Course Name : Marine Diesel Plant

Course Code : UE201

The course designed in compliance with
The IMO Model course 7.02 and STCW Code Sec.A.III/2

Course Name : Marine Diesel Plant Course Code : UE201

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 Crank Case Explosion
Introduction
September 11th or 9/11 stands out in our minds for obvious reasons. However there was another 9/11,
11th September 1947, when a crankcase explosion on the Reina del Pacifico 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.
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!!
Of those incidents reported to Lloyds, 21 explosions happened in two stroke marine diesel engines and
122 in four stroke marine diesel 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.
Sequence of events leading up to a crankcase explosion
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

Course Name : Marine Diesel Plant Course Code : UE201

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Causes:-

The main causes of crank case explosion is the hot spot

crank case in normal operation contains oil and air very well mixed together. If this mixture
comes in contact with hot spot area it will evaporate, If it circulates back to a cold area it will
condense to form a white mist (very well divided oil droplets very well mixed with air but it is
not ignited) and if this oil mist circulates to hot spot area it will ignite causing more oil droplets
to ignite causing flame burning more oil causing high pressure wave causing primary explosion.
If pressure from primary explosion is not released, it will rapture crank case door causing partial
vacuum inside the crank case causing more air to be drawn inside the crank case burning more
oil causing more pressure wave causing the secondary explosion.

Causes of hot spot:-

1- Over heating of some engine parts (bearing , stuffing box ,cross head guide ,
driving gears , chain , blow past , crack piston )
2- Scavenge fire

Indications of hot spot :-

1. Irregular engine running

2. Engine noise
3. Increase in cooling temp
4. Smell
5. Appearance of the dense white (oil mist)
6. Detection by instrumentations
-Oily mist detector
-Temperature sensor and alarm
-Crank case relief valve

Course Name : Marine Diesel Plant Course Code : UE201

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Actions to be taken:-
1-Reduce engine speed immediately and stop as soon as possible
2-If you can’t stop cut off fuel on the affected unit
3- Increase L.O circulation to increase cooling
4- Keep clear of crank case door and relief valves
5-Open sky light for ventilation
6- Keep firefighting media ready
7- When engine stops keep cooling (L.O) circulating and engage turning gear
And turn the engine to prevent engine parts seize
8- Crank case doors must not be opened until engine cools down
9- When engine cools open crank case doors and locate and rectify the
problem

Safe guard fitted to reduce this effect :-

a- Crank case sub-divided for the engine (every unit separate from the other unit)
b- Increase crank case doors strength
c- Fitting vent pipe and open on safe place
d- Oil drain pipe from engine to sump must be well submerged in the
sump e- There must be no connections between 2 engine crank cases
f- Fitting relief valves and oil mist detector

Safety devices fitted : -

 Temp sensor and alarm
 Oil mist detector
 Crank case relief valve
 Vent pipe

Crank case relief valve : -

It consists of spring loaded aluminum valve and flame trap. If the pressure inside the crank case
reach to 5 kn/m2 (1/15 bar above atom. ) the valve will open automatically at a moderate press
allowing the press of the primary explosion to be relieved and preventing possible rupture of the
crank case doors and also it will drop the temperature of the relieved gasses from (1500c -250c)
in 1/2 min , and trap any flame by wire gauze . The valve instantly closes when the press drops
and thus prevents the ingress of air, eliminating the possibility of major explosion The valve has
deflector to aim hot gases in directions where they will do least damage. The valve has no spindle to
reduce the effect of sticking and made from aluminum for lightness. Oil wetted gauze is a mesh of wires
consisting of many layers and used to trap any flame and reduce temperature (1500 C – 250 C) and it is
more effective when it is wetted with oil.

Course Name : Marine Diesel Plant Course Code : UE201

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Regulations of fitting crankcase relief valves
If the cylinder bore more than 300 mm every unit should have a relief valve but if cylinder bore is less
than 300 mm each other unit should have relief valve

Scavenge Fire

Course Name : Marine Diesel Plant Course Code : UE201

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A scavenge fire may be caused by the ignition of unburned oil and carbon which has been blown
from the engine cylinder into the scavenge spaces. This may include unburned fuel or cylinder
lubricating oil and may be due to (incomplete combustion caused by a defective injector, faulty fuel
pump timing, incorrect fuel condition, low compression pressure, lack of scavenge air, partially
chocked exhaust, afterburning, overload or wrongly timed or excessive cylinder lubrication).

The oil will build up in scavenge space where it will become carbonized by further heating and will then
reach a condition in which it can burn in the presence of air. It may be ignited by hot gases and burning
particles from blow past of piston rings.

