TABLE OF CONTENTS

CHAPTER 1: INTRODUCTION........................................................................................................................1
PROBLEM STATEMENT AND INTRODUCTION...........................................................................................1
BACKGROUND OF THE STUDY..................................................................................................................1
FUNDAMENTAL CONCEPT OF POWER PLANT..........................................................................................5
1.2.1. THE ENERGY SOURCE CYCLE......................................................................................................5
1.2.2.PRINCIPLES OF DIESEL POWER PLANT......................................................................................11
1.2.3. ADVANTAGES AND DISADVANTAGES OF DIESEL POWER PLANT..............................................12
1.2.4 CLASSIFICATION OF DIESEL POWER PLANT...............................................................................13
1.2.5. SPECIFIC DIESEL POWER PLANT...............................................................................................15
1.2.6. SYSTEM COMPONENTS OF DIESEL POWER PLANT...................................................................16
CHAPTER 2: DESIGN AND CALCULATION....................................................................................................24
2.1 DESIGN, CALCULATION, AND SELECTION OF COMPONENTS............................................................24
2.1.1 DESIGN AND TECHNICAL SCOPE................................................................................................24
2.1.2 ESTIMATION OF POWER REQUIRED TO THE PLANT..................................................................25
2.1.3 DESIGN AND CALCULATIONS OF DIESEL ENGINE.......................................................................25
2.1.4 DESIGN AND CALCULATIONS OF HEAVY FUEL OIL SYSTEM.......................................................34
2.1.5 DESIGN AND CALCULATION OF LUBRICATING OIL SYSTEM.......................................................36
2.1.6 DESIGN AND CALCULATION OF COOLING SYSTEM....................................................................43
2.1.7 DESIGN AND CALCULATIONS OF EXHAUST GAS SYSTEM...........................................................51
2.1.8 DESIGN AND CALCULATIONS OF CHARGE AIR SYSTEM.............................................................53
2.1.10 ENGINE ROOM VENTILATION..................................................................................................55
2.1.11 SELECTION OF EQUIPMENT....................................................................................................56
2.1.12 INSTRUMENTATION.................................................................................................................67
CHAPTER 3: INSTALLATION AND COMMISSIONING...................................................................................75
3.1. INSTALLATION............................................................................................................................75
3.1.1 ENGINE FOUNDATION...............................................................................................................76
3.1.4 POWER PLANT DESIGN.............................................................................................................76
3.1.5 SYSTEM COMPONENTS.............................................................................................................77
3.2 COMMISSIONING.............................................................................................................................85
3.2.1 GENERAL CHECKS......................................................................................................................86
3.2.2 PRIOR TO FIRST RUN-UP.........................................................................................................107
 3.2.3 FIRST RUNS......................................................................................................................109
3.2.4 PERFORMANCE OR RUNNING CHECKS....................................................................................110
3.2.4 THE COMMISSIONING LOG BOOK....................................................................................112
CHAPTER 4: OPERATION AND MAINTENANCE.........................................................................................114
4.1 OPERATION....................................................................................................................................114
4.1.1 ENGINE...................................................................................................................................114
4.1.2 GENERATOR............................................................................................................................116
4.1.3 GENERATOR SET’S RUNNING..................................................................................................117
4.1 MAINTENANCE..............................................................................................................................124
4.2.1 DIESEL ENGINE........................................................................................................................127
4.2.2 GENERATOR SET......................................................................................................................130
4.2.3 STARTING SYSTEMS.................................................................................................................138
CHAPTER 5: ENVIRONMENTAL STUDY.....................................................................................................140
5.1 ENVIRONMENTAL STUDY...............................................................................................................140
5.1.1 NATURAL RESOURCE IMPACTS................................................................................................140
5.1.2 COMMUNITY RESOURCE IMPACTS..........................................................................................142
REFERENCES............................................................................................................................................147
 CHAPTER 1: INTRODUCTION

PROBLEM STATEMENT AND INTRODUCTION

This study is about the design of a diesel power plant that will be built and

installed in Cebu, Visayas Region. Majority of the electricity would be supplied to the

areas which are not reached by the services of electric distribution companies in Cebu

like Visayan Electric Company (VECO) Cebu Electric Cooperative (Cebeco).

BACKGROUND OF THE STUDY

Diesel power plants produce power from a diesel engine. Diesel electric plants in

the range of 2 to 50 MW capacities are used as central stations for small electric supply

networks and used as a standby to hydroelectric or thermal plants where continuous

power supply is needed. Diesel power plant is not economical compared to other power

plants. The diesel power plants are cheaply used in the fields such as: Mobile electric

plants, Standby units, Emergency power plants, starting station of existing plants and

central power station etc.

1
 Figure 1. Diesel Engine in Power Plants

Diesel power plants can be quickly installed and commissioned, it requires

minimum labor and it can be located near load centers. But its fuel, repair and

maintenance cost are high. And it is not guaranteed for operation under continuous

overloads. Noise is a serious problem in a diesel power plant.

A possible place wherein we can install our power plant is in Cebu. As of 2015,

the population in Cebu was 2,938,982 people, with a density of 590 inhabitants per

square kilometer or 1,500 inhabitants per square mile. Cebu is deemed as one of the most

developed provinces in the Philippines. In fact, Metro Cebu is the second largest

metropolitan area after Metro Manila. The province is also the center of commerce, trade,

and education in Visayas with industries like shipping, furniture-making, tourism,

business processing services.

2
 Since Cebu is an island, the main means of transportation is by sea or by air.

However, because Cebu is the center of commerce, trade, and education, the island is

very much accessible because it is a highly developed area.

Currently, Cebu is relying on the geothermal energy supplied to the Visayas-Panay

grid to which the island is part of. The grid has three main power baseloads with a

capacity of over 2,200MW of electricity. Other sources of power are thermal and diesel

generating plants. The power distribution companies for the mainland are the Visayan

Electric Company (VECO) for Metro Cebu and the Cebu Electric Cooperative (Cebeco)

for the rest of the mainland. Island municipalities, meanwhile, are being served by the

Bantayan Electric Cooperative (for Bantayan island comprising Sta. Fe, Bantayan and

Madridejos) and the Camotes Electric Cooperative (for the Camotes group of islands

composed of Tudela, Poro, San Francisco and Pilar towns).

Figure 3. Province of Cebu

3
FUNDAMENTAL CONCEPT OF POWER PLANT

4
1.2.1. THE ENERGY SOURCE CYCLE

Figure 4. Schematic Arrangement of Diesel-Electric Power Plant

A diesel power plant from the word itself, diesel is used as a fuel. Diesel is a form of

liquid fuel in which no sparkplug is needed for it to be ignited. It is an internal combustion

engine in which ignition of the fuel, which is injected into the combustion chamber, is

caused by the elevated temperature of the air in the cylinder due to the mechanical

compression. Diesel engines work by compressing only the air. This increases the air

5
temperature inside the cylinder to such a high degree that atomized diesel fuel injected into

the combustion chamber ignites spontaneously. To achieve high temperatures for

combustion during engine start-up in cold weather, glow plugs, grid heaters and block

heaters are being used. Due to the reason that diesel engines have higher thermodynamic

efficiency, they are widely used.

Diesel Power Plants operates in a Diesel cycle, it is a combustion process of a

reciprocating internal combustion engine. The ignition happens due to the heat that is

being produced during the compression of air in the combustion chamber, into which fuel

is then injected. In which is different from the Otto Cycle, in which uses a spark plug for

the ignition. Diesel engines are used in the following applications: aircraft, automobiles,

power generation, diesel-electric locomotives, and both surface ships, submarines and

others.

P-V and T-S diagram of a diesel cycle:

6
 Figure 5. Diesel Cycle (P-V and T-S Diagram)

Diesel cycle process based on the figure presented above:

- Process 1-2: blue line of the figure on top. An isentropic compression, in which the

entropy is constant with the increase of pressure.

- Process 2-3: red line of the figure on top. A constant pressure heat addition. Heat is

entering the cycle with a constant pressure.

7
- Process 3-4: green line of the figure on top. An isentropic expansion. The entropy

is constant with a decrease in pressure.

- Process 4-1: black line of the figure on top. It is a constant volume heat rejection.

Heat is going out from the cycle with a constant volume.

- Win is due to the compression of air by the piston.

- Qin is due to the combustion of the diesel fuel

- Wout is due to the working fluid expanding and pushing a piston, in which

produces usable work.

- Qout is due to the venting the air.

- The net work is simply the difference between Qin and Qout.

8
 Figure 6. Four-stroke Diesel Cycle

The figure above shows the 4-stroke cycle. A four-cycle engine works with 4 basic

steps to a successful rotation of the crankshaft: the intake, compression, power and exhaust

stroke. Each engine cylinder has four openings for the intake, exhaust, spark plug and fuel

injection. The piston is driven by the engine's crankshaft whereas the intake and exhaust

9
valves are driven by the camshaft. The crankshaft and camshaft are connected by a timing

belt/chain to maintain synchronization between them.

The four separate strokes are termed:

 Intake: This stroke of the piston begins at top dead center and to end at bottom

dead center. In this stroke the intake valve must be in the open position while the

piston pulls an air-fuel mixture into the cylinder by producing vacuum pressure

into the cylinder through its downward motion.

 Compression: This stroke begins at the bottom dead center, or just at the end of the

suction stroke, and ends at the top dead center. In this stroke the piston compresses

the air-fuel mixture in preparation for ignition during the power stroke (below).

Both the intake and exhaust valves are closed during this stage. At the end of the

compression stroke the fuel injector inject metered amount of fuel in a finely

atomized form into the cylinder.

 Power: This is the start of the second revolution of the four-stroke cycle. At this

point the crankshaft has completed a full 180° revolution. While the piston is at

T.D.C. (the end of the compression stroke) the compressed air-fuel mixture is

ignited by a spark plug (in a gasoline engine) or by heat generated by high

compression (diesel engines), forcefully returning the piston to B.D.C. This stroke

produces mechanical work from the engine to turn the crankshaft.

10
  Exhaust: During the exhaust stroke, the piston once again returns to T.D.C from

B.D.C while the exhaust valve is open. This action expels the spent air-fuel

mixture through the exhaust valve.

The necessary time to atomize, vaporize, and mix the fuel is called physical delay,

chemical delay then follows, it is a reaction chain that begins for the combustion

process. The total delay should be as small as possible so that fuel accumulation is

reduced – fuel accumulates in the chamber as it is being injected.

11
 Figure 7. Two-stroke Diesel Cycle

The figure above illustrates the two stroke diesel cycle. At the top of the cylinder

are typically two or four exhaust valves that all open at the same time. There is also the

diesel fuel injector The piston is elongated, as in a gasoline two-stroke engine, so that it

can act as the intake valve. At the bottom of the piston's travel, the piston uncovers the

ports for air intake. The intake air is pressurized by a turbocharger or a supercharger. The

crankcase is sealed and contains oil as in a four-stroke engine. As the piston nears the top

of the cylinder whole cycle repeats again.

On the process of combustion, the fuel burns and causes an increase in pressure. In
general, the injection continues beyond that point, and the remaining fuel burns as it is

being injected. The combustion ends only after having traveled part of the expansion

course. As a result, combustion timing in a diesel engine is defined by four phases:

1. Delay (physical and chemical)

12
 2. Fast increase of pressure at the initial combustion

3. Controlled combustion, to limit the maximum pressure

4. Burning during the expansion, at constant pressure

1.2.2.PRINCIPLES OF DIESEL POWER PLANT

The working principle of the diesel power station is as follows: air is first compress in
a cylinder to raise the temperature, then the diesel is burned inside the engine; combustion
then happens which produces the working fluid at high temperature and high pressure to
convert heat energy into mechanical energy.

13
 And as the diesel engine acts as a prime mover it rotates the rotor of the electrical
generator and converts this mechanical energy into electrical energy. This working principle
is a working cycle done by the processes: intake, compression, expansion, and exhaust.

1.2.3. ADVANTAGES AND DISADVANTAGES OF DIESEL POWER PLANT

1.2.3.1 ADVANTATES OF DIESEL POWER PLANT

• Very simple design also simple installation.

• Limited cooling water requirement.

14
 • Standby losses are less as compared to other power plants.

• Low fuel cost.

• Quickly started and put on load.

• Smaller storage is needed for the fuel.

• Layout of power plant is quite simple.

• There is no problem of ash handling.

• Less supervision required.

• For small capacity, diesel power plant is more efficient as compared to steam

power plant.

• They can respond to varying loads without any difficulty.

1.2.3.2 DISADVANTATES OF DIESEL POWER PLANT

• High maintenance and operating cost.

15
 • Fuel cost is expensive.

• The plant cost per kilowatt is comparatively more.

• The life of diesel power plant is small due to high maintenance.

• Noise is a serious problem in diesel power plant.

• Diesel power plant cannot be constructed for large scale.

1.2.4 CLASSIFICATION OF DIESEL POWER PLANT

A diesel power plant can be grouped through its diesel engine. Diesel engines can
be utilized as motive prime movers for electrical generators. They are of different types
and characteristics, and an orderly classification is extremely difficult. In this reference
section they are classified as indicated by their construction, cycle, speed, and general
operation since those highlights are more significant for generating systems. A diesel
engine can be vertical or horizontal in construction according to disposition of the
cylinders, though as indicated by its evaluated speed, the diesel engine can be fast,
medium, or slow.

