowly upward or downward the atomizer
and at the same time observe the colour from the sight glass. In the moment
the flame is very white and spots around the circumference of the flame turns
to be clear/blue, the best position is achieved. Further improvement is only
obtained with equipment for measuring of CO-content. The improvement is
only in range of some ppm CO.
The best position found by our service engineer during commissioning is

shown on Fig. 6.3.
Adjustable O2-Alarm
On the alarm page in the touch screen for the main control panel (Item No 233)
it is possible to adjust the O2-alarm set point. (HAC 204).
Min setting is 1% and max. setting is 7% .
Press the touch key, a numeric pad pops up, set the alarm level and press
enter.
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H1 = 52mm
370 -
294
15
M14/5-55° - 350kg/h
STX Shipbuilding S-1239

130882
4500 m3/h
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6.4.2 The Combustion Air System
The combustion air pressure to the main burner is indicated on pressure gauge
(Item No. 161).
Normal value, 0,25 – 0,3 bar (g).
The pressure is related to the burner pressure controlled by the PLC.
6.4.3 The Fuel Oil System
The fuel oil pressure to the main burner is indicated on pressure gauge (Item
No. 165).
Normal value approx.: 25 bar (g).
The pressure may be adjusted on the pressure regulating valve (Item No. 80)
by by-pass line of the fuel oil pump, but should normally not be touched, once
it is set correctly on initial commissioning.
Fuel oil consumption is decided by the return pressure values on pressure

gauge (Item No. 166) fuel oil return.
The fuel oil capacity is controlled from the oxygen analyser and the air blower
motor load.
6.4.4 The Gas System
Gas pressure outlet cooling tower pressure gauge.
Pressure at full capacity:
Approx. 0,12 bar g – (Item No. 167).
Gas temperature outlet cooling tower (Item No. 179) max 5°C above seawater
temperature. Gas pressure outlet cooling tower is equal to the combustion air
pressure, except the pressure loss through the burner/scrubber unit.
6.4.5 The Seawater System

Water pressure in cooling jacket:
Pressure gauge (Item No. 162): Approx. 0,8 bar (g).
Water pressure to nozzles:
Pressure gauge (Item No. 164): Approx. 2,0 bar (g).
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6.4.6 Alignment of Combustion Control

Calibration of I/P Converter PY 23
The auto/manual selector switch on page PID 23 on the touch screen shall be
switched to manual position.
I/P converter PY 23 for fuel oil capacity control valve must be calibrated to
obtain 3 psi outlet signal at 0% and 15 psi at 99% set point on “MAN OVER-
RIDE”.
Calibration of I/P Converter PY 6
The auto/manual selector switch on page “PID 6” on the touch screen shall be
switched to manual position.
I/P converter PY 6 for blower capacity control valve must be calibrated to

obtain 3 psi outlet signal at 0% and 15 psi at 99% set point on “SP” (HIC-6).
6.5 General
The plant particulars to be checked at regular intervals as listed below, and any
defects or irregularities found must be rectified as soon as possible.
6.5.1 Items to be checked at regular intervals
In accordance with the maker's specification (Ref. section 12).
1. Electrical motors for:

• Combustion air blower
• Fuel oil pumps
2. Combustion air blower
3. All pneumatic operated equipment such as:
• Pressure controllers
• Valve positioners
4. Fuel oil pumps
6.5.2 Other items to be checked regularly
1. Oil strainers.
The filter baskets to be checked and cleaned when necessary in petrole-
um, diesel oil, white spirit or similar.
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2. Oil nozzles (Main and ignition burner).

The oil nozzles to be disassembled and internals inspected.
See special instructions for the main nozzle given in section 12.
The integrated oil strainer to be cleaned in petroleum, diesel oil, white

spirit etc. and blown clean with compressed air.
All openings and slots in the nozzle must show clean cut, sharp edges.
The swirl chamber and the outlet orifice to be circular with no signs of
ovality.
NOTE!
NO STEEL OR METAL WIRE ETC. MUST BE USED TO OPEN DIRTY
OR CLOGGED OPENINGS IN THE NOZZLE.
IT IS ABSOLUTELY ESSENTIAL FOR A GOOD BEHAVIOUR OF THE

PLANT THAT THE ATOMIZING NOZZLE IS IN GOOD CONDITION.
3. Filter before O2-analyser.

The filter can be cleaned as follows:
Dip the filter into Acetone for 5-10 min. Wash the filter in water with a little
soap. Then clean the filter in fresh water until all soap (and acetone) is
removed. Please note that the filter is of PTFE material and must be han-
dled with care.
4. Water spray nozzle.

