EXECUTIVE SHIP MANAGEMENT

ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 1 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM 9. EMERGENCIES IN ENGINE ROOM

Various emergencies are possible in the engine room out of which fire and flooding can cause one of the worst consequences. All emergencies have been dealt with in the Emergency and Contingency Planning Manual. Scavenge fire; crankcase explosion and black out situations have been elaborated in this section.

9.1

Scavenge fire Scavenge fires occur when oil and carbon particles from the engine cylinder accumulates in the scavenge space. For a fire to begin there must be combustible material, air to support combustion and source of heat at a temperature high enough to start combustion. A) In case of scavenge fires, combustible material is oil. This oil can be Cylinder oil which has drained down from the cylinder spaces. Crank case oil carried upwards on the piston rod because of faulty stuffing box. Fuel oil which may be contained in the cylinder oil residues due to defective injectors or injectors with incorrect pressure setting. B) Oxygen necessary for combustion comes from the scavenge air which is in abundant supply for the operation of the engines. C) The source of heat for ignition comes from Prolonged piston blow by Slow combustion in the cylinder due to incorrect atomization or misaligned fuel jets. Blow back through the scavenge air ports due to incorrectly adjusted exhaust cam disc or large resistance in the exhaust which causes back pressure in the exhaust system.

9.1.1

Causes of scavenge fire 1) Blow past of combustion products caused by leaky, sticky or broken piston rings, worn out liner, faulty cylinder lubrication, or insufficient axial clearance of the piston rings. 2) Overheated piston dissipates heat to the under piston area caused by faulty atomization and injection pressure, faulty fuel pump timing, loss of compression, engine overload, failure of coolant circulation or insufficient cooling due to formation of scale. 3) Blow back of exhaust gases caused by exhaust back pressure or deposits on exhaust ports, fouling of grid before turbine inlet, fouling of turbine blades, choking of Exhaust Gas Boiler or economizer gas outlet. 4) Presence of fuel oil in the scavenge spaces due to defective fuel injectors, incorrect pressure setting of injectors or fuel particles landing on the cylinder liner due to excessive penetration. 5) Excessive cylinder lubrication which is drained down to scavenge spaces. 6) Fouled scavenge manifold. 7) Defects in cylinder liner.

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ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 2 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM 9.1.2 Indication of scavenge fire

Scavenge fire can lead to grave consequences hence it is better to read the signs earlier. It is difficult to tell about a scavenge fire from outside unless it has reached serious proportions. Following are some signs of a possible scavenge fire. These symptoms can be noticed if the watch keeper is alert all the time.

A sudden loss of power and high exhaust temperatures High scavenge air temperatures Irregularity in the running of the engine or excessive gases in the exhaust Scavenge fires also leads to heavy surging of turbochargers and sparks from the scavenge drains.

If the above signs are noticed, appropriate action must be taken and chief engineer is to be informed immediately. Bridge watch keepers are also likely to observe such signs. They should also be briefed that in case they notice unusual smoke from the exhaust or sparks from funnel they should inform the engine room. 9.1.3 Actions to be taken If any of the above is noticed or there is a suspicion that a scavenge fire might have started, the first thing is to inform Master / Chief Engineer and not to panic about the situation. While taking corrective actions two objectives must be kept in mind: 1. To contain the fire within the scavenge space 2. To prevent or minimize damage to the main engine A minor fire may burn out shortly without damage and conditions will return to normal. The affected units must be run at reduced power until inspection of the scavenge trunk and overhaul of the piston and cylinder can be carried out at the earliest opportunity. Any oil residues found under cylinders during scavenge space inspection must be cleared. In case of a major fire following are the steps to be taken: Inform bridge and reduce the speed of the engine Cut off fuel supply to the affected unit and shut off valves. Cylinder lubrication must be increased. Coolant flow through jacket and piston to be maintained. The scavenge drains should be tightly shut to prevent flow of spark in engine room. Once engine is stopped open indicator cocks, engage turning gear and turn engine to prevent engine seizure. 7. Scavenge air duct flap valve before engine to be shut. The turbocharger air suction can be covered to prevent air ingress into the engine. 8. Monitor temperature of the scavenge spaces. 9. Boundary cooling of scavenge spaces may be carried out. 10. In order to extinguish the fire carbon dioxide, dry powder, steam or CO2 smothering etc. (as applicable to the vessel) may be supplied to the trunking. 11. It should be kept in mind that no attempts are made to open the scavenge trunk as it may lead to a severe explosion 12. Keep clear of scavenge space relief valve (if fitted) to prevent injury to personnel.
1. 2. 3. 4. 5. 6.