Slow Speed engines are engines in the range of 400 to 500 rpm at rated power.
Their operation in a low rpm translates in better mechanical reliability, a very important
requirement for reserve prime movers in utility power plants. These engines are more
fuel efficient and lubricant oil consumption is less when compared to medium and high-
speed engines, though the initial cost is considerably higher. Low speed engines are
generally intended for direct drive, hence connected to the propeller directly.

16
 Medium Speed engines are in the range of 600 – 1000 rpm. Medium speed
engines have proved capable of running on fuels of poor quality. To have good durability
characteristics, these motors should operate at full power and at constant rotating speed
for long periods of time. The maintenance required on these engines is more and these
are noisier as compared to slow speed engines.

High-speed engines, with rated speeds of higher than 1200 revolutions per minute,

and have a relatively low weight/power ratio, high specific power, and reduced dimensions,

they are more economical because of high speed, but technical difficulties limit diesel
engine construction for the medium- and small-power range. They are used as prime
movers to drive auxiliary services of power plants and are mostly suitable for driving
electrical generators. High speed engines are normally restricted to distillate fuels.

According to the operational piston mode, an engine can be classified as:

• A diesel engine of single effect: the combustion pressure follows up on just a

single face of the piston.

• A diesel engine of double effect: the combustion pressure acts alternately on each
face of the piston.

With respect to the operational cycle, the diesel motor can be:

17
 • A four-stroke diesel engine: the working cycle takes after four stages: aspiration,
compression, combustion, and escape.

• A two-stroke diesel engine: the operating cycle is lessened to aspiration–

compression and combustion– escape.

Automatic control procedures are utilized to control speed in diesel engines for
grid-connected applications. The regulator constantly acts specifically, or through a
servomotor, on the command of the valve that varies the fuel flow.

1.2.5. SPECIFIC DIESEL POWER PLANT

18
• Emergency plant - One of the best emergency power plant that are used for

emergency purposed is the diesel power plant. During the time of power disruption

in an energetic unit like industrial plant or a hospital, a diesel electric plant can be

used to generate the power.

• Mobile plant - Diesel plants fixed on trailers can be pre- owned for emergency or

temporary purposes like providing power to huge civil engineering workings.

They are suitable for power generation and widely used om transportation system

consisting of railroads, ships, automobiles and airplanes.

• Peak load - We can notice the combination of the hydro plant and thermal plant in

the diesel engine as a peak load unit. To meet the peak demand, they stopped and

started the engine easily.

• Starting stations - The main purpose of the diesel station is used to run the induced

draft fans, forced draft fans. Boiler feed is required for the larger steam power plants.

• Standby unit - If it cannot handle up with the demand or main unit fails then the

diesel plant can supply the required power source of the power plant since diesel

powerplant can be easily turn on.

• Nursery station - In the absence of the key grid for power supply a diesel plant is

installed in the town. When the power is required in the other stations in that case

19
 they transport the power from one place to the other. It means they transfer to the

small plants. So, this is known as nursery station.

1.2.6. SYSTEM COMPONENTS OF DIESEL POWER PLANT

The following are the components present in the diesel power plant:

Diesel engine

Diesel engine is one of the principle parts show in the diesel power plant.

Essentially the engines are characterized into two sorts they are two stroke engine and

four-stroke engines. In the diesel engine the engine is straight away joined to the

generator to create control. In the engine the air entered in the cylinder must be

20
compacted. Fuel must be infused before the finish of the compression stroke. After the

consuming of the fuel the consumed gases grow and apply pressure on the piston. To the

generator the shaft of the engine is straightly appended to the engine. After the

consummation of the ignition the consumed gases are ejected in the environment.

The following are the components of the diesel engine:

• Drive train: Fundamentally alludes to the cylinders, connecting rods, crankshaft,

flywheel, coupling, assuming any, and related orientation of the engine.

Valve train and timing: Incorporates the equipping from the crankshaft to the

camshaft, Camshaft itself, push rods, rocker arms, valves, valve springs, and guides.

The camshaft controls the fuel infusion timing and activates the injector in the greater

part of the engine with unit injectors in four-cycle engines. Two-cycle engines

move air into the cylinder and fumes out through ports in the cylinder wall which

are uncovered by the development of the piston. Some two-cycle engines have the

two ports and valves. Infusion timing and incitation on two-cycle engines are yet

controlled by a camshaft.

21
• Governor/control: The governor is a modern device that controls the speed of the

motor by shifting the fuel input. The motor speed hangs down when the heap

increments. A switch marvel happens when the heap is all of a sudden tossed out.

The governor gets the crankshaft speed feedback and responds to little deviations

in the speed because of the heap changes and keeps up legitimate engine speed by

altering the measure of fuel infused. Two kinds of governors are more typical on

diesel motors driving electric generators. The prior adaptation was an: independent

mechanical-hydraulic type composes which is still under utilize. Advancements in

Electronics field have brought about improvement of electronic governor systems

with isolated motor mounted actuator. Different creating sets utilize Electronic

governor frameworks to guarantee appropriate load sharing. Throbbing heaps of a

few offices have managed the utilization of mechanical governors. Plants

embracing various motors must have perfect governors in every one of them to

guarantee legitimate task of motors in parallel.

• Turbocharger/blower: This is fundamentally a centrifugal compressor, which is driven

by the fumes gases and thus packs the intake air to give an expanded mass of air to

the ignition chamber. In-line motors commonly have one turbocharger, and V

compose motors may receive maybe a couple turbochargers. Turbochargers are

utilized on both two and four stroke engines, yet numerous two stroke engines use

22
 blowers to help with rummaging air from the burning chamber without huge

increment in the density of the air.

• After cooler: Turbocharged motors have an after cooler downstream of the

turbocharger essentially to lessen the air temperature and increment the density of

the air entering the ignition chamber. Cooling water is flowed through the after

cooler, which is made from finned tubes to cool the air to around 40° C.

Air filters

23
 An air filter is a component that removes particulate matter and other impurities

from air. There are two types of air filters used in automotive applications: regular engine

air filters and cabin air filters. Engine air filters are an important part of intake systems

since they are responsible for providing filtered, particulate-free air to the engine. In the

same way, cabin air filters are responsible for removing contaminants (primarily pollen

and other allergens) from air that enters the passenger compartment. Since internal

combustion engines rely on air for use as an oxidizer in the process of burning fuel, and

contaminants can damage various components in both the intake and the engine itself,

operating an engine without an air filter typically isn’t recommended. However, a

plugged air filter can create an artificial constriction on airflow through the intake

system, which can result in a lack of power.

Engine air system

24
 The motor admission and fumes frameworks give separated air to the motor and

expel results of burning from the motor room individually. These frameworks consolidate

such highlights as preheating or precooling of the admission air considering the plant

sizes and the quantity of units in activity. Confinements or blockage of the admission or

fumes framework will extremely hamper the motor execution. Contamination control

prerequisites in numerous regions require establishment of exceptionally tall stacks for

deplete frameworks to guarantee safe transfer of waste gases.

Engine starting system

Majority of diesel engines installed in power plants are started with compressed

air, though batteries are common for smaller size units used for industrial use.

Compressed air is directed by a distributor directly into the combustion chamber or is

provided to an air motor which rotates the engine. Dedicated compressors typically

provide starting air at 250 psig. The system (either battery or air) must provide adequate

storage to allow multiple attempts to start the engines. In the diesel power plant diesel

25
engine used is not self-starting. Starting of the engine includes the air tanks along with

the air compressor. In the cold conditions the engine is started by delivering the air.

Fuel system

The fuel framework contains the fuel exchange pump, fuel pump, stockpiling tank,

warmers and strainers. With the assistance of the Pumps the diesel from the putting away

tank is drawn and with the assistance of the channel it is provided to the little day tank.

Day tank conveys the everyday fuel basic for the motor. Set up of the high set streams the

day tank is utilized with the goal that the diesel developments the motor happens under

gravity. Again, the diesel sifted before it is infused into the motor with the assistance of

fuel infusion pump.

Lubrication system

26
 The lubrication system must incorporate oil tanks, coolers, pipes and oil pumps.

The principle point is in moving parts. It is utilized to decrease the erosion and lessen tear

and wear of the motor parts. Like barrel dividers and cylinder. Because of the grinding

the Lubrication oil must be gets warmed of and the moving parts are cooled before

reflowing. In the grease framework the oil is constrained from the oil tank through the oil

chiller. The oil is cooled with the frosty water which enters the motor. In the wake of

cooling of the hot oil the moving parts are returned in to the greasing up oil tank.

Cooling system

Inside the cylinder the high temperature of the consuming fuel is around 1500 to

2000 C. On the off chance that we bring down this temperature the water is scattered

through the motor. The water coat covers the motor. Also, the warmth from the cylinder,

barrel, and ignition chamber must be passed by the streaming water. The level of the high

temp water in the coat is conveyed through the warmth exchanger. In the warmth

27
exchanger, the warmth is diverted by the water which is coursed over the warmth

exchanger and the water is cooled in the cooling tower

Engine control systems

The fundamental control of the engine is kept up by the governor, and the control

is autonomous for every motor. Conceivable control alternatives run from nearby or

manual beginning and synchronization of every motor to programmed beginning,

synchronization, and load sharing of the motor generators. The governing system is

utilized to control the quickness of the motor. This is finished by changing the fuel stream

allowing it to the motor load.

Instrumentation

28
 In prior days, creating plants utilized simple gadgets for estimation and control

purposes. However numerous new plants now have computerized information logging

frameworks which can likewise give notices to out of-resilience conditions and authentic

records of uncommon occasions which can enhance the activity of the general office and

emotionally supportive networks. Notwithstanding the sort of framework, information

gathering gives the premise to incline examination, which can demonstrate potential

issues previously they end up extreme.

29
CHAPTER 2: DESIGN AND CALCULATION

This chapter is focused on the design, calculation, and selection of the components of the

diesel power barge. Additional sections are added for the instrumentation of the engine

components.

2.1 DESIGN, CALCULATION, AND SELECTION OF COMPONENTS

2.1.1 DESIGN AND TECHNICAL SCOPE

The proposed diesel power barge is designed for an output for 25 MW running on heavy

fuel oil at 60Hz, normally at high voltage.

2.1.1.1 Mechanical Scope

• Diesel engine calculations

30
 • Lubricating oil system, pumps and filters.

• Fuel treatment, handling, and storage systems for heavy fuel oil

• Exhaust system and silencers

• Compressed air and charging air systems

• Cooling systems

2.1.2 ESTIMATION OF POWER REQUIRED TO THE PLANT

31
 CLARK, PAMPANGA LOAD CURVE
160 45 50 50 45 45
35 40
14025 25 25 25 25
120
100 100 100 100 100 100 100 100 100 100 100 100
100
80
Power (mw)

60
40
20
0
m am nn pm pm m pm pm am am am m
0 0a 00 00 00 00 0 0p 00 00 00 00 00 0 0a
8: 0: 1 2: 2: 4: 6: 8: 0: 2: 2: 4: 6:
0- 0-
1 - 0- 00
-
00
-
00
- -1 - 1 0 -
00
-
00
-
6:
0
:0 00 :0 2: 4: 6: 00 00 :0 2: 4:
8 0: 12 8: : 12
1 10

time

Figure 8. Load Curve of the Diesel Power Plant

2.1.3 DESIGN AND CALCULATIONS OF DIESEL ENGINE

The diesel engine is the heart beat of a diesel electric power plant for developing

mechanical power. This mechanical power is use to run the generator & produce electrical

energy. This is possible by mechanically coupling the diesel engine to generator. The combustion

of diesel fuel in the engine produces the necessary mechanical power as designed. The

combustion of diesel fuel increases the temperature and pressure of the gases inside the engine

cylinder. The pressurized gases push the piston inside the diesel engine, and then mechanical

power is produced. With the use of this mechanical power the shaft of diesel engine starts

rotating.

32
 Figure 9. Diesel Engine Schematic Diagram

OPERATING SITE CONDITIONS

All machineries are rated for continuous tropical operation at given rating under the following
site conditions:

Ambient air temperature max.: 30°C

Ambient air temperature min.: 18°C

Ambient engine room temp. max.: 40°C

33
Water temperature: 25°C

Relative humidity: 65%

Engine Selection and Calculations

Since the rated capacity of the plant is set at 50 MW and there is no available 50MW diesel

engine in the market, the designers opted to use 10 Wartsila diesel engines rated at 6000 kW.

This is for the flexibility of the plant to respond to demands and for maintenance purposes as

well as for reserve capacity. Thus, the computations will be based from Wartsila 34DF-12L34,

60Hz, 6000 kW Specs Sheet. 24 operating hours /day.

Given the following engine specifications:

34
PMI…………………………………...2200 kPa

Cylinder bore ..................................... 340 mm

Stroke ................................................ 400 mm

Speed (N) ........................................... 750 rpm

 Indicated Power (IP)

( 2∙ c ∙ a∙ ( 60N ) )
IP=P MI ∙ L ∙ A ∙ N s =PMI ∙ L ∙ ( π4 D ) ∙
2
s

Where by ,

IP=Indicated power (kW )

PMI =Indicated mean pressure ( kPa ) ,

L=the length of stroke ( m) , A=area of the piston cylinder ( m2 )

cycle
N s =The power ,
second

D=diameter of the cylinder ( bore ) (m)

c=number of cylinders ,

a=acting cylinders ,

35
 s=number of strokes

Thus, the indicated power is computed as follows:

( 2 ( 12 )( 1 ) ( 750
60 )
)
IP= ( 2200 kPa ) (0.4 m) ( π4 ∙ ( 0.34 m) )∙
2
4

kW
IP=5992.2738
engine

The Total IP for the diesel power plant with 10 engines will be:

kW
IP=5992.2738 ( 10 engines )
engine

IP power plant=59922.738 kW =59.923 MW

 The Brake Power per Engine

The engine efficiency is given the manufacture (Wartisila) at 88%.

