Diesel Engine Operational Safety

Introduction

The diesel operation hazard safety will cover the causes, effect’s, methods of prevention
and extinction of scavenge fires, starting airline explosions, crankcase explosions and
uptake fires. It will also cover the protective devices fitted on a diesel engine in order to
avoid / minimise the above mentioned hazards.

1.0 Scavenge Fires

Fires that occur in the scavenge spaces of diesel engines are called scavenge fires.

1.1 Causes of Scavenge Fires

For scavenge fires to start there must be combustible material, a source of heat and
sufficient air in the scavenge space.

The combustible material usually found in scavenge spaces are cylinder lubricating oil
which has drained down from the cylinder space or fuel oil draining down with the cylinder
oil, due to defective fuel injectors.

Combustion products being blown down to the scavenge space from the cylinder
combustion chamber, due to faulty piston rings or worn cylinder liners can also accumulate
in the scavenge space.

Oil mist and dust / dirt from the atmosphere can be drawn in through the turbocharger can
be deposited in the scavenge space.

The oxygen necessary for the combustion of the above mentioned products is in plentiful
supply from the scavenge air being supplied by the turbocharger.

The heat in the scavenge space brings the oil and the combustion products to a condition
where they can be easily ignited. The most common source of ignition for the combustion
of the deposits in the scavenge space is hot combustion gases blowing past faulty piston
rings, or due to engine overloading. Reduced cylinder liner lubrication can also cause blow
past due to ineffective sealing between piston rings and cylinder liner.

1.2 Symptoms and Detection of Scavenge Fires

Most modern slow speed diesel engines have a scavenge space temperature monitoring
device. Some engines have a temperature sensor mounted on the cylinder liner, just above
the scavenge ports. Thermometers will also indicate the temperature in the space and the
monitoring device will trigger off an alarm if the temperature exceeds a set value. The
engine control system may also be designed to slow the engine down if a scavenge space
high temperature alarm condition arises.
Other indications that may be observed during a scavenge fire are fluctuations in engine
and turbocharger revolutions, higher exhaust temperature at the cylinders where the
scavenge fire has started. External indications would be smoky exhaust and emission of
soot particles from the funnel.

**If a scavenge fire is detected, you should inform the Chief Engineer and care must
be taken to ensure that engine room personnel stand clear of scavenge pressure relief
devices and the engine crankcase.

If a scavenge fire is detected the two main priorities should be to contain the fire within the
scavenge space of the engine and to prevent or minimise the damage to the engine. The
scavenge drain must be immediately closed to prevent the discharge of sparks to the
machinery space or drain tank. Inform the bridge, than the engine revolutions must be
reduced to dead slow and the fuel cut off to the unit affected by the fire. The cylinder
lubrication to the unit must be increased to prevent piston / liner seizure.

In most cases of scavenge fires the above steps should be sufficient and the fire will burn
out. However if the fire intensifies, it may become necessary to stop the engine and use the
extinguishing arrangement. As soon as the engine is stopped the turning gear must be
engaged, the turbocharger inlet filter should then be covered and the steam or carbon
dioxide extinguishing arrangement used to smother the fire. If the fire is not brought under
control it may spread to the surfaces of the scavenge trunk where it may cause the paint to
burn leading to a major machinery space fire.

A fire in the scavenge space will also cause the engine diaphragm to be heated to a high
temperature. The oil in the crankcase beneath the diaphragm plate can get heated up
leading to a build-up of oil mist in the crankcase and create circumstances that could lead
to a crankcase explosion.

Once the scavenge fire has been extinguished a thorough inspection of the engine should be
carried out. The scavenge spaces should be cleaned and the initial cause of the fire should
be investigated.

The high temperatures generated during a scavenge fire can cause deformation of the
engine entablature which can lead to piston misalignment and cracking of the cylinder liner
or seizure of the piston in the liner. The engine should be turned using the turning gear and
the movement of the piston in the liner should be observed to ensure that no binding takes
place at any stage of the stroke.

The piston rod packing rings, scraper rings and all sealing rings in the vicinity of the
scavenge fire are susceptible to damage and must be checked as soon as practicable.

