tag:blogger.com,1999:blog-78169118969125165652024-02-20T17:04:53.605-08:00STRICTLY NO RULESNagendrahttp://www.blogger.com/profile/15974878038608186668noreply@blogger.comBlogger29125tag:blogger.com,1999:blog-7816911896912516565.post-80741122627237455032012-11-09T11:57:00.000-08:002012-11-09T11:57:14.112-08:00STARTING AND STOPPING PROCEDURE OF AUX. BOILER<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
<table border="0" cellpadding="0" cellspacing="0" style="width: 713px;"><colgroup><col style="mso-width-alt: 1792; mso-width-source: userset; width: 37pt;" width="49"></col>
<col style="mso-width-alt: 21174; mso-width-source: userset; width: 434pt;" width="579"></col>
<col style="mso-width-alt: 3108; mso-width-source: userset; width: 64pt;" width="85"></col>
</colgroup><tbody>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl90" colspan="3" height="26" style="border-right: 1.0pt solid black; height: 19.5pt; width: 535pt;" width="713"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl93" colspan="3" height="26" style="border-right: 1.0pt solid black; height: 19.5pt;">STARTING AND STOPPING PROCEDURE OF AUX. BOILER</td>
</tr>
<tr height="40" style="height: 30.0pt; mso-height-source: userset;">
<td class="xl96" colspan="3" height="40" style="border-right: 1.0pt solid black; height: 30.0pt; width: 535pt;" width="713"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl63" height="26" style="height: 19.5pt;">SL.NO</td>
<td class="xl64" style="border-left: none;">Description</td>
<td class="xl65" style="border-left: none;">Yes/No/Na</td>
</tr>
<tr height="46" style="height: 34.5pt; mso-height-source: userset;">
<td class="xl66" height="46" style="border-top: none; height: 34.5pt;"> </td>
<td class="xl67" style="border-left: none; border-top: none;"><u style="mso-ignore: visibility; visibility: hidden;"> </u></td>
<td class="xl68" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl66" height="26" style="border-top: none; height: 19.5pt;"> </td>
<td class="xl69" style="border-left: none; border-top: none;">AUTOMATIC STARTING
PROCEDURE</td>
<td class="xl68" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl70" height="26" style="border-top: none; height: 19.5pt;">1</td>
<td class="xl71" style="border-left: none; border-top: none;"><span style="mso-spacerun: yes;"> </span>Set the main burner and pilot burner fuel
line.</td>
<td class="xl68" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl70" height="26" style="border-top: none; height: 19.5pt;">2</td>
<td class="xl71" style="border-left: none; border-top: none;">Set the feed water
line to the boiler and check the guage glass level.</td>
<td class="xl68" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl70" height="28" style="border-top: none; height: 21.0pt;">3</td>
<td class="xl72" style="border-left: none; border-top: none;">Turn the
"FDF/PUMP" snap switch to " AUTO" position.</td>
<td class="xl68" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl70" height="26" style="border-top: none; height: 19.5pt;">4</td>
<td class="xl73" style="border-left: none; border-top: none; width: 434pt;" width="579">Turn
the "PILOT BURNER" snap switch to "AUTO" position.</td>
<td class="xl68" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl70" height="26" style="border-top: none; height: 19.5pt;">5</td>
<td class="xl71" style="border-left: none; border-top: none;">Turn the "F.O.
VALVE" snap switch to "AUTO" position.</td>
<td class="xl68" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl70" height="26" style="border-top: none; height: 19.5pt;">6</td>
<td class="xl73" style="border-left: none; border-top: none; width: 434pt;" width="579">Turn
the "HEATER" snap switch to "H.F.O or M.D.O" depending on
the fuel being used.</td>
<td class="xl68" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl74" height="28" style="border-top: none; height: 21.0pt;">7</td>
<td class="xl71" style="border-left: none; border-top: none;">Turn
the "THERMOSTAT" to "NOR ( H.F.O) or BY-PASS (D.O)"<span style="mso-spacerun: yes;"> </span></td>
<td class="xl75" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="29" style="height: 21.75pt; mso-height-source: userset;">
<td class="xl74" height="29" style="border-top: none; height: 21.75pt;"> </td>
<td class="xl71" style="border-left: none; border-top: none;">depending on the fuel
being used.</td>
<td class="xl75" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl74" height="28" style="border-top: none; height: 21.0pt;">8</td>
<td class="xl72" style="border-left: none; border-top: none;">Turn the burner
"START/STOP" snap switch on the control panel to</td>
<td class="xl75" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl74" height="28" style="border-top: none; height: 21.0pt;"> </td>
<td class="xl71" style="border-left: none; border-top: none;">"AUTO"
position.</td>
<td class="xl75" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl76" height="28" style="border-top: none; height: 21.0pt;"> </td>
<td class="xl72" style="border-left: none; border-top: none;"> </td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl78" height="25" style="border-top: none; height: 18.95pt;"> </td>
<td class="xl69" style="border-left: none; border-top: none;">MANUAL START AND SHUT
DOWN PROCEDURE:</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl78" height="25" style="border-top: none; height: 18.95pt;"><span style="mso-spacerun: yes;"> </span></td>
<td class="xl79" style="border-left: none; border-top: none; width: 434pt;" width="579">START</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="29" style="height: 21.75pt; mso-height-source: userset;">
<td class="xl80" height="29" style="border-top: none; height: 21.75pt;">1</td>
<td class="xl73" style="border-left: none; border-top: none; width: 434pt;" width="579">Turn
the burner "START/STOP" snap switch on control panel to MANUAL
position.</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="42" style="height: 31.5pt;">
<td class="xl80" height="42" style="border-top: none; height: 31.5pt;">2</td>
<td class="xl73" style="border-left: none; border-top: none; width: 434pt;" width="579">Turn
the "FDF/PUMP" operating snap switch to "MANUAL ON" .
After 60 sec the pilot burner becomes ready for ignition with light up of the
lamp to indicate completion of purging.</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="43" style="height: 32.25pt; mso-height-source: userset;">
<td class="xl80" height="43" style="border-top: none; height: 32.25pt;">3</td>
<td class="xl73" style="border-left: none; border-top: none; width: 434pt;" width="579">Turn
the "PILOT BURNER" snap switch to "MANU ON" ignition
spark takes place FLAME PRESENT lamp light up to indicate the pilot burner is
alight.</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="29" style="height: 21.75pt; mso-height-source: userset;">
<td class="xl80" height="29" style="border-top: none; height: 21.75pt;">4</td>
<td class="xl81" style="border-left: none; border-top: none; width: 434pt;" width="579">Turn
the " F.O. VALVE" operating snap switch to "MANU ON".</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl80" height="25" style="border-top: none; height: 18.95pt;">5</td>
<td class="xl81" style="border-left: none; border-top: none; width: 434pt;" width="579">Turn
the " PILOT BURNER" snap switch to " AUTO" position.</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl80" height="25" style="border-top: none; height: 18.95pt;"> </td>
<td class="xl81" style="border-left: none; border-top: none; width: 434pt;" width="579"><span style="mso-spacerun: yes;"> </span></td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="38" style="height: 28.5pt; mso-height-source: userset;">
<td class="xl78" height="38" style="border-top: none; height: 28.5pt;"><span style="mso-spacerun: yes;"> </span></td>
<td class="xl79" style="border-left: none; border-top: none; width: 434pt;" width="579">STOP</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl82" height="25" style="border-top: none; height: 18.95pt;">1</td>
<td class="xl81" style="border-left: none; border-top: none; width: 434pt;" width="579">Turn
the " F.O. VALVE" operating snap switch to "AUTO"
position.</td>
<td class="xl83" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl82" height="25" style="border-top: none; height: 18.95pt;">2</td>
<td class="xl81" style="border-left: none; border-top: none; width: 434pt;" width="579">Turn
the burner "START/STOP" snap switch on control panel to
"STOP" position.</td>
<td class="xl83" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl76" height="23" style="border-top: none; height: 17.25pt;">3</td>
<td class="xl81" style="border-left: none; border-top: none; width: 434pt;" width="579">Turn
the "FDF/PUMP" operating snap switch to "AUTO" position .</td>
<td class="xl83" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl76" height="23" style="border-top: none; height: 17.25pt;"> </td>
<td class="xl81" style="border-left: none; border-top: none; width: 434pt;" width="579"> </td>
<td class="xl83" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl84" height="23" style="border-top: none; height: 17.25pt;"> </td>
<td class="xl85" style="border-left: none; border-top: none; width: 434pt;" width="579">EMERGENCY
SHUTDOWN PROCEDURE</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="46" style="height: 34.5pt; mso-height-source: userset;">
<td class="xl82" height="46" style="border-top: none; height: 34.5pt;">1</td>
<td class="xl81" style="border-left: none; border-top: none; width: 434pt;" width="579">In
the event of emergency, burner can be stopped by depressing the "
EMERGENCY STOP BUTTON" provided on burner control panel or in ECR.</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="27" style="height: 20.25pt; mso-height-source: userset;">
<td class="xl87" colspan="3" height="27" style="border-right: 1.0pt solid black; height: 20.25pt;"> </td>
</tr>
</tbody></table>
</div>
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</script></div>Nagendrahttp://www.blogger.com/profile/15974878038608186668noreply@blogger.com0tag:blogger.com,1999:blog-7816911896912516565.post-3608376754998839892012-11-09T11:54:00.001-08:002012-11-09T11:54:52.392-08:00STARTING PROCEDURE OF AUXILLARY ENGINE<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
<table border="0" cellpadding="0" cellspacing="0" style="width: 713px;"><colgroup><col style="mso-width-alt: 1792; mso-width-source: userset; width: 37pt;" width="49"></col>
<col style="mso-width-alt: 21174; mso-width-source: userset; width: 434pt;" width="579"></col>
<col style="mso-width-alt: 3108; mso-width-source: userset; width: 64pt;" width="85"></col>
</colgroup><tbody>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl93" colspan="3" height="26" style="border-right: 1.0pt solid black; height: 19.5pt; width: 535pt;" width="713">STARTING PROCEDURE OF AUXILLARY ENGINE</td>
</tr>
<tr height="40" style="height: 30.0pt; mso-height-source: userset;">
<td class="xl96" colspan="3" height="40" style="border-right: 1.0pt solid black; height: 30.0pt; width: 535pt;" width="713"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl63" height="26" style="height: 19.5pt;">SL.NO</td>
<td class="xl64" style="border-left: none;">Description</td>
<td class="xl65" style="border-left: none;">Yes/No/Na</td>
</tr>
<tr height="29" style="height: 21.75pt; mso-height-source: userset;">
<td class="xl68" height="29" style="border-top: none; height: 21.75pt;"> </td>
<td class="xl69" style="border-left: none; border-top: none;"><u style="mso-ignore: visibility; visibility: hidden;"> </u></td>
<td class="xl70" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl68" height="26" style="border-top: none; height: 19.5pt;"> </td>
<td class="xl71" style="border-left: none; border-top: none;">LOCAL STARTING</td>
<td class="xl70" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl72" height="26" style="border-top: none; height: 19.5pt;">1</td>
<td class="xl73" style="border-left: none; border-top: none;">Open
the starting air v/v, control air v/v, indicator cock and blow through.<span style="mso-spacerun: yes;"> </span></td>
<td class="xl70" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl72" height="26" style="border-top: none; height: 19.5pt;">2</td>
<td class="xl73" style="border-left: none; border-top: none;">Check the line for
F.O., cooling water and L.O.</td>
<td class="xl70" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl72" height="28" style="border-top: none; height: 21.0pt;">3</td>
<td class="xl74" style="border-left: none; border-top: none;">Set the operating
lever to "START" position.</td>
<td class="xl70" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl72" height="26" style="border-top: none; height: 19.5pt;">4</td>
<td class="xl75" style="border-left: none; border-top: none; width: 434pt;" width="579">Press
the push button for the starting operation v/v.</td>
<td class="xl70" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl72" height="26" style="border-top: none; height: 19.5pt;">5</td>
<td class="xl73" style="border-left: none; border-top: none;">If the rotation speed
of the engine has rapidly increased</td>
<td class="xl70" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="26" style="height: 19.5pt; mso-height-source: userset;">
<td class="xl72" height="26" style="border-top: none; height: 19.5pt;"><span style="mso-spacerun: yes;"> </span></td>
<td class="xl75" style="border-left: none; border-top: none; width: 434pt;" width="579">and
starting has been established along with continous ignition sound, release
the<span style="mso-spacerun: yes;"> </span></td>
<td class="xl70" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl76" height="28" style="border-top: none; height: 21.0pt;"> </td>
<td class="xl73" style="border-left: none; border-top: none;">push button.</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="29" style="height: 21.75pt; mso-height-source: userset;">
<td class="xl76" height="29" style="border-top: none; height: 21.75pt;">6</td>
<td class="xl73" style="border-left: none; border-top: none;">After
conforming that the rotational speed of the engine has reached the<span style="mso-spacerun: yes;"> </span></td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl76" height="28" style="border-top: none; height: 21.0pt;"> </td>
<td class="xl74" style="border-left: none; border-top: none;">specified speed and
each pressure has reached the specified value, set the</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl76" height="28" style="border-top: none; height: 21.0pt;"> </td>
<td class="xl73" style="border-left: none; border-top: none;">operating lever to
"RUN" position.</td>
<td class="xl77" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl78" height="28" style="border-top: none; height: 21.0pt;"> </td>
<td class="xl74" style="border-left: none; border-top: none;"><span style="mso-spacerun: yes;"> </span>oil.</td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl80" height="25" style="border-top: none; height: 18.95pt;"> </td>
<td class="xl73" style="border-left: none; border-top: none;"> </td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl81" height="25" style="border-top: none; height: 18.95pt;"><span style="mso-spacerun: yes;"> </span></td>
<td class="xl82" style="border-left: none; border-top: none; width: 434pt;" width="579">REMOTE
STARTING</td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="29" style="height: 21.75pt; mso-height-source: userset;">
<td class="xl80" height="29" style="border-top: none; height: 21.75pt;">1</td>
<td class="xl75" style="border-left: none; border-top: none; width: 434pt;" width="579">switch
the starting mode to the remote mode from local mode.</td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="28" style="height: 21.0pt; mso-height-source: userset;">
<td class="xl80" height="28" style="border-top: none; height: 21.0pt;">2</td>
<td class="xl75" style="border-left: none; border-top: none; width: 434pt;" width="579">Set
the operating lever to "RUN" position.</td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl80" height="25" style="border-top: none; height: 18.95pt;">3</td>
<td class="xl75" style="border-left: none; border-top: none; width: 434pt;" width="579">Open
starting airv/v, control air v/v, after conforming that "READY"
indication lamp<span style="mso-spacerun: yes;"> </span></td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="29" style="height: 21.75pt; mso-height-source: userset;">
<td class="xl80" height="29" style="border-top: none; height: 21.75pt;"><span style="mso-spacerun: yes;"> </span></td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">has
lit up in E.C.R. panel.</td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl80" height="25" style="border-top: none; height: 18.95pt;">4</td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">Press
the starting push button.</td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl80" height="25" style="border-top: none; height: 18.95pt;">5</td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">Confirm
that "RUN" indicator lamp on the panel has lit up as the rotation
speed of<span style="mso-spacerun: yes;"> </span></td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="38" style="height: 28.5pt; mso-height-source: userset;">
<td class="xl80" height="38" style="border-top: none; height: 28.5pt;"><span style="mso-spacerun: yes;"> </span></td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">the
engine has reached the specified rate, and each pressure has reached the<span style="mso-spacerun: yes;"> </span></td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl84" height="25" style="border-top: none; height: 18.95pt;"> </td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">specified
value.</td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="25" style="height: 18.95pt; mso-height-source: userset;">
<td class="xl84" height="25" style="border-top: none; height: 18.95pt;">6</td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">Close
the starting air v/v</td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl85" height="23" style="border-top: none; height: 17.25pt;"> </td>
<td class="xl82" style="border-left: none; border-top: none; width: 434pt;" width="579">STOPPING</td>
<td class="xl79" style="border-left: none; border-top: none; width: 64pt;" width="85"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl78" height="23" style="border-top: none; height: 17.25pt;">1</td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">Incase
of heavy fuel oil is used, switch the fuel oil to D.O. 30 minutes before</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl78" height="23" style="border-top: none; height: 17.25pt;"> </td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">stopping
the engine.</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl78" height="23" style="border-top: none; height: 17.25pt;">2</td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">Confirn
L.O. priming pump is on "AUTO" mode.</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl85" height="23" style="border-top: none; height: 17.25pt;"> </td>
<td class="xl87" style="border-left: none; border-top: none; width: 434pt;" width="579">LOCAL
POSITION</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl78" height="23" style="border-top: none; height: 17.25pt;">1</td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">Shift
the operating lever to "STOP" position.</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl88" height="23" style="border-top: none; height: 17.25pt;"> </td>
<td class="xl87" style="border-left: none; border-top: none; width: 434pt;" width="579">REMOTE
STOPPING</td>
<td class="xl88" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl84" height="23" style="border-top: none; height: 17.25pt;">1</td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">Press
the "STOP" push button on the control panel & then press
"ENTER" push</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl78" height="23" style="border-top: none; height: 17.25pt;"> </td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">button
on control panel.</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl78" height="23" style="border-top: none; height: 17.25pt;">2</td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">Open
the indicator v/v, once engine stops, conduct air running for 3 to 4 sec
&</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl78" height="23" style="border-top: none; height: 17.25pt;"> </td>
<td class="xl83" style="border-left: none; border-top: none; width: 434pt;" width="579">exhaust
the combustion gas out of the combustion chamber. Then close the indicator
v/v.</td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl85" height="23" style="border-top: none; height: 17.25pt;"> </td>
<td class="xl89" style="border-left: none; border-top: none; width: 434pt;" width="579"> </td>
<td class="xl86" style="border-left: none; border-top: none;"> </td>
</tr>
<tr height="23" style="height: 17.25pt; mso-height-source: userset;">
<td class="xl66" height="23" style="height: 17.25pt;"> </td>
<td><br /></td>
<td class="xl67"> </td>
</tr>
<tr height="27" style="height: 20.25pt; mso-height-source: userset;">
<td class="xl90" colspan="3" height="27" style="border-right: 1.0pt solid black; height: 20.25pt;"> </td>
</tr>
</tbody></table>
</div>
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</script></div>Nagendrahttp://www.blogger.com/profile/15974878038608186668noreply@blogger.com0tag:blogger.com,1999:blog-7816911896912516565.post-34053254794191561802011-12-26T00:14:00.001-08:002011-12-26T00:14:44.450-08:00Mundra Port to acquire biggest cutter suction dredger<div dir="ltr" style="text-align: left;" trbidi="on"><h1 class="BlogPTitleDetail"><br />
</h1><br />
<a href="http://maritimeprofessional.com/Members/5a178dde.aspx/Joseph-Fonseca"><strong></strong></a><div style="height: 15px; margin: 3px;"><div style="float: left;"> </div><div style="float: right;"> Dec 25, 2011, 12:41PM EST </div></div><div class="BlogPBodyDetail textContent"> <div class="summary"> <div class="BlogPostSummaryText">Mundra Port and Special Economic Zone Limited on a robust expansion of its dredging fleet </div><br class="clear" /> </div> <span class="boldmain" style="text-align: justify;"><span style="font-family: "Arial","sans-serif"; font-size: 12.0pt;">Mundra Port and Special Economic Zone Limited (MPSEZ)</span></span><span style="font-family: Arial, sans-serif; font-size: 12pt; text-align: justify;">, India’s largest private port and special economic zone will acquire the biggest cutter suction dredger ever to be owned by any Indian company. Under construction at the IHC Merwede shipyard in Sliedrecht, The Netherlands, the dredger was named Shanti Sagar XVI during its recent launch.</span> <div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: justify;"><span style="font-family: Arial, sans-serif; font-size: 12pt;">MPSEZ, which is part of the Adani Group, already has 13 dredgers in its fleet and has placed orders for three new building which includes Shanti Sagar. Two more dredgers are being built in India for MPSEZ. First being a water injection dredger and another self propelled hopper grab dredger. Both are scheduled to be delivered by the middle of next year. </span></div><div class="MsoNormal" style="text-align: justify; text-justify: inter-ideograph;"><span style="font-family: "Arial","sans-serif"; font-size: 12.0pt; line-height: 115%;"><br />
Giving details about the Shanti Sagar XVI being built at the IHC Merwede shipyard, Col. Vinod George, Head of Dredging Operations of MPSEZ informed that the dredger is a 13,000kW stationary cutter suction dredger and will be deployed for capital dredging at ports under MPSEZ. </span></div><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: justify;"><span style="font-family: Arial, sans-serif; font-size: 12pt;">“The dredger is under construction at the IHC Merwede shipyard,” Col. George said. “The contract for the design, construction and delivery of the vessel was signed in November 2010, and the keel was laid on 11 May 2011. The vessel will be delivered in the second quarter of 2012.”</span></div><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: justify;"><span style="font-family: Arial, sans-serif; font-size: 12pt;">The new cutter suction dredger is an IHC Beaver® 9029C, which is capable of dredging a wide range of materials. The vessel is equipped with three Cutter Special® dredge pumps, which are specially designed with a large sphere passage for cutter suction dredge operations. The anchor boom and spud-tilting installations allow the dredger to operate in remote areas with limited support equipment. The large fuel oil carrying capacity also allows for a high level of autonomy.”</span></div><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify; text-justify: inter-ideograph;"><span style="font-family: Arial, sans-serif; font-size: 12pt; line-height: 115%;">“Dredging is critical to the development of Mundra Port and the work is managed by Mundra Port Special Economic Zone’s dredging fleet,” stated </span><span style="background: white; color: #333333; font-family: "Arial","sans-serif"; font-size: 12.0pt; line-height: 115%;">Bala K. Subramaniam, Director of Adani Shipping (India) Pvt. Ltd., and the Senior Advisor to Adani Shipping Singapore Ltd., the Adani Group and also the Mundra Port and Special Economic Zone Ltd., (MPSEZ)</span><span style="font-family: Arial, sans-serif; font-size: 12pt; line-height: 115%;"> “In all we have 11 dredgers built at IHC Merwede shipyard and two from China. The SHANTI SAGAR XVI will be the largest vessel supplied by IHC Merwede to date.” </span></div><div class="MsoNormal" style="text-align: justify; text-justify: inter-ideograph;"><span style="font-family: Arial, sans-serif; font-size: 12pt; line-height: 115%;">“At the moment our dredging activity has been concentrated exclusively for deepening and maintaining the draft at our own ports at Mundra and Hazira,” stated Col. George. “We have done some dredging for TATA’s but that has been incidental. We also have our other facilities at Dahej port, Goa, Vishakhapatnam and elsewhere. We have not undertaken any outside dredging contracts so far but in course of time we may consider taking up even international projects.”</span></div><div style="text-align: justify; text-justify: inter-ideograph;"><span style="font-family: "Arial","sans-serif";">Adani Group is a business behemoth based in India having a global footprint with interests in Infrastructure, Power, Global Trading, Logistics, Energy, Port & SEZ, Mining, Oil & Gas, Agri Business, FMCG products, Real Estate Development, Bunkering, et al. Founded in 1988, Adani Enterprises Ltd. (formerly known as Adani Exports Ltd.) is today the flagship company of the Adani conglomerate. </span></div><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: justify;"><br />