The water spray nozzles can be inspected through sight glass in the cool-
ing towers.
By any signs of clogging or abnormal spray, the nozzles should be

removed for inspection and cleaning.
5. Oxygen analyser (Stationary)

For analyser maintenance and calibration instructions, refer to Section
11.0.
Ensure that the bubble glass of the oxygen analyser is filled with fresh
water.
Do not operate the generator with oxygen content lower than 1% by vol-
ume.
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If there is an absolute need for a gas with an oxygen content of less than
1%, the plant may be operated at a lower value, but this may shorten the
plant life time.
By operation at low oxygen values special attention should be paid to the

following:
1. Carefully calibrate the oxygen analyser.

2. Use a clean oil atomising nozzle in best possible condition.
3. Ensure stable running conditions.
4. Sample the gas at regular intervals.
5. The operator should always be present.
NOTE!
THE NOX AND CO VALUES WILL NORMALLY INCREASE BY
DECREASING O2-VALUES.
6. Valves and equipment.

Normally the valves in the system do not need any regular service, but in
order to avoid sticking valves etc., it is recommended that the plant is
started for half an hour once a week.
6.6 Deck Water Seal (NA)
Replaced by double block and & bleed system.
6.7 P/V Breaker
To assure that the P/V Breaker can serve its function, all the I.G. branch line
shut off valves must be kept open.
The seal must be filled with proper liquid (50% ethylene glycol / 50% fresh
water) to correct level. This can be done at atmospheric pressure in the deck
main line until the level can be seen in the level gauge, at the level indicating
arrow.
6.8 Non-return valves
The non-return valve should be opened for inspection to check for corrosion
and also to check the condition of the valve seat. The functioning of the valve
should be tested in operation.
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6.9 Scrubber effluent line
The scrubber effluent line cannot normally be inspected internally except when
the ship is in dry dock. The shipside stub piece and the overboard discharge
valve should be inspected at each dry-docking period.
6.10 Testing of other units and alarms
A method should be devised to test the correct functioning of all units and
alarms and it may be necessary to simulate certain conditions to carry out an
effective testing programme.
Such a programme should include checking:
• all alarm and safety functions;

• the functioning of the inert gas isolating valves;
• the operation of all remotely or automatically controlled valves;
• the functioning of the double block & bleed valves (with a backflow pres-
sure test);
• the vibration level of the blowers;
• for leakages: in systems four years old or more, deck lines should be
examined for leakage;
• oxygen measuring equipment, both portable and fixed, for accuracy by
means of both air and a suitable calibration gas.
6.11 Suggested maintenance programme by I.M.O.
See next page.
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COMPONENT PREVENTIVE MAINTENANCE INTERVAL

IG generator isolating valves Operate the valves Before startup
Clean with compressed air of steam Before operating valve
Dismantle for inspection and clean
Scrubber Water flush After use
Cleaning demister Three months
Dismantling of level switch and tem- Six months
perature probes for inspection
Open for full internal inspection Dry docking
Sea water spray nozzles, removal for Min. each 3rd month
cleaning
Overboard pipes and valve from Flushing with scrubber water pump for After use
scrubber about 1 hour
Dismantling of the valve for overhaul, Dry docking repair period
inspection of pipeline and overboard
end
Blowers Vibration check While running
Internal inspection through hatches After flushing and six months
Dismantling for full overhaul of bear- Two years or more frequently if
ings shaft tightening and other neces- required
sary work
Deck mechanical non-return valve Moving and lubricating valves One week before start
Overhaul One year
Opening of internal inspection One year to 18 months
Pressure/vacuum valves Operating and lubricating Six months
Opening for full internal inspection One year
Deck isolating valve Open for overhaul One year
Gas pressure regulating system Removal of condensation in instru- Before start
ment, air supply
Opening of gas pressure regulating As appropriate
valves for overhaul
Calibrate positioner Each month
Liquid filled pressure vacuum Check liquid level when system is at When available and every six
breaker atmospheric pressure months
O2-analyser panel Check bubble unit and filter Each month
Replace water/add water
Wash filter and or replace
Calibration by N2 and air Each month
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6.12 Some possible causes of faults during start and operation