1.3 Prevention of Scavenge Fires

Cleanliness of the scavenge space is extremely important in order to prevent scavenge fires.
Scavenge drain pipes must be kept clear to prevent accumulation of deposits in the
scavenge space.
The engine must be operated within the manufacturers specified maximum pressures.

Piston rings must be monitored and maintained. The cylinder liner wear rates must be
checked and if the maximum wear or ovality has been reached the liner must be renewed or
re-chromed.

The cylinder liner lubrication system must be checked. It must be ascertained that the
correct quantity is being admitted at the correct timing.

Fuel injection equipment must be maintained to ensure good atomisation of the fuel. The
fuel injection timing must be checked to ensure that no early or late injection is taking
place.

2. Crankcase Explosions

Under normal operating conditions the lubricating oil used in the bearings is splashed
around the crankcase and is broken into moderate size droplets. When these droplets come
into contact with an overheated engine component in the crankcase they vapourize and
spread around the crankcase. When these vapourized particles reach the cooler areas of the
crankcase they condense to form very small particles that move through (permeate) the
crankcase as a milky white mist. If these small particles mix with the correct proportion of
air and come into contact with the overheated component (or other hot spot) ignition can
take place.

The most probable source of heat in the crankcase of slow speed diesel engines arises out
of friction between two bearing surfaces. Other mechanical components in an engine
crankcase can also fail and come into contact with each other causing friction and
overheating. Scavenge space fires can also cause overheating of the top area of the
crankcase, creating a hot spot and a source of ignition.

In trunk piston engines, failure of piston rings can cause the passage of flame or hot gases
from the combustion space to the crankcase which could be an ignition source for an
explosion.

The flash point of most crankcase lubricating oils is around 240C. If the hot spot reaches
these temperatures and the correct quantity of air is mixed with the oil particles an
explosion will take place. In trunk piston engines, fuel contamination of the crankcase
lubricating oil can lower the flash point of the lubricating oil.

The initial explosion will cause a considerable pressure rise in the crankcase. The flame
front will propagate (move) through the crankcase vapourizing and igniting the oil particles
along it’s path causing a secondary explosion of extremely high intensity shattering the
crankcase doors and spreading the fire into the machinery space.
2.1 Symptoms and Detection of Crankcase Explosions.

Preliminary signs of an impending crankcase explosion may be abnormal noise and

irregular running of the engine, abnormal smells, increase in temperatures and the
appearance of a white oil mist.

Bearing temperature sensing probes and crankcase oil mist detectors are the instruments
used for early warning of problems in the crankcase. The temperature sensing probes will
trigger off an alarm if the bearing temperature exceeds a pre set value. The oil mist detector
continuously and automatically monitors the oil mist density in each unit crankcase and
triggers a visual and audible alarm if the mist density exceeds a pre set value.

There are two types of oil mist detectors commonly in use and they are:

 The level type

 The comparator type

2.4 Level Type Oil Mist Detector

Figure 2-1 Oil mist detector (level type)

The level type of oil mist detector shown in figure 2-1 is commonly used in medium speed
trunk piston engines where the oil mist density is generally high. The reference tube in the
level type of oil mist detector is sealed to contain clean air only. The crankcase atmosphere
containing oil mist is compared with the reference tube containing the clean air. A rotating
sampling valve connects to sampling pipes that lead to the individual crankcase chambers.
The valve connects to the sampling pipe for a brief period of time (approx 5 seconds)
allowing a sample of the atmosphere from the crankcase chamber to pass through the
measuring tube. An indicator on the casing shows which unit crankcase is being sampled.
Light from a lamp is reflected through mirrors to photo cells in each of the reference and
measuring tubes. The photo cells are connected to a metering device and under normal
operating conditions the meter is calibrated to read zero. Any increase in oil mist density
will cause a deflection in the meter reading and activation of an alarm circuit.