</div><div class="clear"> </div></div></div><div class="blogger-post-footer"><script type="text/javascript"><!--
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</h1><div class="writerinfobox"><div class="writerdetails"><span class="writerline"> </span><span class="editorline"><br />
</span> </div></div><div class="teaser"> When preparing for a voyage ships take on fresh water which is supplemented throughout the voyage by water making plants. Fresh water is used in motorships as an engine component cooling medium, but steamships use only the distilled water produced by the water-making plant for boiler feed make-up.<br />
</div><div class="bhSec bhSec_String"><div class="KonaBody">When I was a lad at sea many years ago, I sailed on motor and steamships as an Engineering Officer. In those days we had evaporators which used steam from the boilers or the main diesel cooling water as a heating medium to evaporate the seawater. As I gained experience and promotion, one of my duties as 4th Engineer was looking after the vaps, as we called them (among other things).<br />
Nowadays, there are several very efficient types of evaporators still using the same heat sources, and of course we now use osmosis as well.<br />
In the following sections we will examine the current evaporators in use, fresh water and condensate storage tanks, and condensate feed water testing. In this article we shall examine two categories of water evaporators, tube and flash, and have a look at how osmosis equipment operates to produce fresh water from seawater.<br />
We begin with an examination of the types of evaporators used aboard ships.<br />
</div></div><div class="bhSec bhSec_String"><h2>Types of Fresh Water Evaporators</h2><div class="KonaBody">There are numerous types of evaporators and osmosis equipment used to produce fresh water from seawater on our ships today. Here we shall examine the following types:<br />
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</div></div></div></div></div><ul><li>Multi-stage Flash Evaporator</li>
<li>Tube or Coil Evaporator</li>
</ul><strong>Multi-stage Flash Evaporators</strong><br />
This type of evaporator uses a multi-stage process which has two components, the seawater heater and the flash drum, with these being two separate units.<br />
The seawater can be heated using steam or the main engine cooling water, depending on the main propulsion unit.<br />
The heated seawater is pumped into the flash drum, which has numerous sections all at a lower pressure than that of the water heater. Some of the hot seawater flashes of to steam in the first section, before going on through remaining sections, flashing as it moves through them. The steam rises up the flash drum through a demister, and upon contacting the condenser tubesis condensed and pumped via a salinometer to the fresh water or boiler water feed tanks. Should the salt content in the distillate rise to an unacceptable level, the salinometer alarm will be activated and the distillate diverted to bilges.<br />
A sketch of a typical multi-stage evaporator is shown below:</div></div><div class="imgArea"><span class="bhInlineImage bhInlineImageLis"><a href="http://images.brighthub.com/11/4/11414BB4C616EC7ECCDBE13E78F4AAB714DE6346_lis.jpg" style="width: 100%;" title=""><img alt="" src="http://images.brighthub.com/11/4/11414BB4C616EC7ECCDBE13E78F4AAB714DE6346_lis.jpg" /><span class="bhInlineImagePrompt"> </span></a></span></div><div class="captionArea"><div class="caption"><strong> Multi-Stage Seawater Evaporator</strong></div></div><div class="bhSec bhSec_String"><div class="KonaBody"><strong>Coil or Tube Seawater Evaporator</strong><br />
This is a modern version of the type used when I was at sea in the 1960s. They used heating coils in those days as opposed to the pipe nest heaters of today. The coils used to become scaled in salt, with the attendant loss in output of distillate.<br />
I was in charge of the vaps and I remember the old Chief coming down to the engine room on my watch and balling me out for the downturn in distillate. We were having problems with the boiler feed water purity (another article will cover the testing and treatment of boiler feed water), so I was blowing down the boiler regularly, which with the associated make-up requirement meant we needed more water pronto.<br />
Anyway I took him up to the vaps and showed him the scaling on the heating coils, reminding him that I was pumping Foss chemicals into the beast to try and break this away.<br />
He pushed me aside and shut off the seawater supply opening up the steam supply which rapidly dried the salt layer on the coils. He then opened the seawater inlet and hey presto – the salt scale cracked and fell of the coils. I used this system several times until I was up for Seconds ticket and examiner wasn’t too pleased to hear of this method, and called the old Chief several unprintable names!<br />
Today we don’t have to resort to these measures as there is an innovative device which uses a material that emits oscillations counteracting the natural seawater oscillations, thereby altering its properties and preventing calcium carbonate scale. (See references section.)<br />
A <a href="http://www.brighthub.com/tools/article-moderate.aspx?params=Ms52FvQL4Loj9cck0Y5Lug1VxAwhP3EQ&Page=1" target="_blank">tube and coil evaporator</a> consists of a steel vessel which has a nest of heating pipes near the bottom of the vessel being fed by steam or hot water from the main engine.<br />
There is a tube condenser cooled by seawater installed near the top of the vessel. A vacuum is drawn in the vessel by air ejectors operated by steam or pressurised seawater.<br />
Seawater is fed into the evaporator just covering the heating pipes. Heat is supplied to the pipes and, this combined with the vacuum conditions begins to boil the seawater producing steam. The steam rises up through a demister into the tube condenser where it is evaporated to distilled water. This is collected and pumped via the salinometer to the storage tanks.<br />
A typical tube condenser is shown below.</div></div><div class="imgArea"><span class="bhInlineImage bhInlineImageLis"><a href="http://images.brighthub.com/7D/4/7D4F31E05AA344EAF79815C31BD81DA1E78E67C4_lis.jpg" style="width: 100%;" title=""><img alt="" src="http://images.brighthub.com/7D/4/7D4F31E05AA344EAF79815C31BD81DA1E78E67C4_lis.jpg" /><span class="bhInlineImagePrompt"> </span></a></span></div><div class="captionArea"><div class="caption">Tube Evaporator Used Aboard Ships</div></div><div class="bhSec bhSec_String"><h2>Osmosis Equipment</h2><div class="KonaBody"><strong>Reverse Osmosis Process</strong><br />
Osmosis is a natural process which occurs due to osmotic pressure between two substances divided by a semi-permeable membrane. When the membrane divides two substances of different concentrations of solids, the solvent from the less concentrated solution will flow into the higher concentrated solution, with the membrane blocking the solids.<br />
In an engine room, reverse osmosis takes place in a pressure vessel which contains a tank holding a quantity of seawater and freshwater separated by a semi-permeable membrane. In natural osmosis the freshwater would flow into the seawater, however when pressure is applied to the seawater side the process is reversed. This causes the seawater to flow into the freshwater side, the solids being stopped by the membrane.<br />
A sketch of osmosis in action on ships blackwater is shown below. This can be applied to freshwater osmosis water-makers.</div></div><div class="imgArea"><span class="bhInlineImage bhInlineImageLis"><a href="http://images.brighthub.com/75/E/75E804492CD4183AF3E113BA32A31204A09A5B88_lis.jpg" style="width: 100%;" title=""><img alt="" src="http://images.brighthub.com/75/E/75E804492CD4183AF3E113BA32A31204A09A5B88_lis.jpg" /><span class="bhInlineImagePrompt"> </span></a></span></div><div class="captionArea"><div class="caption">Reverse Osmosis Applied to Seawater Distillation</div></div></div><div class="blogger-post-footer"><script type="text/javascript"><!--
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<div class="adBox adBox77"> </div><article> <h1 class="articletitle" id="title"><br />
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</span> </div></div><div class="articleContents"> <div class="teaser"> Do you know how diesel engines are started in ships? Equivalent in size to a four-story building, the main propulsion engine is started with the help of compressed air at a pressure of 30 bar. Learn more about how a ship gets its compressed air supply from.<br />
</div><div class="bhSec bhSec_String"><h2>Why compressed air?</h2><div class="KonaBody">We discussed <a href="http://www.brighthub.com/engineering/marine/articles/41852.aspx" target="_blank">diesel engine starting problems</a> in our previous article and saw how various methods are used to overcome this problem. We also saw how a marine engine is different due to its size and location, and that compressed air is the solution to starting the diesel engine.<br />
As you know that a ship is a mobile power plant or a moving mini-city. It has all facilities, sometimes better than what we find ashore. These moving giants have a pre-designed and erected <a href="http://www.brighthub.com/engineering/marine/articles/34512.aspx" target="_blank">compressed air system</a>, which facilitates many activities onboard a ship. There are mostly 4 to 8 and sometimes 10 air compressors found onboard. These Air compressors take suction from <a href="http://www.brighthub.com/engineering/marine/articles/31422.aspx" target="_blank">the engine room</a> atmosphere which is already under a slight positive pressure. These air compressors compress the air in stages and fill up the huge air bottles, which acts as accumulator. The air compressors compress usually upto 30 bar and keep the air bottles filled up all the time. The number of air bottles and its volume(capacity) depends on the power (size) of the <a href="http://www.brighthub.com/engineering/marine/articles/27452.aspx" target="_blank">main propulsion</a> engine. These Air compressors are of varying capacity and used as per the requirement onboard.<br />
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<a class="tmnAdsByGoogle" href="http://www.google.com/url?ct=abg&q=https://www.google.com/adsense/support/bin/request.py%3Fcontact%3Dabg_afc%26url%3Dhttp://www.brighthub.com/engineering/marine/articles/41105.aspx%26hl%3Den%26client%3Dca-pub-1894578950532504%26adU%3Dwww.Cylinder-Heads.com%26adT%3DCylinder%2BHeads%26gl%3DIN&usg=AFQjCNHT_PupFEHYHL-ALKQxT4j1CkO4Gg" style="color: #333333; float: left;"></a><div class="tmnAdsByGoogleCont" style="clear: both; padding-top: 10px; width: 640px;"><div class="tmnAdsByGoogle" style="float: right;"> </div></div></div></div></div></div><div class="bhInlineImage bhInlineImageLeft"><a href="http://images.brighthub.com/71/3/71359da06cef5d8c6b47be99337eacfed23f6c4a_large.jpg" style="width: 100%;" title="air comp1"><img alt="air comp1" src="http://images.brighthub.com/71/3/71359da06cef5d8c6b47be99337eacfed23f6c4a_small.jpg" /></a><div class="bhInlineImagePrompt"> </div></div><div class="bhInlineImage bhInlineImageLeft"><a href="http://images.brighthub.com/17/b/17bc2fbeb633820601675c28dcd2047af47aa17c_large.jpg" style="width: 100%;" title="aircomp"><img alt="aircomp" src="http://images.brighthub.com/17/b/17bc2fbeb633820601675c28dcd2047af47aa17c_small.jpg" /></a><div class="bhInlineImagePrompt"> </div></div></div></div><div class="bhSec bhSec_String"><h2>Role of compressed air on a ship</h2><div class="KonaBody"><div class="bhInlineImage bhInlineImageLeft"><a href="http://images.brighthub.com/30/9/30900222082f12359b89856bb79f8f799ee6d78c_large.jpg" style="width: 100%;" title="control air from reducer and de-humidifier"><img alt="control air from reducer and de-humidifier" src="http://images.brighthub.com/30/9/30900222082f12359b89856bb79f8f799ee6d78c_small.jpg" /></a><div class="bhInlineImagePrompt"> </div></div>The role of compressed air onboard is of a very vast nature. Every Ship will be having a "DEAD-START" or "The FIRST START" arrangement. This is nothing but when the ship is totally "Dead" i.e, with out any power and no machineries running and no compressed air in the air bottle to start the generator engine(auxiliary diesel engine), then a provision is given for every ship to get the air bottle filled up to bring back the ship to safe, normal, working condition. This is provided either by a "Emergency Air Compressor" driven by a small diesel engine or electric motor getting its power supply from "Emergency Generator". The various uses of compressed air onboard ship are listed below: 1. To start main propulsion engine<br />
2. To start Auxiliary diesel engine(power generation)<br />
3. To blow ship's whistle<br />
4. For Engine Room general service and cleaning.<br />
5. For the operation of pneumatic tools<br />
6. For deck services, to carry out chipping.<br />
7. For Automation & Instrumentation of various machineries,<br />
8. For fresh & sea water hydrophores,<br />
9. Fire alarms & operation of Quick closing Valves,<br />
10. For Soot Blowing Exhaust Gas Economizer etc and many more...!!<br />
<div class="bhInlineImage bhInlineImageCenter"><a href="http://images.brighthub.com/35/6/356339a53233895ce5de17f27103ba0e9a4c6333_large.jpg" style="width: 100%;" title="components of air starting system"><img alt="components of air starting system" src="http://images.brighthub.com/35/6/356339a53233895ce5de17f27103ba0e9a4c6333_small.jpg" /></a><div class="bhInlineImagePrompt"> </div></div><br />
</div></div><div class="bhSec bhSec_String"><h2>Compressed Air System Layout</h2><div class="KonaBody">The compressed air system onboard typically has a set of 4 to 6 compressors, out of which 3 will be main are compressors, 2 service air compressors & one topping up air compressor. The Emergency air compressor is not to be counted as a normally used machinery.<br />
<div class="bhInlineImage bhInlineImageLeft"><a href="http://images.brighthub.com/45/4/45425c1d5baa8e036d0f68bab92809c9400398ec_large.jpg" style="width: 100%;" title="general layout"><img alt="general layout" src="http://images.brighthub.com/45/4/45425c1d5baa8e036d0f68bab92809c9400398ec_small.jpg" /></a><div class="bhInlineImagePrompt"> </div></div>Main air compressors: These are used only when a ship enters or leaves a port, mostly during maneuvering only. They are of higher capacity of all. During maneuvering, these compressors when put in use, fills up the air bottle faster than other compressors, thus enabling the ship to berth herself in the port. Topping-Up air compressors: These are comparatively of lesser capacity than the main air compressors. They are just used when the ship is sailing in the mid-seas where the consumption of air is very less (only for engine & deck services).<br />
Service Air compressors: These are general service air compressors, which are used either for engine or deck service. They are of lesser capacity and their are designed for their pure strict oil free air quality. These compressors are used for pressing up the control air bottle and thus the control air of high purity is used for various automation purposes in the engine room and the pump room for oil tankers.<br />
There may be set of main air bottles, service air bottle and a control air bottle for their respective purposes. The system also incorporates many pressure reducing valves and driers(de-humidifiers) to get rid of the moisture present in the compressed air.</div></div><div class="bhSec bhSec_String"><h2>Starting of an Auxiliary Diesel Engine</h2><div class="KonaBody">The auxiliary diesel engine is mostly started with the help of compressed air,depending upon the size of the engine. Other means of starting includes Electric start(battery) and air motor(engaged in the flywheel). The most common method is the use of compressed air. The lay out for starting the auxiliary engine is given below.<br />
<div class="bhInlineImage bhInlineImageCenter"><a href="http://images.brighthub.com/aa/0/aa00212d73596082fa70dd80c04a93a15c890fa2_large.jpg" style="width: 100%;" title="auxiliary engine starting diagram"><img alt="auxiliary engine starting diagram" src="http://images.brighthub.com/aa/0/aa00212d73596082fa70dd80c04a93a15c890fa2_small.jpg" /></a><div class="bhInlineImagePrompt"> </div></div><br />
Before starting the auxiliary engine, the following safety checks must be carried out:<br />
1. Turning gear disengaged(if available).<br />
2. Lubricating oil sump level normal<br />
3. Turbocharger oil level( both turbine & blower)side normal<br />
4. Lubricating oil priming pump running.<br />
5. Fuel oil/diesel oil booster pump running.<br />
6. lube oil, cooling fresh water, fuel oil pressure normal.<br />
7. Rocker arm tank level normal.<br />
8. All valves in compressed air line open to the engine.<br />
Referring to the above starting diagram of an auxiliary engine, the" main air" from the main air bottle arrives at the air starting valve. There is a tapping from the main air starting line, "pilot air" going to the starting air distributor. When the engine rotates, the camshaft also rotates which in turn rotates "the starting air distributor cam". This cam is designed as per the firing order of the engine such that, the distributor rotates and lets the pilot air to the particular unit. The pilot air reaches on top of the air starting valve, opening it, in turn making the long awaited main air to let inside the combustion chamber. The main air which is at 30 bar, pushes the piston down making the crankshaft to rotate. This leads to continuous rotation of the crankshaft making the engine to achieve the minimum r.p.m at which firing of the injected fuel takes place. When the engine picks up on fuel, the air is cut off and drained. Thus the auxiliary diesel engine is started with the help of compressed air.<br />
In the next article, we will take up the study of the various valves mentioned in the starting air systems namely master air starting valve, cylinder valves and so forth.<br />
<div class="bhInlineImage bhInlineImageCenter"><a href="http://images.brighthub.com/78/f/78f82ec2573cbd7274414048d2b401fe16f80a79_large.jpg" style="width: 100%;" title="air starting system"><img alt="air starting system" src="http://images.brighthub.com/78/f/78f82ec2573cbd7274414048d2b401fe16f80a79_small.jpg" /></a><div class="bhInlineImagePrompt"> </div></div></div></div></div></article></div><div class="blogger-post-footer"><script type="text/javascript"><!--
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</script></div>Nagendrahttp://www.blogger.com/profile/15974878038608186668noreply@blogger.com0tag:blogger.com,1999:blog-7816911896912516565.post-13728987269677516902011-12-08T00:24:00.000-08:002011-12-08T00:24:16.038-08:00Starting & Reversing Problems in Marine Engines<div dir="ltr" style="text-align: left;" trbidi="on"><div class="leaderboard-details"> <div class="adBox adBox97" style="float: right;"> </div><div class="adBox adBox106"> </div></div><br />
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</h1><div class="writerinfobox"><div class="writerdetails"><span class="writerline"> </span><span class="editorline"><br />
</span> </div></div><div class="teaser"> There are a number of reasons for starting and reversing problems in marine engines. This malfunction is one of the most frightening and dangerous situations to encounter when maneuvering a ships main diesel engine, but it can be avoided through regular maintenance of the air start components.<br />
</div><div class="bhSec bhSec_String"><div class="KonaBody">A ship’s main marine diesel engine is started on compressed air that is controlled by various components of the air start system. It is a well-tried and tested reliable system, but it can go wrong if not properly maintained.<br />
The following sections examine a typical air start system, with the first section providing an overview of the system.</div></div><div class="bhSec bhSec_String"><h2>Overview of System</h2><div class="KonaBody">The air start system looks rather complicated, but it is quite simple when you examine it without the safeguards. These are put in place to prevent such occurrences as starting the engine without having a signal from the engine room telegraph, trying to start the engine with the turning gear engaged, or trying to start ahead when the telegraph asks for astern. There are also safety systems incorporated such as a bursting disk and numerous non-return valves in the event of a <a href="http://www.brighthub.com/engineering/marine/articles/53228.aspx" target="_blank">leaking air start valve</a>.<br />
The next section lists some of the problems that can be encountered when maneuvering.</div></div><div class="bhSec bhSec_String"><h2>Problems in Air Start Systems</h2><div class="KonaBody">We shall look at two common problems encountered when maneuvering the main engine: not starting and starting in the wrong direction (reversing instead of starting ahead).<br />
<div class="inlineAd inlineAdOdd"><div><div style="overflow: hidden;"> <div class="tmnAdsenseContainer" style="width: 640px;"><div class="tmnAdsenseAdCont" style="font-family: Arial; margin-bottom: 0px; margin-right: 0px; width: 640px;"> <div class="tmnAdsenseAdTitle" style="float: left; margin-bottom: 1px; padding-top: 5px;"> </div></div><a class="tmnAdsByGoogle" href="http://www.google.com/url?ct=abg&q=https://www.google.com/adsense/support/bin/request.py%3Fcontact%3Dabg_afc%26url%3Dhttp://www.brighthub.com/engineering/marine/articles/60604.aspx%26hl%3Den%26client%3Dca-pub-1894578950532504%26adU%3DMobil1.co.in%26adT%3DLook%2BFor%2BEngine%2Bparts%2B%253F%26gl%3DIN&usg=AFQjCNGIbtkAGe3VFAKbJlHgxcBP8ItUnA" style="color: #333333; float: left;"></a><div class="tmnAdsByGoogleCont" style="clear: both; padding-top: 10px; width: 640px;"><div class="tmnAdsByGoogle" style="float: right;"> </div></div></div></div></div></div><ul><li><strong>Not Starting </strong></li>
</ul>As we have seen, there are various interlocks in place to prevent the engine being started until certain criteria are met. If the engine won’t turn over on air, the bridge should be informed then the following checks should be carried out.<br />
<ol><li>Check air start supply valves from air receivers are open and that the pressure is 30 bar.</li>
<li>Check that the turning gear is disengaged</li>
<li>Check that the turning gear and telegraph solenoid valves have actuated. This will supply air to the automatic valve, air distributer, the air manifold, and air start valve.</li>
</ol>These are the initial checks that can be quickly carried out. If these are all satisfactory, then the problem lies in the controls ahead/astern solenoids. The air distributer or the air start <a href="http://www.brighthub.com/guides/valve.aspx" target="_blank">valve</a> itself may be stuck in the closed position. The ship will need to anchor or be towed alongside for these checks to be carried out.<br />
<strong>Engine starts in wrong direction</strong><br />
If the engine starts in the astern instead of ahead direction, the following checks should be carried out.<br />
<ol><li>Ensure the air start control moves to reverse mode at the control station. This is a visual check and can be observed when the telegraph rings from ahead to stop then astern. If this does not happen, the solenoid valve may be stuck.</li>
<li>The oil and air supply to and from the reversing valve should be checked. A blockage of either will stop the reversing servo motor operating and allowing change over from the astern to ahead position.</li>
</ol>This again will take further investigation, so the ship should anchor or remain tied up to the quay.<br />