6.12.1 If Control voltage is not on
a. Check that fuses are all right.
b. Check that circuit breaker in main switchboard is "ON".
6.12.2 If Ignition does not take place
a. Check that the ignition glow plug is glowing.
b. Check fuel oil pressure to ignition burner.
c. Check and clean oil nozzle in ignition burner.
d. Check HIC 6 to be in marked start setpoint.
e. Check fuel oil flow.
f. Check and clean main oil nozzle and oil system for possible clogging.
6.12.3 If Fuel Oil Pressure is too low
a. Check that fuel oil pump is running. Fuel oil pump must never run without
oil supply.
b. Check that fuel oil valves are in right position.
c. Check that valves are correctly adjusted.
d. Change oil filter with the built-in 3-way valve.
6.12.4 If Seawater Pressure is too low
a. Check the seawater supply system.
b. Check that the pressure gauge, pressure switch and pipes are all right
and not clogged by salt.
6.12.5 If Seawater Level in Cooling Tower is too high
a. Check that seawater pressure is below approx. 2,0 bar g.
b. Check that the overboard valve is open.
6.12.6 If Inert Gas Temperature is higher than approx. 5 °C above Seawater Inlet
Temperature
a. Check that seawater pressure is approx. 2,0 bar g and at least above 1,2
bar g.
b. Clean the seawater spray nozzles.
6.12.7 If the Instrument Air Pressure is too low
a. Check the instrument air supply system: Air pressure should be 6-10 bar
(g).
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Hamworthy Moss AS
b. Reduced to max. 7 bar (g) by reduction valve (Item No. 262).

6.12.8 If Seawater Temperature Outlet Cooling Jacket (Item No. 178) is higher
than approx. 13°C above Seawater Inlet Temperature (Item No. 175)
The s.w. flow through control valve (Item No. 50), mounted in the s.w. line to
cooling jacket, to be increased to achieve a temperature difference of approx.
13°C.
NOTE!
THE VALVE MUST BE LOCKED BY MEANS OF LOCKING SCREWS/NUTS
LOCATED ON THE GEAR UNIT.
S.W. PRESSURE TO COOLING JACKET SHOULD NOT BE ABOVE 1,0

BAR G.
6.13 Personnel Qualifications & Training
The service & Maintenance and Operating personnel must be especially qual-
ified for the duties assigned to them. The scope of their responsibility, compe-
tence and supervisory duties must be closely controlled by an shift manager or
disipline supervisor. If the personnel do not have the required knowledge, they
must be trained and instructed. The supervisors must additionally ensure that
personnel fully understand the content of the Maintenance Instructions.
6.14 Safety Instructions for Maintenance and Inspection Work
The Operator Company must ensure that all Maintenance and Inspection work
is performed by authorized and qualified personnel who have thoroughly stud-
ied the Maintenance Instructions.
Work on the IG System is only to be carried out when the System has been
shut down. The means of shutting down the System, described in the instruc-
tion of start and stop, must always be followed.
The inert gas system is placed in safe area. However, no work or maintenance
creating electric sparks, metallic sparks, hot spots or any other source of gas
ignition must be carried out before the area have been declared safe by
responsible person. The manufacturer cannot be held responsible for acci-
dents occurring during maintenance.
6.15 Precaution for entering the scrubber
The scrubber should be completely gas freed.
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Hamworthy Moss AS
CHAPTER 7 - EMERGENCY PROCEDURES
Rev: Date:
7. EMERGENCY PROCEDURES
The following is an extract from the I.M.O. Guide-lines for Inert Gas Sys-
tems – 1990 Edition.
7.1.1 In the event of a total failure of the inert gas system to deliver the required qual-
ity and quantity of inert gas and maintain a positive pressure in the cargo tanks
and slop tanks, action must be taken immediately to prevent any air being
drawn into the tank. All cargo tank operations should be stopped, the deck-iso-
lating valve should be closed, and the vent between it and the gas pressure
regulating valve should be opened and immediate action should be taken to
repair the inert gas system.
7.1.2 In the case of product tankers, it is considered to be totally impracticable to
effect a repair to enable the inert gas system to deliver the required quality and
quantity of gas and maintain a positive pressure in the cargo tanks, cargo dis-
charge and deballasting may only be resumed provided that either an external
supply of inert gas is connected to the system through the arrangements
required by regulation 62.11.5, (SOLAS), or the following precautions are tak-
en:
(i) The valves on the vent mast risers are opened,
(ii) No free fall of water or slops is permitted,
(iii) No dipping, ullaging, sampling or other equipment should be introduced
into the tank unless essential for the safety of the operation. If it is neces-
sary for such equipment to be introduced into the tank, this should be
done only after at least 30 minutes have elapsed since the injection of in-
ert gas ceased. All metal components of equipment to be introduced into
the tank should be securely earthed. This restriction should be applied
until a period of five hours has elapsed since the injection of inert gas
ceased.
7.1.3 In the case of product tankers, if it is essential to clean tanks following a failure
of the inert gas system and inerted conditions as defined in regulation 62.2.2
cannot be maintained, tank cleaning should be carried out with an external
supply of inert gas connected to the system. Alternatively, if an external supply
of inert gas is not connected to the ship, the following precautions should be
taken, in addition to those listed in 7.1.2:
(i) Tank washing should be carried out only on one tank at a time.
(ii) The tank should be isolated from other tanks and from any common vent-
ing system or the inert gas main and maximum ventilation output should
be concentrated on that tank both before and during the washing proc-
ess. Ventilation should provide as far as possible a free flow of air from
one end of the tank to the other.
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Hamworthy Moss AS
CHAPTER 7 - EMERGENCY PROCEDURES
(iii) The tank bottom should be flushed with water and stripped. The piping
system including the cargo pumps, cross-overs and discharge lines
should also be flushed with water.
(iv) Washing should not commence until tests have been made at various
levels to establish that the vapour content in any part of the tank is below
10% of the lower flammable limit.
(v) Testing of the tank atmosphere should continue during the washing proc-
ess. If the vapour level rises to within 50% of the lower flammable limit,
washing should be discontinued until the vapour level has fallen to 20%
of the lower flammable limit.
(vi) If washing machines with individual capacities exceeding 60 m3/hr are to
be used, only such machine shall be used at any one time on the ship. If
portable machines are used, all hose connections should be made up
and bonding cables tested for continuity before the machines are intro-
duced into the tank and should not be broken until after the machines
have been removed from the tank.
(vii) The tank should be kept drained during washing. If build-up of wash water
occurs, washing should be stopped until the water has been cleared.
(viii) Only clean, cold seawater should be used. Recirculating systems should
not be used.
(ix) Chemical additives should not be used.
(x) All deck openings, except those necessary for washing and designed
venting arrangements, should be kept closed during the washing proc-
ess.
7.1.4 During cargo operations in port, more stringent regulations of the port Author-
ities shall take precedence over any of the foregoing emergency procedures.
7.1.5 The attention of the ship’s master should be drawn to regulation 11 (c) of sec-
tion 1 of the 1978 SOLAS Protocol in the event of the inert gas system having
become inoperative.
7.1.6 See also Safety Manual Ch. 13.11, IMO Publication Inert Gas System latest
ed.
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CHAPTER 8 - APPLICATION TO CARGO TANK OPERATION
Rev: Date:
8. APPLICATION TO CARGO TANK OPERATION
The following is an extract from the I.M.O. Guide-lines for Inert Gas Systems –
1990 Edition.
This extract represents what is now generally accepted as standard proce-