2.5 Comparator Type Oil Mist Detector

Figure 2-2 Oil mist detector (comparator type)

The comparator type of oil mist detector shown in figure 2-2 is commonly used in
crosshead type slow speed engines. A rotating sampling valve connects to sampling pipes
that lead to the individual crankcase chambers. The valve connects to the sampling pipe for
a brief period of time (approx 5 seconds) allowing a sample of the atmosphere from the
crankcase chamber to pass through the measuring tube. The reference tube in the
comparator type of oil mist detector constantly samples the remaining tubes to get an
average sample of all the crankcase chambers. The crankcase atmosphere containing oil
mist is compared with the reference tube sample. An indicator on the casing shows which
unit crankcase is being sampled. Light from a lamp is reflected through mirrors to photo
cells in each of the reference and measuring tubes. The photo cells are connected to a
metering device and under normal operating conditions the meter is calibrated to read zero.
Any increase in oil mist density will cause a deflection in the meter reading and activation
of an alarm circuit.

2.6 Crankcase Relief Valve

A crankcase relief valve is often fitted to all crankcase chambers of diesel engines
(depending on the engine size). The purpose of this pressure relief device is to relieve the
initial pressure rise and rapidly close preventing an ingress of fresh air that could lead to a
major secondary explosion. The crankcase relief valve is fitted with internal metallic gauze
(flame trap) to prevent the flame from spreading to the machinery spaces and protect
personnel from hot gasses. When the flame passes over the metallic gauze the heat is
absorbed and the flame is dissipated.

Figure 2-3 Crankcase relief valve

If symptoms of a imminent crankcase explosion is suspected or the oil mist detector alarm
is activated, care must be taken to ensure that engine room personnel stand well clear of
crankcase pressure relief devices and the engine crankcase. A minimum number of
personnel must remain in the machinery space and the engines must be gradually slowed
down and eventually stopped. Some engine control systems are designed for the engines to
be slowed down on activation of the oil mist detector alarm. Once the engine has been
stopped the crankcase must be allowed to cool for a set time depending on the engine size
(20 minutes or longer) before opening the crankcase doors. The oil mist detector will
indicate the unit that contained the high oil mist density. It is advisable to open the
crankcase door farthest from the suspected unit first and then investigate the suspected unit.
The waiting time before opening the crankcase door should be indicated on a label fitted to
the door.

3. Starting Air Line Explosions

In the course of time the air starting line internal surfaces will become fouled with oily
matter and dust / dirt from the air. Oil is carried over with the air mostly from the air
compressors. If a cylinder air start valve sticks open during starting of the engine, the
starting air line is subjected to the maximum pressure in the combustion chamber. The
increase in pressure in the starting air lines will cause an increase in the temperature and
lead to ignition of the deposits in the air lines.

In order to prevent the starting air lines being subjected to high pressures, a form of
pressure relieving device is fitted on all starting air systems.

3.1 Starting Air Line Safety Devices

Figure 3-1 Starting air line bursting disc ( sourced from MAN-B&W)
Figure 3-1 shows a busting cap in a starting air line. If an excessive pressure wave builds
up in the starting air line, the busting disc ruptures relieving the pressure. If a bursting disc
ruptures during manoeuvring the butterfly nut is released and the safety cap rotated to cover
the relief holes. Temporarily closing the cap in this manner enables further manoeuvring of
the engine.

Figure 3-2 Starting air line relief valve

Figure 3-2 shows a typical relief valve that would be located on a starting air line. Any
excess build-up of pressure in the pipe lines would open the valve against the spring
pressures and be relieved. Once the pressure is relieved the valve automatically re-seats,
negating the necessity to re-set the valve unlike the bursting cap.

Most engines are fitted with flame traps on the air line branch pipe just before the cylinder
air start valve to prevent hot gases passing to the starting air line from a leaking air start
valve. On some engine designs temperature sensors are mounted on the branch pipe to the
starting air valve. If abnormally high temperatures are sensed an alarm may be activated.

The master stop valve (automatic valve) also acts as a non-return valve to prevent hot
gasses from a leaking air start valve from passing to the starting air pipe lines and the air
receivers. Some automatic valves are designed incorporating a flame trap.