As this ahead/astern changeover is controlled by lube oil and compressed air and is interlocked with the fuel pumps. These are the usual culprits and the starting point of a thorough investigation. I have experienced this situation only once and fortunately we were leaving port and still tied to quay by stern spring. Once the bridge was informed, a rope from the fo’c’sle was thrown ashore and made fast. This gave us the chance to check for the fault, which turned out to be the oil supply from the crosshead oil supply pipe being blocked.<br />
As I have said before, the maintenance of the air start system components is paramount to the operation of the system.</div></div><div class="bhSec bhSec_String"><h2>Main Components of the System</h2><div class="KonaBody"><strong>Air supply system</strong><br />
<ul><li>Two air compressors</li>
<li>Two air start vessels</li>
<li>Numerous non-return valves</li>
<li>Numerous drain valves</li>
</ul><strong>Control system</strong><br />
<ul><li>Turning gear out sol v/v</li>
<li>Telegraph signal sol v/v</li>
<li>Automatic valve</li>
<li>Ahead and astern change-over</li>
<li>Air distributer</li>
<li>Air start valve</li>
</ul><strong>Anti-explosion components</strong><br />
<ul><li>Air supply to manifold from air vessels non-return valve- this prevents hot gasses from returning to air receivers.</li>
<li>Air manifold pressure relief valve – this operates if pressure rises due to heat from gasses.</li>
<li>Air supply to air start valve bursting disk – this disk ruptures under increased pressure caused an air start valve leaking back.</li>
</ul></div></div><div class="bhSec bhSec_String"><h2>Mandatory Safety Precautions</h2><div class="KonaBody">Before we get into the operation of the system in the next section, this is an opportune moment to make a closer examination of the precaution against explosion, which is a very real threat even in today’s modern engines that incorporate the latest in engine management systems.<br />
<ul><li>Compressors</li>
</ul>The compressor air inlet filters should be positioned in an oil-free zone, i.e. no oil fumes should be present.<br />
The compressed air supply lines to the air receivers must be protected by non-return valves.<br />
<ul><li>The air receivers</li>
</ul>There are two air receivers, linked by a common discharge pipe to the system. The air from the compressors will contain oil and water (there is no way around this). This mixture ends up in the air vessels as a mist, eventually settling to the bottom of the vessel. It is imperative, and I cannot overstress this, that the mixture be drained from the vessels after every charge, and regularly when maneuvering. The oil also coats the internal of the supply pipes; this too can be reduced by draining the air vessels.<br />
These actions, as well as checking by hand for heat in the air supply pipe between the air start valve and the air manifold, form part of the watch keeper’s duties. Any excess heat here, and the fuel and air to that particular cylinder should be isolated, and the bridge made aware of the situation.<br />
Before we leave the precautions there are many examples of air start system explosions. One of worst ones occurred on the <em>MV Capetown Castle</em>, killing seven engineers. Lloyd’s register recorded 11 such explosions between 1987 and 1998; all down to oil gathering in the receivers and piping and ignited by exhaust gasses. One a year speaks for itself: drain the air vessels regularily and maintain the system.<br />
A sketch showing an air start system where the air start valve is leaking is shown below. Note the pipe that should be checked by hand for overheating;</div></div><div class="imgArea"><span class="bhInlineImage bhInlineImageLis"><a href="http://images.brighthub.com/BE/C/BEC5C1BF4ABA68D7B2D7734D20B41B8632FA4C98_lis.jpg" style="width: 100%;" title=""><img alt="" src="http://images.brighthub.com/BE/C/BEC5C1BF4ABA68D7B2D7734D20B41B8632FA4C98_lis.jpg" /><span class="bhInlineImagePrompt"> </span></a></span></div><div class="captionArea"><div class="caption"><strong> Air Start System Depicting a Leaking Air Start Valve</strong></div></div><div class="bhSec bhSec_String"><h2>The Operating Principles of Marine Engine Air Start Systems</h2><div class="KonaBody">I have sailed on quite a few marine diesel engines, including B&W, Sulzer, and Stork/Werkspoor. All had variations of the system I am about to describe, but the principles are much the same.<br />
I drew a sketch from memory (45 years ago) but updated it from a very good website referenced at the end of the section. The sketch also appears at the end of the section and can be referred to during the reading of the notes.<br />
We begin then with the bridge ringing down standby on the engine room telegraph. (We used to change over fuel from Heavy Fuel Oil to Modified Diesel Oil for maneuvering.)<br />
1. If in port, ensure turning gear is not engaged.<br />
2. Open both <em>air receivers’ isolation valves </em>and start up a compressor to fill receivers to maximum; drain oily water of reservoirs and also from dead leg on supply pipe work.<br />
3. This allows the compressed air to flow as far as the <em>turning gear solenoid valve. </em>Provided the turning gear is disengaged, this will allow the supply of air at 30 bar to the <em>automatic valve</em> passing though the <em>non-return valve</em> and into the <em>manifold.</em> From here the air is piped to the air chamber in the air start valve. (This is the pipe that will get hot if you have a leaking air start valve.) The valve is held in the shut position by the spring tension.<br />
4. When an ahead or astern movement is rung and answered on the engine room telegraph, <em>the telegraph start signal</em> sol v/v is activated allowing air to the ahead and astern solenoid valves mechanism.<br />
5. The air is now directed to the <em>starting air distributer</em> that is fitted on the end of the camshaft. This enables it to select the appropriate cylinder(s) to supply air to. This will be the relevant cylinder that is just passed TDC and on the downward stroke.<br />
6. The air from the starting air distributer is at 30 bar, and this is injected into the air start valve top piston. This overcomes the spring tension and forces the piston downwards thus opening the valve and introducing the air at 30 bar to the cylinder(s) having been supplied earlier to the air chamber.<br />
7. Depending on the engine make and model, air can be supplied to several cylinders to assist starting. A "slow start" supply can be used if there has been a lapse of half an hour between movements when maneuvering.</div></div><div class="imgArea"><span class="bhInlineImage bhInlineImageLis"><a href="http://images.brighthub.com/B7/F/B7FEC78B4C8030A9CBE4C70939E0156B98C2B90D_lis.jpg" style="width: 100%;" title=""><img alt="" src="http://images.brighthub.com/B7/F/B7FEC78B4C8030A9CBE4C70939E0156B98C2B90D_lis.jpg" /><span class="bhInlineImagePrompt"> </span></a></span></div><div class="captionArea"><div class="caption"><strong> Typical Air Start System for a Marine Engine Operating on Local Control</strong></div></div><div class="bhSec bhSec_String"><h2>Maintenance of System Components</h2><div class="KonaBody"><ul><li><strong>Compressors</strong></li>
</ul>Regular inspection of filters, suction and discharge valves, as well as piston and ring checks should be performed at the manufacturer’s recommended periods. Intercooler tube nests should be cleaned ensuring optimum air flow.<br />
<ul><li><strong>Air supply Manifold Relief Valve</strong></li>
</ul>This should be regularly inspected to ensure that the spring is operating correctly, with the complete overhaul being to manufacturer’s instructions.<br />
<ul><li><strong>Air Start Valves</strong></li>
</ul>This is the most important component and if not maintained, will begin to stick due to a weak/badly adjusted spring or worn piston rings allowing hot combustion gasses into the compressed air piping.<br />
The valve should be replaced regularly with an overhauled and tested spare, the spare then being stripped and spring, pistons, and rings inspected. The valve is ground into the seat using fine lapping paste before rebuild and bench pressure testing.</div></div></div><div class="blogger-post-footer"><script type="text/javascript"><!--
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</h1><div class="writerinfobox"><div class="writerdetails"><span class="writerline"> </span><span class="editorline"><br />
</span> </div></div><div class="teaser">Working on a ship can involve a substantial amount of risk to a seafarer's life. Numerous hazardous agents on a ship can be risky and even life threatening. So what should be done in case of an injured or ill sailor onboard a ship that is far away from the shore... and the nearest hospital?</div><div class="bhSec bhSec_String"><div class="KonaBody">Getting injured or becoming chronically ill aboard a ship risks the life of the person it happens to. Facing either of these circumstances involves not only the suffering attached to the mishap, but also the burden of unreliable diagnosis and ineffective medical monitoring. A patient on a ship is fully dependent on the skills of the medical officer and the meager first aid tools available.<br />
Earlier, in situations involving serious injuries or sickness, there was nothing more that could be done other than giving sedatives or treating the person with whatever resources were there on hand. However, times have changed now, and so have been the procedures for providing emergency medical aid on ship.</div></div><div class="bhSec bhSec_String"><h2>History of Emergency Medical Care for Merchant Marine</h2><div class="KonaBody">In the last few decades, many steps have been taken to reduce the risk to life onboard a ship. Qualified medical officers have been deployed to reduce the level of risk as much as possible. It is to note that none of these officers are doctors, but only certified first aid and emergency medical care providers. Thus, in case of extreme emergency, all that a medical officer will provide is basic emergency care and some type of medication or sedative to ease the patient’s pain until the ship reaches the next port.<br />
<div class="inlineAd inlineAdOdd"><div><div style="overflow: hidden;"><div class="tmnAdsenseContainer" style="width: 640px;"><br />
<div class="tmnAdsByGoogleCont" style="clear: both; padding-top: 10px; width: 640px;"><div class="tmnAdsByGoogle" style="float: right;"></div></div></div></div></div></div>Starting in the 1920s, ship’s radios were used to communicate with a physician located onshore to obtain the right kind of medical aid. However, because of the variability of radio propagation, this system often couldn’t be used beyond a certain range. If the ship was within 200 nautical miles, high speed "life boats” and helicopters were a viable option for saving the distressed sailor. However, in bad weather and beyond 200 nautical miles, even this option could not be used. Also, if a person’s life is in serious danger, there was always an option of diverting the ship, but then the decision would be a serious blow to the company from a financial perspective.<br />
With the advent of satellite communication, ways of providing medical aid to patients onboard a ship also changed. A new term, telemedicine, came into being and started providing remote medical aid to seafarers using high technology such as emails and live video footage. Telemedicine has now become the new face of providing medical aid at sea.</div></div><div class="imgArea"><span class="bhInlineImage bhInlineImageLis"><a href="http://images.brighthub.com/74/2/7429F90BA24C0DD2069903CCA899E96CC6952C42_lis.jpg" style="width: 100%;" title=""><img alt="" src="http://images.brighthub.com/74/2/7429F90BA24C0DD2069903CCA899E96CC6952C42_lis.jpg" /><span class="bhInlineImagePrompt"> </span></a></span></div><div class="captionArea"><div class="caption">1950s Cardiac Monitoring and Recording Device (EKG)</div></div><div class="creditArea">Wikipedia Commons by user <a href="http://commons.wikimedia.org/wiki/User:Daderot" target="_blank">Daderot</a> placed in public domain by photographer</div><div class="bhSec bhSec_String"><h2>Telemedicine</h2><div class="KonaBody">Telemedicine is a technology that uses modern methods such as email, face-to-face video, and audio communication to treat a diseased or injured person on a ship. In the early days, telemedicine had serious problems such as inferior video quality, limited file transfer, and network restrictions. Moreover, only recorded video and audio files could be transferred and those, too, of only short lengths. Now because of the many new satellites launched, the potential of telemedicine has increased from a file transfer medium to a fully capable live video exchanging device.</div></div><div class="bhSec bhSec_String"><h2>How does Telemedicine Work?</h2><div class="KonaBody">Telemedicine is a whole new way of communicating from the ship to the shore and vice-verse in times of medical emergencies. The working of telemedicine can be divided into three main stages:<br />
<ol><li>The medical personnel onboard the ship</li>
<li>The medical advisor panel on shore</li>
<li>The monitoring device and satellite</li>
</ol>Telemedicine makes the whole remote diagnostic process very realistic. The injured or diseased person on the ship is monitored using a special device that involves taking real time measurements of diagnostic conditions (signs and symptoms) like the patient’s pulse rate, blood pressure, and cardiac trace or electrocardiogram. The medical panel on shore analyzes the situation and parameters and provides the right aid to the patient. Telemedicine also facilitates providing timely advice for injuries involving open wounds through the taking and transmission of high resolution pictures of the injury.<br />
Shipping companies have begun investing heavily in telemedicine facilities because of the several benefits it provides. They realize that in a mishap involving a human element, there is nothing more important than saving the life of the seafarer. Also, the right investment in telemedicine can also save a large amount of money later, which a ship diversion or other methods never will.</div></div><div class="bhSec bhSec_References"><h2>References</h2><div class="references"><ul><li>Author's experience</li>
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</h1><div class="writerinfobox"><div class="writerdetails"><span class="writerline"><br />
</span><span class="editorline"></span> </div></div><div class="articleContents" id="artBody"><div class="teaser">The charge air cooler is an important device fitted in all turbocharged diesel engines to reduce the temperature of the charged air before its entry to the engine in order to increase the efficiency of engine. This article deals with purpose, location, and maintenance of charge air coolers.</div><div class="bhSec bhSec_String"><div class="KonaBody">In this article we discuss the charge air cooler fitted between the turbocharger and the scavenge air manifold in all modern four stroke and two stroke engines. Readers will be able to understand the concept of charge air coolers, and their operation, construction, and maintenance. One can also find reasons for cooler fouling, its location on engine, and methods of cleaning the charge air cooler.</div></div><div class="bhSec bhSec_String"><h2>Purpose of Charge Air Cooler</h2><div class="KonaBody">The exhaust gas from the engine is utilized in the turbocharger for compressing fresh air to charge the engine with a positive pressure greater than ambient conditions. This compression causes the temperature of the air to increase, which thus cannot be fed directly into the engine as it is out of operating limits. Thus a cooler that bring the air temperature back to near-ambient conditions is fitted on the engine. When the air is hot, its density is less and thus the mass of air charged into the engine is less when compared to the mass when the air is cold. Thus the charge air cooler improves the charge air density and its temperature.<br />
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</div></div>The compressed charged air at the outlet of charge air cooler will have a reduced temperature of about 40 to 50 degrees Celsius from a temperature of about 200 degrees Celsius. This reduced temperature of air will increase the density of the charge air at low temperature. Increased air density of the charge air will rise the scavenge efficiency and allow a greater mass of air to be compressed inside the engine cylinder so that more fuel can be burned inside the combustion chamber, giving an increase in power. Also the engine is maintained at a safe working temperature. The lower compression temperature reduces stress on the piston, piston rings, cylinder liner, and cylinder head. The charge air cooler has another advantage in that it reduces the exhaust gas temperature. It has been proven that every one degree Celsius drop in scavenge air temperature will reduce the exhaust temperature about five to ten degree Celsius. This does not mean that the air can be charged at cryogenic temperatures. If very cold air enters the cylinder liner, it would cause a sudden thermal shock, leading to cracking of liner.<br />
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</script></div></div></div>Thus charge air coolers also serve as heaters when a ship enters cold climate areas. Let us assume that the charge air cooler is cooled by fresh water (LT) circuit. If the ambient air temperature is very low, the fresh water, which is usually at 30 degrees Celsius, will heat the charged air and make it comfortable for the engine.</div></div><div class="bhSec bhSec_Image"><h2>Charge Air Cooler</h2><div class="imggalwrapper"><a href="http://www.brighthub.com/engineering/marine/articles/72638/image/82514/"><img alt="Charg Air Cooler External View" src="http://images.brighthub.com/18/9/189865EB0B4CAE9B398E514E00C14A836F9DB754_small.jpg" style="border: 0pt none; cursor: pointer; margin: 5px;" title="Charg Air Cooler External View" /></a><a href="http://www.brighthub.com/engineering/marine/articles/72638/image/82515/"><img alt="How Charge Air Cooler Works" src="http://images.brighthub.com/10/5/1056E0FB49F340BAFF3876F8557656A046F7F9AD_small.jpg" style="border: 0pt none; cursor: pointer; margin: 5px;" title="How Charge Air Cooler Works" /></a><a href="http://www.brighthub.com/engineering/marine/articles/72638/image/82516/"><img alt="Charge Air Cooler" src="http://images.brighthub.com/14/6/146757F1812F7215207A0DB24320128CAFF2991F_small.jpg" style="border: 0pt none; cursor: pointer; margin: 5px;" title="Charge Air Cooler" /></a><a href="http://www.brighthub.com/engineering/marine/articles/72638/image/82517/"><img alt="Charge Air Cooler" src="http://images.brighthub.com/AD/C/ADC213DA3C727CF9B51092C32C523F9E39A637C7_small.jpg" style="border: 0pt none; cursor: pointer; margin: 5px;" title="Charge Air Cooler" /></a><a href="http://www.brighthub.com/engineering/marine/articles/72638/image/82518/"><img alt="Charge Air Cooler" src="http://images.brighthub.com/3F/7/3F72BBEA583496B914338798A481486023649095_small.jpg" style="border: 0pt none; cursor: pointer; margin: 5px;" title="Charge Air Cooler" /></a></div></div><div class="bhSec bhSec_String"><h2>Location of a Charge Air Cooler</h2><div class="KonaBody">Charge air coolers are located between the turbocharger compressor side outlet and the engine inlet manifold or scavenge manifold. A clear view of the location of a charge air cooler is shown in the diagram below. The location of the charge air cooler between turbocharger and entry to engine should be such that the temperature of the charge air at the outlet of charge air cooler should not be increased before its entry to the engine cylinder due to the heated condition of the engine room. To avoid this, the air cooler should be located as close to the engine cylinder as possible. Also, the air duct between the charge air cooler and the engine inlet manifold should be insulated to avoid increase in the temperature of the air.</div></div><div class="bhSec bhSec_Image"><h2>Location of Cooler on Large Diesel Engine</h2><div class="imggalwrapper"><a href="http://www.brighthub.com/engineering/marine/articles/72638/image/82519/"><img alt="Location of Cooler on Large Diesel Engine" src="http://images.brighthub.com/22/C/22CDB1DE8E94EDCE0154A9C968BAB0E7B98569EF_small.jpg" style="border: 0pt none; cursor: pointer; margin: 5px;" title="Location of Cooler on Large Diesel Engine" /></a><a href="http://www.brighthub.com/engineering/marine/articles/72638/image/82520/"><img alt="Location of Cooler on Large Diesel Engine" src="http://images.brighthub.com/E9/5/E95F2EB1118C259B5C7A169D1F4F9410EE781B0F_small.jpg" style="border: 0pt none; cursor: pointer; margin: 5px;" title="Location of Cooler on Large Diesel Engine" /></a></div></div><div class="bhSec bhSec_String"><h2>Air Cooler Fouling and its Effect on the Engine</h2><div class="KonaBody">When the air cooler becomes fouled, less heat will be transferred from the air to the cooling water (usually fresh water). This is indicated by the changes in the air temperature and cooling water temperature and a pressure drop in the air passing through the air cooler. To measure this pressure drop, a manometer is connected between the charge air cooler inlet and outlet. The amount of pressure drop will depend upon the degree and nature of the fouling.<br />
<b>Indications of Air Side Fouling:</b><br />
<ul><li>Increase of air pressure drop across the charge air cooler.</li>
<li>Decrease of air temperature difference across air cooler.</li>
<li>Rise in scavenge air temperature.</li>
<li>Rise in exhaust gas temperature from all cylinders.</li>
</ul><b>Indications of cooling water side fouling:</b><br />
<ul><li>Rise in scavenge air temperature.</li>
<li>Decrease in the difference of the air temperature across the air cooler.</li>
<li>Decrease in the temperature of the cooling water across the cooler if fouling is on the tubes.</li>
<li>Increase in exhaust gas temperature from all cylinders.</li>
<li>Increase in the temperature of the cooling water due to fouling or chocking material in tubes that reduce the amount of cooling water flow.</li>
</ul><b>Methods of air side cleaning:</b><br />
<ul><li>Fins in the air side can be cleaned by using compressed air at Low pressure.</li>
<li>The air side can be cleaned by dipping the air cooler in a chemical bath for a certain period of time. This will remove all deposits on the air side.</li>
<li>Another method of cleaning the air side is by using the jet of water at Low pressure.</li>
<li>Note: Usage of very high pressure may lead to bending of fins and thus causing permanent damage to the air cooler.</li>
</ul><b>Methods of Fresh water side cleaning:</b><br />
<ul><li>For soft deposits on the water side, dip the cooler in a chemical bath. After a certain period of time, take the cooler out and then clean with water at some temperature higher than ambient. It is always preferred to circulate water using wilden pump and drums.</li>
<li>For hard deposits use a long drill bit to drill the hard deposits on the tubes. Note this requires a specialist to drill the hard deposits because small mistakes in drilling may damage the tubes.</li>
</ul></div></div><div class="bhSec bhSec_String"><div class="KonaBody">Image Credits:<br />
<a href="http://www.turbobygarrett.com/turbobygarrett/tech_center/turbo_tech101.html">www.turbobygarrett.com/.../turbo_tech101.html</a><br />
<a href="http://www.chevon.com.sg/prod_4_charged_aircoil.aspx">www.chevon.com.sg/prod_4_charged_aircoil.aspx</a><br />
<a href="http://www.av-tekk.com/chargeairinfo.html" target="_blank">http://www.av-tekk.com/chargeairinfo.html</a><br />
<a href="http://en.wikipedia.org/wiki/Charge_air_cooler" target="_blank">http://en.wikipedia.org/wiki/Charge_air_cooler</a></div></div></div><br />
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</h1><div class="writerinfobox"><div class="writerdetails"><span class="writerline"> </span><span class="editorline"><a href="http://www.brighthub.com/guides/steam.aspx"></a> </span><script type="text/javascript">
var mcTags = ["Tank","Steam
</script>We have already discussed the basic principle of operation of purifiers. Lets learn how to start and stop purifiers, and about necessary safety precautions before starting, de-sludging procedures, and emergency stopping.</div></div><div class="articleContents" id="artBody"><div class="teaser"> </div><div class="bhSec bhSec_String"><div class="KonaBody">We all know that centrifuges are an important type of auxiliary equipment on board ships and that they are classified into two operating functions. One is a clarifier, which separates solids from liquids. The other type is a purifier, which separates liquids of different density. The Purifier operates on the principle of separation by centrifugal force. But in order to optimize the purification process, certain parameters should be adjusted before the purifier is started. Out of those parameters, very important parameters are:<br />
<ol><li>Feed inlet oil temperature</li>
<li>Density of Oil</li>
<li>RPM of the rotating bowl</li>
<li>Back Pressure</li>
<li>Throughput of oil feed</li>