dures for the safe operation of all inert gas systems.
8.2 Inerting of Tanks

8.2.1 Tanks that have been inerted and gas freed should be re-inerted preferably
during the ballast voyage to allow the inert gas system to be fully tested prior
to cargo handling. Purge pipes/vents should be opened to atmosphere. When
the oxygen concentration of the atmosphere in the tank has fallen below 8%
the purge pipe/vents should be closed and the tank pressurised with inert gas.
8.2.2 During the re-inerting of a tank following a breakdown and repair of the inert
gas system, non-gas-free and non-inerted tanks should be re-inerted in
accordance with 8.2.1. During inerting, no ullaging, dipping, sampling or other
equipment should be inserted unless it has been established that the tank is
inert. This should be done by monitoring the efflux gas from the tank being
inerted until the oxygen content is less than 8% by volume and for such a peri-
od of time as determined by previous test records when inerting gas-free tanks
to ensure that the flux gas is fully representative of the atmosphere within the
tank.
8.2.3 When all tanks have been inerted they should be kept with the inert gas main
and maintained at a positive pressure in excess of 100 mm water gauge during
the rest of the cycle of operation.
8.3 Discharge of Water Ballast
8.3.1 Before discharge of cargo tank ballast is undertaken, the following conditions
should be checked:
• All cargo tanks are connected to the inert gas system and all isolating
valves in the deck pipe work are locked open.
• All other cargo tank openings are shut.
• All valves isolating the mast risers from the inert gas system are shut.
• The arrangements required by Regulations 62.13.4.1 are used to isolate
the cargo main from the inert gas main.
• The inert gas plant is producing gas of an acceptable quality.
• The deck-isolating valve is open.
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8.3.2 During the deballasting operation, the oxygen content of the gas and its pres-
sure in the inert gas main should be continuously recorded.
8.4 Loading
When loading cargo the deck-isolating valve required by Regulation 62.10.8

should be closed and the inert gas plant may be shut down unless other cargo
tanks are being de-ballasted simultaneously. All openings to the cargo tanks
except those connections to the mast risers or equivalent venting arrange-
ments should be kept closed to minimise flammable vapour on deck. Before
loading commences, the flame screens in the mast risers or equivalent venting
arrangements should be inspected and any stop valves isolating the cargo
tanks from the inert gas main locked in the open position.
8.5 Loaded Condition