BP
nengine = ×100
IP

Where by :

BP=Brake Power ( kW ) ,

36
 IP=Indicated power (kW )

Therefore ,

BP=IP ∙n engine

BP=(5992.2738)(0.88)

kW
BP=5273.201
engine

The overall brake power, considering 10 engines:

kW
BP total =5273.201 ( 10 engines )
engine

BP total =52732.01kW =52.732 M

 Brake Mean Effective Pressure per engine

The brake power can also be computed based on the brake mean effective pressure (PMB),

( 2∙c∙a∙ ( 60N ) )
BP=PMB ∙ L∙ A ∙ N s=P MI ∙ L∙ ( π4 D )∙
2
s

Therefore:

37
 BP 5273.201 kW /engine
PMB = =
L ∙ A ∙ Ns

(0.4 m) ( π4 ∙ ( 0.34 m ) ) ∙
2
( 2 (12 )( 1 )

4
( 750
60 )
)
kPa
PMB =1936
engine

 Frictional Power (FP) Losses Per Engine

The frictional losses in the cylinder is the difference between the indicated power and the brake

power.

FP=IP−BP

FP=5992.2738 kW −5273.201kW

kW
FP=719.0728
engine

 Electrical Power (EP) of the Power Plant

The generator efficiency is given by the manufacture at 96%.

To computed for the total plant electrical power this formula is used,

EPtotal =BP total ∙ ngenerator

38
 EP total=(52.732 MW )(0,9)

EP total=50.623 MW

 The Air-Fuel ratio using diesel (C12H24) per Engine

Doing a volumetric analysis of the of the product of combustion:

C12 H 24+ x ( O2 +3.76 N 2 ) → ∆ y CO 2+ z H 2 O+3.76 xN 2

Applying material balance in the equation:

C: 12 = y

H: 24 = 2z, thus, z = 12

O: 2x = 2y + z, therefore, x = 18

Therefore, the theoretical combustion equation is as follows:

C12 H 24+ 18 ( O2 +3.76 N 2 ) →∆ 12CO 2 +12 H 2 O+ 67.68 N 2

Computing for the theoretical air fuel ratio,

A 18[32+3.76(28)]
=
Ft 12 ( 12 )+ 24(1)

39
 A kg
=14.71 air
Ft kgfuel

 Indicated Specific Fuel Consumption (ISFC) per Engine

The ISFC is based on the indicated power of the engine and the rate of fuel. The mass of the fuel

is given as 1500 kg/hr.

mf
ISFC=
IP

kg
1500
hr
ISFC=
5992.2738 kW

kg
ISFC=0.2503
kW −hr

 Brake Specific Fuel Consumption (BSFC) per Engine

The BSFC is based on the brake power of the engine at a given fuel rate.

mf
BSFC =
BP

kg
1500
hr
ISFC=
5273.201 kW

kg
ISFC=0.2845
kW −hr

40
  The Indicated Heat Rate (IHR) per Engine

This is the energy charge per unit of indicated power. Its dependent to the heating value (HV) of

the fuel. The heating value of diesel (C12H24) is 45 822.2 kJ/kg.

mf ∙ HV
IHR=
IP

kg kJ
(1500 )(45822.2 )
hr kg
IHR=
5992.2738 kW

kJ
IHR=11 470.3203
kW −hr

 The Brake Heat Rate (BHR) per Engine

Unlike the IHR, the BHR is the energy charge per unit of brake power. It also dependent to the

heating value (HV) of the fuel.

m f ∙ HV
BHR=
BP

kg kJ
( 1500 )(45822.2 )
hr kg
BHR=
5273.201kW

41
 kJ
BHR=13 034.4548
kW −hr

 Indicated Thermal Efficiency per Engine

This is the ratio of the work done by the heat engine, that is the indicated power to the heat

supplied by the fuel.

IP ×3600
nth ,i= ×100
EC

IP ×3600 3600
nth ,i= ×100 = ×100
m f ∙ HV IHR

3600
nth ,i= ×100
11 470.3203

nth ,i=31.38

 Brake Thermal Efficiency per Engine

This is the ratio of the brake work done by the heat engine to the heat supplied by the fuel.

BP×3600
nth ,i= ×100
EC

42
 3600
nth ,B = ×100
BHR

3600
nth ,B = ×100
13034.4548

nth ,B =27.62

 Combine Heat Rate (CHR) (kJ/ kW-hr) per Engine

Using a 36o API for diesel and with the density of 790 kg/m 3 and mass of fuel 1500 kg/hr. The

heating value of diesel (C12H24) is 45 822.2 kJ/kg. The combine heat rate is computed below.

kJ 1kcal kcal
(
HV = 45 822.2
kg )( 4186 kJ )
=10 946.5361
kg

m f ∙ HV
CHR=
EP

kg kcal
(1500 )(10 946.5361 )
hr kg
CHR=
5062.3 kW

kcal
CHR=3243.5462
kW −hr

43
2.1.4 DESIGN AND CALCULATIONS OF HEAVY FUEL OIL SYSTEM

Figure 10. Heavy Fuel Oil System Schematic Diagram

It consists of a fuel storage tank, fuel filter or strainer, fuel transfer pump, day tank,

heaters, and connecting pipes. The heavy fuel oil is first transferred from the storage tank to the

settling tanks by the transfer pump unit, from there it is then transferred to the separator which

purifies the fuel. After the fuel has been purified, it is then transferred to the day tank which is

then fed to the booster unit which heats, filters, and pressurizes the fuel before entry to the

engine.

44
Fuel Storage Tank Capacity Solution
kg
ρ=790
m3
kg
mf =1500
hr
mf
Qfuel=
ρ
kg
1500 3
hr 3.2808 ft
Qfuel=
kg
790 3
1m ( )
m
f t3
Qfuel=67.0507
hr
Fuel Storage Tank Capacity Solution
V =Q x t x Capacity Factor ( CF )

f t3
V =67.0507 x 24 hrs x 1.5
hr
3
Vfuel=2413.8259 f t
Fuel Transfer Pump Power Solution
head=12 ft
friction loss=2 ft
Ht=head + friction loss
Ht=12 ft +2 ft
Ht=14 ft
Fuel Transfer Pump Power Solution
Q x y x Ht
P=
33000
3 3

P=
( 67.0507
ft
hr )( 1hr
60 mins)( kg 2.2 lbs
790 3
m )(
1 kg )( 1m
3.2808 ft )
( 14 ft )

33000
P=0.023 hp

45
2.1.5 DESIGN AND CALCULATION OF LUBRICATING OIL SYSTEM

Figure 11. Lubricating Oil System Schematic Diagram

The lubricating oil is pumped from the oil sump by the main lube oil pump. The total lube oil

flow is cleaned in the fine filter and the centrifugal oil filter. Lube oil is cooled by the lube

oil heat exchanger cooled by the LT cooling water and the temperature of the lube oil is to be

regulated by three way thermostatic. From the lube oil pump the lube oil is circulated via the

separator built-in pump. Water and solids are separated in the separator unit and the cleaned

lube oil is pumped back into the lube oil sump. Lube oil system includes lube oil separator

unit for each engine with steam heaters for lube oil, sludge tank with pump, common base

frame of steel, control panel for automatic/hand operation and interconnecting pipes, valves,

seals, flanges, lube oil coolers, pre-lubricating oil pumps, thermostatic three way valves,

automatic filter units, filter units and lube oil transfer pump units.

46
47
48
49
50
51
 In selecting the lubricating oil, this SAE diagram can be used as guide to be able to

select the appropriate engine oil for a specific outside temperature conditions

52
2.1.6 DESIGN AND CALCULATION OF COOLING SYSTEM

Figure 12. Cooling System Schematic Diagram

Each diesel engine is cooled by own individual cooling system for cooling cylinder heads

and cylinder liners and low temperature circuit (LT) for cooling the charge air and lubricating

oil. Each circuit is connected to a heat exchanger which is cooled by the sea water. The system

includes heat exchanger, thermostatic three way valves, and expansion vessels of cooling water

including level switches. A separate preheating unit is provided to serve the cooling system for

all engines. A central sea water cooling system consisting of six sea water cooling pumps (five

running, one standby) and filter is installed to serve individual engine fresh water cooling circuit.

An anti-fouling tank is connected to the sea water line in the pump room. It reduces /

eliminates marine growth and reduce corrosion rate in the sea water line. It consists of 7 (marine

growth) copper anodes and 3 (trap corrosion) aluminum anodes.

53
Data:
ft
v cooling water =8
s
cooling water entes at 80 ℉∧leaves at 130 ℉
treated water enters at 140℉ ∧leaves at 105 ℉
5
80−20Cu −¿ , BWG 16, ∈diameter
8

Calculations:
BTU
Q=3027317.4
hr
t out −t ¿ 25 ℉−10 ℉
θm = = =16.37 ℉
t sat −t ¿ 25 ℉
ln
( t sat −t out ) ( )ln
10 ℉

Ave . Film Temperature=140 ℉−[ ( 0.8 )( 16.37 ℉ ) ] =126.904 ℉

ft
From Fig 8-23 of Power Plant Theory and Design, v cooling water =8 ,126.904 ℉
s
BTU
Ú=650 Ft =0.88
hr−f t 2−℉
BTU BTU
(
U= 650 2
hr−f t −℉
( 0.88 )=572
)
hr −f t 2−℉

54
55
Heat Exchanger Surface Area
Q
A=
U θm
BTU
3,027,317.4
hr
A=
BTU
572 (16.37 ℉)
hr −f t 2−℉
2
A=323.306 f t

Mass of Cooling Water

mw Cp w ∆ T w =Q

BTU BTU
(
mw 1
lb−℉ )
( 130 ℉−80 ℉ )=3027317.4
hr
l bm
mw =60, 546.35
hr
l bm f t3
v w =60,546.35 (
hr 62.4 lb m )(
7.48 gal
f t3 )( 60hrmin )
v w =120.96 gpm

No. of Tubes and Length of Tubes

volume of water ( gpm ) 120.96 gpm
No. of tubes= = =25.2 ≈ 26 tubes
factor ( velocity) ft
0.6 8
s ( )
Area 323.306 f t 2
Length of tube= = =76.01 ft
A f t2
No. of tubes
L ( ) (
26 tubes 0.1636
ft )
Table 8-2 suggests length should be 8-14ft
76.01 ft
Actual Length of tube= =12.667 ft
6
Actual No . of tubes=26 ( 6 ) =156 tubes

56
57
Solving for the pressure drop on the heat exchanger:
F 1 F 2 ( L+5.5 d ) N
∆ P=
d 1.24
Ave .Water temp=130 ℉−16.37 ℉=113.63 ℉
(0.905)(0.136) ( 12.667+ 5.5(0.495) ) 6
∆ P= 1.24
0.495
∆ P=27.180 psi
Solving for cooling water pump power:
lb 3
lb
P pump =60,546.35 m (hr
hr 60 min )( ft
)(
62.4 l bm
62.4 3f
ft )( 27.180 psi ( 144 )
62.4 ) hp−min
33000 ft −l bf

P pump =1.92hp

58
Cooling Tower
Entering air at 18 ℃ db ,65 RH
Leaving air at 32 ℃ db , saturated
l bm kg
Mass of entering water =60,546.35 =27,521.07
hr hr
Temperature of entering water=55℃
Temperature of leaving water =26 ℃

Air Properties:
3
kJ kgw m
ha 1=39.5 w =0.00825 v =0.836
kg a 1 kgda a 1 kg

59
 3
kJ kgw m
ha 2=110 wa 1=0.0306 v a 1=0.907
kg kgda kg

Energy Balance:
mw 3 h w3 + ma ha 1=m w 4 hw 4 +ma ha 2
m w 3 h w3 −m w 4 hw 4
m a=
ha 2−h a 1

Mass Balance:
mw 3−mw 4 =m a ( w2 −w1 )

mw 3−mw 4
m a=
( w2 −w1 )
Equating both ma ’s:

kg kJ kJ
kg
27521.07
hr
−mw 4
=
27521.07
hr
230.23(kg )
−mw 4 109.07
kg ( )
kgw kJ kJ
( 0.0306−0.00825 ) 110 −39.5
kgda kg kg
kg
mw 4=26,428
hr

Solving for required make up water:

kg kg
mmake−up=mw3 −mw 4=27521.07 −26428
hr hr
kg
mmake−up=1093.07
hr

Solving for the volume flow rate of air required:

mw 3−mw 4
m a=
( w2 −w1 )

60
 kg
1093.07
hr kg
m a= =48,907.38
kgw hr
( 0.0306−0.00825 )
kgda

m3
v a =48907.38
kg
hr (
0.836
kg )( 3600
1 hr
s)

m3
v a =11.357
s

2.1.7 DESIGN AND CALCULATIONS OF EXHAUST GAS SYSTEM

61
Figure 13. Exhaust Gas System Schematic Diagram

The system includes exhaust gas silences, expansion bellows and the exhaust gas stack.