</ol></div></div><!--AD_PLACEHOLDER_2--><div class="bhSec
bhSec_String"><h2>Understanding the Parameters</h2><div class="KonaBody">1. <span style="text-decoration: underline;">Feed inlet oil temperature</span>: Before entering the purifier, the dirty oil passes through the heater. This increases the temperature, thus reducing the viscosity of the oil to be purified. The lower the viscosity, the better will be the purification.<br />
2. <span style="text-decoration: underline;">Density of Oil</span>: As the dirty oil entering the purifier is heated to reduce the viscosity, the density also reduces. The lower the density, the better the separation.<br />
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4. <span style="text-decoration: underline;">Back Pressure</span>: The back pressure should be adjusted after the purifier is started. The back pressure varies as the temperature, density, viscosity of feed oil inlet varies. The back pressure ensures that the oil paring disc is immersed in the clean oil on the way of pumping to the clean oil tank.<br />
5. <span style="text-decoration: underline;">Throughput of oil feed</span>: Throughput means the quantity of oil pumped into the purifier/hr. In order to optimize the purification, the throughput must be minimum.</div></div><!--AD_PLACEHOLDER_3--><div class="bhSec bhSec_String"><h2>Pre-checks before starting a Purifier</h2><div class="KonaBody">Before starting a Purifier, following checks are very essential:<br />
1. If the Purifier is started after a overhaul, then check all fittings are fiited in right manner. The bowl frame hood locked with hinges.<br />
2. Check the Oil level in the gear case. Ensure that it is exactly half in the sight glass. Also ensure the sight glass is in vertical position, as there is a common mistake of fixing it in horizontal position.<br />
3. check the direction of rotation of the seperator, by just starting and stopping the purifier motor.<br />
4. Check whether the brake is in released position.<br />
</div></div><!--AD_PLACEHOLDER_4--><div class="bhSec bhSec_String"><h2>Starting the Purifier</h2><div class="KonaBody">1. Ensure the lines are set and respective valves are open. Usually the lines are set from settling tank to service tank.<br />
2. Start the purifier feed pump with the 3-way re-circulation valve in a position leading to settling tank.<br />
3. Open the steam to the heater slightly ensuring the drains are open so that the condensate drains. close the drains once steam appears.<br />
4. Start the Purifier.<br />
5. Check for vibrations, check the gear case for noise and abnormal heating.<br />
6. Note the current (amps) during starting. It goes high during starting and then when the purifier bowl picks-up speed and when it reaches the rated speed, the current drawn drops to normal value.<br />
7. Ensure the feed inlet temperature has reached optimum temperature for separation as stated in the Bunker report and nomogram ( bunker delivery note gives the density of the fuel and using this we can get the separation temperature and gravity disc size from the nomogram)<br />
8. Now check whether the bowl has reached the rated speed by looking at the revolution counter. The revolution counter gives the scaled down speed of the bowl. The ratio for calculation can be obtained from the manual.<br />
9. Now, after the bowl reaching the rated RPM, check for the current attaining its normal value.<br />
</div></div><!--AD_PLACEHOLDER_5--><div class="bhSec bhSec_String"><h2>De-sludge Procedure</h2><div class="KonaBody"><em><strong> </strong></em><br />
10. Open the bowl closing water/operating water, which closes the bowl. (Ensure sufficient water is present in the operating water tank)<br />
11. Now after 10 seconds, open the sealing water to the bowl.<br />
12. The sealing water should be kept open till the water comes out of the waste water outlet.<br />
13. Once the water overflows through the waste water outlet, stop the sealing water.<br />
14. Now open the de-sludge water/bowl opening water. (This is done to ensure the bowl has closed properly). During de-sludge we can hear a characteristic sound at the opening of the bowl.<br />
15. Repeat the steps 10, 11 ,12 & 13.<br />
16. Open the 3-way re-circulation <a href="http://www.brighthub.com/guides/valve.aspx" target="_blank">valve</a> such that the dirty oil feed is fed into the purifier.<br />
17. Wait for the back pressure to build up.<br />
18. Check for overflowing of dirty-oil through waste water outlet & sludge port.<br />
19. Now adjust the throughput to a value specified in the manual. Correspondingly adjust the back pressure, too.<br />
20. Now the purifier is put into operation. Change over the clean-oil filling <a href="http://www.brighthub.com/guides/valve.aspx" target="_blank">valve</a> to service tank.</div></div><!--AD_PLACEHOLDER_6--><div class="bhSec
bhSec_String"><h2>After-Checks and Stopping the Purifier</h2><div class="KonaBody"><span style="text-decoration: underline;"><em><strong>Checks after starting the purifier during regular watches:</strong></em></span><br />
1. Adjust the throughput, back pressure, temperature of feed inlet if necessary<br />
2. gear case oil level, motor amps, general leakages, vibration have to be monitored<br />
3. De-sludge every 2 hours for heavy oil purifiers & every 4 hours for lubricating oil purifiers. (Rrefer to the manual or chief engineer instructions.)<br />
<span style="text-decoration: underline;"><em><strong>Stopping of Purifiers:</strong></em></span><br />
1. De-sludge the purifier after stopping the feed inlet.<br />
2. Shut down the steam inlet to the oil.<br />
3. Stop the purifier after filling up the bowl with water.<br />
4. Apply brakes and bring up the purifier to complete rest.<br />
5. If any emergency, the purifiers has emergency stops, on pressing it, will stop the purifiers immediately shutting off the feed.<br />
Thus we have seen in detail how to start the purifier after carrying out all safety checks and we have also seen how to stop it.</div></div></div><div style="background-color: transparent; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;"><br />
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</h1><div class="writerinfobox"><div class="writerdetails"><span class="writerline"><br />
</span>The piston performs its work silently within the cylinder liner invisible from outside, but there might be problems inside which could make it overheated causing a knocking sound. Learn how to detect piston failure and how to correct the situation</div></div><div class="articleContents" id="artBody"><div class="teaser"> </div><div class="bhSec bhSec_String"><h2>Introduction</h2><div class="KonaBody"><span>Despite the best of maintenance and care, faults and piston failure can occur in the engine room and in <a href="http://www.brighthub.com/engineering/marine/articles/9600.aspx" target="_blank">marine diesel engines</a>. One of the main requirements of the <a href="http://www.brighthub.com/engineering/marine/articles/24802.aspx" target="_blank">job profile of a marine engineer</a> at any rank is to act quickly and thoughtfully to handle any kind of situation. It is important for a marine engineer to know what to do when he hears diesel engine knocking. This diesel engine troubleshooting guide will show you what to do when a piston gets overheated.</span></div></div><!--AD_PLACEHOLDER_2--><div class="bhSec bhSec_String"><h2>Causes of Overheating</h2><div class="KonaBody"><em></em><br />
<br />
<span>A piston is constantly in contact with the high temperature and high pressure region of the combustion chamber while it is performing its functions of pressure sealing and motion transmission to the <a href="http://www.brighthub.com/engineering/marine/articles/20969.aspx" target="_blank">crankshaft</a>. It can get overheated due to any or several of the following reasons</span><br />
<br />
<br />
<ul><li><span>The obvious reason could be the failure of the piston cooling system to perform its function which leads to temperature rise</span></li>
<li><span>If the <a href="http://www.brighthub.com/engineering/marine/articles/23770.aspx" target="_blank">piston rings</a> have insufficient <a href="http://www.brighthub.com/engineering/marine/articles/24584.aspx" target="_blank">clearance</a> or are broken down and get seized, this also will lead to heating of the piston</span></li>
<li><span>If the cylinder jacket liner <a href="http://www.brighthub.com/engineering/marine/articles/14876.aspx" target="_blank">lubrication system</a> fails, this would result in increase of heat due to friction</span></li>
<li><span>Leakage of combustion gases past the piston due to ring fault or failure</span></li>
<li><span>Bad combustion which could be due to valve timing problems and so forth</span></li>
</ul></div></div><!--AD_PLACEHOLDER_3--><div class="inlineAd
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<div class="tmnAdsByGoogleCont" style="clear: both; padding-top: 10px; width: 640px;"><div class="tmnAdsByGoogle" style="float: right;"> </div></div></div></div></div></div><div class="bhSec bhSec_String"><h2>External Symptoms</h2><div class="KonaBody"><span>Hence we see that there can be a number of reasons for piston overheating, but remember when this situation occurs you cannot peep inside to find out immediately. First you need to know the external indicators of an overheated piston and they are as follows.</span><br />
<ul><li><span>Engine RPM falls without any reasonable cause</span></li>
<li><span>Knocking is heard from the cylinders</span></li>
<li><span>Abnormal rise in piston cooling temperature</span></li>
<li><span>Abnormal rise in exhaust temperature</span></li>
<li><span>Abnormal smoke in exhaust form the funnel</span></li>
</ul></div></div><!--AD_PLACEHOLDER_4--><div class="bhSec bhSec_String"><h2>Handling the Situation</h2><div class="KonaBody"><span>So what should be your first reaction if you see or sense an overheated piston? Well the first instinct would be to run and shut down the engine but just take care to avoid this reflex action and this could lead to other problems. </span><br />
<br />
<ul><li><span>Slow down the engine to a very low speed but NOT complete shutdown. This results in considerable reduction of heat in the relevant piston.</span></li>
<li><span>Since not all pistons would likely develop this fault simultaneously (unless you are totally out of luck that day) so first identify the particular cylinder in which the problem has occurred using parameters such as temperatures, sound etc. </span></li>
<li><span>The fuel supply to the affected cylinder should be cut-down from the fuel pump </span></li>
<li><span>Lubrication to that cylinder should be increased from the appropriate arrangement depending on the specific engine under consideration</span></li>
<li><span>Only stop the engine when it is sufficiently cooled to avoid any thermal stresses. Even after stopping the turning gear should be used to keep it moving for some time while cooling and lubrication is continued.</span></li>
<li><span><span>Finally the piston needs to be dismantled and checked and this is a detailed procedure which we might take up in future.</span></span></li>
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<b>Centrifugal pump principles and working procedure</b><br />
<br />
A pump is a machine used to raise liquids from a low point to a high point. In a centrifugal pump liquid enters the centre or eye of the impeller and flows radially out between the vanes, its velocity being increased by the impeller rotation. A diffuser or volute is then used to convert most of the kinetic energy in the liquid into pressure.<br />
<br />
<br />
<div align="center"> <ins style="border: none; display: inline-table; height: 280px; margin: 0; padding: 0; position: relative; visibility: visible; width: 336px;"><ins id="aswift_0_anchor" style="border: none; display: block; height: 280px; margin: 0; padding: 0; position: relative; visibility: visible; width: 336px;"></ins></ins></div><br />
<br />
<br />
The arrangement of a centrifugal pump is shown diagrammatically in figure below<br />
<br />
<img alt="Centrifugal pump" height="247" src="http://www.machineryspaces.com/centrifugal-pump.jpg" width="496" /><br />
<br />
Fig: Centrifugal pumping operation<br />
<br />
<br />
A vertical, single stage, single entry, centrifugal pump for general marine duties is shown in Figure here. The main frame and casing, together with a motor support bracket, house the pumping element assembly. The pumping element is made up of a top cover, a pump shaft, an impeller, a bearing bush and a sealing arrangement around the shaft. The sealing arrangement may be a packed gland or a mechanical seal and the bearing lubrication system will vary according to the type of seal. Replaceable wear rings are fitted to the impeller and the casing. The motor support bracket has two large apertures to provide access to the pumping element, and a coupling spacer is fitted between the motor and pump shaft to enable the removal of the pumping element without disturbing the motor. <br />
<br />
<img alt="Single entry centrifugal pump" height="445" src="http://www.machineryspaces.com/single-entry-centrifugal-pump.jpg" width="477" /><br />
<br />
Fig: Single entry centrifugal pump<br />
<br />
<br />
A vertical multi-stage single-entry centrifugal pump used for deep-well cargo pumping is shown in Figure below. This can be considered as a series of centrifugal pumps arranged to supply one another in series and thus progressively increase the discharge pressure. The pump drive is located outside the tank and can be electric, hydraulic or any appropriate means suitable for the location.<br />
<br />
<img alt="Multi stage centrifugal pump" height="407" src="http://www.machineryspaces.com/multi-stage-centrifugal-pump.jpg" width="282" /><br />
<br />
Fig: Multi stage centrifugal pump<br />
<br />
<br />
A diffuser is fitted to high-pressure centrifugal pumps. This is a ring fixed to the casing, around the impeller, in which there are passages formed by vanes. The passages widen out in the direction of liquid flow and act to convert the kinetic energy of the liquid into pressure energy. Hydraulic balance arrangements are also usual. Some of the high-pressure discharge liquid is directed against a drum or piston arrangement to balance the discharge liquid pressure on the impeller and thus maintain it in an equilibrium position.<br />
<br />
Centrifugal pumps, while being suitable for most general marine duties, are not self priming and require some means of removing air from the suction pipeline and filling it with liquid. Where the liquid to be pumped is at a level higher than the pump, opening an air cock near the pump suction will enable the air to be forced out as the pipeline fills up under the action of gravity. If the pump is below sea water level, and sea water priming is permissible in the system, then opening a sea water injection valve and the air cock on the pump will effect priming.<br />
<br />
Alternatively an air pumping unit can be provided to individual pumps or as a central priming system connected to several pumps. The water ring or liquid ring primer can be arranged as an individual unit mounted on the pump and driven by it, or as a motor driven unit mounted separately and serving several pumps. The primer consists of an elliptical casing in which a vaned rotor revolves. The rotor may be separate from the hub and provide the air inlet and discharge ports as shown in Figure down. Alternatively another design has the rotor and hub as one piece with ports on the cover. The rotor vanes revolve and force a ring of liquid to take up the elliptical shape of the casing. The water ring, being elliptical, advances and recedes from the central hub, causing a pumping action to occur. The suction piping system is connected to the air inlet ports and the suction line is thus primed by the removal of air. The air removed from the system is discharged to atmosphere. A reservoir of water is provided to replenish the water ring when necessary.<br />
<br />
<img alt="Water-ring primer" height="463" src="http://www.machineryspaces.com/water-ring-primer.jpg" width="507" /><br />
<br />
Fig: Water-ring primer<br />
<br />
<br />
When starting a centrifugal pump the suction valve is opened and the discharge valve left shut: then the motor is started and the priming unit will prime the suction line. Once the pump is primed the delivery valve can be slowly opened and the quantity of liquid can be regulated by opening or closing the delivery valve. When stopping the pump the delivery valve is closed and the motor stopped.<br />
<br />
Regular maintenance on the machine will involve attention to lubrication of the shaft bearing and ensuring that the shaft seal or gland is not leaking liquid. Unsatisfactory operation or loss of performance may require minor or major overhauls. Common faults, such as no discharge, may be a result of valves in the system being shut, suction strainers blocked or other faults occurring in the priming system. Air leaks in the suction piping, a choked impeller or too tight a shaft gland can all lead to poor performance.<br />
<br />
When dismantling the pump to remove the pumping element any priming pipes or cooling water supply pipes must be disconnected. Modern pumps have a coupling spacer which can be removed to enable the pumping element to be withdrawn without disturbing the motor: the impeller and shaft can then be readily separated for examination. The shaft bearing bush together with the casing and impeller wear rings should be examined for wear. <br />
<br />
<br />
<br />
<span style="font-family: Arial;"> </span><br />
<center><span style="font-family: Arial;"><b>Section B -- Pump Application Data</b></span></center><span style="font-family: Arial;"> <i><b>B-4A Sealing</b></i> <br />
The proper selection of a seal is critical to the success of every pump application. For maximum pump reliability, choices must be made between the type of seal and the seal environment. In addition, a sealless pump is an alternative, which would eliminate the need for a dynamic type seal entirely. <br />
<b>Sealing Basics</b> <br />
There are two basic kinds of seals: static and dynamic. Static seals are employed where no movement occurs at the Juncture to be sealed. Gaskets and O-rings are typical static seals. <br />
Dynamic seals are used where surfaces move relative to one another. Dynamic seals are used, for example, where a rotating shaft transmits power through the wall of a tank (Fig. 1), through the casing of a pump (Fig. 2), or through the housing of other rotating equipment such as a filter or screen. <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig01.gif" /></center> <br />
<center><i><span>Fig. 1 Cross Section of Tank and Mixer</span></i></center> <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig02.gif" /></center> <br />
<center><i><span>Fig. 2 Typical Centrifugal Pump</span></i></center> A common application of sealing devices is to seal the rotating shaft of a centrifugal pump. To best understand how such a seal functions a quick review of pump fundamentals is in order. <br />
In a centrifugal pump, the liquid enters the suction of the pump at the center (eye) of the rotating impeller (Figures 3 and 4). <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig03.gif" /></center> <br />
<center><i><span>Fig. 3 Centrifugal Pump, Liguid End</span></i></center> <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig04.gif" /></center> <br />
<center><i><span>Fig. 4 Fluid Flow in Centrifugal Pump</span></i></center> As the impeller vanes rotate, they transmit motion to the incoming product, which then leaves the impeller, collects in the pump casing, and leaves the pump under pressure through the pump discharge. <br />
Discharge pressure will force some product down behind the impeller to the drive shaft, where it attempts to escape along the rotating drive shaft. Pump manufacturers use various design techniques to reduce the pressure of the product trying to escape. Such techniques include: 1) the addition of balance holes through the impeller to permit most of the pressure to escape into the suction side of the impeller, or 2) the addition of back pump-out vanes on the back side of the impeller. <br />
However, as there is no way to eliminate this pressure completely, sealing devices are necessary to limit the escape of the product to the atmosphere. Such sealing devices are typically either compression packing or end-face mechanical seals. <br />
<br />
<span style="font-family: Arial;"></span><br />
<span style="font-family: Arial;"> <i><b>B-4A Stuffing Box Packing</b></i> <br />
A typical packed stuffing box arrangement is shown in Fig. 5. It consists of: A) Five rings of packing, B) A lantern ring used for the injection of a lubricating and/or flushing liquid, and C) A gland to hold the packing and maintain the desired compression for a proper seal. </span><br />
<span style="font-family: Arial;"> </span><br />
<center><span style="font-family: Arial;"><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig05.gif" /></span></center><span style="font-family: Arial;"> <br />
<center><i><span>Fig. 5 Typical Stuffing Arrangement (description of parts)</span></i></center> The function of packing is to control leakage and not to eliminate it completely. The packing must be lubricated, and a flow from 40 to 60 drops per minute out of the stuffing box must be maintained for proper lubrication. <br />
The method of lubricating the packing depends on the nature of the liquid being pumped as well as on the pressure in the stuffing box. When the pump stuffing box pressure is above atmospheric pressure and the liquid is clean and nonabrasive, the pumped liquid itself will lubricate the packing (Fig. 6). <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig06.gif" /></center> <br />
<center><i><span>Fig. 6 Typical Stuffing Arrangement when Stuffing Box Pressure is Above Atmospheric Pressure</span></i></center> When the stuffing box pressure is below atmospheric pressure, a lantern ring is employed and lubrication is injected into the stuffing box (Fig. 7). A bypass line from the pump discharge to the lantern ring connection is normally used providing the pumped liquid is dean. <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig07.gif" /></center> <br />
<center><i><span>Fig. 7 Typical Stuffing Box Arrangement when Stuffing Box Pressure is Below Atmospheric Pressure</span></i></center> When pumping slurries or abrasive liquids, it is necessary to inject a dean lubricating liquid from an external source into the lantern ring (Fig. 8). A flow of from .2 to .5 gpm is desirable and a valve and flowmeter should be used for accurate control. The seal water pressure should be from 10 to 15 psi above the stuffing box pressure, and anything above this will only add to packing wear. The lantern ring Is normally located In the center of the stuffing box. However, for extremely thick slurries like paper stock, it is recommended that the lantern ring be located at the stuffing box throat to prevent stock from contaminating the packing. <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig08.gif" /></center> <br />
<center><i><span>Fig. 8 Typical Stuffing Box Arrangement when Pumping Slurries</span></i></center> The gland shown in Figures 5 through 8 is a quench type gland. Water, oil, or other fluids can be injected into the gland to remove heat from the shaft, thus limiting heat transfer to the bearing frame. This permits the operating temperature of the pump to be higher than the limits of the bearing and lubricant design. The same quench gland can be used to prevent the escape of a toxic or volatile liquid into the air around the pump. This is called a smothering gland, with an external liquid simply flushing away the undesirable leakage to a sewer or waste receiver. <br />
Today, however, stringent emission standards limit use of packing to non-hazardous water based liquids. This, plus a desire to reduce maintenance costs, has increased preference for mechanical seals. <br />
<br />
<span style="font-family: Arial;"></span><br />
<span style="font-family: Arial;"> <i><b>Mechanical Seals</b></i> <br />
A mechanical seal is a sealing device which forms a running seal between rotating and stationary parts. They were developed to overcome the disadvantages of compression packing. Leakage can be reduced to a level meeting environmental standards of government regulating agencies and maintenance costs can be lower. Advantages of mechanical seals over conventional packing are as follows: </span><br />
<ol><li><span style="font-family: Arial;">Zero or limited leakage of product (meet emission regulations.) </span></li>
<li><span style="font-family: Arial;">Reduced friction and power loss. </span></li>
<li><span style="font-family: Arial;">Elimination of shaft or sleeve wear. </span></li>
<li><span style="font-family: Arial;">Reduced maintenance costs. </span></li>
<li><span style="font-family: Arial;">Ability to seal higher pressures and more corrosive environments. </span></li>
<li><span style="font-family: Arial;">The wide variety of designs allows use of mechanical seals in almost all pump applications.</span></li>