8.5.1 During the loaded passage a positive pressure of inert gas of at least 100 mm
water gauge should be maintained in the cargo tanks, and topping up of the
pressure may be necessary. When topping up the inert gas pressure in the car-
go tanks particular attention should be paid to obtaining an oxygen concentra-
tion of 5% or less in the inert gas supply before introducing the inert gas into
the cargo tanks.
8.6 Cargo Transfer and Cargo Sampling
8.6.1 Ullaging devices of the closed type should be used to avoid the opening of
ullage ports.
8.6.2 However, it may be necessary to infrequently relieve the inert gas pressure in
the cargo tanks on certain occasions to permit manual tank gauge or cargo
sampling before or after cargo is transferred. If this is done, no cargo or ballast-
ing operation is to be undertaken and a minimum number of small tank open-
ings are to be uncovered for as short a time as necessary to enable these
measurements to be completed. Manual gauging or cargo sampling may be
performed during the following four periods:
• At the loading port, prior to cargo loading.
• At the loading port, after cargo loading.
• At the discharge port, prior to cargo discharge.
• At the discharge port, after cargo discharge.
8.6.3 The tanks should then be re-pressurised immediately after measurements or
cargo samples have been taken.
8.6.4 If the tank is opened prior to cargo transfer, cargo transfer should not be com-
menced until all the conditions have been checked and are in order. Similarly,
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Hamworthy Moss AS
if the tank is opened after cargo transfer, normal ship operations should not be
commenced until all the conditions have been checked and are in order.
8.6.5 During cargo transfer the oxygen content and pressure of the inert gas in the
inert gas main should be continuously recorded.
8.7 Ballasting of Cargo Tanks
The conditions for ballasting of cargo tanks are the same as those for loading
in 8.4. When, however, simultaneous discharge and ballasting is adopted, then
a close watch should be kept on the inert gas main pressure.
8.8 Ballast Condition