C12 H 24+ x ( O 2 +3.76 N 2 ) ∆ yC O 2 + z H 2 O+3.76 N 2

→

Material balance

C: 12 = y

H: 24 = 2z + 2y z = 12

O: 2x= 2y +z x =18

62
TCE:

C12 H 24+ 18 ( O 2 +3.76 N 2 ) ∆ 12 C O 2+ 12 H 2 O+ 3.76(18) N 2

→

ACE:

C12 H 24 + 18 ( 1.25 ) ( O2 +3.76 N 2 ) ∆ 12C O2+12 H 2 O+3.76 ( 18 )( 1.25 ) N 2+ a O 2

→

O balance

O : 18(1.25)(2) = 12(2) + a(2) a= 4.5

Vf n
= i
V fg1 nfg

kg hr m3 1
0.445 x 3372.85 kw x x =
kw−hr 3600 s 856 kg 12+ 12+ 3.76 (18 )( 1.25 ) + 4.5

3
m
V fg 1=0.0551
s−engine

P1 V 1 P 2 V 2
=
T1 T2

0.829 C
=
30+ 273 300+273

3
m
V fg 2=0.104
s

MW fg =∑ MW iyi

63
 y i=12+12+1.25 ( 3.76 ) ( 19 )+ 4.5=113.1

12
y CO2 = x 100 =10.61
113.1

12
y H 2 O= x 100 =10.61
113.1

1.25 ( 3.76 ) (18)

y N 2= x 100 =74.8
113.1

4.5
y O 2= x 100 =3.98
113.1

g
MW fg =44 ( 0.1061 )+18 ( 0.1061 ) +28 ( 0.748 )+32 ( 0.0398 ) =28.7958
mol

Solving for the dew point temperature of the flue gas

DPT =ρ H 2O = y H 2 O Pfg =0.1061 ( 101.325 kPa )=10.75 kPa

@10.75kPa, DPT = 47.22°C

Solving for the height and diameter of the stack

Dt ρ w
H s=
ρ w −ρg

101.325 kpa kg
ρa= =1.185 3
(0.287)(25+273) m

64
 101.325 kPa kg
ρg = =0.6125 3
8.314 m
( )(300+273)
28.7958

kg
1000 (0.025 m)
m3
H s= =43.668 m
1.185−0.6125

D=
√ 4 (0.104)
π (6)(0.4)
=0.235 m

2.1.8 DESIGN AND CALCULATIONS OF CHARGE AIR SYSTEM

Figure 14. Charging Air System Schematic Diagram

65
 The function of starting system is to start the engine form stand still or cold conditions by

supplying compressed air.

For starting a diesel engine, initial rotation of the engine shaft is required. Until the firing

start and the unit runs with its own power. For small DG set, the initial rotation of the shaft is

provided by handles but for large diesel power station. Compressed air is made for starting.

Compressed starting air is delivered by the air compressor and is supplied from the

starting

air unit to the air bottles. Control and working air outlet is connected to the compressed air

supply

via a pressure regulator. The system includes two (2) electrically driven starting air compressors,

pressure switches for starting and stopping air compressor, alarm switch for low starting air

pressure to engine, oil and water separator, control panel for automatic/hand operation, pressure

reduction valve for control and working air, four air bottles, each engine equipped with all

necessary accessories and common base frames of steel and interconnecting pipes, valves, seals,

flanges to be included. An air dryer is also provided for the control air system.

System includes dry type intake filters, expansion bellows for intake air pipes and intake

air silencers, pipes, etc.

Volumetric Efficiency = 8%

66
 Va
Volumetric Efficiency =
Vd
Va = Volume of Air
36.3
Vd = Piston Displacement =
1 cycle
Va
0.008=
36.3
Va = 0.2904/cycle
Compressor Power
0.2904(1000)(9.81)(7)
Compressor power =
550
Compressor power = 19.941 kW
Mass flow of compressed air
Mass flow of compressed air = Vap
0.2904(1000)(1.225)
Mass flow of compressed air =
12
kg
Mass flow of compressed air = 29.645
hr
Storage capacity of compressed air
Storage capacity of compressed air = mass flow (specific volume)(30mins)(2start)(safety factor)
20.645 1
Storage capacity of compressed air = ( )( )(30)(2)(1.5)
60 1.225
Storage capacity of compressed air = 25.2795m3

2.1.10 ENGINE ROOM VENTILATION

About 8 percent of the heating value of the fuel consumed by the engine is radiated to the

surrounding air. It is essential that provision be made for removal of this heat. Engine room

temperature rise should be limited to 15 F. For engines with wall mounted or ducted radiators,

67
radiator fans may be enough if adequate exhaust or air relief is pro-vided. If engines are

equipped

with water cooled heat exchangers, a separate ventilation system will be provided. The

approximate ventilation rate may be determined by the following formula:

1000 xBHP 1000(18774 hp)

CFM = =
T 15 ⃘⃘ ⃘⃘ ⃘⃘ ° F
CFM = 1,251,600 cfm

2.1.11 SELECTION OF EQUIPMENT

Generator Set

Wartsila Generator Set 34DF-8L34, 60Hz, 3840 kW is selected as the generator set

for the diesel power barge. This also includes the internal components of the diesel

engine.

68
Figure 15. Wartsila Generator Set 34DF

69
Fuel Transfer Pump

A Universal 12 Volt Electric Fuel Pump, Carbureted, Diesel 5/16” Hose

Inlet/Outlet, 35 GPH 4-7 psi is used for the fuel transfer pump.

Figure 16. Autobest Electric Fuel Pump

70
Exhaust Silencer

A Standard Engine Exhaust Spark Arrestor from Universal Acoustic and Emission

Technologies, Part Number 49110U is used for the exhaust silencer.

71
Oil Pump

The oil pump is selected from Temco with part number OP0065.

Figure 17. Temco OP0065

72
Filters

The filters for the air intake system is selected from Ewo Inc. See attached spare

parts and accessories for the filters.

Figure 18. Ewo filters

73
Pressure regulator

The pressure regulators are also selected from Ewo Inc., See attached spare parts

and accessories.

74
 Figure 19. Ewo pressure regulators

Air lubricators

75
 The air lubricators are also selected from Ewo Inc. See attached spare parts and

accessories.

Figure 20. Ewo air lubricator

76
Air compressor

A rotary vane vacuum compressor is selected from Champion for the air

compressor.

Figure 21. Champion air compressor

77
Lubrication Oil Pump

The lubrication oil pump is selected from Lincoln Industrial, Model 6917 Air-

operated portable grease pump package.

Figure 22. Lincoln Industrial Model 6917

78
Cooling water pump

The Mark 3 ASME Standard pump from FlowServe is selected as the cooling

water pump.

Figure 23. Mark 3 ASME Standard Pump

79
Fuel tank

The fuel tank, with a capacity of 2500L is outsourced from Interserve.

Figure 24. Interserve fuel tank

80
Cooling tower

The cooling tower is selected from BAC, XE Model Series 1500.

Figure 26. BAC XE Model Series 1500

2.1.12 INSTRUMENTATION

Ammeter

An engine fitted with auxiliary alternators for battery-charging purposes also has

an ammeter to show the rate of battery charge or discharge. The dial or face of the gauge

81
will be marked +0-, meaning zero at center, or a -0+, meaning the charge or discharge

status of the battery.

Air Filter Differential Pressure Gauge

As the air filter element becomes loaded with solids, the imbalance between the

atmospheric pressures on the two sides of the air filter element becomes more

pronounced. The air filter differential pressure gauge serves to indicate the serviceability

of the air filter element. Usually the indicator is in the form of a spring-loaded plunger in

a transparent cylinder, but it may also be a diaphragm type vacuum gauge. The gauge is

usually fitted between the air filter element and the pressure charge, but it may be

arranged for remote reading.

Ambient Air Temperature

Although the ambient temperature cannot be controlled, it is important that it be

recorded, because the temperature variations have a marked effect on the generation

demand and hence the fuel consumption. The ambient temperature record is an important

element in the future load forecasting. The thermometer will be sited outside in the shade

and be of the day max/min type.

82
Boost Air Pressure Gauge

Boost air pressure is often referred to as turbocharger air pressure or aspirating air

pressure. The gauge I mounted after the turbocharger outlet, and it may be either before

or after the aftercooler. The gauge or gauges will be of the Bourdon tub type either

directly or remotely connected to the engine are manifolds, and it will read in kilograms

per square centimeter, pounds per square inch, or kilopascals. On V-engines, one may

expect both air pressure gauges to normally read a very similar pressure when the

turbochargers are giving balances performances.

Boost air temperature gauge

The boost air gauge reads the temperature of the aspirating air being delivered to

the cylinder after the air has passed through the turbocharger or blower and the

aftercooler.

Coolant temperature gauge

The coolant temperature gauge is sometimes known as the jacket temperature

gauge or cooling water temperature gauge. It indicates the temperature of the coolant at

the point where the coolant leaves the engine. The temperature of the coolant may vary

with the load carried, but it should never exceed the boiling point of the cooling medium

83
relative to the standard operating pressure and altitude of the cooling system.

Occasionally, colored bar-type gauges are utilized, but most gauges are marked in either

Celsius or Fahrenheit increments.

Dipstick

The dipstick is the original measuring device for a liquid level, its origins are pre-

biblical. It indicates the level of lubricating oil present in the sump, or pan, of an engine.

Engine Room Temperature

The ideal temperature of any engine room is in the 20 to 40 degrees Celsius range,

and the temperature can be moderated by adjustment of ventilation to a certain extent.

The temperature is usually read from a mercury type thermometer often of the day

max/min type located in a position where there is little draft or localized heat emanation.

Exhaust temperature gauges

There are several differing methods of monitoring exhaust temperatures. Generally, all

exhaust temperature gauges are pyrometers, which work on thermoelectric principles.

84
Temperature variations are determined by the measurement of an electric voltage that is

generated by the action of heat on the junction of two dissimilar metals.

Fuel gauge

The fuel gauge is fitted directly to the instrument panel of only a few smaller

engines; it indicates the fuel level in the service tank. The gauge is electrically operated

and indicates the fuel level only when the engine is switched on and running. Fuel gauges

are generally marked E (empty) and F (full).

Fuel Pressure Gauge

The fuel pressure gauge indicates the pressure of the fuel in the manifold between

the fuel filter elements and the injection pump. If the fuel filter elements become plugged

with fuel-borne debris, the fuel pressure will drop.

Hour Meter

The hour meter is a most useful instrument for regulating the planned generation

unit routine activities. Almost every installation has its oil change frequencies overhaul

work, and utilization regulated by the hours of operation as displayed on the hour meter.

85
Jacket water expansion tank level gauge

This gauge is fitted either in the top tank of the radiator, in an engine-mounted

radiator cooling system, or in the separate header or surge tank of common rail or

intercooled engines. Usually, they are of a float-operated mechanical design, and

sometimes they have a low-level alarm-sounding capacity.

Lubricating oil filter differential pressure gauge

The lubricating oil differential pressure gauge is provided to read the lubricating

oil pressure both before and after the filter elements. The gauge has two pressure sensing

mechanisms built into it and two needles that indicate the two pressures sensed on a

common dial or scale. When the difference between the two readings reaches a certain

point as recommended by the OEM, the lubricating oil filters will require servicing.

Lubricating oil level sight glasses

This is another instrument without any moving parts. Quite commonly, it will be

found fitted on larger turbochargers at both turbine and compressor ends, on governors,

86
and on the sumps of smaller engines. It is also used to observe piston cooling oil returns

on certain large engines.

Lubricating oil pressure

The lubricating oil pressure gauge is the most important gauge on the engine. The

pressure indicated will be at its highest point immediately after start-up when the

lubricating oil is still relatively cld. As the oil warms up, the indicated pressure will drop

slightly and then remain steady. Some oil pressure gauges are marked with colored bars

indicating good, caution, or danger.

Lubricating oil temperature gauges

Lubricating oil temperature gauges will be found at the inlet and outlet of the

lubricating oil cooler.

Raw Water Pressure Gauges

This instrument is fitted between the raw water circulating pump and the

intercooler; it is a standard Bourdon tube type of pressure gauge. The face will read in

pounds per square inch, kilograms per square centimeter, or kilopascals.

87
Raw Water Temperature Gauge

In systems equipped with an intercooler, it is probable that there will be two raw

water temperature gauges. One will be fitted at the raw water inlet to the intercooler and

the other at the outlet. The instruments are usually of the bimetal stem type of

thermometer in those locations, but occasionally thermocouples are utilized for remote

reading.

Tachometer

Tachometers indicate the rotational speed of the engine in revolutions per minute.

These instruments may be of mechanical drive or of the electronic speed sensing type.

Tachometers are used on larger engines, particularly for monitoring turbocharger speeds,

and on engines that power loads other than electricity generation.

Alternator winding thermometer

This instrument monitors the temperature of the alternator stator windings.

DC ammeter
88
 The dc ammeter reads the dc current of the exciter field windings.

Indicator lights

There will be various indicator lights on the plant switchboard. Industry-wide,

there is little uniformity in what the lights are saying. The lights may be white, amber,

green, red, or blue, and the operator must make a careful study of them to learn what

status they indicate within the individual plant.