</ol><span style="font-family: Arial;"> <b>The Basic Mechanical Seal</b> <br />
All mechanical seals are constructed of three basic sets of parts as shown in Fig. 9: <br />
<ol><li>A set of primary seal faces: one rotary and one stationary?shown in Fig. 9 as seal ring and insert. </li>
<li>A set of secondary seals known as shaft packings and insert mountings such as 0-rings, wedges and V-rings. </li>
<li>Mechanical seal hardware including gland rings, collars, compression rings, pins, springs and bellows.</li>
</ol><br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig09.gif" /></center> <br />
<center><i><span>Fig. 9 A Simple Mechcanical Seal</span></i></center> <b>How A Mechanical Seal Works</b> <br />
The primary seal is achieved by two very flat, lapped faces which create a difficult leakage path perpendicular to the shaft. Rubbing contact between these two flat mating surfaces minimizes leakage. As in all seals, one face is held <i>stationary</i> in a housing and the other face is fixed to, and <i>rotates</i> with, the shaft. One of the faces is usually a non-galling material such as <i>carbon-graphite</i>. The other is usually a relatively hard material like <i>silicon-carbide</i>. Dissimilar materials are usually used for the stationary insert and the rotating seal ring face in order to prevent adhesion of the two faces. The softer face usually has the smaller mating surface and is commonly called the <i>wear nose</i>. <br />
There are four main sealing points within an end face mechanical seal (Fig. 10). The primary seal is at the seal face, Point A. The leakage path at Point B is blocked by either an 0-ring, a V-ring or a wedge. Leakage paths at Points C and D are blocked by gaskets or 0-rings. <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig10.gif" /></center> <br />
<center><i><span>Fig. 10 Sealing Points for Mechanical Seal</span></i></center> The faces in a typical mechanical seal are lubricated with a boundary layer of gas or liquid between the faces. In designing seals for the desired leakage, seal life, and energy consumption, the designer must consider how the faces are to be lubricated and select from a number of modes of seal face lubrication. <br />
To select the best seal design, it's necessary to know as much as possible about the operating conditions and the product to be sealed. Complete information about the product and environment will allow selection of the best seal for the application.<br />
<span style="font-family: Arial;"></span><br />
<span style="font-family: Arial;"> <i><b>Mechanical Seal Types</b></i> <br />
Mechanical seals can be classified into several tvpes and arrangements: </span><br />
<span style="font-family: Arial;"> </span><br />
<center><span style="font-family: Arial;"><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig11.gif" /></span></center><span style="font-family: Arial;"> <br />
<b>PUSHER:</b> <br />
Incorporate secondary seals that move axially along a shaft or sleeve to maintain contact at the seal faces. This feature compensates for seal face wear and wobble due to misalignment. The pusher seals' advantage is that it's inexpensive and commercially available in a wide range of sizes and configurations. Its disadvantage is that ft's prone to secondary seal hang-up and fretting of the shaft or sleeve. Examples are Dura RO and Crane Type 9T. <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig13.gif" /></center> <br />
<b>UNBALANCED:</b> <br />
They are inexpensive, leak less, and are more stable when subjected to vibration, misalignment, and cavitation. The disadvantage is their relative low pressure limit. If the closing force exerted on the seal faces exceeds the pressure limit, the lubricating film between the faces is squeezed out and the highly loaded dry running seal fails. Examples are the Dura RO and Crane 9T. <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig15.gif" /></center> <br />
<b>CONVENTIONAL:</b> <br />
Examples are the Dura RO and Crane Type 1 which require setting and alignment of the seal (single, double, tandem) on the shaft or sleeve of the pump. Although setting a mechanical seal is relatively simple, today's emphasis on reducing maintenance costs has increased preference for cartridge seals. <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig12.gif" /></center> <br />
<b>NON-PUSHER:</b> <br />
The non-pusher or bellows seal does not have to move along the shaft or sleeve to maintain seal face contact, The main advantages are its ability to handle high and low temperature applications, and does not require a secondary seal (not prone to secondary seal hang-up). A disadvantage of this style seal is that its thin bellows cross sections must be upgraded for use in corrosive environments Examples are Dura CBR and Crane 215, and Sealol 680. <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig14.gif" /></center> <br />
<b>BALANCED:</b> <br />
Balancing a mechanical seal involves a simple design change, which reduces the hydraulic forces acting to close the seal faces. Balanced seals have higher-pressure limits, lower seal face loading, and generate less heat. This makes them well suited to handle liquids with poor lubricity and high vapor pressures such as light hydrocarbons. Examples are Dura CBR and PBR and Crane 98T and 215. <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig16.gif" /></center> <br />
<b>CARTRIDGE:</b> <br />
Examples are Dura P-SO and Crane 1100 which have the mechanical seal premounted on a sleeve including the gland and fit directly over the Model 3196 shaft or shaft sleeve (available single, double, tandem). The major benefit, of course is no requirement for the usual seal setting measurements for their installation. Cartridge seals lower maintenance costs and reduce seal setting errors </span><br />
<span style="font-family: Arial;"></span><br />
<span style="font-family: Arial;"> <i><b>Mechanical Seal Arrangements</b></i> <br />
<b>SINGLE INSIDE:</b> <br />
This is the most common type of mechanical seal. These seals are easily modified to accommodate seal flush plans and can be balanced to withstand high seal environment pressures. Recommended for relatively clear non-corrosive and corrosive liquids with satisfactory' lubricating properties where cost of operation does not exceed that of a double seal. Examples are Dura RO and CBR and Crane 9T and 215. Reference Conventional Seal. </span><br />
<span style="font-family: Arial;"> <b>SINGLE OUTSIDE:</b> <br />
If an extremely corrosive liquid has good lubricating properties, an outside seal offers an economical alternative to the expensive metal required for an inside seal to resist corrosion. The disadvantage is that it is exposed outside of the pump which makes it vulnerable to damage from impact and hydraulic pressure works to open the seal faces so they have low pressure limits (balanced or unbalanced). </span><br />
<span style="font-family: Arial;"> </span><br />
<center><span style="font-family: Arial;"><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig17.gif" /></span></center><span style="font-family: Arial;"> <br />
<b>DOUBLE (DUAL PRESSURIZED):</b> <br />
This arrangement is recommended for liquids that are not compatible with a single mechanical seal (i.e. liquids that are toxic, hazardous [regulated by the EPA], have suspended abrasives, or corrosives which require costly materials). The advantages of the double seal are that it can have five times the life of a single seal in severe environments. Also, the metal inner seal parts are never exposed to the liquid product being pumped, so viscous, abrasive, or thermosetting liquids are easily sealed without a need for expensive metallurgy. In addition, recent testing has shown that double seal life is virtually unaffected by process upset conditions during pump operation. A significant advantage of using a double seal over a single seal. The final decision between choosing a double or single seal comes down to the initial cost to purchase the seal, cost of operation of the seal, and environmental and user plant emission standards for leakage from seals. Examples are Dura double RO and X-200 and Crane double 811T. <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig18.gif" /></center> <br />
<b>DOUBLE GAS BARRIER (PRESSURIZED DUAL GAS):</b> <br />
Very similar to cartridge double seals ... sealing involves an inert gas, like nitrogen, to act as a surface lubricant and coolant in place of a liquid barrier system or external flush required with conventional or cartridge double seals. This concept was developed because many barrier fluids commonly used with double seals can no longer be used due to new emission regulations. The gas barrier seal uses nitrogen or air as a harmless and inexpensive barrier fluid that helps prevent product emissions to the atmosphere and fully complies with emission regulations. The double gas barrier seal should be considered for use on toxic or hazardous liquids that are regulated or in situations where increased reliability is the required on an application. Examples are Dura GB2OO, GF2OO, and Crane 2800. <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig19.gif" /></center> <br />
<b>TANDEM (DUAL UNPRESSURIZED):</b> Due to health, safety, and environmental considerations, tandem seals have been used for products such as vinyl chloride, carbon monoxide, light hydrocarbons, and a wide range of other volatile, toxic, carcinogenic, or hazardous liquids. </span><br />
<br />
<span style="font-family: Arial;"> Tandem seals eliminate icing and freezing of light hydrocarbons and other liquids which could fall below the atmospheric freezing point of water in air (32? F or 0? C). {Typical buffer liquids in these applications are ethylene glycol, methanol, and propanol.) A tandem also increases online reliability. If the primary seal fails, the outboard seal can take over and function until maintenance of the equipment can be scheduled. Examples are Dura TMB-73 and tandem PTO. </span><br />
<br />
<span style="font-family: Arial;"></span><br />
<span style="font-family: Arial;"> <i><b>Mechanical Seal Selection</b></i> <br />
The proper selection of a mechanical seal can be made only if the full operating conditions are known: </span><br />
<ol><li><span style="font-family: Arial;">Liquid </span></li>
<li><span style="font-family: Arial;">Pressure </span></li>
<li><span style="font-family: Arial;">Temperature </span></li>
<li><span style="font-family: Arial;">Characteristics of Liquid </span></li>
<li><span style="font-family: Arial;">Reliability and Emission Concerns</span></li>
</ol><span style="font-family: Arial;"> <ol><li><i>Liquid:</i> Identification of the exact liquid to be handled is the first step in seal selection. The metal parts must be corrosion resistant, usually steel, bronze, stainless steel, or Hastelloy. The mating faces must also resist corrosion and wear. Carbon, ceramic, silicon carbide or tungsten carbide may be considered. Stationary sealing members of Buna, EPR, Viton and Teflon are common. </li>
<li><i>Pressure:</i> The proper type of seal, balanced or unbalanced, is based on the pressure on the seal and on the seal size. </li>
<li><i>Temperature:</i> In part, determines the use of the sealing members. Materials must be selected to handle liquid temperature. </li>
<li><i>Characteristics of Liquid:</i> Abrasive liquids create excessive wear and short seal life. Double seals or clear liquid flushing from an external source allow the use of mechanical seals on these difficult liquids. On light hydrocarbons balanced seals are often used for longer seal life even though pressures are low. </li>
<li><i>Reliability and Emission Concerns:</i> The seal type and arrangement selected must meet the desired reliability and emission standards for the pump application. Double seals and double gas barrier seals are becoming the seals of choice.</li>
</ol><b>Seal Environment</b> <br />
The number one cause of pump downtime is failure of the shaft seal. These failures are normally the result of an unfavorable seal environment such as improper heat dissipation (cooling), poor lubrication of seal faces, or seals operating in liquids containing solids, air or vapors. To achieve maximum reliability of a seal application, proper choices of seal housings (standard bore stuffing box, large bore, or large tapered bore seal chamber) and seal environmental controls (CPI and API seal flush plans) must be made. <b>STANDARD BORE STUFFING BOX COVER</b> <br />
Designed thirty years ago specifically for packing. Also accommodates mechanical seals (clamped seat outside seals and conventional double seals.) <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig20.gif" /></center> <br />
<b>CONVENTIONAL LARGE BORE SEAL CHAMBER</b> <br />
Designed specifically for mechanical seals. Large bore provides Increased life of seals through improved lubrication and cooling of faces. Seal environment should be controlled through use of CPI or API flush plans. Often available with internal bypass to provide circulation of liquid to faces without using external flush. Ideal for conventional or cartridge single mechanical seals in conjunction with a flush and throat bushing in bottom of chamber. Also excellent for conventional or cartridge double or tandem seals. <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig20a.gif" /></center> <b>LARGE BORE SEAL CHAMBERS</b> <br />
Introduced in the mid-8o's, enlarged bore seal chambers with increased radial clearance between the mechanical seal and seal chamber wall, provide better circulation of liquid to and from seal faces. Improved lubrication and heat removal (cooling) of seal faces extend seal life and lower maintenance costs. <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig21.gif" /><i>BigBore<sup>TM Seal Chamber</sup></i></center> <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig22.gif" /><i>TaperBore<sup>TM Seal Chamber</sup></i><br />
<span style="font-family: Arial;"></span><br />
<span style="font-family: Arial;"> <i><b>Large Tapered Bore Seal Chambers</b></i> <br />
Provide increased circulation of liquid at seal faces without use of external flush. Offers advantages of lower maintenance costs, elimination of tubing/piping, lower utility costs (associated with seal flushing) and extended seal reliability. The tapered bore seal chamber is commonly available with ANSI chemical pumps. API process pumps use conventional large bore seal chambers. Paper stock pumps use both conventional large bore and large tapered bore seal chambers. Only tapered bore seal chambers with flow modifiers provide expected reliability on services with or without solids, air or vapors. </span><br />
<span style="font-family: Arial;"> <b>Conventional Tapered Bore Seal Chamber:</b> <br />
<b><i>Mechanical Seals Fall When Solids or Vapors Am Present in Liquid</i></b> <br />
Many users have applied the conventional tapered bore seal chamber to improve seal life on services containing solids or vapors. Seals in this environment failed prematurely due to entrapped solids and vapors. Severe erosion of seal and pump parts, damaged seal faces and dry running were the result. </span><br />
<span style="font-family: Arial;"> </span><br />
<center><span style="font-family: Arial;"><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig23.gif" /></span></center><span style="font-family: Arial;"> <b>Modified Tapered Bore Seal Chamber with Axial Ribs:</b> <br />
<b><i>Good for Services Containing Air, Minimum Solids</i></b> <br />
This type of seal chamber will provide better seal life when air or vapors are present in the liquid. The axial ribs prevent entrapment of vapors through.improved flow in the chamber. Dry running failures are eliminated. In addition, solids less than 1% are not a problem. <br />
The new flow pattern, however, still places the seal in the path of solids/liquid flow. The consequence on services with significant solids (greater than 1%) is solids packing the seal spring or bellows, solids impingement on seal faces and ultimate seal failure. <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig24.gif" /></center> <b>Goulds Standard TaperBoreTM PLUS Seal Chamber:</b> <b><i>The Best Solution for Services Containing Solids and Air or Vapors</i></b> <br />
To eliminate seal failures on services containing vapors as well as solids, the flow pattern must direct solids away from the mechanical seal, and purge air and vapors. Goulds Standard TaperBoreTM PLUS completely reconfigures the flow in the seal chamber with the result that seal failures due to solids are eliminated. Air and vapors are efficiently removed eliminating dry run failures. Extended seal and pump life with lower maintenance costs are the results. <br />
<br />
<center></center><center><span style="font-family: Arial;"><b>Goulds TaperBore<sup>TM</sup> Plus: How It Works</b> <br />
The unique flow path created by the Vane Particle Elector directs solids away from the mechanical seal, not at the seal as with other tapered bore designs. And the amount of solids entering the bore is minimized. Air and vapors are also efficiently removed. On services with or without solids, air or vapors, Goulds TaperBore<sup>TM</sup> PLUS is the effective solution for extended seal and pump life and lower maintenance costs. <ol><li>Solids/liquid mixture flows toward mechanical seal/seal chamber. </li>
<li>Turbulent zone. Some solids continue to flow toward shaft. Other solids are forced back out by centrifugal force (generated by back pump-out vanes). </li>
<li>Clean liquid continues to move toward mechanical seal faces. Solids, air, vapors flow away from seal. </li>
<li>Low pressure zone create by Vane Particle Ejector. Solids, air, vapor liquid mixture exit seal chamber bore. </li>
<li>Flow in TaperBore<sup>TM</sup>PLUS seal chamber assures efficient heat removal (cooling) and lubrication. Seal face heat is dissipated. Seal faces are continuously flushed with clean liquid. </li>
</ol><br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig26.gif" /></center></span></center><center> <i><b>Stuffing Box Cover and Seal Chamber Guide</b></i> <br />
The selection guide on this page and the <a href="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig29.stm">Seal Chamber Guide</a> are designed to assist selection of the proper seal housing for a pump application. <br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig27.gif" /></center> <br />
<b>JACKETED STUFFING BOX COVER</b> <br />
Designed to maintain proper temperature control (heating or cooling) of seal environment. (Jacketed covers do not help lower seal face temperatures to any significant degree). Good for high temperature services that require use of a conventional double seal or single seal with a flush and API or CPI plan 21. <center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig28.gif" /></center> <br />
<b>JACKETED LARGE BORE SEAL CHAMBER</b> <br />
Maintains proper temperature control (heating or cooling) of sea environment with improved lubrication of seal faces. Ideal for controlling temperature for services such as molten sulfur and polymerizing liquids. Excellent for high temperature services that require use of conventional or cartridge single mechanical seals with flush and throat bushing in bottom of seal chamber. Also, great for conventional or cartridge double or tandem seals. <br />
<center><b>Stuffing Box and Seal Chamber Application Guide</b></center> <table border="2" style="width: 410px;"><tbody>
<tr> <td><span style="font-family: Arial;"><b>Stuffing Box Cover/Seal Chamber</b></span></td> <td><span style="font-family: Arial;"><b>Application</b></span></td> </tr>
<tr> <td><span style="font-family: Arial;">Standard Bore Stuffing Box Cover</span></td> <td><span style="font-family: Arial;">Use for soft packing. Outside mechanical seals. Double seals. Also, accommodates other mechanical seals.</span></td> </tr>
<tr> <td><span style="font-family: Arial;">Jacketed Stuffing Box Cover</span></td> <td><span style="font-family: Arial;">Same as above but also need to control temperatures of liquid in seal area.</span></td> </tr>
<tr> <td><span style="font-family: Arial;">Conventional Large Bore</span></td> <td><span style="font-family: Arial;">Use for all mechanical seal applications where the seal environment requires use of CPI or API seal flush pans. Cannot be used with outside type mechanical seals.</span></td> </tr>
<tr> <td><span style="font-family: Arial;">Jacketed Large Bore</span></td> <td><span style="font-family: Arial;">Same as Large Bore but also need to control temperature of liquid in seal area.</span></td> </tr>
<tr> <td><span style="font-family: Arial;">Tapered Large Bore with Axial Ribs</span></td> <td><span style="font-family: Arial;">Clean services that require use of single mechanical seals. Can also be used with cartridge double seals. Also, effective on services with light solids up to 1% by weight. Paper stock to 1% by weight.</span></td> </tr>
<tr> <td><span style="font-family: Arial;">Tapered Large Bore with Patented Vane Particle Ejector (Alloy Construction)</span></td> <td><span style="font-family: Arial;">Services with light to moderate solids up to 10% by weight. Paper stock to 5% by weight. Ideal for single mechanical seals. No flush required. Also, accommodates double seals. Cannot be used with outside mechanical seals. </span></td></tr>
</tbody></table></center><center><br />
</center><center><span style="font-family: Arial;"> <i><b>Environmental Controls</b></i> <br />
Environmental controls are necessary for reliable performance of a mechanical seal on many applications. Goulds Pumps and the seal vendors offer a variety of arrangements to combat these problems. <br />
<ul>1. Corrosion
2. Temperature Control
3. Dirty or incompatible environments</ul><b>CORROSION</b><br />
Corrosion can be controlled by selecting seal materials that are not attacked by the pumpage. When this is difficult, external fluid injection of a non-corrosive chemical to lubricate the seal is possible. Single or double seals could be used, depending on if the customer can stand delusion of his product. <b>TEMPERATURE CONTROL</b><br />
As the seal rotates, the faces are in contact. This generates heat and if this heat is not removed, the temperature in the stuffing box or seal chamber can increase and cause sealing problems. A simple by-pass of product over the seal faces will remove the heat generated by the seal (Fig. 25). For higher temperature services, by-pass of product through a cooler may be required to cool the seal sufficiently (Fig. 26). External cooling fluid injection can also be used. <br />
<br />
<center><img src="http://www.gouldspumps.com/download_files/pump_fundamentals/sect_b4a_fig30.gif" /></center> <b>DIRTY or INCOMPATIBLE ENVIRONMENTS</b><br />
Mechanical seals do not normally function well on liquids which contain solids or can solidify on contact with the atmosphere. Here, by-pass flush through a filter, a cyclone separator or a strainer are methods of providing a clean fluid to lubricate seal faces. Strainers are effective for particles larger than the openings on a 40 mesh screen. Cyclone separators are effective on solids 10 micron or more in diameter, if they have a specific gravity of 2.7 and the pump develops a differential pressure of 30-40 psi. Filters are available to remove solids 2 microns and larger.<br />
If external flush with clean liquid is available, this is the most fail proof system. Lip seal or restricting bushings are available to control flow of injected fluid to flows as low as 1/8 GPM. Quench type glands are used on fluids which tend to crystallize on exposure to air. Water or steam is put through this gland to wash away any build up. Other systems are available as required by the service. </span></center></span><i><sup> </sup></i></center></span><span style="font-family: Arial;"> </span><span style="font-family: Arial;"> </span><span style="font-family: Arial;"> </span></span></span></span></div><div class="blogger-post-footer"><script type="text/javascript"><!--
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</script></div>Nagendrahttp://www.blogger.com/profile/15974878038608186668noreply@blogger.com12tag:blogger.com,1999:blog-7816911896912516565.post-22810757253418257282011-10-11T00:01:00.000-07:002011-10-11T00:01:27.836-07:00How an oil purifier work?<div dir="ltr" style="text-align: left;" trbidi="on"><h2><span style="font-family: Arial;"><br />
</span></h2><span style="font-family: Arial;">Bunker oil for combustion on ship's engines is of very low grade. They contain various impurities like particles and water droplets. Large particles in the fuel oil are allowed to settle down in the settling tank before they are pumped into the combustion process piping. After the particles have settled down, the fuel oil will be passed through some sort of filtration using coarse and fine filters.<br />
<br />
However, these processes are not sufficient to remove very fine particles and water droplets in the oil.<br />
<br />
If you have a bucket of a mixture of dirty oil and water and you leave it in a quiet place to settle, what will happen? You will find that after a long time, the oil will separate out from the water. And if the solid particles are heavy enough, they will also settle at the bottom of the bucket.<br />
<br />