8.8.1 During a ballast voyage, tanks other than those required to be gas free for nec-
essary tank entry should be kept inerted with the cargo tank atmosphere at a
positive pressure of not less than 100 mm water gauge having an oxygen level
not exceeding 8% by volume during tank cleaning.
8.8.2 Before any inert gas is introduced into cargo tanks to maintain a positive pres-
sure it should be established that the inert gas contains not more than 5% by
volume of oxygen.
8.9 Tank Cleaning
Cargo tanks should be washed in the inert condition and under a positive pres-
sure. Before each tank is washed, the oxygen level shall be determined at a
point 1 metre below the deck and at the middle region of the ullage space and
neither of these determinations shall exceed 8% by volume. Where tanks have
complete or partial wash bulkhead, the determination should be taken from
similar levels in each section of the tank. The oxygen content and pressure of
the inert gas being delivered during the washing process should be continu-
ously recorded.
If during the washing process:
• the oxygen level of the inert gas being delivered exceed 8% by volume; or
• the pressure of the atmosphere in the tanks is no longer positive;
the washing must be stopped until satisfactory conditions are restored.
8.10 Purging Prior to Gas-Freeing
When it is desired to gas free a tank after washing, the concentration of hydro-
carbon vapour should be reduced by purging the inerted cargo tank with inert
gas. Purge pipes/vents should be opened to atmosphere and inert gas intro-
duced into the tank until the hydrocarbon vapour concentration measured in
the efflux gas has been reduced to 2% by volume and until such time as deter-
mined by previous test on cargo tanks has elapsed to ensure that readings
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have stabilised and the flux gas is representative of the atmosphere within the
tank.
8.11 Gas-Freeing
8.11.1 Gas-freeing of cargo tanks should only be carried out when tank entry is nec-
essary (e.g. for essential repairs). It should not be started until it is established
that a flammable atmosphere in the tank will not be created as a result. Hydro-
carbon gases should be purged from the tank (see 8.10).
8.11.2 Gas-freeing may be effected by pneumatically, hydraulically, or steam driven
portable blowers, or by fixed equipment. In either case it is necessary to isolate
the appropriate tanks to avoid contamination from the inert gas main.
8.11.3 Gas-freeing should continue until the entire tank has an oxygen content of 21%
by volume and a reading of less than 1% of lower flammable limit is obtained
on a combustible gas indicator. Care must be taken to prevent the leakage of
air into inerted tanks, or of inert gas into tanks, which are, being gas freed.
8.12 Tank Entry
8.12.1 The entry of personnel into the cargo tank should be carried out only under the
close supervision of a responsible ship’s officer and in accordance with nation-
al rules and/or with the normal industrial practice laid down in the INTERNA-
TIONAL SAFETY GUIDE FOR OIL TANKERS AND TERMINALS. The
particular hazards encountered in tanks, which have been previously inerted
and then gas-freed are outlined in 9.2.8, 9.3.3 and section 10 of that guide.
Practical precautions to meet these hazards include:
• securing the inert gas branch line gas valves and/or blanks in position or, if
gas-freeing with the inert gas blower, isolating the scrubber from the flue
gases;
• closing of any drain lines entering the tank from the inert gas main;
• securing relevant cargo line valves or controls in the closed position;
• keeping the inert gas deck pressure in the remainder of the cargo tank sys-
tem at a low pressure such as 200 mm water gauge. This minimises the
possible leakage of inert or hydrocarbon gas from other tanks through pos-
sible bulkhead cracks, cargo lines, valves etc.;
• lowering clean sample lines well into the lower regions of the tank in at
least two locations. These locations should be away from both the inlet and
outlet openings used for gas freeing. After it has been ascertained that a
true bottom sample is being obtained, the following readings are required:
• 21% on a portable oxygen analyser; and
• less than 1% of lower flammable limit on a combustible gas indicator;
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Hamworthy Moss AS
• the use of breathing apparatus whenever there is any doubt about the tank
being gas-free, e.g. in tanks where it is not possible to sample remote loca-
tions. (The practice should be continued until all areas, including the bot-
tom structure, have been thoroughly checked);
• continuously ventilating and regularly sampling the tank atmosphere when-
ever personnel are in the tank;
• carefully observing normal regulations for tank entry.
8.13 Re-Inerting after Tank Entry
8.13.1 When all personnel have left the tank and the equipment has been removed,
the inert gas branch line blank, if fitted, should be removed, the hatch lids
closed and the gas pressure regulating valve re-opened and locked open to the
inert gas main where appropriate. This will avoid any risk of structural damage
when liquids are subsequently handled.
8.13.2 As soon as a gas-free tank is reconnected to the inert gas main it should be re-
inerted to prevent transfer of air to other tanks.
8.14 Special Notes concerning Product Carriers
8.14.1 Product carriers may carry petroleum products having a flash point exceeding
60°C – bitumens, lubricating oils, heavy fuel oils, high flashpoint jet fuels and
some diesel fuels, gas oils and special boiling point liquids without having to
keep the tanks in an inerted condition.
8.14.2 If cargoes with a flashpoint exceeding 60°C, whenever heated or otherwise,
are carried at temperatures near to or above their flashpoint (some bitumen cut
backs and fuel oils), a flammable atmosphere can occur (regulation 62.1
refers). When cargoes with a flash point exceeding 60°C are carried at a tem-
perature higher than 5°C below their flashpoint they should be carried in an
inerted condition.
8.14.3 When a non-volatile cargo is carried in a tank that has not been previously gas-
freed, then that tank shall be maintained in an inert condition.
8.14.4 Contamination of a product may affect its odour, acidity or flashpoint specifica-
tions and may occur in several ways; those relevant to ships with an inert has
main (or other gas line) interconnecting all cargo tanks are;
(i) Liquid contamination due to overfilling a tank.
(ii) Vapour contamination through the inert gas main. This is largely a prob-
lem of preventing vapour from low flashpoint cargoes, typically gasolines,
contaminating the various high flashpoint cargoes, e.g. aviation gasolines
and most hydrocarbon solvents. This problem can be overcome by;
• removing vapours of low flashpoint cargoes prior to loading; and
• preventing ingress of vapours of low flashpoint cargoes during loading
and during the loaded voyage.
8-5
Hamworthy Moss AS
When carrying hydrocarbon solvents where quality specifications are stringent

and where it is necessary to keep individual tanks positively isolated from the
inert gas main after a cargo has been loaded, pressure sensors should be fitted
so that the pressure in each such tank can be monitored. When it is necessary
to top up the relevant tanks, the inert gas main should fist be purged of cargo
vapour.
8.14.5 Experience suggests that petroleum cargoes do not suffer from contamination
by inert gas, but in this context it is important to ensure that the inert gas gen-
erator burner or flue gas system is operating efficiently and that the scrubber
is well maintained at all times.
8.14.6 All lubricating oils and jet fuels are acutely water-critical. Current practice
requires full line draining and mopping up of any water in tanks before loading.
Water contamination may occur on inerted ships due to water carried over from
the scrubber and/or deck water seals due to inadequacies in design or mainte-
nance of the drying arrangements.
8.14.7 All gas-freeing operations must be preceded by a purging operation, but gas-
freeing for purely quality reasons may be replaced by purging only. In addition
purging may be required when a non-volatile cargo is carried in a tank, which
has not been previously gas-freed.
It should be recognised that:
(i) there are increased risks of air leaking into inert tanks and of inert gas
leaking into a tank being entered;
(ii) purging is not a prerequisite of gas-freeing when the hydrocarbon gas
content of a tank is below 2% by volume;
(iii) The operation of gas-freeing for product purity and where tank entry is not
contemplated does not require the atmosphere to have an oxygen con-
tent of 21% by volume.
8.15 Cargo-Ballast Operation Manual
INSTRUCTIONS TO BE INSERTED BY YARD/OWNER ACCORDING TO
SOLAS REGULATION, INCLUDING THE ITEMS SPECIFIED IN MSC/
CIRK.353.
8-6
Hamworthy Moss AS
8.16 Application to Double Hull Spaces