Please use the checklist EMCL 7E in case of scavenge fire in engine room.

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ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 3 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM 9.1.4 Inspection after scavenge fire

Following inspections to be done after the scavenge fire has been confirmed extinguished and scavenge spaces cleaned: 1) Check by turning the engine and watch movement of piston in the liner, check for any occurrence of binding at part of stroke (Binding indicates misalignment of piston). 2) Check spring on scavenge space relief device (if fitted), if the device was near the seat of fire. 3) Piston rod packing spring also should be checked, as it may have become weakened by overheating. 4) Check piston rings and liner for any distortion or reddish burning mark. 5) Check diaphragm and frame near affected part for distortion or cracks. 6) Check guides and guide shoes. 7) Check tension of tie bolts. 9.1.5 Prevention of scavenge fire Since prevention is always better than cure, a few simple steps would help to ensure that a scavenge fire never occurs on the ship or at least minimizes the chances of its development. Here are these simple tips on avoiding scavenge fires. 1) Scavenge trunking and scavenge ports should be kept clean 2) Piston rings, cylinder liner, piston skirt and the water seals should be inspected for any defect. 3) Vibration of the engine should be prevented by tightening the tie bolts properly. 4) Excess cylinder lubrication must be avoided 5) In case of timed lubrication, the time has to be checked as per PMS. 6) Piston rings must be properly maintained and lubricated adequately. 7) Piston rod stuffing box must be maintained to prevent oil ingress in the scavenge space. 8) Prolonged engine or any cylinder over loading to be avoided 9) Cylinder liner wear must be within admissible limits 10) Routine inspection and maintenance of the trunk should be carried out 11) The unburned oil and carbon particles should be removed from the trunk 12) Scavenge drains should be drained and cleaned periodically to prevent choke up 13) High temperature alarm system should be fitted to provide an indication of rise in temperature above the normal limit 14) Pressure relief valves (if fitted) should also be tested on regular basis 15) To keep the exhaust resistance low, heavy deposit must not be allowed to collect on the protective grating, nozzle rings, and turbine blades. Back pressure after turbo charger must not exceed 3.5 kPa. 16) If auxiliary blower does not start during low load running, un-burnt fuel may accumulate on top of pistons, which will involve risk of scavenge air box fire.

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ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 4 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM 9.2 Crankcase explosions

The initiation of a crankcase explosion is a 'hot spot' or overheated part within or adjacent to the crank case of an operating engine. Due to the 'hot spot', the lube oil coming in contact with it gets evaporated. The evaporated oil circulates to the cooler parts of the crankcase and there it condenses forming a mist of finely divided oil particles well mixed with air. If this mist having right proportion of air circulates back to the hot spot, it will be ignited and a primary explosion occurs. The explosion may cause considerable pressure rise in the crankcase causing secondary explosion and blow off the crankcase doors if crankcase relief valves are not fitted and the vacuum which follows the primary explosion will draw the atmospheric air into the crankcase where it will mix with evaporated and burning oil to cause a catastrophic secondary explosion. The explosion will rupture the crankcase doors and even cause heavy damage to the inside of the engine. Hot spots are created in the crankcase as a result of the following: 1) Hot combustion gas or sparks from piston blow past entering crankcase 2) Fires in the adjacent scavenge trunks resulting in heating of diaphragm, piston rod, etc. 3) In crease in temperature of parts due to frictional heat generated at the crankcase bearings, piston rod glands, timing chain, etc. due to inadequate or failure of L.O. supply. 4) Inadequate clearance between bearings and other moving parts. 5) Prolonged overloading of engine. 6) Reduction of flash point of crankcase oil due to contamination with fuel. 9.2.1 Indication of crankcase explosion It is difficult to read the early signs of crankcase explosions but there are few pre-explosion signs that can be read by an alert watch keeper in engine room. Crankcase explosion will lead to:

Sudden increase in the exhaust temperature Sudden increase in the load on the engine Irregular running of the engine Incongruous noise of the engine Smell of the white mist.