Frequency meter

The frequency meter shows the generator output frequency. It may read in hertz

(Hz) or cycles per second (cps).

Kilowatt-hour meter

A kilowatt-hour meter records the total output of the generator in terms of kilowatt

hours. The plant gross production is the sum of all the generator’s kilowatt-hour output as

shown on the kilowatt-hour meters over a given time span.

89
Power factor meter.

The power factor meter indicates the power factor of the generator output circuit.

It may read in PF (power factor) as either a percentage or a decimal. When running

generators in parallel, all PF readings must be the same.

Wattmeter

The wattmeter is normally marked in kilowatts indicating the power output of the

generator.

90
CHAPTER 3: INSTALLATION AND COMMISSIONING

3.1. INSTALLATION

Figure 27. Schematic Arrangement of Diesel Power Plant

91
 Figure 28. Layout of Diesel Power Plant

3.1.1 ENGINE FOUNDATION

For the engine installations where there is a possibility of transmission of vibration

to adjacent areas, the engine foundations will be adequately insulated by gravel, or the

engine mounted on vibration insulating material or devices. Vibration mounts for larger

engines become impractical and foundation mass must be provided accordingly.

92
3.1.4 POWER PLANT DESIGN

Figure 29. Diesel Power Plant Design

Dimensions of the Diesel Power Plant

Length 70.8m

Width 40.4m

Height (to top of stack) 44m

3.1.5 SYSTEM COMPONENTS

• Diesel Engine System

93
 Figure 30. Diesel Engine used in Diesel Power Plant

It is the main components used in diesel electric power plant for developing

mechanical power. This mechanical power we use to run the generator & produce

electrical energy. For producing the electrical energy, the diesel engine is mechanically

coupled to generator. When the diesel fuel burning inside the engine, its start to produce a

mechanical power. The combustion of diesel fuel produces increased temperature &

pressure inside the engine. Due to this pressure, gases are formed, this gas pushes the

piston inside the diesel engine, and then mechanical power is produced. With the use of

this mechanical power the shaft of diesel engine starts rotating.

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 • Engine Fuel Supply System

Figure 31. Engine Fuel System used in Diesel Power Plant

It consists of Fuel Storage Tank, Fuel Filter or Strainer, Fuel Transfer Pump, Day

Tank, Heaters & Connecting Pipes. First up all with the help of transportation facility

available (road, rail etc.) the diesel fuel stored in storage tank. Then this diesel fuel

transfers to day tank, the function of day tank is how much quantity of diesel required for

24 hours is store. If the day tank is full or overflow occurs, then excessive diesel returned

to storage tank. The filter or strainer is used to purify diesel. With the help of fuel transfer

pump, the diesel is transfer to day tank.

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 • Engine Air-Intake System

Figure 32. Engine Air-Intake System used in Diesel Power Plant

This System includes air filters, air tank, compressor & connecting pipes. The air

filters are used to supply the fresh air to diesel engine for combustion. Engine required

fresh air because, if dust particles in the air entered the engine will cause disastrous effect

to valve, cylinder & pistons. The compressor or Supercharger is used to increase pressure

of the air supplied to the engine. This will help to increase the output power.

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 • Engine Exhaust System

Figure 33. Engine Exhaust System used in Diesel Power Plant

These systems consist of silencers & connecting ducts. As the temperature of the

exhaust gases is sufficiently high, it is used for heating the fuel oil or air supplied to the

diesel engine. The exhaust gas is removed from engine, to the atmosphere by means of an

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exhaust system. A silencer is normally used in this system to reduce noise level of the

engine.

• Engine Cooling System

Figure 34. Engine Cooling System used in Diesel Power Plant

The Diesel Engine Cooling System Consist of coolant pumps, water cooling

towers or spray pond, water treatment or filtration plant & Connecting Pipe Works. The

heat produced due to internal combustion, drives the engine. But some parts of this heat

raise the temperature of different parts of the engine. High temperature may cause

permanent damage to the machine. Hence, it is essential to maintain the overall

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temperature of the engine to a tolerable level. Cooling system of diesel power station

does exactly so. The cooling system is required to carry heat from diesel engine to keep

its temperature within safe limits. The water pump circulates water to cylinder of diesel

engine to carry away the heat. The cooling tower is used for the same water reused. The

cooling system requires a water source, water pump and cooling towers. The pump

circulates water through cylinder and head jacket. The water takes away heat from the

engine and it becomes hot. The hot water is cooled by cooling towers and is re-circulated

for cooling.

The cooling system can be classified into two types

- Open Cooling System: A Plant near the river may utilize the river water for

cooling & discharging again the hot water into river. This type of cooling

system is known as open cooling system.

- Closed Cooling System: The Cooling Water is circulated again & again and

only water lost due to leakage, evaporation etc. is made up by taking make up

water from supply source.

• Engine Lubrication System

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 Figure 35. Engine Lubrication System used in Diesel Power Plant

Engine lubrication system consists of lubricating oil pump, oil tanks, filters,

coolers, purifiers & connecting pipes. This system provides lubricating oil to moving

parts of the system to reduce the friction between them wear & tear of the engine parts.

This system minimizes the water of rubbing surface of the engine. Here lubricating oil is

stored in main lubricating oil tank. This lubricating oil is drawn from the tank by means

of oil pump. Then the oil is passed through the oil filter for removing impurities. From

the filtering point, this clean lubricating oil is delivered to the different points of the

machine where lubrication is required the oil cooler is provided in the system to keep the

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temperature of the lubricating oil as low as possible. It is then cooled through heat

exchanger by means of cold water and then it is fed to the engine.

• Engine Starting System

The function of starting system is to start the engine form stand still or cold

conditions by supplying compressed air. For starting a diesel engine, initial rotation of the

engine shaft is required. Until the firing start and the unit runs with its own power. For

small DG set, the initial rotation of the shaft is provided by handles but for large diesel

power station. Compressed air is made for starting. This system includes storage

compressed air tank, self-starter, auxiliary engines & electrical motors (battery) etc.

Fuel injection equipment

- Small sets or small capacity of diesel engines are started manually.

Starting with the help of Auxiliary Engine

- When it is started by auxiliary engine, the auxiliary engine is disengaged by the

main engine & started by hand. When it is warmed up, it is geared with the main
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 engine so that it will start to rotate. After that within, few seconds auxiliary engine

disengaging.

Starting with the help of batteries

- To start the electrical motor batteries are used, the motor is geared with diesel

engine, it will start rotating with the motor & will start in few seconds & as it

picks up the speed the motor gets disengaged automatically. In some cases, the

motor works as a generator, this will further help to charge the batteries.

Starting with the help of compressed air

- A large capacity (above 75kW) capacity diesel engines are started with the help of

compressed air. Diesel engines are started with the help of compressed air

following procedure adopted:

 First up all open the compressed air valve, then starting lever operated.

 First up all air should be cut off in first combustion. Then open ventilating

valve. Start the engine after two or three revolutions.

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3.2 COMMISSIONING

The wide variety of applications makes it impracticable to give a definitive

program for commissioning diesel generating plant. Installations will vary in complexity

from the base load power station supplying townships in developing territories to the

single generator plant providing standby power to commercial and industrial premises.

In every case it is essential that a well-planned commissioning program is

executed. The fundamental principle to be observed in the preparation of any program is

that it should consist of a series of logical steps progressing from checks to confirm that

the installation work is satisfactory, through first runs and acceptance guarantee

performance tests, to the final handover of the plant in efficient working order. It is

necessary to establish in the early stages of a contract

- if not at the pre-contract stage - exactly what the testing program is to be. It should

include tests at individual equipment manufacturers' works, combined tests at the

main contractor's premises, and the acceptance tests required on site.

The need for careful planning of the commissioning program cannot be overstated.

This ensures not only that supporting equipment is available on time but also that plant

outages, permits to work, staff allocation, etc. are arranged in an ordered manner.

Commissioning exercises will, often, reveal several defects that need correcting.

Reasonable rectification time should therefore be included in the planned overall time.

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 The starting point in the preparation of any check-lists must be the preparatory

procedures given in the equipment manufacturers' instruction manuals. The example lists

which follow are by no means exhaustive. They contain some of the more usual checks

and tests, with comments where appropriate. They are arranged in a reasonably logical

sequence, and cover those mechanical and electrical aspects which need to be considered

in most installations. Tests should be sequenced to ensure that nothing already tested is

disturbed during subsequent tests.

3.2.1 GENERAL CHECKS

The following checks relate to the installation as a whole, and should be made

before the plant is first run-up:

A. Mechanical Aspects:

1. Completeness of the plant to contract schedules.

2. Safety guards are fitted and are satisfactory.

3. Service pipework is correctly installed and color coded, and is clean. It may be

prudent to conduct pressure tests on selected runs. The pressure applied is

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 usually 1.5 times relief valve pressure for compressed air pipes, and twice the

maximum gauge working pressure for all other pipes. Pressures should be

maintained for 30 minutes.

4. Checks for plant alignment:

 Confirmation that composite bedplates (or individual engine bedplate and generator

frame) are level in all directions;

 All anti-vibration mounts are properly installed and located;

 Tightness of all fixing nuts and bolts, and dowels are fitted, if called for;

 Proper alignment of engine and generator shafts, and a check on the main drive

coupling;

 Generator rotor air gap checks. (Engine crankshaft deflections may be measured and

later compared with those taken after final performance tests.)

5. Check that all temporary inhibitors and transit protections have been removed

6. Checks on the engine coolant system:

That they are filled with coolant and entrapped air has been released. (Engines

should be left overnight and checked the following day for signs of leakage);

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 Water plays a vital role in diesel electric power generation plants, which require

large quantities of water, primarily for cooling systems. The Electric Power Research

Institute (EPRI) estimates thermoelectric consumption of fresh water for cooling in the

U.S. is 3 to 4 percent of total withdrawals, which is equivalent to 3.9 billion gallons per

day. Power plants also discharge water that is no longer usable and must comply with

federal and state standards and regulations for effluent.

In the future, stakeholder pressure and new regulations are likely to continue to

increase water management restrictions for all electricity generating units, including

nuclear, natural gas, coal and renewable plants. Across a range of governing agencies,

new goals are expected to be outlined to address long-term issues and prevent shortages

in water supply and disruptions in electricity generation.

• Cooling systems for electricity generation

Systems for cooling power plants today include many options:

§ Once-through cooling systems withdraw water from a natural source

(typically a lake, river or ocean), use it to extract waste heat from the steam

cycle, and then return it to the body of water at a slightly elevated

temperature.

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 § Recirculating cooling system water in a tower or pond and sending the

water to the condenser.

§ Dry cooling systems use air rather than water to condense the steam, which

is piped from the turbine to air-cooled condensers. Although dry cooling

systems achieve large water savings, their initial cost is three to five times

that of wet cooling systems, and their operating power requirements for

cooling system pumps and fans are 1.5 to 2.5 times higher than wet cooling

systems.

§ Hybrid cooling systems configure dry and wet loops in parallel to cool the

recirculating condenser water. These systems reduce cooling water volume

by using dry cooling during cooler periods and wet cooling during hotter

periods when dry systems cannot maintain low turbine exhaust pressure.

For industrial companies using a cooling tower for its facility, some type of

cooling tower water treatment system is usually necessary to ensure an efficient process

and long equipment service life. If cooling tower water is left untreated, organic growth,

fouling, scaling, and corrosion can reduce plant productivity, cause plant downtime, and

require costly equipment replacements down the road.

A cooling tower water treatment system is an arrangement of technologies that

remove damaging impurities from your cooling tower feed water, circulation water,

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and/or blowdown. The specific configuration of your system will depend on several

things, including:

a. What type of cooling tower you have (open circulating, once-through, or

closed loop)

b. Quality of your feed water

c. Manufacture-recommended quality requirements for the cooling tower and

equipment

d. Chemistry/makeup of your circulatory water

e. Regulatory requirements for discharge

f. If blowdown will be treated for reuse in the cooling tower

g. Type of heat exchanger

h. Cycle of concentration

As mentioned above, the exact components of a cooling tower water treatment

system depend on the quality of feed water and chemistry of circulatory water in relation

to the quality of water needed for the specific cooling tower and related equipment

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(according to the manufacturer’s recommendations), but in general, a basic cooling tower

water treatment system typically includes some type of:

a. Clarification

b. Filtration and/or ultrafiltration

c. Ion exchange/softening

d. Chemical feed

e. Automated monitoring

Depending on the impurities present in your water, any combination of these

treatments might best suit your facility and make up your treatment system, so it’s

important to consult with your water treatment specialist to ensure the right system for

your specific tower is being considered. Depending on the needs of your cooling tower

and process, these standard components are usually adequate. However, if your tower

requires a system that provides a bit more customization, there might be some features or

technologies you will need to add on.