References should be made to the relevant parts of the vessel operation
manual.
Inerting, ventilation and gas measurement
According to SOLAS Regulation II-2/59.4 (Consolidated Edition, 2001):
"4.1 This paragraph shall apply to oil tankers constructed on or after 1 October
1994.
4.2 Double hull and double bottom spaces shall be fitted with suitable con-
nections for the supply of air.
4.3 On tankers required to be fitted with inert gas systems:
1. double hull spaces shall be fitted with suitable connections for the
supply of inert gas;
2. where hull spaces are connected to a permanently fitted inert gas
distribution system, means shall be provided to prevent hydrocar-
bon gases from the cargo tanks entering the double hull spaces
through the system;
3. where such spaces are not permanently connected to an inert gas
distribution system, appropriate means shall be provided to allow
connection to the inert gas main.
4.4.1 Suitable portable instruments for measuring oxygen and flammable

vapour concentrations shall be provided. In selecting these instruments,
due attention shall be given to their use in combination with the fixed gas
sampling-line systems referred to in paragraph 4.4.2.
4.4.2 Where the atmosphere in double hull spaces cannot be reliably meas-
ured using flexible gas sampling hoses, such spaces shall be fitted with
permanent gas sampling lines. The configuration of such line systems
shall be adapted to the design of such spaces.
4.4.3 The materials of construction and the dimensions of gas sampling lines
shall be such as to prevent restriction. Where plastic materials are used,
they should be electrically conductive.”
8-7
Hamworthy Moss AS
Gas Freeing and Ventilation
The gas freeing and ventilation arrangements must be capable of gas freeing:
1. Inerted double hull spaces; and

2. Double hull spaces containing cargo vapours from leakages in cargo into
the spaces;
in order to maintain adequate ventilation continuously during entry of person-

nel.
Alternative Methods of Ventilation
The following methods of ventilation are feasible;
1. Filling and subsequent emptying with water ballast,

2. Using portable gas-feeing fan fitted to tank openings with hose or pipe led
to bottom of the tank. Discharge may be through hatch or manhole (see
Fig. 1).
Pipes made of non-metallic material may be accepted if documented to
be of electrically conductive type and suitably grounded. For acceptable
results in larger L-shaped tanks, the purge pipes should be led inboard to
the centreline double bottom girder. An alternative to portable fans is to
use inert gas fans;
3. Same arrangement as 2. above, however, extraction from bottom through

purge pipe and fresh air supply from deck (see Fig. 2);
4. Connection between the inert gas line and the water ballast line for fresh
air supply through ballast line for fresh air supply through ballast suctions
(see Fig. 3);
5. Crossover ventilation (see Fig. 4);
6. An arrangement utilizing dilution method with inlet and outlet at deck lev-
el. This method will require a powerful fan so that the jet will penetrate all
the way down to the tank bottom.
The high inlet velocity causes turbulent mixing with the tank atmosphere.
The gas being exhausted from the tank is at nay time a mixture of the gas
supplied and the tank atmosphere. For L-shaped tanks this method alone
is normally not considered sufficient, but in combination with air supply
through ballast suctions, it may be acceptable; and
7. Combination of partly filling and ventilation, e.g. filling of double bottom

section of U-shaped tanks and ventilation of side spaces.
8-8
Hamworthy Moss AS
Methods listed in 1 to 5 are based on displacement of gas, which is considered

to be the best solution of deep tanks of cellular design.
Most hydrocarbon gases from crude oil, hydrogen sulphide and inert gas are
heavier than air. With requirements for connections for inert gas supply to bal-
last tanks, inerting of ballast tank will probably be a normal procedure. A ven-
tilation arrangement extracting the heavier gasses from bottom utilizing
portable fans mounted on purge pipes and with fresh air supply from open
hatches in deck will probably be an effective gas-freeing method.
However, filling of ballast tanks and subsequent emptying is considered as