Indications of scavenge fire :-

 Loss in power
 Irregular engine running
 High exhaust temp. of the affected unit
 Smoke(black) in exhaust gasses
 High scavenge temp
 T/C surging
 Spark and smoke emitted from scavenge drain

Action to be taken: -

1. Slow down engine speed immediately and stop as soon as possible

2. If it can’t be stopping cut off fuel on the affected unit
3. Keep scavenge drain closed
4. Increase cylinder liner lubrications
5. When stopped engine engage turning gear and turn the engine to prevent parts seize
6. Use fixed extinguishing system to extinguish the fire (steam)
7. Scavenge space inspection doors must not be opened until we make sure the fire is
extinguished and scavenge space is cooled
8. When fire is extinguished and scavenge space is cooled, open scavenge door locate and rectify
the problem

Safety devices:-
 Heat sensor + alarm
 Pressure relief valve on scavenge trunk
 Scavenge drain
 Fixed extinguishing system

Course Name : Marine Diesel Plant Course Code : UE201

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Before starting the engine the following must be checked :-

 Scavenge space and trunk must be cleaned

 Inspect(liner ,water seals , piston ,rings ,stuffing box , diaphragm plate
 Re-check Tie bolt tightness
 The fault which caused the fire must be rectified

How to prevent occurrence of the fire :-

 Good maintenance and good adjustment

 Scavenge trunk and spaces must be periodically cleaned and inspected
 Scavenge drain should be blown regularly
 Correct cylinder liner lubrications (quality , grade , timing)
 Prevent engine over load

Course Name : Marine Diesel Plant Course Code : UE201

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 Explosion In Air Starting Manifold
This kind of accident can occur in the main air starting manifold and on the air compressor discharge line
(line between air compressor & air bottle)

Causes:-
Continuous leaking of a defective non-return air starting valve while engine is in operation or stuck on
open position during maneuvering
 Due to excessive lubricating oil in the starting air which is stuck in the internal surface of the air
starting pipes, and due to a leaky air starting valve the oil will carbonize and if still leaking it will
cause incandescent carbon . If starting air opens for maneuvering the engine while it is hot , this
incandescent carbon will ignite causing a flame burning more oil and causing high pressure wave
causing the explosion .

 If excessive lubricating oil in the air and this mixture enters to the cylinder liner while it is hot
(during maneuvering) . this mixture will be burn (ignite) due to high cylinder temperature
.causing flame to pass through the still open valve to the manifold causing burning of the oil in
the pipes and causing high pressure wave causing the explosion .

 Fuel leaking into the cylinder whilst the engine is stopped. When the engine then undergoes a
start sequence, and builds up speed, the fuel which has leaked into the cylinder vaporises and the
heat from the compression of the air in the cylinder, as the piston rises, ignites the fuel. When the
air start valve opens as the piston comes over TDC, the pressure in the cylinder is higher than the
air start pressure, and the burning combustion gases pass to the air start manifold, igniting the oil
entrained in the air.

Actions to be taken:-

1. Stop engine immediately and change the valve if you can.

2. If you can’t stop, isolate ( cut off the fuel ) on the affected unit
3. Isolate the defective valve by blank flange or isolated valve
4. Inform bridge about engine starting difficulties which may occur
5. When stopped engine change the valve

How to detect the leaky air starting valve:-

 The leaky air starting can be detected while the engine is running by feeling the inlet pipe
before the valve. If it is hot compared with other pipes it means the valve is leaking

 While engine stops by closing the air coming to the distributer valve and moving the starting lever
to start position while indicator cocks opens and the air is on . If any air comes out from indicator
cock it means the valve is leaking.

Course Name : Marine Diesel Plant Course Code : UE201

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How to minimize such explosion occurrence

 The oil carried from the compressor should be reduced (kept to a minimum)
 Separator can be fitted on compressor discharge line
 Air system must be fitted with (non-return valve ,bursting disc flame trap)
 Good maintenance for air starting valve
 Good lubrication for air starting valve
 Air starting valves to be checked for any leaks
 Drain air starting system when not in use

Safety devices fitted:

-Flame trap -Drains on starting manifold and air bottle
-Bursting disc - Relief valve
-Non-return valve
Safety devices
Flame Arrestors
The flame trap is manufactured from brass or aluminum alloy which both have a high specific heat
capacity. A number of holes are bored through the thick circular form to allow the air to pass through.
They are fitted in the main air line immediately before the air start valve to restrict the risk of a flame in
the cylinder propagating back to the main air start manifold, by dissipating the heat energy in the flame

Bursting Disks
The safety cap consists of a bursting disk enclosed by a perforated cylinder and a perforated cover in
order to protect any bystanders, in the event of a burst. The cover is fitted with a tell tale, which shows if
the bursting disc has been damaged. If the bursting disc of the safety cap is damaged due to excessive
pressure in the starting air line, overhaul or replace the starting valve which caused the burst, and mount a
new disk.
If a new disk is not available, or cannot be fitted immediately, then the cover can be turned in relation to
the perforated cylinder, in order to reduce the leakage of starting air.

Course Name : Marine Diesel Plant Course Code : UE201

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Unsatisfactory practices which have led to explosions in the air start system include:

- ‘Tell tales/drains’ at each end of the starting air manifold found to have been blanked off with screwed
plugs.
- Failure to drain starting air receivers and starting air pipes at regular intervals or before maneuvering.
- Failure to check for leaking air start valves.
- Failure to maintain starting air valves and systems strictly in accordance with manufacturers
recommended practices.
- Failure to maintain fuel valves correctly.

Explosion on air compressor discharge line :-

Due to high air temperature on the compressor discharge line which may be due to :-
 After cooler fouling
 Low cooling water circulation
 Leaky 2nd stage discharge valve
 Carbon deposits on the valves

Then the oil in the pipe will burn causing flame causing pressure wave causing explosion on compressor
discharge line
Safety devices:-
 Fusible plug
 Temperature sensor ( shut down)

Course Name : Marine Diesel Plant Course Code : UE201

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