A cooling tower water treatment system might be made up of the technologies

necessary to regulate the level of:

a. Alkalinity: will dictate potential of calcium carbonate scale

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 b. Chlorides: can be corrosive to metals; different levels will be tolerated

based on materials of cooling tower and equipment

c. Hardness: contributes to scale in the cooling tower and on heat exchangers

d. Iron: when combined with phosphate, iron can foul equipment

e. Organic matter: promotes microorganism growth, which can lead to

fouling, corrosion, and other system issues

f. Silica: known for causing hard scale deposits

g. Sulfates: like chlorides, can be extremely corrosive to metals

h. Total dissolved solids (TDS): contribute to scaling, foaming, and/or

corrosion

i. Totals suspended solids (TSS): undissolved contaminants that can cause

scaling, biofilms, and/or corrosion

Specific treatment processes vary depending on the requirements of the cooling

tower and quality/chemistry of the feed and circulation water, but a typical cooling tower

water treatment system will usually include the following steps:

• Cooling tower makeup water intake

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 Makeup water, or the water replacing bleed and evaporated and leaked water from

the cooling tower, is first drawn from its source, which could be raw water, city water,

city-treated effluent, in-plant wastewater recycles, well water, or any other surface water

source.

Depending on the quality of this water, you may or may not need treatment here. If

a water treatment system is needed at this part of the cooling tower water process, it is

usually technology that removes hardness and silica or stabilizes and adjusts the pH.

At this point of the process, the proper treatment optimizes the tower evaporation cycles

and minimizes the water bleed rate to drain beyond what might be done with chemicals

alone.

• Filtration and ultrafiltration

The next step is generally running the cooling tower water through some type of

filtration to remove any suspended particles such as sediment, turbidity, and certain types

of organic matter. It is often useful to do this early on in the process, as the removal of

suspended solids upstream can help protect membranes and ion exchange resins from

fouling later on in the pretreatment process. Depending on the type of filtration used,

suspended particles can be removed down to under one micron.

• Ion exchange/water softening

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 If there’s high hardness in your source/makeup water, there may be treatment for

the removal of the hardness. Instead of lime, a softening resin can be used; a strong acid

cation exchange process, whereby resin is charged with a sodium ion, and as the hardness

comes through, it has a higher affinity for calcium, magnesium, and iron so it will grab

that molecule and release the sodium molecule into the water. These contaminants, if

present, will otherwise cause scale deposits and rust.

• Chemical addition

a. At this point in the process, there is typically the use of chemicals, such as:

- Corrosion inhibitors (e.g., bicarbonates) to neutralize acidity and protect

metal components

- Algaecides and biocide (e.g., bromine) to reduce the growth of microbes

and biofilms

- Scale inhibitors (e.g., phosphoric acid) to prevent contaminants from

forming scale deposits

- Thorough treatment prior to this stage can help reduce the amount of

chemicals needed to treat water at this point in the process, which is ideal

considering many chemical treatments can be expensive.

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• Side-stream filtration

If the cooling tower water is going to be recirculated throughout the system, a

side-stream filtration unit will be helpful in removing any problematic contaminants that

have entered through drift contamination, leak, etc. A good rule of thumb is that, if a

cooling tower water treatment system requires side-stream filtration, about 10% of the

circulating water will filter through. It typically consists of a good quality multimedia

filtration unit.

• Blowdown treatment

The last part of treatment required for cooling tower water is the blowdown or

bleed from the tower. Depending on how much water the cooling plant needs to circulate

for proper cooling capacity, plants will choose to recycle and recover the water through

some type of post treatment in the form of reverse osmosis or ion exchange, especially in

places where water might be scarce. This allows liquid and solid waste to be concentrated

and removed while treated water can be returned to the tower and reused.

If the water from your blowdown needs to be discharge, any discharge your

system creates will need to meet all regulatory requirements. In certain areas where water

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is scarce, there could be large sewer connection fees, and demineralization systems can

be a cost-effective solution here, as they can help minimize the cost to connect to water

and sewer lines. Also, the discharge of your cooling tower bleed must meet local

municipal discharge regulations if your effluent is being returned to the environment or a

publicly owned treatment works.

a. That radiator and engine block/frame water drain points are free from

sludge and other blockages;

b. That water jacket and radiator heaters (if fitted) are in working order;

c. That the water level in any separate water make-up tank is adequate and

that its ball valve and overflow work.

§ Checks on the lubricating oil system:

a. That the sump has been cleaned prior to filling with a lubricating oil

charge of the correct type and grade;

b. That all pipes supplied loose with the engine have been fitted;

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 c. That all filters contain elements (it is preferable to use slave

elements, which are replaced after the performance acceptance

tests);

All filters must pass SAE (Society of Automotive Engineers) tests to prove that

they can truly filter out small enough particles. There are two tests available for

automobile engine oil filters. All filters must pass the J806 test, but the new J1858 is

much more meaningful. Currently the J1858 test is optional. Really, it's a way for high-

end filter manufacturers to show off their great filters.

The SAE J806 test uses a single-pass test, checking for contaminant holding

capacity, size of contaminant particles trapped, and ability to maintain clean oil. As an

amendment of the J806 test, the multi-pass test also looks for filter life in hours,

contaminant capacity in grams, and efficiency based on weight. The efficiency of the

filter is determined only by weight through gravimetric measurement of the filtered test

liquid. Typical numbers for paper filter elements are 85% (single pass) and 80% (multi-

pass).

The SAE J1858 test provides both particle counting and gravimetric measurement

to measure filter capacity and efficiency. Actual counts of contaminant particles by size

are obtained every 10 minutes, both upstream (before the filter) and downstream (after

the filter), for evaluation. From this data filtration ratio and efficiency for each

contaminant particle size can be determined as well as dust capacity and pressure loss as

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a function of time. Typical numbers for paper element filters are 40% at 10 microns, 60%

at 20 microns, 93% at 30 microns, and 97% at 40 microns.

a. That the lubricating oil priming pump (if one is fitted) works satisfactorily;

b. That governor and turbocharger are filled with the correct type and grade of

oil and to the correct level.

• Seal leaks and failures

a. Leaking Seals cause several problems including:

b. Increased maintenance cleaning up leaked oil

c. Hazardous conditions due to leaked oil

d. Housekeeping in disposal of oil soaked rags

e. Pier side costs involved with frequent seal replacement

The first formal documentation of problems with Lube Oil Pumps mechanical

seals was a 1986 report [Failure Analysis of CG 47 Class Propulsion Lube Oil Pumps].

The report was basically a study of Lube Oil Pumps Casualty reports (CASREPTS) and

3M data on several classes of surface combatants. One significant statement in that report

was: “Mechanical Shaft Seal failures are the single largest cause of pump failure

reported”. Another significant report of the problems with Oil Pump seals was a 1987

study [Analysis of IMO Pump mechanical shaft seal removed from Trident Class

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submarines] certainly implied problems with seals. That report documented 42 seal

failures over four years. The Trident Hydraulic Pumps handle 2190 TEP the same fluid as

Lube Oil Pumps. Unfortunately, the recommendations of that report were erroneous and

suggested materials that are unsatisfactory with respect to seal face materials.

During this same time frame Naval Sea Systems Command [NAVSEA]

established requirements for mechanical seals for Navy Pumps. In a memo that was

issued in 1986 [SER 56Y21/267] several mechanical seal requirements were addressed

including: Alternate Manufacturers, Backup Packing, Materials, Positioning, Liquid

pressure and Circulation. This was a step in the right direction, the real goal being

reduction in the number of different seals with which the Navy had to contend. The

downside of this directive was it addressed centrifugal pump seals (water service) as if

they were interchangeable with positive displacement pump seals (lube oil). This memo

also excluded the face materials that have the best results with 2190TEP.

Serious Seal leaks occurred when the Main Lube Oil Pumps for a new support

ship were operated at the building yard. These were the first Lube Oil Pumps that utilized

seals in accordance with the NAVSEA guidance memo [SER 56Y21/267]. So, by the end

of the 80’s it was well documented that the Mechanical Seal leakage/failure problem was

getting worse, not better. Discussions involving allowable seal leaks ranged from 5 drops

per hour to 5 drops per minute. What needed to be addressed was how to eliminate seal

leaks so the criteria could become ZERO leakage.

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 • Seal leak correction

It is now known what needs to be done to correct leaking shaft seals. The problem

then becomes the availability of resources to correct the many leaking pumps in the fleet.

Installing modification kits, adding seal chamber supply and vent lines and of course

correcting documentation that goes with the hardware changes so the modified pumps are

supportable, is expensive and time consuming. For new programs a Marine Pump Seal

Standard [ASTM F1511] has been developed and updated to include current materials for

Lube Oil Pump Seals, and this Standard has been required by most recent Shipbuilding

Specifications. Still, shaft seals will wear out, the statistical design life of the seal carbon

face of 16,000 hours is really not that long. A pump running continuously on a six-month

deployment will accumulate 4,368 hours. This means that in theory a seal will last for just

over 3 deployments. And, in spite of the operator’s best efforts it will probably start

leaking sooner. Then the seal will need to be replaced involving system tag outs,

interfering equipment removal/replacement and the Electric motor removal/replacement.

• Checks on the fuel system

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 a. That the service tanks are clean and that level indicator float arms are free

of obstructions;

b. That the service tanks are filled with sufficient fuel for the performance

tests;

• Oil Tank Inspection and Oil Leak Testing

Testing for water in an oil tank (above ground or buried) is simple and can be done

by any service person. Tank testing methods for oil leaks or for the risk of oil leakage

vary in risk to the tank, cost, invasiveness, length of time to complete, and more.

There are a number of tank testing methods currently in use, varying in risk to the

tank, cost, invasiveness, length of time to complete, and some, requiring shutting down of

the heating system during test period. See "How do you choose the right tank testing

method?" Cynthia Johnson, Fuel Oil & Oil Heat Magazine, November 1995.

a. Low-psi oil tank pressure-testing for leaks is used to test a tank for existing

leaks. To conduct an oil tank pressure test, the oil tank and its piping system

are sealed off (and taken out of use), pressurized to a low value, typically

just a few psi, and monitored over 24 hours for a pressure drop. An

advantage of this simple test is that it can detect leaks not just in the oil

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 storage tank but also in piping systems connected to the tank - an important

feature for buried oil tanks whose underground fill and vent pipes or supply

pipes are not visible. For a discussion of the normal operating pressures to

which an oil storage tank is subjected.

b. Soil testing for oil tank leaks looks for evidence of actual oil contamination

in the soil. A proper soil test is based on having located the buried tank or

the site where a tank was buried, and taking borings to a depth

approximately just below the tank bottom.

c. Electronic testing of oil tanks to check for leak scan also screen tanks for

evidence of damage - usually this was used only on commercial jobs.

d. Oil tank ultrasound oil tank leak risk screening program (photo above) is

offered by some oil companies who scan the bottom section of above

ground oil tanks to measure the thickness of the tank steel. Tanks that pass

an ultrasound screening test may be insured against future leakage.

e. Water testing in oil tanks can indicate the risk of in-tank corrosion and thus

leakage - an easy first-pass which can be used at both above ground tanks

and buried oil tanks.

f. Ground scanning radar or magnetic sensing is also used to locate buried

steel tanks.

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 g. That the system pipework to the engine is free of obstruction and does not

leak (the pipes may be flushed by disconnecting the run at the lowest point

on the engine and running off fuel into a container);

h. That the system up to the injector pump(s) is bled so that it is free of air

inclusions;

i. That governor control linkages and solenoid linkages (if any) are clean,

have freedom of movement, and are correctly adjusted.

Leaking fuel injectors are a fire hazard and has the potential to cause severe and

costly engine damage. It is important to identify them and take care of the problem as

quick as possible. Proper fuel injector cleaning techniques can restore your injectors to

function like new at a fraction of the cost of new fuel injectors.

• Symptoms of leaking fuel injectors:

a. Hard Starting when engine is hot.

b. Increased Fuel Consumption.

c. Rough Idle.
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 d. Fuel odors inside and around the car.

e. Poor Emissions.

f. Oil thinning, which can lead to catastrophic engine failure.

g. Hydro-lock, which can lead to catastrophic engine failure

• Top feed fuel injectors

a. At the top O-ring where the fuel injector is in the fuel rail. (Repairable –

replace O-ring)

b. The fuel injector body (Not repairable – discard fuel Injector)

c. The fuel Injector pintle, ball or disc seat due to damage or corrosion (Not

repairable, Discard Injector)

d. The fuel injector pintle, ball or disc seat due to dirt (Repairable – ultrasonic

fuel injector cleaning)

• Side feed fuel Injectors

a. Top and bottom fuel injector O-rings (Repairable – Replace O-rings)

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 b. The fuel injector body at the top of the fuel injector. (Not repairable –

Discard fuel Injector)

c. The fuel Injector pintle, ball or disc seat due to damage or corrosion (Not

repairable – Discard Injector)

d. The fuel injector pintle, ball or disc seat due to dirt (Repairable – ultrasonic

fuel injector cleaning)

• Leak testing fuel injectors:

Fuel injector leak testing should be done under operating pressure and because the

average DIY fuel injector cleaning project or most automotive repair shops does not have

the proper diagnostic equipment or the ability to test leaking injectors or clean them

properly it is suggested that you have your leaking fuel injector sent to Injector RX for

testing and cleaning.

A leaking fuel injector or injectors are normally the cause for difficult or hard to

start engines especially when they are warm. This is because the fuel rail pressure has

dropped and fuel has leaked into the manifold and causes the spark plugs to become

flooded.

Both top feed and side fuel injectors make use of O-rings to seal between the fuel

injector and fuel rail. Fuel injector O-rings can harden and become brittle over time

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especially those on older vehicles. This can cause both external and internal fuel leaks

and should be taken care of immediately.