Notice that the separation is due to gravity (or specific gravity). Heavy bunker fuel oil has an SG of about 0.95, diesel oil about 0.85 and fresh water has an SG of 1. Because of the difference in Specific Gravity, or SG, the oil will float on top of the water. The solid particles that is heavier than water will sink down. But the above method will take a long time. Furthermore, if the SG's of the mixture are very close, the oil and the water may not be able to separate very well.<br />
<br />
An oil purifier uses the same principle for separating dirt or water from oil. Instead of using gravity, it uses centrifugal force.<br />
<br />
Through a system of gears, a centrifuge bowl is rotated at high speeds. Oil to be purified is allowed to enter the bowl while it is rotating. The heavier components in the oil are thus forced outwards. The solid particles that are too fine to be removed by filtration are forced towards the circumference of the bowl.<br />
<br />
The oil is also heated so as to reduce the SG of the oil. The difference in SG's between the oil and the water will thus be widening. This will enable a better separation between the oil and the water.<br />
<br />
Oil purifiers usually maintain a layer of water inside the bowl to act as a seal for the oil. Without the water layer to act as seal, the oil can flow out together with the particles and be lost. </span><br />
<span style="font-family: Arial;">If removal of water is not needed, the centrifuge can be modified so that no water layer is needed. The centrifuge then becomes a clarifier.</span><br />
<table border="0" cellpadding="4" cellspacing="4" id="AutoNumber8" style="border-collapse: collapse;"><tbody>
<tr> <td align="left" valign="top" width="29%"> <img border="0" height="314" src="http://www.free-marine.com/illus/puri3.gif" width="300" /><br />
<i> <b>Instead of using gravity, the oil purifier makes use of <span style="color: red;">centrifugal force</span> to separate the water from the oil. The solids are removed together with the water.</b></i><br />
<span style="color: red;"><b><i>(Hint: Just turn the picture of the bowl 90 degrees and you will see the similarity between the gravity model and the centrifugal model. )</i></b></span></td> <td align="left" valign="top" width="71%"> <span style="font-family: Arial;">The actual construction of the purifier will depend on the manufacturer. The most common designs have conical plates to enable the particles to clump together. The larger particles formed will weigh more and are able to be separated from the oil easier.<br />
<br />
There will be a ring that acts like a barrier between the oil layer and the water layer. The selection of the size of the ring aperture will depend on the SG of the oil. Wrong selection of the ring will cause either water seal loss or oil loss.<br />
<br />
Some purifiers are designed for auto bowl cleaning operation. Some components in the bowl assembly are able to be open by water pressure coming from a separate control system. The bowl cleaning operation is operated at timed intervals. This reduces the need for frequent manual bowl cleaning.<br />
<br />
Like all machinery, bearings do wear down, o-rings and seals do become brittle, and bowl contact surfaces do get worn out. The high rotational speeds of the purifier can cause vibrations if the sludge accumulates unevenly. Shear pins or couplings do get broken if there is too high a torque between the bowl shaft and the motor drive.</span></td></tr>
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</a></h1><a href="http://www.blogger.com/goog_960360879"></a><div class="writerdetails"><a href="http://www.blogger.com/goog_960360879"><span class="writerline"></span></a>Oil is stored in huge quantities on a ship and used for running the engines or lubricating purposes. This oil needs to be cleaned before or during operations. Just find out how it is done with the help of purifiers</div><div class="articleContents" id="artBody"><div class="teaser"> </div><a href="http://www.blogger.com/goog_960360879"> </a><div class="bhSec bhSec_String"><h2><a href="http://www.blogger.com/goog_960360879">Introduction</a></h2><div class="KonaBody"><a href="http://www.blogger.com/goog_960360879"><span></span></a><br />
<a href="http://www.blogger.com/goog_960360879"><span>Oil is the blood of any </span></a><a href="" target="_blank">type of ship</a> and is an important ingredient of the <a href="" target="_blank">engine room</a>. When I say oil I mean heavy fuel oil, diesel oil and lubricating oil. Each of these oils has their separate systems and need to be cleaned before they are used for various purposes. For example lube oil is used for <a href="" target="_blank">cylinder lubrication</a>, while diesel oil is used for <a href="" target="_blank">diesel marine engines</a>. Centrifuge oil cleaning is the best option available on ships to clean large quantities of oil in an economical manner. Of course centrigues have a use in other places apart from ships as well such as <a href="" target="_blank">offshore</a> & <a href="" target="_blank">mobile platforms</a>, and on shore industries. In this article we will learn the basics of this cleaning process.<br />
</div></div><div class="bhSec bhSec_String"><h2><a href="http://www.blogger.com/goog_960360879">Centrifuge Oil Cleaning</a></h2><div class="KonaBody"><a href="http://www.blogger.com/goog_960360879"><span>Purifiers are used to clean the oil used on ships and there are heavy oil purifiers, diesel oil purifiers and lubricating oil purifiers. These purifiers come in various sizes and makes, but their general operating principles remain the same as well shall see now. Just take a look at the picture below and see what happens when oil and water (plus other impurities) are supplied to a tank which has the typical structure shown in the picture. In this case the oil will flow from one side, while water will come out at the other side and any solid particles would settle at the bottom.</span></a><br />
<div class="inlineAd inlineAdOdd"><div><div style="overflow: hidden;"> <div class="tmnAdsenseContainer" style="width: 640px;"><div class="tmnAdsenseAdCont" style="font-family: Arial; margin-bottom: 0px; margin-right: 0px; width: 640px;"> <div class="tmnAdsenseAdTitle" style="float: left; margin-bottom: 1px; padding-top: 5px;"> <a class="tmnAdsenseAdTitle" href="http://www.blogger.com/goog_960360879" style="color: #0153a5; font-size: 15px; text-decoration: Underline;">GEA Westfalia Separator</a> </div><a href="http://www.blogger.com/goog_960360879"><br />
</a></div><a href="http://www.blogger.com/goog_960360879"><br />
</a></div></div></div></div><br />
<br />
<div class="bhInlineImage bhInlineImageCenter"><a href="http://www.blogger.com/goog_960360879" style="width: 100%;" title="Oil Water Seperation"><img alt="Oil Water Seperation" src="http://images.brighthub.com/38/D/38DF59D23C9299C8242D5E7708AC8B87D7747478_small.jpg" /></a><div class="bhInlineImagePrompt"><a href="http://www.blogger.com/goog_960360879">click to enlarge</a></div></div><a href="http://www.blogger.com/goog_960360879"> </a> <a href="http://www.blogger.com/goog_960360879"><span>This method is not very practical but it shows the basic principle of oil-impurities separation. Purifiers and clarifiers work on this principle but make use of the centrifuge force created as a result of fast spinning and you can see this in the next picture. </span><span>The image shows the construction of a typical purifier which consists of number of perforated discs of inverted bowl shape, stacked one over the other (known as disc stack). Dirty oil enters from top and gets separated into clean oil and dirty component which come out of the respective places as seen in the figure. The centripetal force shown in the picture is created by spinning the entire arrangement along the vertical axis with the help of a powerful motor. </span></a><br />
<br />
<br />
<div class="bhInlineImage bhInlineImageCenter"><a href="http://www.blogger.com/goog_960360879" style="width: 100%;" title="Centrifuge Construction"><img alt="Centrifuge Construction" src="http://images.brighthub.com/F2/D/F2D678C47A69D89E39332F88B800F94B7343D0AF_small.jpg" /></a><div class="bhInlineImagePrompt"><a href="http://www.blogger.com/goog_960360879">click to enlarge</a></div></div><a href="http://www.blogger.com/goog_960360879"> </a> <br />
<a href="http://www.blogger.com/goog_960360879"><span>The exact process which is going on between two adjacent discs is shown more clearly in the diagram below which shows the various forces acting on the oil and other impurities which makes the separation possible. Hence it can be noted that reducing the rate of flow will improve quality of purified oil but will make the process slower hence an optimum speed should be used.</span></a><br />
<br />
<div class="bhInlineImage bhInlineImageCenter"><a href="http://www.blogger.com/goog_960360879" style="width: 100%;" title="Actual Process"><img alt="Actual Process" src="http://images.brighthub.com/5B/F/5BF0003BBDAA7B99ADA3BFCB56F7CA51AC676AF2_small.jpg" /></a><div class="bhInlineImagePrompt"><a href="http://www.blogger.com/goog_960360879"><br />
</a></div></div></div></div><div class="bhSec bhSec_String"><h2><a href="http://www.blogger.com/goog_960360879">The Circuit for Oil Cleaning</a></h2><div class="KonaBody"><a href="http://www.blogger.com/goog_960360879"><span></span></a><br />
<div class="bhInlineImage bhInlineImageLeft"><a href="http://www.blogger.com/goog_960360879" style="width: 100%;" title="Lube Oil Cleaning Circuit"><img alt="Lube Oil Cleaning Circuit" src="http://images.brighthub.com/DA/0/DA0BC022ADFE266FFEAC901DF7FE3B497483F0CE_small.jpg" /></a><div class="bhInlineImagePrompt"><a href="http://www.blogger.com/goog_960360879">click to enlarge</a></div></div><a href="http://www.blogger.com/goog_960360879">The entire circuit for oil cleaning for the main engine oil sump is shown below which shows the various components including a </a><a href="http://www.blogger.com/goog_960360879" target="_blank">heat exchanger</a><a href="http://www.blogger.com/goog_960360879">, three way valves, delivery pump and the lube oil line in yellow colour. It can be seen that the oil comes from the sump via the delivery pump, passes through the heater and gets purified and goes back to the main engine sump. Similar circuits exist for cleaning heavy oil and diesel oil as well. </a> <a href="http://www.blogger.com/goog_960360879"><span>Just in case you would be interested, there is another method to separate oil and water in small quantities using an </span></a><a href="" target="_blank">Oily water seperator</a>.</div></div></div><a href="http://www.blogger.com/goog_960360879"><br />
<br />
</a><div style="color: black; font-family: Arial,Helvetica,sans-serif;"><a href="http://www.blogger.com/goog_960360879"><b><i><br />
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</h1><table border="0" cellpadding="4" cellspacing="0" valign="top"><tbody>
<tr><td colspan="2" valign="middle"><img alt="Change Dirty air to Clean Air" src="http://achooallergy.com/images/how-APs-work.jpg" /></td> </tr>
<tr> <td colspan="2"> Although they may seem like a new innovation, air purifiers have been around for more than 200 years. What started as protective masks for fireman, air purifiers have now evolved the ability to protect you and your family from airborne pollutants. <br />
<br />
As allergies and asthma now affect more than 50 million Americans, the concern for safe indoor air quality has rapidly increased. Now more than ever, Americans are looking for ways to improve their indoor air quality. <a href="http://www.achooallergy.com/airpurifiers.asp">Air purifiers</a> lead the pack in advancements for cleaner air. AchooAllergy.com represents the top brand air purifier and air cleaner manufacturers including <a href="http://www.achooallergy.com/austin-air.asp">Austin Air</a>, <a href="http://www.achooallergy.com/blueair.asp">Blueair</a>, <a href="http://www.achooallergy.com/iqairpurifiers.asp">IQAir</a>, and <a href="http://www.achooallergy.com/allerair.asp">AllerAir</a>. <br />
<br />
Allergens like smoke, mold spores, pollen, bacteria, viruses, pet dander, and other pollutants damage your lungs and immune system. Unfortunately, most of these irritants cannot be seen by the naked eye. Air purifiers filter allergens and pollutants seen or unseen by the human eye. To remove these objects, air purifiers typically use filters, electrical attraction, or ozone. <br />
<br />
Air filters utilize fine sieves that filter particles from circulating air. As air flows into the air purifier, the finer the sieve used, the smaller the particles it traps. The accepted benchmark for air filters has been set by the High Efficiency Particulate Air (HEPA) filters, which are guaranteed to trap 99.97% of airborne particles larger than 0.3 microns. Microns are the standard unit used for measuring air particles. Each micron is equivalent to 1/25,400 of an inch. The naked eye cannot see anything smaller than 10 microns, so pollutants like bacteria and viruses escape detection. Room air conditioner filters only capture particles 10.0 microns or larger. <a href="http://www.achooallergy.com/air-purifiers-faqs.asp#faq21">HEPA filters</a> remove smaller allergens like dust, smoke, chemicals, asbestos, pollen, and pet dander. <br />
<br />
The more times the air passes through the HEPA filter, the cleaner the air becomes. The room capacity of a HEPA air purifier will determine whether the air cleaner can handle your air purifying needs. Top-of-the-line brands like <a href="http://www.achooallergy.com/austin-air.asp">Austin Air air purifiers</a> will provide approximately 6 air exchanges per hour in an average room and contain an average of 15 lbs of activated carbon/zeolite blends, which adsorb chemicals and odors. <br />
<br />
In addition to the HEPA filter, brands like <a href="http://www.achooallergy.com/allerair.asp">AllerAir air purifiers</a> and <a href="http://www.achooallergy.com/iqairpurifiers.asp">IQAir air purifiers</a> offer an optional medical grade ultra-violet (UV) light system, used to quickly kill viruses, bacteria, and fungi upon entry into the air purifier. UV light also protects the HEPA filter from biological and viral contamination. <br />
<br />
Electrical attraction is another technology utilized by air purifiers to trap particles. Three types of air cleaners work using electrical attraction: electrostatic precipitating cleaners, electret filters, and negative ion generators. <br />
<br />
Electrostatic precipitating cleaners or “electronic” air purifiers draw particles in by fan and charge them with a series of high-voltage wires. Several plates (precipitating cells) carry the opposite electrical charge and attract the contaminants as they pass by the plates. Electronic air purifiers are perfect for individuals who don’t want to worry about the costly replacements of HEPA filters. The downside to these units is that many create a nasty byproduct, ozone.<br />
<br />
Electret filters in air purifiers use synthetic fibers that create static charges to attract particles. Electret filters are offered in a variety of types including plain, pleated, disposable or reusable. Depending on the type of filter you need, will determine how often the filter requires replacement. <br />
<br />
Some brands like the <a href="http://www.achooallergy.com/blueair.asp">Blueair air purifier</a> combine the HEPA technology with their own electrostatic media filter technology, which charges the incoming particles instead of the filter. By marrying the two unique purification systems together, Blueair created a more effective air cleaner. <br />
<br />
Negative ion generators or ionic air purifiers use tiny, charged wires or needles to create gas molecules with negative charges or ions that adhere to the airborne particles and collect in the filter. However, many ions end up back in the air, sticking to furnishings and other surfaces that may be stained by them. <br />
<br />
Ionic air purifiers only remove certain types of particles and aren’t always effective against gases, chemicals, or odors. Some ionic air purifiers have been shown to re-circulate the same dirty particles that they draw in, making them much less effective than traditional air purifiers using HEPA filtration. <br />
<br />
Instead of using filters to trap particles, ozone generators use high voltage electrical currents to convert oxygen to ozone, which acts as a powerful oxidant and breaks down molecules and microorganisms in the air. Several tests have proved that ozone generators are not very effective at removing indoor allergens.<br />
<br />
Ozone, in fact, can be hazardous to your health, and both ozone generators and ionic air cleaners emit ozone. In nature, lightning creates ozone when it cuts through oxygen molecules in the air. In the atmosphere, ozone helps protect us from harmful UV rays; however, on the ground level, ozone is a powerful lung irritant. When created artificially, ozone can actually aggravate allergies and asthma, damaging the lining of nasal passages and lungs, causing coughing, throat irritation, chest pain, and shortness of breath. The Environmental Protection Agency and the American Lung Association advise against using ozone generators, which is why AchooAllergy.com does not carry them. <br />
<br />
Asbestos and radon are growing problems in homes today. Heating devices produce carbon monoxide and other dangerous gases, and chemicals like formaldehyde and ammonia are increasing in your home environment. Since most Americans stay indoors an average of 90% of the time, providing fresher and cleaner air has never been more important. <br />
<br />
Finding an environment-friendly solution has become much easier. Learn about air purification today. The right <a href="http://www.achooallergy.com/airpurifiers.asp">air purifier</a> will provide asthma and allergy sufferers with air free from airborne pollutants and establish healthy indoor air quality for you and your entire family. </td></tr>
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<tr><td valign="top"><ins style="border: none; display: inline-table; height: 90px; margin: 0; padding: 0; position: relative; visibility: visible; width: 728px;"></ins><br />
<ins id="aswift_2_anchor" style="border: none; display: block; height: 90px; margin: 0; padding: 0; position: relative; visibility: visible; width: 728px;"></ins><br />
</td><td valign="center"><a href="http://www.linkedin.com/groups?about=&gid=3673834" target="_blank" title="MI Linkedin Group"><img alt="" class="alignnone size-full wp-image-11541" height="90" src="http://www.marineinsight.com/wp-content/uploads/2011/09/linkedin2.jpg" title="linkedin" width="200" /></a> </td></tr>
</tbody></table>A ship is like a floating city with all the privileges enjoyed by any normal land city. Just like a conventional city, the ship also requires all the basic amenities to sustain life on board; the chief among them is power or electricity. In this article we will learn as to how power is generated and supplied on board a ship. <br />
<div class="MsoNormal" style="text-align: left;"></div><br />
<div><ins style="border: none; display: inline-table; height: 250px; margin: 0; padding: 0; position: relative; visibility: visible; width: 250px;"></ins><b>Power generation On board</b></div><br />
Shipboard power is generated using a prime mover and an alternator working together. For this an alternating current generator is used on board. The generator works on the principle that when a magnetic field around a conductor varies, a current is induced in the conductor.<br />
<a href="http://www.marineinsight.com/wp-content/uploads/2010/10/Wartsila-Sets.jpg"><img alt="Wartsila Sets How is Power Generated and Supplied on a Ship? " class="alignnone size-full wp-image-1089" height="216" src="http://www.marineinsight.com/wp-content/uploads/2010/10/Wartsila-Sets.jpg" title="Wartsila Sets" width="287" /></a><br />
The generator consists of a stationary set of conductors wound in coils on an iron core. This is known as the stator. A rotating magnet called the rotor turns inside this stator producing magnetic field. This field cuts across the conductor, generating an induced EMF or electro-magnetic force as the mechanical input causes the rotor to turn.<br />
The magnetic field is generated by induction (in a brushless alternator) and by a rotor winding energized by DC current through slip rings and brushes. Few points to be noted about power on board are :<br />
<ul><li>AC, 3 phase power is preferred over DC as it gives more power for the same size.</li>
<li>3 phases is preferred over single phase as it draws more power and in the event of failure of one phase, other 2 can still work.</li>
</ul><b>Power Distribution on board</b><br />
<b><a href="http://marineinsight.com/wp-content/uploads/2010/10/msb.gif"><img alt="msb 300x184 How is Power Generated and Supplied on a Ship? " class="alignnone size-medium wp-image-1615" height="184" src="http://marineinsight.com/wp-content/uploads/2010/10/msb-300x184.gif" title="msb" width="300" /></a></b><br />
The Power Distributed on board a ship needs to be supplied efficiently throughout the ship. For this the power distribution system of the ship is used.<br />
A shipboard distribution system consists of different component for distribution and safe operation of the system. They are:<br />
<ul><li>Ship Generator consisting of prime mover and alternator<br />
Main switch board which is a metal enclosure taking power from the diesel generator and supplying it to different machinery.</li>
<li>Bus Bars which acts as a carrier and allow transfer of load from one point to another. Circuit breakers which act as a switch and in unsafe condition can be tripped to avoid breakdown and accidents. Fuses as safety device for machinery.</li>
<li>Transformers to step up or step down the voltage. When supply is to be given to the lighting system a step down transformer is used in the distribution system.</li>
<li>In a power distribution system, the voltage at which the system works is usually 440v.</li>
<li>There are some large installations where the voltage is as high as 6600v.</li>
<li>Power is supplied through circuit breakers to large auxiliary machinery at high voltage.</li>
<li>For smaller supply fuse and miniature circuit breakers are used.</li>
<li>The distribution system is three wires and can be neutrally insulated or earthed.</li>
<li>Insulated system is more preferred as compare to earthed system because during an earth fault essential machinery such as steering gear can be lost.</li>
</ul><b>Emergency Power</b><br />
<a href="http://marineinsight.com/wp-content/uploads/2010/10/gene-emer.jpg"><img alt="gene emer 300x198 How is Power Generated and Supplied on a Ship? " class="alignnone size-medium wp-image-1068" height="198" src="http://marineinsight.com/wp-content/uploads/2010/10/gene-emer-300x198.jpg" title="gene emer" width="300" /></a><br />
In case of the failure of the main power generation system on the ship, an emergency power system or a standby system is also present. The emergency power supply ensures that the essential machinery and system continues to operate the ship.<br />
Emergency power can be supplied by batteries or an emergency generator or even both systems can be used.<br />
Rating of the emergency power supply should be made in such a way that it provides supply to the essential systems of the ship such as<br />
a) Steering gear system<br />
b) Emergency bilge and fire p/p<br />
c) Watertight doors.<br />
d) Fire fighting system.<br />
e) Ships navigation lights and emergency lights.<br />
f) Communication and alarm system.<br />
Emergency generator is normally located outside the machinery space of the ship. This is done mainly to avoid those emergency situations wherein access to the engine room is not possible. A switch board in the emergency generator room supplies power to different essential machinery.<br />
<br />
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<div class="module articleBody moduleHeader2 marginClearBottom" id="ArticleWell"><div class="inner"><div class="hd"><h1 class="articlePageTitle">Sewage Treatment and Disposal</h1></div><div class="bd"><div class="heading3"><u><b>Municipal Sewage Treatment Plants</b></u><br />
</div>Raw sewage entering the plant is first passed through screens to remove coarse debris. This material may be buried, burned, or ground in disintegrators and returned to the flow. After screening, the sewage flows slowly through a grit chamber, a shallow tank in which sand and other heavy particles settle to the bottom. This material is periodically removed and usually disposed of in a landfill. The sewage is then pumped into primary settling tanks, where much of the remaining solid material settles out. Chemicals are sometimes added to the sewage to help remove suspended particles and reduce foam caused by detergents. The settled material is called sludge.<br />
The liquid portion is drawn off and is usually given further treatment. This treatment, called secondary treatment, removes most of the organic matter remaining in the sewage. The two most common methods of secondary treatment are the activated sludge process and the trickling filter process.<br />