most efficient way of gas-freeing ballast tanks. Hull strength limitations must be
observed.
Inerting
The arrangements for inerting of double hull spaces may be through portable
connections to the inert gas system for cargo tanks or by fixed piping connec-
tions.
If fixed piping is used, the arrangement must include a separate deck water
seal and a non-return valve in order to prevent communications between
vapour spaces of cargo tanks and the double hull spaces. The practices for
inerting double hull spaces may either be to keep these spaces inerted at all
times when empty, or to inert them only if hydrocarbon gases are detected indi-
cating leakage between cargo tank(s) and the double hull spaces. If the former
practice is utilized, a fixed piping system is considered necessary.
Methods and Arrangements for Inerting
As for gas freeing and ventilation the easiest method for inerting is to supply
inert gas to the space during de-ballasting. For that purpose an inert gas inlet
in the top of the space is needed. However, arrangements must additionally,
be provided to enable the space to be purged with inert gas. For this purpose
at least L-shaped tanks must be provided with inert gas supply outlets near bot-
tom far ends.
Alternative arrangements for inert gas purging will be the same as for ventila-
tion purposes detailed in paragraphs 4, 5, 6 and 7, replacing portable fan with
inert gas supply inlets.
Operational Procedures
Written procedures should be available onboard giving details on how to carry

out ventilation, inerting and cleaning of double hull spaces.
8-9
Hamworthy Moss AS
8-10

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Hamworthy Moss AS

Hamworthy Moss AS Telephone E-mail: moss@hamworthy.com

MOSS INERT GAS SYSTEM

TYPE: MOSS INERT GAS SYSTEM

Client / Client ref: Project no.: Serial no.:

Document title: Document no.:

2.00 TECHNICAL DATA

3.00 DESCRIPTION OF EACH UNIT

4.00 INSTRUMENTATION AND CONTROL SYSTEM

5.00 INSTRUCTION FOR PLANT START, OPERATION AND STOP

6.00 MAINTENANCE AND TROUBLESHOOTING

7.00 EMERGENCY PROCEDURES

8.00 APPLICATION TO CARGO TANK OPERATION

8.00 APPLICATION TO CARGO TANK OPERATION

9.00 PARTS / SPARE PARTS LIST - DRAWINGS

10.00 LIST OF DRAWINGS - ELECTRICAL

11.00 INSTRUCTION FOR OXYGEN ANALYSER

12.00 INSTRUCTION AND PAMPHLETS

Chapter 1.00 GENERAL

1.2 Explosive Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 2

1.3 Inert Gas System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 4

1.4 Quantity and Rate of Supply of Inert Gas . . . . . . . . . . . . . . . . 1 - 4

1.5 Safe Oxygen Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 4

1.6 Health Hazards with Inert Gas . . . . . . . . . . . . . . . . . . . . . . . . 1 - 5

1.6.1 Oxygen Deficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 5

Chapter 2.00 TECHNICAL DATA

Chapter 3.00 DESCRIPTION OF EACH UNIT

3.1 The Oil Burner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1

3.2 The Ignition Burner (Fig. 3-3) . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 2

3.3 Fuel Oil Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 2

3.4 Fuel Oil Control Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 3

3.5 Capacity Control Loop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 3

3.6 Deck Pressure Control Loop . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 3

3.7 Burner/Scrubber Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 6

3.8 The Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 6

3.9 The Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 7

3.10 The Combustion Air System . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 7

3.11 I.G. Pressure Capacity Valve . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 7

3.12 Pressure Controlled Blow Off Valve . . . . . . . . . . . . . . . . . . . . 3 - 7

3.14 Oxygen Analyser (stationary) (Item No. 204) . . . . . . . . . . . . . 3 - 8

3.15 The Inert Gas System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8

3.16 Deck Water Seal (NA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8

3.17 Deck Water Seal Supply (NA) . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8

3.18 Non return valve in main deck line (Existing Item) . . . . . . . . . 3 - 8

3.19 Deck isolating valve (Existing Item) . . . . . . . . . . . . . . . . . . . . 3 - 8

3.20 P/V breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8

Chapter 4.00 INSTRUMENTATION AND CONTROL SYSTEM

4.1 Indicating/Recording Instruments . . . . . . . . . . . . . . . . . . . . . . 4 - 1

4.1.1 Thermometers (TI) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1

4.2.1 Set Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2

Chapter 5.00 INSTRUCTION FOR PLANT START, OPERATION AND STOP

5.1.1 Before Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 1

Chapter 6.00 MAINTENANCE AND TROUBLESHOOTING

6.1 I.M.O. Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1

6.3 Burner Scrubber Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1

6.4 Adjustment and tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1

6.4.1 Oil burner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1