Any time a fuel leak is visible from any of the fuel injection components the

vehicle should not be driven and the problem should be taken care of immediately. See

you repair man ASAP if you suspect your engine has leaking fuel injectors.

• Direct Fuel Injection Systems:

Direct fuel injection systems operate on the same principal as manifold fuel

injection systems except that with direct fuel injection systems the fuel is injected directly

into the combustion chamber instead of the intake manifold. Direct fuel injection systems

operate at fuel pressures from 500 Psi at idle all the way up to 3000 Psi at wide open

throttle.

Leaking fuel injectors is very dangerous in these systems and should be taken care

of immediately. Do not drive your vehicle if you have a direct fuel injection system and

suspect it of leaking at the O-ring or the injector body.

• Checks on the air starting system (if applicable):

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 a. That the air receivers are clean and clear of debris and moisture (this may

be done by blowing air, from a charged receiver, through the drain cock);

That the pipework to the engine connection is clean and clear of obstruction

and moisture. (Again, this may be done by disconnecting the inlet pipe at

the engine end and blowing through with air from a charged bottle);

*SAFETY NOTE: compressed air is a hazard, especially in a dusty environment.

Safety goggles should be worn during these operations.

• Electrical Aspects

a. Check that all interconnecting cables to equipment conform to drawings.

b. Check that all earth bonding is satisfactory.

c. Check the cables and connections on those power circuits in which faults

could have serious consequences. (In theory, the cores of all external power

cables should be checked for continuity and insulation level. In practice,

only those power, control, and protection circuits directly associated with

generators, auxiliary motors, governor controls - particularly on those of the

electronic type, automatic voltage regulators, and generator circuit breakers

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 need be checked out initially. Final terminations should be secure and

clearances adequate.)

d. The insulation of generator, and auxiliary motor, windings should be

measured and recorded - especially if equipment has been stored in damp

conditions prior to installation. (If the insulation levels are lower than

permissible, the windings should be heated. Follow the manufacturer's

recommendations in instruction manuals.) Polarization index tests should

be made on the stators of HV machines - at the voltage recommended by

the machine manufacturer. (This is based on the fact that on first

energization of a winding, an initial capacitance charging current and a

rapidly decaying absorption current component flow within the winding.

The steady state level after this decay is the leakage current. A 'Megger' is

used for the test.)

e. Check that all the batteries in the installation have been correctly installed

and commission charged to the instructions given in the manufacturer's

handbooks. Check that battery, load, charger, and any distribution

equipment are connected together in accordance with the requirements of

each particular system (e.g. engine starting, switchgear, control gear and

emergency lighting). Also ensure that all connections are tight and that the

cell pillars and inter cell connections are well coated with petroleum jelly or

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 a no-oxide grease. Check the electrolytic levels and the specific gravity on

vented cells, and the voltage readings.

f. Check cubicle and panel access doors for proper opening and closing and

the functioning of any door interlocks.

g. Ensure that any blocks or plates fitted for transit have been removed from

power-switching devices, such as fixed and withdrawable circuit breakers,

bar-type contactors, etc. Follow the manufacturers’ recommended

preparatory procedures, before checking any opening and closing

operations - particularly on those breakers which can be racked-out and

removed from cubicles.

h. Check the protective relay system. The more complex schemes are usually

commissioned by the relay manufacturer. In any event, the following

checks and tests should be made:

a. A general visual inspection of the equipment checking all

small wiring interconnections, terminations for tightness, and

labels on termination boards, etc;

b. Measurement of insulation resistance on all circuits;

c. Ratio and polarity tests on all current transformers;

d. Ratio, polarity, and phasing tests on voltage transformers;

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 e. Inspect and test relays (either with the relays disconnected

from the power and trip circuits or, more usually, by

secondary injection, i.e. with the primary of the current

transformers de-energized);

f. Check calibration of all relays by secondary injection;

g. Tests on the complete system by primary injection. This

simultaneously checks transformer ratios, secondary wiring,

polarity, relay operation and phase identity;

h. Check the tripping and inter tripping circuits of all breakers in

the scheme; and the alarms also.

3.2.2 PRIOR TO FIRST RUN-UP

a. Check that the governor can fully close the fuel rack(s) and that the over

speed trip functions.

b. Check the operation (by 'manual' control) of any electric motor driven

auxiliaries directly associated with the engine, e.g. lubricating oil priming

pump, fuel pressurizing pump, water circulating pump, etc. Common

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 problems are direction of rotation, cabling errors between the switch- gear

and external interlock contacts, and pump seizure caused by corrosion

while in storage.

• Air Pressure Gauge

Gauges available for use with the air pressure supply include:

Auxiliary Panel 6995-721—Kit includes an air pressure regulator and auxiliary

instrument panel to simulate air, oil, or water shutdown during governor calibration. Air

pressure supplied must be between 80 and 200 psi (550 and 1380 kPa). The air toggle

switch, which permits the use of supply pressure air for certain governor options, is

included in the panel. The same panel also holds the vacuum option.

a. 0-120 Inches of Mercury Air Pressure Gauge (8959-049)—8.5-inch (216

mm) diameter, accuracy at 0.066%. Mounted on the left side of the stand.

Also available with a dual regulator and selector valve, part number 6995-

975,

b. 0-120 Inches of Mercury Air Pressure Gauge (8959-057)—6-inch (152

mm) diameter, accuracy at 0.1%. Mounted on the left side of the stand.

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 Also available with dual regulator and selector valve, part number 6959-

969.

c. 0-100 PSI Air Pressure Gauge (8959-055)—8.5-inch (216 mm) diameter

gauge. Accuracy at 0.066%. Mounted on the left side of the stand. Also

available with dual regulator and selector valve, part number 1816-111.

d. 0-100 PSI Air Pressure Gauge (8959-059)—6-inch (152 mm) diameter

gauge. Accuracy at 0.1%. Mounted on the left side of the stand. Also

available with dual regulator and selector valve, part number 6995-971.

3.2.3 FIRST RUNS

a. Start the engine in manual control. If it is started by direct air injection into

its cylinders the initial turn-over is usually made with the indicator cocks

open.

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b. Initially run for a period of up to 5 minutes. Check for any excessive

vibration and unusual running noises. Check integrity of flexible

connections on mechanical and electrical services.

c. Check hand control of generator voltage.

d. Check instruments and gauges for normal operation and response, making

due allowance for no-load conditions.

e. Check bearings and liners in accordance with manufacturers' running-in

instructions.

f. Before proceeding with load tests check that the engine-generator and

auxiliary plant control systems function satisfactorily. Checks would

include:

g. Start/stop sequences, in manual and automatic modes;

h. Alarms; and

i. Trips

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3.2.4 PERFORMANCE OR RUNNING CHECKS

a. Run the generators at various loads (preferably at rated power factor) for

predetermined periods - typically:

- 1 hour at 75 % continuous site rating;

- 4 hours at continuous site rating;

- 1 hour at 10 % overload rating.

(Often, there is insufficient 'consumer' load available at site. On standby generator

applications it is often not convenient or possible to use the essential loads that must be

supplied by the generator. In such cases it is necessary to use portable load banks. These

are available for hire, in various power ratings up to about 6 MVA. They consist of

modularized resistive and reactive load elements switched by contactors. The units are

self-cooled by ventilation fans and may be chassis-mounted on road wheels or even

housed within ISO containers. Local and remote controls may include programmable

timing permitting repeatable test sequences without operator input. Sophistication now

extends to complete systems measuring governor and a.V.L responses, engine efficiency,

and specific fuel consumption. Former methods, using water rheostats (or brine tanks) are

no longer acceptable in the light of the new and revised international standards for prime

movers and generators. The old methods gave a poor level of control and could be very

hazardous - in terms of electrical safety.)

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 Readings should be taken at agreed intervals (usually at half-hourly periods) of all

electrical and physical parameters. This also includes measurements on all essential

dependent auxiliaries, i.e. those necessary for the continued use of the plant. See Sub-

section 2.2.4 of Chapter 2. Power plant instruments may be used for such tests if they are

sufficiently accurate; if not, calibrated, temporary instrumentation of the requisite

accuracy should be provided by the contractor. During the tests each

gauge/indicator/recorder on the switchboard, control gear and engine panels should be

observed to assure satisfactory functioning.

a. Frequency and voltage regulation tests.

b. Vibration measurements at no-load and full-load operation.

c. Torsional oscillations of the crankshaft-generator assembly during run-up,

at rated speed, and at 110 % rated speed - if these have not already been

recorded during tests at the contractor's premises.

d. Acoustic noise measurements during load tests at selected points (both

within and external to the installation) to confirm compliance with the

specified noise limits.

e. Upon completion of the tests, the following checks/inspections should be

made: • generator winding(s) final temperatures; • a general inspection for

leaks on engines, piping systems, tanks, etc.; • checks for blow-by; •

crankcase contamination; • crankshaft-generator alignment.

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 f. If generators are to run in parallel with others or with a utility supply, the

following procedures should apply:

g. First, check the quadrature current compensation circuits (QCC) and ensure

that they all give a voltage droop with increasing reactive load (see Chapter

8);

h. With one generator on full load, synchronize a second unit and operate both

in parallel (at 50 % load on each if the sets are of equal rating) for about 15

minutes. Increase the load in increments until both sets are fully loaded.

Observe load sharing at each load increment. Adjust the load until each unit

is again at half-load and transfer load from the first generator to the second

(incoming) unit. Check, at every stage, for load sharing stability, for any

periodic pulsations or evidence of frequency hunting, and for load surging.

Similar test procedures should apply when a set, or sets, are required to run

in parallel with a utility supply.

3.2.4 THE COMMISSIONING LOG BOOK

It is a good idea to make up a lever arch folder with sections, separated by colored

subject dividers, containing:

a. The agreed program of tests;

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b. A set of check-lists;

c. A diary of daily progress;

d. Working copies of test sheets;

e. A 'running' list of outstanding items;

f. Copies of electrical circuit and service pipework schematic diagrams, each

filed in reinforced clear plastic pockets.

g. On multi-generator installations it may be convenient to initially set up log

books for each generator. Selected extracts from them may then be collated

into a master log book to provide a final record of the whole installation.

Log books are extremely valuable for any future fault investigations.

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CHAPTER 4: OPERATION AND MAINTENANCE

This chapter discusses the various steps involved in the operation and maintenance

of a diesel power barge.

4.1 OPERATION

4.1.1 ENGINE

The following are the various steps involved in starting up a diesel power unit.

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• Before starting the engine, make sure the pre-lubrication pump is running. This is

done to make sure there is proper lubrication between bearing surfaces. During

standby moments, the pre-lubrication pump must be operated at regular intervals

to ensure that the engine can be started when it is needed. Auxiliary systems of the

engine should also be checked frequently to verify the proper condition of the

engine operation. Not doing so may lead to damage or deterioration of engine

parts and weakening of its functionality.

• Before connecting the diesel engines to the generator, all 8 diesel engines must

have their frequencies synchronized. Failure to do so will lead to malfunction and

damage to the generator resulting in loss of power and efficiency, not to mention

its life.

• Check the generator before starting the engines, there should be no load connected

(circuit breaker is open) then brought up to the proper operating temperature

before load is gradually applied. Pressure should be verified within the normal

range right after the lube oil process.

• During operation, engine loads are restricted between 50% to 100% load if used

for an extended period of time. When operating at lower loads, carbon formation

and rapid deterioration of the lubricating oil occurs. While operating on higher

loads result in higher pressures and temperatures in the combustion chamber. This

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 increases the need for maintenance and risks of damage of components.

Maintaining the correct level of lubrication oil and coolants coupled with frequent

checking on pressure and temperatures across different parts of the engine is

recommended.

• Before shutting down the diesel engines, it should first be unloaded and allow the

machine to cool down. The engine should be operated with zero load at a rated

speed for some time until the recommended level of temperature is reached. After

which it should be allowed to run at low idle speed for a certain amount of time as

prescribed by its manufacturer.

4.1.2 GENERATOR

4.1.2.1 Voltage Requirements

The generator comes with its own output voltage recommendation as stated by the

manufacturer in the generator’s data plate. Improper setting such as high voltage, low

voltage or even voltage fluctuations may damage the adjacent machines and even the

generator itself.

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4.1.2.2 Speed Requirements

The data plate of the generator also specifies the recommended speed for the operation of

the generator. The output frequency of the generator depends on its rotational speed and a

fluctuation on the frequency will affect the control equipment. Voltage drop will occur

when the generator rotates too slowly. By thermally overloading itself, the regulating

equipment will automatically try to maintain the desired voltage through forcing the field.

4.1.2.3 Inspection

After installation, the diesel engine and generator can now be put to use. It is

recommended that each time before starting the generator, the following items shall be

inspected without fail to prevent any accidents.

• It may hinder the generator set’s operation if there is foreign material that is found

in the surface of generator set or in the ambient environment.

• If the air inlet and ventilation path in the generator set working room is speed up.

• If the anti-freeze level is in normal condition.

• If the air filter indicator is functioning well.

• If the lubricant level falls on the specified range.

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 • If the fuel has been supplied to the engine normally if the fuel valve is open.

• If the cable and the battery has been connected to in a correct way.

• Check if the load equipment has been well prepared. The air switch shall be cut off

before start when the generator set directly connects to the load,

Warning: Operators shall establish good operation (maintenance) procedure, this

is the precondition for generator set’s smooth running in long time period.