In case of indication, the crankcase doors should never be opened till the time the system has totally cooled down. Once the system has cooled down, proper inspection and maintenance should be carried out. Emergency Checklist EMCL 7G must be used in case any alarm for Oil mist Detector is received. 9.2.2 Actions after detecting hot spot 1. Reduce the engine speed to reduce heat generation. 2. Increase lubrication to the running surfaces. 3. Keep clear off crankcase doors to prevent personnel injury, keep fire extinguisher ready and open skylight. 4. Inform bridge, stop engine, open indicator cocks, engage turning gear and turn the engine with lube oil circulation continuing to prevent engine seizure.

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ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 5 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM

5. After about 30 minutes or more, when the engine is sufficiently cooled down, stop lube oil pumps and open crank case door. 6. Try to locate the hot spot by observation and feeling over. 7. Once the hot spot is located, permanent repair must be carried out in order to prevent recurrence. 8. Inspect crankcase thoroughly and record crankshaft deflection. 9. Start lube oil pump and check for proper lubrication of all parts. 10. If everything is normal, inform bridge, start the engine, and gradually increase the speed. 9.2.3 Prevention Prevention of crankcase explosion can be done by preventing the generation of hot spots and other checks as stated below: 1. By providing proper lubrication to the reciprocating parts, thus avoiding high temperatures. 2. Avoiding overloading of the engine. 3. Using bearings with white metal material which prevents rise in temperature. 4. Ensure adequate cooling of the engine 5. Ensure proper purification and analysis of lube oil 6. Lube oil filter should be changed over and cleaned as per schedule 7. Ensure proper cylinder lubrication by checking the condition of piston, piston rings and liner through scavenge or exhaust ports 8. Clean scavenge spaces as per schedule and drain scavenge space regularly 9. Maintain stuffing box gland in good condition 10. Using oil mist detector in the crankcase with proper visual and audible alarm. Oil mist detectors raise an alarm if the concentration of oil mist rises above the permissible limit. 11. Pressure relief valves should be fixed on the crankcase for the instant release of pressure. They should be periodically pressure tested. 12. Pressure relief valves should be provided with wire mesh to prevent the release of flames inside the engine room. 13. Crankcase doors should be made of strong and durable material. Vent pipes shouldn't be too large and should be checked for any choke up 14. Safe distance should be kept from the crankcase and the relief valves in case the indications are sighted. 15. Fire extinguishing medium should be kept standby. In many systems, inert gas flooding system is directly connected to the crankcase. 16. Be alert and rectify for any abnormal noise in crankcase 17. All safety alarms and trips fitted on engine to be tried out satisfactorily 18. Proper watch on all running gears temperature and pressures to be maintained 19. Blow through all sampling tubes of Oil Mist Detector (OMD) regularly as per makers instructions. 20. Zero adjustment and sensitivity of OMD to be checked regularly 21. Check for any oil leakage at crankcase relief doors and check for the operation by hand or tool (if provided) 22. Check flame trap for cleanliness

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ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 6 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM 9.3 Economiser fires

Soot-fire accidents in exhaust gas economizers represent a major risk due to the potential damage. Various factors such as inadequate heat transfer, soot deposit, soot calorific value, spark load, and flue gas velocity contribute to the start of a soot-fire. 1) The increased number of soot fires in recent times is related to the general poorer fuel quality and often linked to a specific low-grade bunker. 2) The increasing use of low-grade fuel results in higher soot levels. The growing number of long-stroke diesel engines, which calls for larger quantities of lubrication oil, also adds to the soot build-up. 3) Another cause may be that the circulating pump is not operated sufficiently after M/E operation stop. 4) Inadequate combustion of fuel in the engine can lead to fuel carry over, thus increasing the calorific value of soot. 5) If the cleaning intervals are not adjusted accordingly this will increase the soot fire risk. Such a fire may develop in three steps:

Soot burning and heat accumulation Steam build-up, steam blockage, and loss of heat exchange High temperature oxidation of surfaces and meltdown of the EGE