<div class="heading3">Activated Sludge Process</div>In this process the liquid from the primary settling tank passes into large, elongated tanks where it is mixed with sludge containing large numbers of bacteria. The bacteria decompose the organic matter, using it as food. Oxygen is dissolved in the mixture by bubbling either compressed air or pure oxygen gas through it, a process called aeration. Aeration provides the bacteria with the oxygen they need for respiration. The mixture is then transferred to settling tanks called final clarifiers. The activated sludge settles out and the clear liquid that remains is removed from the tank. The liquid is then sometimes disinfected with chlorine before it is discharged into a body of water. Some of the activated sludge that settles out in the final clarifiers is recycled to the aeration tanks.<br />
<b> <u><br />
</u></b><br />
<div class="heading3"><u><b>Trickling Filter Process</b></u><br />
</div>In this process the liquid is sprayed over a filtering material, typically a bed of crushed rock. As the liquid seeps through the crushed rock, bacteria and other organisms growing on the rock surfaces decompose most of the organic matter. The products of decomposition are simple compounds, such as nitrates and sulfates, and humuslike matter. The mixture then flows into secondary settling tanks, where the solids settle out as sludge. Chlorine is sometimes added to the clear liquid to disinfect it. The liquid, which contains various inorganic compounds, is then discharged into a body of water.<br />
Very fine particles and such substances as nitrogen and phosphorus compounds usually remain in the sewage water even after secondary treatment. Therefore, when the water discharged from a sewage treatment plant must be of especially high quality, it is given tertiary treatment. Methods of tertiary treatment include extended aeration and filtering using fine-meshed screens, sand, or activated charcoal.<br />
The sludge formed in the various treatment stages contains both organic and inorganic solids. It flows by gravity or is pumped into large closed tanks. In the absence of air, certain types of bacteria in the sludge decompose much of the organic matter. This process is called sludge digestion. During this process, methane and other gases are produced. The gas mixture is usually used as fuel to provide heat and power for the sewage plant or sold commercially as fuel.<br />
After digestion, the remaining sludge is often dried by air on large beds of sand or by various mechanical methods that use pressure to remove the water from the sludge. It is then buried, burned, or sold as a soil conditioner or filler for commercial fertilizers. In some areas, the sludge is dried by heat or incinerated to destroy the remaining organic substances before it is sold commercially.<br />
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\ <br />
<div class="heading3"><u><b>Septic Tanks</b></u><br />
</div>Septic tanks are widely used on farms and in communities that do not have municipal sewage disposal systems. The septic tank, which is located underground, usually serves a single building. It is usually made of concrete or steel. The size of tank needed depends upon the number of occupants of the building.<br />
Sewage from the building flows to the tank through the building sewer. Inside the tank, heavy solids settle out as sludge; grease and fine particles rise to form a scum. Bacteria in the sewage digest the organic substances both in the sludge and in the scum, converting them to liquids and gases. The remaining sludge accumulates in the tank and must be removed at intervals.<br />
The liquid portion, usually containing some solids, and the gases are carried into the surrounding soil through a system of distribution pipes. The gases escape to the surface. Liquid and solid wastes are absorbed by the soil, where bacteria decompose the organic matter. In heavy soils, two sets of distribution pipes usually are used alternately to insure proper absorption.<br />
Any disease-causing organisms in the sewage ordinarily do not survive long in either the tank or soil. The sewage wastes and organisms, however, may be carried for long distances through the soil where it is fractured or creviced. It is therefore essential that the tank and disposal pipes be located where there is no danger of contaminating underground water supplies.<br />
<br />
<div class="heading3"><u><b>Cesspools</b></u><br />
</div>Cesspools are sometimes used for sewage disposal on farms and other isolated areas. The cesspool is an underground pit lined with either brick or stone, without mortar. The sewage liquids seep out into the soil through the open spaces m the lining. Solids accumulate as in a septic tank and must be removed at intervals. In time the soil around the cesspool may become clogged with solids, causing overflow. When they are poorly covered, cesspools allow foul-smelling gases to escape and often become breeding places for mosquitoes. Cesspools are not recommended by most health authorities.</div></div></div></div><div class="blogger-post-footer"><script type="text/javascript"><!--
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<div class="module structured articleBody moduleHeader2 marginClearBottom" id="ArticleWell"> <div class="inner"> <div class="bd"> <div class="line pageBreak"> <div class="inset left border1 marginRight1 marginBottom1" style="width: 400px;"> <div class="media mediaVertical"> <span class="img"> <img src="http://static.howstuffworks.com/gif/steam-boiler-ft-a.gif" style="height: 340px; width: 400px;" /> </span> <div class="bd"> <div class="credit marginClearTop"><br />
</div></div></div></div><div class="content"> <h1 class="articlePageTitle"><br />
</h1>The high-pressure steam for a steam engine comes from a <strong>boiler</strong>. The boiler's job is to apply heat to water to create steam. There are two approaches: <strong>fire tube</strong> and <strong>water tube</strong>.<br />
A <strong>fire-tube boiler</strong> was more common in the 1800s. It consists of a tank of water perforated with pipes. The hot gases from a coal or wood fire run through the pipes to heat the water in the tank, as shown here:<br />
In a fire-tube boiler, the entire tank is under pressure, so if the tank bursts it creates a major explosion.<br />
More common today are <strong>water-tube boilers</strong>, in which water runs through a rack of tubes that are positioned in the hot gases from the fire. The following simplified diagram shows you a typical layout for a water-tube boiler:<br />
<div class="media mediaVertical left mediaStroke"> <span class="img"> <img height="400" src="http://static.howstuffworks.com/gif/steam-boiler-wt-b.gif" style="height: 470px; width: 400px;" width="340" /> </span></div></div></div></div></div></div><span style="font-family: Arial;">A boiler is water containing vessel which transfers heat from a fuel source (oil, gas, coal) into steam which is piped to a point where it can be used to run production equipment, to sterilize, provide heat, to steam-clean, etc. </span><br />
<span style="font-family: Arial;"><br clear="ALL" /></span><br />
<span style="font-family: Arial;">The energy given up by the steam is sufficient to convert it back into the form of water. When 100% of the steam produced is returned to be reused, the system is called a <strong>closed system</strong>. Examples of closed systems are closed steam heating, hot water heating, and "one-pipe" systems.</span><br />
<span style="font-family: Arial;"><br clear="ALL" /></span><br />
<span style="font-family: Arial;">Since some processes can contaminate the steam, so it is not always desirable to feed the condensate back into the boiler. A system that does not return the condensate is called an <strong>open system</strong>.</span><br />
<span style="font-family: Arial;"><br clear="ALL" /></span><br />
<span style="font-family: Arial;">The two main types of boilers are:</span><br />
<ul><li><strong><span style="font-family: Arial;">Firetube</span></strong><span style="font-family: Arial;"> - the fire or hot gases are directed through the <strong>inside</strong> of tubes within the boiler shell, which are surrounded by water. The tubes are arranged in banks so that the gases can be passed through the boiler up to 4 times before passing out the stack. This system exposes the maximum heat transfer surface to the water. Firetube boilers are also known as shell boilers and can produce up to approximately 750 hp or 25,000 lbs of steam per hour. 80% of boilers in use are of this configuration. </span><span><br clear="ALL" /></span> </li>
<li><span style="font-family: Arial;">A subtype of this boiler is the <strong>packaged boiler</strong>, shipped complete with fuel burning equipment, mechanical draft equipment, automatic controls and accessories and is designed to function automatically with a very minimum of attention. It is particularly important to prevent scale formation in this type of boiler.</span><span><br clear="ALL" /></span> </li>
<li><strong><span style="font-family: Arial;">Watertube</span></strong><span style="font-family: Arial;"> - the fire or hot gases are directed to and around the <strong>outside</strong> of tubes containing water, arranged in a vertical position. Watertube boilers are usually rectangular in shape and have two or more drums. The separation of steam and water takes place in the top drum, while the bottom drum serves as a collection point for sludge. This system is usually used when more than 750 hp or several hundred thousand lbs of steam per hour, are needed. </span><span><br clear="ALL" /></span> </li>
<li><span style="font-family: Arial;">There are other designs with special configurations, adapting them to particular applications. </span> </li>
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<br />
You'll find air compressors used in a wide range of situations—from corner gas stations to major manufacturing plants. And, more and more, air compressors are finding their way into home workshops, basements and garages. Models sized to handle every job, from inflating pool toys to powering tools such as nail guns, sanders, drills, impact wrenches, staplers and spray guns are now available through local home centers, tool dealers and mail-order catalogs. <br />
<br />
The big advantage of air power is that each tool doesn't need its own bulky motor. Instead, a single motor on the compressor converts the electrical energy into kinetic energy. This makes for light, compact, easy-to-handle tools that run quietly and have fewer parts that wear out.<br />
<br />
<br />
<img src="http://www.popularmechanics.com/cm/popularmechanics/images/k5/tb_lg_9802HIHWA2-de.gif" /><br />
<br />
<b>Air compressor types</b><br />
<br />
While there are compressors that use rotating impellers to generate air pressure, positive-displacement compressors are more common and include the models used by homeowners, woodworkers, mechanics and contractors. Here, air pressure is increased by reducing the size of the space that contains the air. Most of the compressors you'll run across do this job with a reciprocating piston. <br />
<br />
Like a small internal combustion engine, a conventional piston compressor has a crankshaft, a connecting rod and piston, a cylinder and a valve head. The crankshaft is driven by either an electric motor or a gas engine. While there are small models that are comprised of just the pump and motor, most compressors have an air tank to hold a quantity of air within a preset pressure range. The compressed air in the tank drives the air tools, and the motor cycles on and off to automatically maintain pressure in the tank. <br />
<br />
At the top of the cylinder, you'll find a valve head that holds the inlet and discharge valves. Both are simply thin metal flaps–one mounted underneath and one mounted on top of the valve plate. As the piston moves down, a vacuum is created above it. This allows outside air at atmospheric pressure to push open the inlet valve and fill the area above the piston. As the piston moves up, the air above it compresses, holds the inlet valve shut and pushes the discharge valve open. The air moves from the discharge port to the tank. With each stroke, more air enters the tank and the pressure rises. <br />
<br />
Typical compressors come in 1- or 2-cylinder versions to suit the requirements of the tools they power. On the homeowner/contractor level, most of the 2-cylinder models operate just like single-cylinder versions, except that there are two strokes per revolution instead of one. Some commercial 2-cylinder compressors are 2-stage compressors–one piston pumps air into a second cylinder that further increases pressure. <br />
<br />
Compressors use a pressure switch to stop the motor when tank pressure reaches a preset limit–about 125 psi for many single-stage models. Most of the time, though, you don't need that much pressure. Therefore, the air line will include a regulator that you set to match the pressure requirements of the tool you're using. A gauge before the regulator monitors tank pressure and a gauge after the regulator monitors air-line pressure. In addition, the tank has a safety valve that opens if the pressure switch malfunctions. The pressure switch may also incorporate an unloader valve that reduces tank pressure when the compressor is turned off. <br />
<br />
Many articulated-piston compressors are oil lubricated. That is, they have an oil bath that splash-lubricates the bearings and cylinder walls as the crank rotates. The pistons have rings that help keep the compressed air on top of the piston and keep the lubricating oil away from the air. Rings, though, are not completely effective, so some oil will enter the compressed air in aerosol form. <br />
<br />
Having oil in the air isn't necessarily a problem. Many air tools require oiling, and inline oilers are often added to increase a uniform supply to the tool. On the down side, these models require regular oil checks, periodic oil changes and they must be operated on a level surface. Most of all, there are some tools and situations that require oilfree air. Spray painting with oil in the airstream will cause finish problems. And many new woodworking air tools such as nailers and sanders are designed to be oilfree so there's no chance of fouling wood surfaces with oil. While solutions to the airborne oil problem include using an oil separator or filter in the air line, a better idea is to use an oilfree compressor that uses permanently lubricated bearings in place of the oil bath. <br />
<br />
A variation on the automotive-type piston compressor is a model that uses a one-piece piston/connecting rod. Because there is no wrist pin, the piston leans from side to side as the eccentric journal on the shaft moves it up and down. A seal around the piston maintains contact with the cylinder walls and prevents air leakage. <br />
<br />
Where air requirements are modest, a diaphragm compressor can be effective. In this design, a membrane between the piston and the compression chamber seals off the air and prevents leakage.<br />
<br />
<br />
<img src="http://www.popularmechanics.com/cm/popularmechanics/images/BP/tb_9802HIHWB.gif" /><br />
<b>Compressor power</b><br />
One of the factors used to designate compressor power is motor horsepower. However, this isn't the best indicator. You really need to know the amount of air the compressor can deliver at a specific pressure.<br />
<br />
The rate at which a compressor can deliver a volume of air is noted in cubic feet per minute (cfm). Because atmospheric pressure plays a role in how fast air moves into the cylinder, cfm will vary with atmospheric pressure. It also varies with the temperature and humidity of the air. To set an even playing field, makers calculate standard cubic feet per minute (scfm) as cfm at sea level with 68 degrees F air at 36% relative humidity. Scfm ratings are given at a specific pressure–3.0 scfm at 90 psi, for example. If you reduce pressure, scfm goes up, and vice versa. <br />
<br />
You also may run across a rating called displacement cfm. This figure is the product of cylinder displacement and motor rpm. In comparison with scfm, it provides an index of compressor pump efficiency. <br />
<br />
The cfm and psi ratings are important because they indicate the tools that a particular compressor can drive. When choosing a compressor, make sure it can supply the amount of air and the pressure that your tools need. <br />
<br />
<br />
<img src="http://www.popularmechanics.com/cm/popularmechanics/images/Ys/tb_9802HIHWC.gif" /> </div><div style="background-color: transparent; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;"><br />
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Silicon Carbide Seal Ring</a> <br />
<br />
<strong>Product Description</strong><br />
They have the property of excellent resistant-corrosion, high mechanical strength, high thermal conductivity, good self-lubrication, used as seal faces, bearings and tubes in spacecraft, machinery, metallurgy, printing and dyeing, foodstuff, phamaceutical, auto industry and so on.When the sic faces are combined with graphite faces the friction is the smallest and they can be made into mechanical seals which are able to work in highest working requirements. </div><div class="blogger-post-footer"><script type="text/javascript"><!--
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<br />
<img alt="" class="bbcode" src="http://www.jetskimechanic.com/images/wearring1.jpg" /><br />
Cutting thru the old <span class="searchhighlight">wear</span> <span class="searchhighlight">ring</span>. Make sure not to cut the plastic <span class="searchhighlight">pump</span><br />
<br />
<img alt="" class="bbcode" src="http://www.jetskimechanic.com/images/wearring2.jpg" /><br />
I use a screw driver and pry between the <span class="searchhighlight">pump</span> and the <span class="searchhighlight">wear</span> <span class="searchhighlight">ring</span><br />
<br />
<img alt="" class="bbcode" src="http://www.jetskimechanic.com/images/wearring3.jpg" /><br />
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<br />
<span style="font-family: Arial;"><span style="font-size: x-small;"><span style="color: black;"><b>First step is to find yourself a piece of 2 1/4 " aluminum pipe with a 1/4" wall at least 12" long. A longer piece would work better for the extended rings, but its not that important. Make sure that the end that will be contacting the pump is smooth and free of any nicks or grind marks.</b><br />
<br />
<img alt="" border="0" src="http://i130.photobucket.com/albums/p266/jwgaddis68/wear%20ring%20removal/1.jpg" /><br />
<br />
</span></span></span><span style="font-family: Arial;"><span style="font-size: x-small;"><span style="color: black;"><b>The pipe will contact the hub of the pump as shown in this photo.<br />
<br />
<img alt="" border="0" src="http://i130.photobucket.com/albums/p266/jwgaddis68/wear%20ring%20removal/2-1.jpg" /><br />
<br />
<img alt="" border="0" src="http://i130.photobucket.com/albums/p266/jwgaddis68/wear%20ring%20removal/3.jpg" /><br />
<br />
<span style="font-family: Arial;"><span style="font-size: x-small;"><span style="color: black;">Place the pump in the freezer for several hours. For those worried about rust, there should be plenty of grease there to protect your bearings and the seals are quite capable of handling the temps.<br />
<br />
Remove from the freezer and with a heat gun or touch evenly heat up the pump housing around the outside where the wear ring is located. You don't have to get it scalding hot but I would recommend gloves, since you will have to handle the pump after this. <br />
</span></span></span></b><br />
<img alt="" border="0" src="http://i130.photobucket.com/albums/p266/jwgaddis68/wear%20ring%20removal/4.jpg" /><br />
<br />
<b><span style="font-family: Arial;"><span style="font-size: x-small;"><span style="color: black;">Once its nice and hot, turn over the pump holding it by the vanes and with your other hand place the pipe inside and line it up with the hub. Now, holding the pump and pipe with both hands, making sure the pipe is lined up with the hub, strike the tube on a hard surface, the top of your vise, cement floor etc. ****NOTE***** you are not striking the tube with the pipe, but moving the pump and pipe as one part, there should be no space at all between the pipe and the hub, this is critical to avoid damage to the hub. This method will create sufficient force to break the wear ring loose.<br />
<br />
<img alt="" border="0" src="http://i130.photobucket.com/albums/p266/jwgaddis68/wear%20ring%20removal/5.jpg" /><br />
<br />
<img alt="" border="0" src="http://i130.photobucket.com/albums/p266/jwgaddis68/wear%20ring%20removal/6.jpg" /><br />
<br />
<img alt="" border="0" src="http://i130.photobucket.com/albums/p266/jwgaddis68/wear%20ring%20removal/7.jpg" /><br />
<br />
</span></span></span><span style="font-family: Arial;"><span style="font-size: x-small;"><span style="color: black;">It should only take a knock or two to jar it loose and then a couple more to get it out.</span></span></span></b><br />
<b><span style="font-family: Arial;"><span style="font-size: x-small;"><span style="color: black;"><br />
</span></span></span></b><br />
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<tr style="height: 578.25pt;"> <td style="height: 578.25pt; padding: 0.75pt; width: 85%;" valign="top" width="85%"> <div align="center" class="MsoNormal" style="text-align: center;"><b><u><span style="font-size: 16pt;">2-Stroke Cycle</span></u></b></div><table border="0" cellpadding="0" class="MsoNormalTable" style="width: 100%;"><tbody>
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</div></td> <td style="padding: 0.75pt; width: 52%;" width="52%"> <div class="MsoNormal">It may surprise you to learn that the biggest diesel engines in use operate on the two stroke principle. If you have experience of the two stroke petrol engine you will know that it causes more pollution and is less efficient than a 4 stroke petrol engine. This is because oil is mixed with the petrol to lubricate the crankshaft bearings, and a lot of unburnt petrol/oil/air mixture is discharged to the atmosphere. </div></td> </tr>
</tbody></table>The two stroke Diesel engine does not mix fuel or oil with the combustion air. The crankshaft bearings are lubricated from pressurised oil in the same way as a four stroke engine.<br />
The two stroke cycle is so called because it takes two strokes of the piston to complete the processes needed to convert the energy in the fuel into work. Because the engine is reciprocating, this means that the piston must move up and down the cylinder, and therefore the crankshaft must revolve once.<br />
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</div><div align="center" style="text-align: center;"><b>1. </b>The crankshaft is revolving clockwise and the piston is moving up the cylinder, compressing the charge of air. Because energy is being transferred into the air, its pressure and temperature increase. By the time the piston is approaching the top of the cylinder (known as Top Dead Center or TDC) the pressure is over 100 bar and the temperature over 500°C </div><div align="center" style="text-align: center;"><br />
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</div><div align="center" style="text-align: center;"><b>2. </b>Just before TDC fuel is injected into the cylinder by the fuel injector. The fuel is "atomised" into tiny droplets. Because they are very small these droplets heat up very quickly and start to burn as the piston passes over TDC. The expanding gas from the fuel burning in the oxygen forces the piston down the cylinder, turning the crankshaft. It is during this stroke that work energy is being put into the engine; during the upward stroke of the piston, the engine is having to do the work.</div></td> </tr>
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</div><div align="center" style="text-align: center;"><b>3. </b>As the piston moves down the cylinder, the useful energy from the burning fuel is expended. At about 110° after TDC the exhaust valve opens and the hot exhaust gas (consisting mostly of nitrogen, carbon dioxide, water vapour and unused oxygen) begin to leave the cylinder.</div></td> <td style="padding: 0in; width: 50%;" valign="top" width="50%"> <div align="center" class="MsoNormal" style="text-align: center;"><br />
</div><div align="center" style="text-align: center;"><b>4. </b>At about 140º after TDC the piston uncovers a set of ports known as scavenge ports. Pressurised air enters the cylinder via these ports and pushes the remaining exhaust gas from the cylinder in a process known as "scavenging".</div><div align="center" style="text-align: center;">The piston now goes past Bottom Dead Centre and starts moving up the cylinder, closing off the scavenge ports. The exhaust valve then closes and compression begins.</div></td> </tr>
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</div></td> </tr>
</tbody></table><div align="center" style="text-align: center;">The two stroke cycle can also be illustrated on a timing diagram.</div><table border="1" cellpadding="0" cellspacing="0" class="MsoNormalTable" style="border: 1.5pt outset; width: 100%;"><tbody>