Early detection of a leaking cylinder air start valve is extremely important. As soon as an
engine is started all the branch pipes to the air start valves should be felt by hand to
ascertain whether any of the pipes are getting abnormally hot. If a leaking valve is detected
the engines should be stopped immediately and the valve replaced. If navigational
circumstances make it impracticable to stop the engines, fuel to the unit should be cut off
until the engines can be stopped and the leaking valve replaced.

4. Economiser Fires

The exhaust gasses from a diesel engine pass through the uptake trunking to the
economiser or waste heat unit. Fires can occur in the economiser tubes and the uptakes due
to accumulation of soot and products of incomplete combustion.

4.1 Causes of Uptake and Economiser Fires

Excessive accumulation of carbon and other products of incomplete combustion in the

uptake trunking and economiser tubes are the main factor contributing to a fire in these
spaces. The following can contribute to build up of these deposits on economiser tubes.

 Economiser tubes not being cleaned / washed.

 Poor soot blowing practices

 Inefficient combustion due to lack of maintenance of fuel injection equipment

 Excessive cylinder lubrication

 Lack of heat transfer hence overheating of economiser tubes due to scale formation

 Lack of circulating water through economiser tubes causing overheating of tubes

4.2 Indications of an Economiser Fire

 Temperature sensors may be located on the uptake trunkings and in close

proximity to the exhaust gas economiser tubes. These sensors may activate the
alarm system if abnormally high temperatures are detected.

 Carbon particles and sparks may be observed coming out of the funnel.
  Steam system pressure may rise abnormally.

 Irregular running of the engine may be observed.

 An increase in main engine exhaust temperatures may be observed.

 Main engine turbocharger may start surging.

4.3 Extinguishing Economiser Fires

Steps to be taken if an economiser fire is detected:

 Stop or reduce main engine speed in order to reduce exhaust heat.

 By-pass exhaust gas from economiser if this is possible.

 Keep circulating water through the economiser tubes if the tubes have not failed.

 If economiser tubes have failed and are leaking stop circulating water and drain
system if possible. This is in order to prevent the fire from escalating to a hydrogen-
ion fire.

 Reduce steam pressure by increasing steam consumption by opening to tank heating

coils etc.

 Boundary cool area around economiser.

 The fire should gradually dissipate as the deposits burn out. However if the fire
seems to be expanding use the firefighting medium provided.

There are several difficulties associated with extinguishing economiser fires. When steam
comes into contact with very hot steel, hydrogen is produced. The hydrogen can fuel the
fire to create a hydrogen-ion fire (which burns with a blue flame). An explosion could also
result due to the explosive nature of hydrogen. Fighting the fire with water poses a problem
as it could contribute to the hydrogen-ion fire. When steel is exposed to a hydrogen-ion fire
it will start melting at temperatures as low as 700C and may spread the fire to the uptake
trunking, turbocharger and the rest of the machinery space. In this situation the ship is at
risk.

4.4 Preventing Economiser Fires

 Economiser tubes should be regularly soot blown.

 Economiser tubes should be regularly inspected and water washed in port to

prevent soot build up.
  Boiler water should be circulated for at least an hour after the engines have
been stopped.

 Main engine equipment must be maintained to ensure efficient combustion

conditions.

 Temperature sensors and alarms must be tested regularly to ensure early

warning.

Summary Questions
Question One.

Question Two.

Question Three.

Question Four.
Question Five.

For a scavenge fire,

i. Identify the causes

ii. List the symptoms,
iii. What are the means of its prevention,
iv. How can it be detected, and
v. Procedure to extinguish the scavenge fire if it is limited to one cylinder only,
and if it has spread to all the other units.

Question Six.

For a crankcase explosion,

i. Identify the causes

ii. List the symptoms,
iii. What are the means of its prevention,
iv. How can it be detected, and
v. Procedure to be followed in the event of a crankcase explosion

Question Seven.

For a starting air-line explosion,

i. Identify the causes

ii. List the symptoms,
iii. What are the means of its prevention,
iv. How can it be detected, and
v. Procedure to be followed in the event of a starting air line explosion

Question Eight.

For an uptake or economiser fire,

vi. Identify the causes

vii. List the symptoms,
viii. What are the means of its prevention,
ix. How can it be detected, and
x. Procedure to be followed in the event of an uptake or economiser fire.