When fire in the economiser is suspected, following should be done to prevent further damage (Fire level 1): 1) Reduce RPM or stop the main engine (If navigation circumstances permit) to stop oxygen supply to the fire. 2) Do NOT stop the circulating pumps or you might melt the whole economizer. 3) Arrange for boundary cooling. 4) Never use soot blowers for fire fighting, as air will feed the fire with oxygen, and steam will involve a risk of high temperature fire. Injecting steam might result in a secondary hydrogen fire. 5) Stop the air circulation through the engine, and thereby the air supply to the fire, i.e. keep air pressure on the diesel engines exhaust valve closing mechanism (closed valves), cover the air filter of the turbocharger, stop the auxiliary blower, and any other appropriate action. 6) Water washing, if fitted, may be used to extinguish the fire. This is normally connected to the ships fire fighting water system. In a well-run plant any fire that starts will be small, and if the above emergency action is taken immediately, the fire will be damped down quickly, and water circulated by the pump will help keep the tubes cool and reduce any heat damage caused by the fire. If the soot fire has turned into an iron fire, this can be indicated by a loss of water, for example, if the feed water consumption increases very much and/ or if a low level alarm in the steam drum is activated. A temperature sensor (normally max. 400C) will not normally be able to measure the high temperatures.

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ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 7 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM

For Fire level 2, where boiler tubes have melted down: 1) 2) 3) 4) 5) Stop the main engine, if it is not stopped already. Stop the circulating water pump. Close valves on the water circulation line. Discharge the (remaining) water from the exhaust gas boiler sections. Cool down with plenty of splash water directly on the heart of the fire.

DNV warns that, if a soot fire has turned into a high-temperature fire (hydrogen/ iron fire), care should be taken when using water for extinguishing, otherwise, the fire may become worse unless large amounts of water are applied directly to the heart of the fire. The main aim, when one discovers an initial small fire, is to prevent it turning into a high-temperature fire. Checks as per Emergency Checklist EMCL 7F must be carried out in case of any economiser fire in engine room. 9.3.1 Prevention of economiser fires 1. Operate the circulating pump sufficiently after M/E operation stops to cool down the heating tubes. Please refer ERP sec 2.7.17 2. To prevent the soot from adhering and growing up on the tubes, soot blowing must be carried out two to three times in a day. Soot blowing should be done in proper way to ensure tubes are being cleaned properly and most of the soot is being removed. 3. Periodic water washing of economizers must be carried out with copious amounts of water. Normally the quantity of water to be used is specified by the maker. A hose with a sufficient diameter must be used so that the water quantity is enough and can be seen reaching the bottom tubes. A high pressure jet is not effective as water flow will be very small and will not reach and clean the bottom tubes. If the water cleaning is insufficient, the unburned soot is easily exposed which can catch fire. Further sulphur in the residual soot reacts to water, and then may cause sulphate corrosion. 4. For soot fire prevention, the most effective measure is to prevent formation of soot. This means optimum M/E combustion. However, soot cannot be prevented considering the quality of the fuel used in the marine diesel engines. Therefore, it is important to remove the adhered soot in the best possible manner.

9.4

Black Out in Engine Room Each ship must prepare the contingency plan (ship specific) for the actions to be taken in case of black out in engine room. All ship staff after joining must familiarise themselves with the same. Please refer to ECPM Sec 8.5.3 for general guidance. The emergency checklist EMCL 6B is to be used in engine room after a black out.

9.5

Dead ship condition Dead ship condition is a condition in which the entire machinery installation, including the power supply, is out of operation and the auxiliary services such as compressed air, starting current from batteries etc., for bringing the main propulsion into operation and for the restoration of the main power supply are not available. Every ship must establish

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ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 8 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM

procedures for reviving the vessel from a dead ship condition. Following are guidelines for your perusal: 9.5.1 Brushless Excitation alternator The figure (1) below shows the schema of an alternator with a brushless excitation system.