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</div></td> <td style="padding: 0in; width: 27%;" width="27%"> <div style="margin-left: 7.5pt;">1 -2 Compression </div><div style="margin-left: 7.5pt;">2 - 3 Fuel Injection</div><div style="margin-left: 7.5pt;">3 - 4 Power</div><div style="margin-left: 7.5pt;">4 - 5 Exhaust Blowdown</div><div style="margin-left: 7.5pt;">5 - 6 Scavenging</div><div style="margin-left: 7.5pt;">6 - 1 Post Scavenging</div></td> <td style="padding: 0in; width: 24%;" width="24%"> <div style="margin-left: 7.5pt;">1. approx 110º BTDC </div><div style="margin-left: 7.5pt;">2. approx 10º BTDC</div><div style="margin-left: 7.5pt;">3. approx 12º ATDC</div><div style="margin-left: 7.5pt;">4. approx 110º ATDC</div><div style="margin-left: 7.5pt;">5. approx 140º ATDC</div><div style="margin-left: 7.5pt;">6. approx 140º BTDC</div></td> </tr>
</tbody></table> In the 2 stroke trunk piston engine, the side thrust caused by the angularity of the connecting rod is transmitted to the liner by the piston skirt or trunk. It is therefore known as a 2 Stroke Trunk Piston Engine. The skirt of the piston also acts to seal the scavenge air ports when the engine is at TDC. This prevents the scavenge air from pressurising the crankcase.Herein lies the disadvantage of this type of engine: although it has a low overall height, lubricating oil splashed up from the crankcase to lubricate the liner can find its way into the scavenge space, causing fouling and a risk of fire. There is also the likelihood of liner and piston skirt wear, allowing air into the crankcase. This can supply the required oxygen for an explosion should a hot spot develop. The crankcase oil must have additives which can cope with contamination from products of combustion, and the acids formed during combustion due to the sulphur in the fuel.<br />
This design of two stroke is generally only used for the smaller lower powered 2 stroke engines - up to about 5000kW for a V16 engine with a 280mm bore and 320mm stroke.<br />
Detroit diesels manufacture 2 stroke trunk piston engines as do Wichmann and General Motors. Sulzer used to produce a model which is sometimes found at sea as did Brons. A cross sectional drawing of their type GV engine is shown below.<br />
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</div><span style="font-family: "Times New Roman","serif"; font-size: 12pt;"><br clear="all" style="page-break-before: always;" /> </span> <div class="MsoNormal"><br />
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</div></td> <td style="height: 578.25pt; padding: 0.75pt; width: 85%;" valign="top" width="85%"> The 2 stroke crosshead engine works on exactly the same principle and cycle as the 2 stroke trunk piston engine.<br />
The disadvantages of the two stroke trunk piston engine are that although it has a low overall height, lubricating oil splashed up from the crankcase to lubricate the liner can find its way into the scavenge space, causing fouling and a risk of fire. There is also the likelihood of liner and piston skirt wear, allowing air into the crankcase. This can supply the required oxygen for an explosion should a hot spot develop. The crankcase oil must have additives which can cope with contamination from products of combustion, and the acids formed during combustion due to the sulphur in the fuel.<br />
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<tr> <td style="padding: 0in; width: 50%;" width="50%"> </td> <td style="padding: 0in; width: 50%;" width="50%"> <div style="margin-left: 7.5pt;">The majority of 2 stroke engines encountered at sea are of the "crosshead" type. In this type of engine the combustion space (formed by the cylinder liner, piston and cylinder head), and the scavenge space are separated from the crankcase by the diaphragm plate. </div><div style="margin-left: 7.5pt;">The piston rod is bolted to the piston and passes through a stuffing box mounted in the diaphragm plate. The stuffing box provides a seal between the two spaces, stopping oil from being carried up to the scavenge space, and scavenge air leaking into the crankcase.</div><div style="margin-left: 7.5pt;">The foot of the piston rod is bolted to the crosshead pin. The top end of the connecting rod swings about the cosshead pin, as the downward load from the expanding gas applies a turning force to the crankshaft.</div><div style="margin-left: 7.5pt;">To ensure that the crosshead reciprocates in alignment with the piston in the cylinder, guide shoes are attached either side of the crosshead pin. These shoes are lined with white metal, a bearing material and they reciprocate against the crosshead guides, which are bolted to the frame of the engine. The crosshead guides are located inbetween each cylinder. </div><div style="margin-left: 7.5pt;">Using the crosshead design of engine allows engines to be built with very long strokes - which means the engine can burn a greater quantity of fuel/stroke and develop more power. The fuel used can be of a lower grade than that used in a trunk piston engine, with a higher sulphur content, whilst high alkalinity cylinder oils with a different specification to that of the crankcase oil are used to lubricate the cylinder liner and piston rings and combat the effects of acid attack. </div></td> </tr>
</tbody></table>The most powerful diesel engines in the world are two stroke crosshead engines. Some of these engines have cylinder bores approaching 1metre with a stroke of over 2.5 metres. The crankshaft can weigh over 300 tons, with the engine weighing in excess of 2000 tons<br />
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<tr> <td style="padding: 0.75pt; width: 85%;" width="85%"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 18pt;">The Crankshaft</span></div></td> </tr>
<tr> <td style="padding: 0.75pt; width: 85%;" valign="top" width="85%"> <div class="MsoNormal">The crankshafts on the large modern 2 stroke crosshead engines can weigh over 300 tonnes. They are too big to make as a single unit and so are constructed by joining together individual forgings. On older engines the so called fully built method was used. This consisted of forging separate webs, crankpins and main journals. The crankpins and journals were machined and matching holes bored in the webs, which were slightly smaller in diameter. The webs were heated up and the crankpins and journals fitted into the holes (which due to the heat had expanded in size). As the webs cooled down, so the diameter of the bored holes would try and shrink back to their original size. In doing so, the crankpins and journals would be gripped tightly enough to stop them being able to slip when the engine was being operated normally. This method of construction had its origins in the days of early reciprocating steam engine crankshaft manufacture, when as well as shrink fitting, dowel pins were used (mainly because the tightness of the shrink fit could not be guaranteed). THIS FITTING OF DOWEL PINS IS NEVER USED IN THE CONSTRUCTION OF DIESEL ENGINE CRANKSHAFTS. It would act as a stress raising point from which a crack could start. </div>Today, crankshafts for large 2 stroke crosshead engines are of the semi built type. In this method of construction the crankshaft "throws" consisting of two webs and the crankpin are made from a single forging of a 0.4% carbon steel. The webs are bored to take the separately forged and machined main journals which are fitted into the webs using the shrink fitting method described above. The shrink fit allowance is between <sup>1</sup>/<sub>570</sub> and <sup>1</sup>/<sub>660</sub> of the diameter.<br />
The advantages of this method of construction is that by making the two webs and crankpin from a single forging the grain flow in the steel follows the web round into the crankpin and back down the other web. <br />
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</tbody></table></div>Because the crankpin and webs are a single forging, the webs can be reduced in thickness and a hole is sometimes bored through the crankpin as shown, reducing the weight without compromising strength. Note however, there is a need for a good deal of material around the holes bored to take the main journals. This is because of the large tensile hoop stress present in the material after shrink fitting. This could lead to a crack in the web if the thickness here is not adequate or if the shrink fit is too tight or if there is a flaw in the material.<br />
<div align="center" style="text-align: center;"><b>THE WELDED CRANKSHAFT</b></div>The welded crankshaft was developed in the 1980s. It was made up of a series of forgings each comprising of half a main journal, web, crankpin, second web, and half a main journal. These forgings were then welded together using a submerged arc welding process to form the crankshaft. After welding the journals were stress relieved and machined. As well as having the advantage of continuous grain flow, the webs could be made thinner (no shrink fit to accommodate), leading to a lighter shorter crankshaft.<br />
Why aren't all crankshafts produced by this method? Cost! It was very expensive and only about twenty crankshafts were produced by this method. They have performed very well in service however.<br />
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<tr> <td style="padding: 0.75pt; width: 85%;" width="85%"> <div align="center" class="MsoNormal" style="text-align: center;"><b><span style="color: red; font-size: 18pt;">The Con Rod</span><span style="color: red;"></span></b></div></td> </tr>
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<tr> <td style="padding: 0.75pt; width: 50%;" width="50%"> <div class="MsoNormal">The Connecting Rod is fitted between the crosshead and the crankshaft. It transmits the firing force, and together with the crankshaft converts the reciprocating motion to a rotary motion. Made from drop forged steel, on the older engines the bottom of the con rod terminates in a flange known as a Marine Palm which is bolted to the split bottom end (Crankpin) bearing, whilst at the top another flange is formed on which is bolted the two crosshead bearings.</div></td> <td style="padding: 0.75pt; width: 50%;" width="50%"> <div align="center" class="MsoNormal" style="text-align: center;"><br />
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</div>Connecting Rods on the later engines are produced as a single drop forging incorporating the top half of the crankpin bearing housing and the bottom half of the solid crosshead pin bearing housing.<br />
On older engines the bearings were white metal thick wall bearings, scraped to fit. Clearances were adjusted by inserting or removing shims between the bearing halves. Modern bearings are of the "thinwall" type, where a thin layer of white metal or a tin aluminium alloy is bonded to a steel shell backing. The clearance on these bearings is non adjustable; When the clearance reaches a maximum the bearing is changed.<br />
Oil to lubricate the crankpin bearing is supplied down a drilling in the con rod from the crosshead. When inspecting the crankpin bearing and journal it is good practise to check the journal for ovality because if this is excessive, a failure in the hydrodynamic lubrication can occur.<br />
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</div></div><div class="blogger-post-footer"><script type="text/javascript"><!--
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</script></div>Nagendrahttp://www.blogger.com/profile/15974878038608186668noreply@blogger.com0tag:blogger.com,1999:blog-7816911896912516565.post-32035101825738436592011-10-02T00:35:00.001-07:002011-10-02T00:35:28.708-07:00CRANKCASE EXPLOSION<div dir="ltr" style="text-align: left;" trbidi="on"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:TrackMoves/> <w:TrackFormatting/> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:DoNotPromoteQF/> <w:LidThemeOther>EN-US</w:LidThemeOther> <w:LidThemeAsian>X-NONE</w:LidThemeAsian> <w:LidThemeComplexScript>X-NONE</w:LidThemeComplexScript> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> <w:SplitPgBreakAndParaMark/> <w:DontVertAlignCellWithSp/> <w:DontBreakConstrainedForcedTables/> <w:DontVertAlignInTxbx/> <w:Word11KerningPairs/> <w:CachedColBalance/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> <m:mathPr> <m:mathFont m:val="Cambria Math"/> <m:brkBin m:val="before"/> <m:brkBinSub m:val="--> <m:smallfrac m:val="off"> <m:dispdef> <m:lmargin m:val="0"> <m:rmargin m:val="0"> <m:defjc m:val="centerGroup"> <m:wrapindent m:val="1440"> <m:intlim m:val="subSup"> <m:narylim m:val="undOvr"> </m:narylim></m:intlim> </m:wrapindent><!--[endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" DefUnhideWhenUsed="true"
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<tr style="height: 578.25pt;"> <td style="height: 578.25pt; padding: 0.75pt; width: 85%;" valign="top" width="85%"> <div style="margin-left: 7.5pt;"> </div><div style="margin-left: 7.5pt;"><b><u>INTRODUCTION</u></b> </div><div style="margin: 5pt 6pt;">September 11th or 9/11 stands out in our minds for obvious reasons. However there was another 9/11, 9th September 1947, when a crankcase explosion on the <a href="http://www.blogger.com/Horror%20Stories/Reina_del_pacifico.htm">Reina del Pacifico</a> killed 28 men and injured 23 and led to the development of crankcase relief valves and oil mist detectors. Of course there had been crankcase explosions before this, but none which had such devastating consequences. </div><div style="margin: 5pt 6pt;">Between 1990 and 2001 143 crankcase explosions were reported to Lloyds Register which have about 20% of the worlds shipping in its class, so if we use that as a factor, we can estimate the total reported incidents were 715 in 11 years or about 65 a year. Don't forget that these are reportable incidents, i.e. those where the damage sustained has warranted a major repair or has resulted in injury. Minor explosions may have gone unreported, and it is possible that the actual number of incidents is more than double those reported. - maybe 3 a week!! </div><div style="margin: 5pt 6pt;">Of those incidents reported to Lloyds, 21 explosions happened in two stroke engines and 122 in four stroke engines. But this doesn't mean that four stroke engines are more likely to have an explosion; there are 7 times as many four stroke engines at risk than two stroke engines.</div><div style="margin: 5pt 6pt;"><b><u>SEQUENCE OF EVENTS LEADING UP TO AN EXPLOSION</u></b></div><div style="margin: 5pt 6pt;">For an explosion to occur there must be a source of air (oxygen), fuel and ignition. Oxygen is present in the crankcase, but the lubricating oil splashing around in the crankcase is in too large droplets to start burning at the speed needed to cause an explosion, and the oil/air concentration is too weak.</div><div align="center" style="margin: 5pt 6pt; text-align: center;"><br />
</div><div style="margin: 5pt 6pt;">If, however a mechanical fault develops with the consequent rubbing of moving parts, then a hot spot will occur. This could happen in the crankcase, chaincase, or camcase. When the temperature of the hot spot reaches 200°C the lubricating oil splashing on to this hot spot vapourises. The vapour then circulates to a cooler part of the crankcase where it condenses into a white oil mist. The oil droplets in this oil mist are very small - 5 to 10 microns in diameter. When the concentration of oil mist reaches 50mg/l (about 13% oil mist - air ratio), it is at its lower explosive limit. If this oil mist is now ignited by the hot spot - and tests have shown that it is necessary for a temperature of about 850°C to ignite oil mist in a crankcase under operating conditions - then an explosion will occur.</div><div style="margin: 5pt 6pt;">Although the most common cause of of a localised hotspot is due to friction, it is not the only cause of a crankcase explosion. A cracked piston crown, blowby or an external fire have caused crankcase explosions in the past.</div><div style="margin: 5pt 6pt;"><b><u>EXPLOSIONS - PRIMARY AND SECONDARY</u></b></div><div style="margin: 5pt 6pt;">Severity of explosions vary between a puff which may lift a relief valve to a violent explosions which causes major damage and may injure personnel and cause a fire. Evidence indicates that the longer the combustion path, the more violent the explosion. This has become an area of concern with the large two strokes of today which may have a crankcase volume of 500m<sup>3</sup> +. </div><div style="margin: 5pt 6pt;">When an explosion occurs a flame front travels down the crankcase with a pressure wave in front of it. The turbulence caused by moving engine components causing churning and mixing of vapours increase the speed of the flame front and its area, which contribute to the increase in pressure. Turbulence caused by venting of the pressure through relief valves can also influence the explosion.</div><div align="center" style="margin-left: 7.5pt; text-align: center;"><br />
</div><div style="margin: 5pt 6pt;">Following the venting of the explosion through the relief valves, there is a drop in crankcase pressure to below atmospheric pressure. This can cause air to enter the crankcase resulting in another flammable mixture to be developed resulting in a secondary explosion to occur. The secondary explosion is more violent and can result in crankcase doors being blown off the engine, and fires starting in the engine room. If the relief valves do not reseal after lifting, or if they do not lift at all in the primary explosion ( due to lack of maintenance etc), then door(s) may be blown off in the primary explosion, giving a ready path for the ingress of air, which will make a secondary explosion more likely. Air can also be sucked in via the crankcase vent, although rules state that this must be as small as practicable and new installations must have a non return valve fitted.</div><div style="margin: 5pt 6pt;">If a primary explosion occurs, the pressure wave may send a large amount of oil mist out into the engine room. Although the flame arrestors on the relief valves should prevent ignition of this oil mist by the flame front, the mist will be sucked up towards the turbocharger where it may be ignited by an unlagged hot exhaust manifold. This ignition of oil mist can cause severe damage to plant and personnel.</div><div style="margin: 5pt 6pt;"><b><u>CAUSES OF EXPLOSIONS</u></b></div><div style="margin: 5pt 6pt;">The table below gives details of a number of accidents which have occurred since 1995 to large slow speed 2 stroke engines where the cause is known. In a number of cases death or serious injury to members of the crew occured.</div><div align="center"> <table border="1" cellpadding="0" cellspacing="0" class="MsoNormalTable" style="border-collapse: collapse; border: medium none; width: 500px;"><tbody>
<tr style="height: 14.25pt;"> <td style="border: 1pt inset rgb(17, 17, 17); height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" style="text-align: center;"><b>Year</b></div></td> <td style="border-color: rgb(17, 17, 17) rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: inset inset inset none; border-width: 1pt 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div align="center" style="text-align: center;"><b>Cause of Explosion</b></div></td> <td style="border-color: rgb(17, 17, 17) rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: inset inset inset none; border-width: 1pt 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div align="center" style="text-align: center;"><b>Cause of Failure</b></div></td> </tr>
<tr style="height: 14.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">1995</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Bearing in PTO gearbox</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><br />
</div></td> </tr>
<tr style="height: 9.75pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 9.75pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">1996</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 9.75pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Inlet pipe for piston cooling oil falling off</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 9.75pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><span style="font-size: 10pt;">Incorrect tightening</span></div></td> </tr>
<tr style="height: 11.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 11.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="line-height: 11.25pt; text-align: center;"><span style="font-size: 10pt;">1997</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 11.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal" style="line-height: 11.25pt;"><span style="font-size: 10pt;">Incorrect spring mounted in piston rod stuffing box</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 11.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal" style="line-height: 11.25pt;"><span style="font-size: 10pt;">Unauthorised spare part</span></div></td> </tr>
<tr style="height: 14.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">1997</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Piston rod interference with cylinder frame</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><br />
</div></td> </tr>
<tr style="height: 11.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 11.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="line-height: 11.25pt; text-align: center;"><span style="font-size: 10pt;">1999</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 11.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal" style="line-height: 11.25pt;"><span style="font-size: 10pt;">Weight on chain tightener falling off</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 11.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal" style="line-height: 11.25pt;"><span style="font-size: 10pt;">Incorrect tightening</span></div></td> </tr>
<tr style="height: 14.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">1999</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Fire outside the engine</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><br />
</div></td> </tr>
<tr style="height: 14.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">2000</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Main bearing</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><br />
</div></td> </tr>
<tr style="height: 14.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">2000</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Camshaft bearing</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><br />
</div></td> </tr>
<tr style="height: 11.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 11.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="line-height: 11.25pt; text-align: center;"><span style="font-size: 10pt;">2000</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 11.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal" style="line-height: 11.25pt;"><span style="font-size: 10pt;">Incorrect shaft in camshaft drive</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 11.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal" style="line-height: 11.25pt;"><span style="font-size: 10pt;">Unauthorised spare part</span></div></td> </tr>
<tr style="height: 14.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">2001</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Crankshaft failure</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><br />
</div></td> </tr>
<tr style="height: 14.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">2001</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Piston crown failure</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><br />
</div></td> </tr>
<tr style="height: 14.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">2001</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Main bearing</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><br />
</div></td> </tr>
<tr style="height: 14.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">2001</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Crankpin bearing</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><br />
</div></td> </tr>
<tr style="height: 14.25pt;"> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17); border-style: none inset inset; border-width: medium 1pt 1pt; height: 14.25pt; padding: 0in; width: 44.25pt;" width="59"> <div align="center" class="MsoNormal" style="text-align: center;"><span style="font-size: 10pt;">2001</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 219pt;" width="292"> <div class="MsoNormal"><span style="font-size: 10pt;">Inlet pipe for piston cooling oil falling off</span></div></td> <td style="border-color: -moz-use-text-color rgb(17, 17, 17) rgb(17, 17, 17) -moz-use-text-color; border-style: none inset inset none; border-width: medium 1pt 1pt medium; height: 14.25pt; padding: 0in; width: 108.75pt;" width="145"> <div class="MsoNormal"><span style="font-size: 10pt;">Incorrect tightening</span></div></td> </tr>
</tbody></table></div><div align="center" style="text-align: center;"><br />
</div><div align="center" style="text-align: center;"><br />
</div><div align="center" class="MsoNormal" style="margin: 3.75pt 6pt; text-align: center;"><br />
</div></td> </tr>
</tbody></table><div class="MsoNormal"><br />
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