Figure (1)

Figure (2)

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ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 9 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM 9.5.2 Normal Working, Figure (1)

When the alternator is running at rated voltage and frequency, the excitation system receives three voltage signals and three current signals from the alternator output. These are processed and result in a DC output voltage at terminals F1-F2. An AVR is fitted in the excitation system which regulates this voltage across F1-F2. F1-F2 is connected to the 1 phase exciter stator. This magnetizes the poles and thus induces EMF in the 3 phase exciter rotor. This output is rectified in a 3 phase bridge rectifier and a DC voltage is input to the 1 phase main rotor. A varistor is fitted across the rectifier output for protection of the alternator from high voltage. The main rotor poles are magnetized and induce an EMF in the 3 phase main stator. This forms the output of the alternator. At the time of starting, there is no voltage at F1-F2. Hence the residual magnetism in the exciter stator induces EMF in the exciter rotor. Once some voltage is available at alternator output, voltage starts at F1-F2 which adds to the magnetizing of the exciter stator poles increasing the EMF in the exciter rotor. This cycle repeats until rated voltage is obtained at alternator output. 9.5.3 Troubleshooting When the alternator is started and running at rated rpm but there is no voltage at the output, the alternator must be stopped and trouble shooting must be carried out as follows:1) The windings of the following must be checked for continuity and insulation:a. Exciter stator b. Exciter rotor c. Main rotor d. Main stator e. Windings and wiring of the excitation system components 2) The bridge rectifier diodes must be checked. 3) The varistor must be checked. Normally it should be in open condition and should not show any shorting. 4) If there is no problem with any of the components, then it is possible that the residual magnetism has been wiped out. In such a case, external flashing of the terminals F1F2 by battery power will be required. 9.5.4 External flashing by battery, Figure (2) When the alternator is running at no load at rated voltage and frequency, the voltage at F1-F2 is normally about 18 volts DC. (This will depend on alternator design and will be available in test records). Hence only 12 volts should be applied. With the alternator stopped, the following preparations should be carried out:-

The excitation system may be mounted on the alternator itself or it may be external. In either case the excitation system cover should be opened.

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ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 10 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM

Care should be taken as high voltages will be generated in the windings when the alternator is started. As the atmosphere will be hot and sweat may be generated, care should be taken to prevent sweat from falling on the wiring. As F1-F2 has DC voltage, the + and terminals should be identified. The voltage signals coming from the alternator output to the excitation system should be identified. A voltmeter set to 500 V AC should be connected across R & S phases. The voltmeter should be located such that it can be seen from the location where F1-F2 terminals are located. A 12 volt battery should be brought and kept at a convenient location near the alternator. Two long wires should be connected to the battery terminals taking care not to short them. The + and wires should be identified. The alternator should now be started and allowed to reach rated rpm. The two wires from the battery should be just touched to the F1-F2 terminals taking care to touch the +ve wire with the +ve terminal. At the same time the voltmeter should be observed. The moment some voltage (about 20-30 V ac) shows across the voltmeter, the wires should be removed from the F1-F2 terminals. The voltmeter should be checked to see whether the voltage is building up or it is dying down. In case the voltage is dying down, the procedure of flashing should be repeated, this time allowing the voltage build up to about 50-60 V ac before removing the wires. Under no circumstance should the battery wires be fixed to the F1-F2 terminals as there may be a sudden backflow of charging current back to the battery causing damage. Once voltage has built up, jobs such as removing the voltmeter or putting the cover should not be carried out as a single slip or dropping of items can cause shorting resulting in injury and damage. The alternator should be allowed to run for about 5 minutes and then stopped. This will allow residual voltage to be rebuilt. Once the alternator is stopped, the voltmeter should be removed and covers set back to normal. The alternator should then be started to see whether voltage is building up as before. Usually this should be sufficient. If not, the procedure must be repeated to build up the residual voltage.

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ENGINE ROOM PROCEDURES Section: Revision: 9 0 Page: Date: 11 of 11 01-04-2011

EMERGENCIES IN ENGINE ROOM 9.6 Engine Room Fires

The actions to be carried out in case of fire in engine room are given in ECPM sec 4.3. Necessary actions must be taken immediately for safety of life and property. Emergency Checklist EMCL 7C to be filled in case of any fire in engine room. In case the fire is very big and fixed fire fighting system is to be used. Emergency checklist EMCL 7D (Fixed fire fighting medium discharge in Engine Room) must be filled before discharging.

9.7

Grounding incident In case of any grounding incident engine room staff must carry out and take precautions as per the checklist EMCL 8B.

9.8

Flooding incident Please refer to ECPM sec 8.1. Note: These are general guidance regarding the various emergencies in engine room. Kindly use these to prepare ship specific procedures for taking immediate actions once any of such emergencies are experienced.