4.1.3 GENERATOR SET’S RUNNING

4.1.3.1 Preheat

Operators in charge need to decide whether or not the generator set needs

preheating or not depending on the temperature of the environment. For generator sets

with installed preheating, the control panel is installed with a preheat switch that will start

the preheater in the engine so that it may achieve the main agenda of preheating.

4.1.3.2 Connect to Power

The control panel has an “ON” and “OFF” switch. Always check the background

light, if it lights up, it means that the control panel has successfully been connected to a

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power source. At the same time, make sure that the speed control unit in the electronic

fuel injection generator set is under the “working” status and that all the fuel pipes are

open.

4.1.3.3 Start

The control panel has two setting for starting the generator set. In idle speed or in

one time full speed. Operators need to choose between the two, whichever is applicable.

The recommended time period for the idle speed start up shall be within 5 minutes. Idle

speed operation must not be run in a prolonged period of time.

To start the engine, press the start button seen in the control panel. Release when

you hear the engine starting and see that the start-up is successful through the control

panel. For the one time start, it shall be controlled within 5 to 10 seconds in order to

prevent damage and increase life expectancy of the start battery and start motor. If the

one time start operation fails, wait awhile to begin the second time start procedure.

There are control panels installed with a self-start (or communication) instrument.

The generator’s preheating, start-up period, and staring times is governed by the program

(which can be modified according to the operator). Operation procedures must always be

based on the manufacturer’s operation manual.

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 Timely overhauling is needed before Re-start the control panel when the generator

set control panel has malfunction(s).

Warning: Malfunction caused by any start-up not by control panel which is

made through force do not belong to the scope of warranty.

4.1.3.4 Running

When starting in full speed running, the moment the alternator’s voltage and

frequency becomes normal and stable, the operator can put the generator set into normal

running.

Operators should frequently observe and analyse the parameters of the generator

set when it is running to ensure that the generator set is running normally to prevent any

problems. Most control panels today have a pre-warning indication for different

parameters which lights up when operation deviates from the default setting. Records

should also be made at set intervals to ensure everything is correct and it shall also be

used for future reference.

4.1.3.5 Emergency stop

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 At instances where the generator set is deemed to be having a severe operation or

power distribution malfunction, immediately press the emergency stop on the control

panel so that the generator set would cease all operation. Doing so prevents any damage

or accidents. But also keep in mind that improper use of the emergency stop button, such

as using it to turn off the generator set, also harms the machine.

4.1.3.6 Normal Stop

Always make sure that the operation of the generator set is in normal condition

before stopping. Separate the load from the generator set first and run it with zero load

for a certain amount of time as prescribed by the manufacturer. This makes sure that the

generator set is fully cooled. Take not that you should never attempt the cooling under

idle speed operation.

Stopping the generator set by removing the key switch on the control panel is not

possible for some generator sets which has been installed with a stop solenoid. The

correct way to stop the operation of the generator set is to press the power button on the

control panel or in extreme cases, the emergency stop button. Always make sure that the

generator has really stop functioning before leaving the vicinity.

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4.1.3.7 After Running

After the stop of the generator set, it is necessary to do these following steps to ensure

safety:

• Check if the generator set has “three leakage” these are lubricant, fuel, and

anti-freeze leakage

• Fuel valve must be shut down

• In the generator set’s working room, shut down the air inlet and air exhaust

facility (when necessary)

• The generator set’s output air switch should be shut down.

• On the control panel, shut down the power key switch, take out the key and

keep it in good condition (when necessary)

When the generator is going under maintenance or will be out of commission for a

long period of time, always disconnect the start battery’s negative polar cable and

discharge fully the fuel and anti-freeze.

For self-start generator sets, the above steps mentioned are not applicable. After

the self-start generator set stops, keep it in the same status as the pre-start so that it can

easily be operated under any circumstance.

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 Some of the above terms are not applicable for the self-start generator set. After

the self-start generator set stops, please keep it in the same status as that of pre-start

(ready to start), so that it can start at any time under emergency situations.

4.1.3.8 Common generator problems

The six common generator problems is followed by a list of possible causes:

The generator will not develop voltage

• Malfunctioning in the voltage regulator

• There is insufficient excitation

• Partially shorted field

• Failed insulation in stator windings

• Open circuit in manual voltage control circuit

• Short circuit in generator output leads

• Blown fuses

• Tripped protection devices

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 • Open circuit in excited shunt field

• Loss of residual magnetism in excited field poles

Fluctuation voltage

• There is an open circuit in alternator field

• Grounded or blown surge suppressors

• Failed automatic voltage regulator

• The prime mover has improper speed regulation

• Resistors or diodes are blown or grounded

• Open circuit in excited field

• There is an unstable load

• Loose terminals in control circuits

• Excitation voltage unstable

• Short circuit in field coil

• Defective bearing

The alternator will not produce full voltage

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 • Excessive speed

• Low speed

• Defect on the automatic voltage regulator

• Overload

• Abnormally high voltage

• Defective voltage regulator

• Excessive load

Generator overheating

• Misaligned Generator

• Shorted stator windings

• Excessive field current

• Surrounding air temperature in the plant is high

• Phase loading is unbalanced

• Generator is overloaded

• Generator is insufficiently ventilated

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 Noisy generator

• Coupling is loose or out of line

• Rotor touches the stator

• Bearings may be failing

• Spring isolators are spring bound.

4.1.3.9 Troubleshooting guide

Poor voltage stability. Frequency is unstable: Review engine performance, review

governor performance, review load fluctuation by reference to the kilowatt meter.

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Voltage recovery is sluggish after load charge. Governor response is poor: review

governor performance.

Voltage is low and controllable with voltage-adjust rheostat. Prime mover unit is not

running at synchronous speed: increase the speed of the prime mover.

Voltage does not rise to rated level. Voltage shutdown is switched open: switch must be

closed. The Prime mover is not at rated speed: bring unit up to synchronous speed.

Voltage is high and uncontrollable by voltage-adjusting rheostat. Transfer switch is

in automatic position: place it to manual.

4.2 MAINTENANCE

The procedures and maintenance are based on the Diesel Generator Handbook by

LLJ Mahon.

Maintenance as the combination of all technical and associated administrative

actions intended to retain an item in, or restore it to, a state in which it can perform its

required function. The service life of plant is influenced by:

• wear and tear resulting from usage;

• natural wear due to such factors as corrosion; and

• damage or destruction due to operating errors

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A degree of indemnity against the first two is provided by:

1. the right choice of materials;

2. careful design; and

3. specifying both the operational duty and the maintenance strategy for the

plant.

Potential damage due to operating errors is minimized by effective staff training,

and by the provision of safety circuits. Underestimating the importance of maintenance

can lead to chronic neglect. This may result in irreparable damage to plant, with serious

consequences for the power networks it supplies

Maintenance strategies

Maintenance may be organized and undertaken to a predetermined plan, using

forethought, control and good documentation and recording systems. It is then said to be

planned. It is unplanned where no predetermined or formalized plan exists. Anyone

adopting the 'unplanned' route for generating plant is courting disaster. It usually means

running plant without maintenance or repair until and unless there is a failure or

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breakdown. It implies a fault-related strategy, embracing both corrective and emergency

maintenance forms. In the first, the corrective work is done after a failure has occurred. In

the second, the maintenance is put in hand only after a disturbance, in order to avoid

serious consequences.

Figure 36. Maintenance Strategies

When ratings rise on machinery, faults are likely to develop more rapidly into

failure. It is now possible to monitor directly, reliably, and continuously, the most

sensitive parameters on plant, rather than only the more conventional, such as the

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pressure and temperature of cylinder gases or lubricating oil- all of which react relatively

late. Various techniques are used in monitoring the dynamic condition of critical

components in machinery.

Examples are:

1. vibration monitoring (using piezo-electric transducers or accelerometers);

2. shock pulse monitoring for rolling bearings;

3. side-band analysis (of frequencies near to the fundamental) for checking gear teeth

condition;

4. proximity probes to check the correct functioning of piston rings by detecting

rings not in contact with the running surface of cylinders, as well as broken rings

5. flush-mounted surface thermocouple sensors to detect wear rate - for instance, in

cylinder liners;

6. sound monitoring, in a similar manner to vibration monitoring, to obtain

characteristic signatures of engines;

7. the detection of the gaseous products evolved in the breakdown of electrical

insulation due to arcing or overheating - using chromatographic techniques; and

8. the detection of high frequency emission from generator stator windings, signaling

the inception

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4.2.1 DIESEL ENGINE

Diesel engine maintenance is done for the purpose of keeping it properly

functioning in the process of operation. Not observing the scheduled periodicity or low

quality maintenance significantly shorten its operation life, lead to the increasing failures,

bring down the engine power, ecology parameters and result in more costs for its

operation. Engine operation without the regular technical maintenance is not permissible.

The deviation from the scheduled engine maintenance periodicity is acceptable only

within the limit of ±10%.

Preventive maintenance

Because of the durability of diesel engines, most maintenance is preventive in

nature and consists of the following operations:

• General inspection

• Lubrication service

• Cooling system service

• Fuel system service

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 • Servicing and testing starting batteries

• Regular engine exercise

Every shift or every 8 hrs., whichever occurs first

1. Inspect the air filter element if it is visible. Note the position of the

differential pressure indicator.

2. Inspect the daily service fuel tank. Look for leaks, spillage, or water. Take

vibration readings from set points and record them in the log.

3. Drain the water from the fuel-water separators.

4. Drain any water from the compressor water separators.

5. Wipe down the assigned equipment while working with due regard for

safety. Log any defects noted and perform all other designated

housekeeping duties.

6. Clean all drip trays.

7. Check the coolant level when possible.

8. Perform a walk-around inspection of the entire plant including the bulk fuel

system, the primary and secondary cooling systems, and the waste-heat

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 recovery equipment, transformer yard, and storage facilities whether

internal or external to the main plant buildings.

9. Clean both sides of the lubricating oil cooler and the jacket watercooler

10. Inspect and qualify the thermostatic control valves.

11. Clean all areas of the crankcase, timing casing, sump, lubricating oil

galleries, filter housing, and sump strainer.

12. Check and adjust the alternator-to-engine alignment; also adjust the

alternator air gap if necessary.

13. Inspect the pedestal bearing.

14. Perform 3000-h routine.

12,000-h intervals.

1. Perform 3000-h routine.

2. Overhaul all fuel pumps.

3. Remove, decarbonize, and raring the pistons

4. Inspect all main and bottom end bearings.

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 5. Check all crankshaft bearing surfaces.

6. Inspect all bottom end bolts for stretch tolerances.

7. Inspect all timing and auxiliary drive gear teeth.

8. Deglaze and then measure the cylinder liners for wear.

24,000-h intervals

1. Perform 12,000-h routine.

2. Megger test the alternator and exciter windings.

3. Clean and inspect the alternator and exciter windings.

4.2.2 GENERATOR SET

It is generally a good idea to establish and adhere to a schedule of maintenance

/service based on the specific power application and the severity of the environment. For

example, if the generator set will be used frequently or subjected to extreme operating

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conditions, the recommended service intervals should be shortened accordingly. Some of

the factors that can require more frequent maintenance include:

• Using the diesel generator set for continuous duty (prime power)

• Extreme ambient temperatures

• Exposure to weather

• Exposure to salt water

• Exposure to dust, sand, or other airborne contaminates

If the generator set will be subjected to some or all of these extreme operating

conditions, it is best to consult with the engine manufacturer to develop an appropriate

maintenance schedule. The best way to keep track of maintenance intervals is to use the

running-time meter on the generator set to keep an accurate log of all services performed.

This log also will be important for warranty support.

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The Table shows a typical diesel engine maintenance schedule for generator sets.

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General Outline

For different types of generator sets, users need to refer to the matched engine’s

operation and maintenance manual to implement correct maintenance operation.

In order to obtain maximum operation safety and life expectancy of the generator

sets, periodic maintenance is very important. Strictly observance of the terms on

generator set’s maintenance can ensure generator set’s performance and reduce its

damage to environment.

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 Correctly identify and strictly observe the labels (drawings, words and warnings

etc.) On diesel generator sets can be of great help to correct maintenance and safe

operations.

Maintenance of the generator sets shall be made when it has been stopped and the

cable which connect to the negative polar of the battery shall be dis-connected so that to

ensure the generator set will not mistakenly start.

Engine

Each time before start the engine

• Check lubricant oil level

• Check coolant level

• Check air filter indicator

• Check the ventilation of radiator and ambient environment

• Check engine’s transmission belt

• Check fuel supply status

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Generator sets which run frequently need to be checked one time every 6 to 8 hours.

Backup generator sets need to be checked once more after being stopped. Depends on the

new generator set’s running status, when it is necessary, within 100 to 300 Hours,

following actions shall be taken:

• Check the valve clearance

• Check the fuel injector

For each 0~50 hours of running:

• Discharge the water remained in the oil-water separator

• Check the battery’s electrolyte level (except maintenance free battery)

For each 50~600 hours of running or at least each 12 months:

• Change lubricant and lubricant filter

• Because the quality of lubricant oil, sulfur content of the fuel, and lubricant

consumption rate of each engine is different, the interval for lubricant oil

change for each generator set will be different. When change the lubricant

oil, at the same time oil filter needs to be changed, otherwise the change of

oil will become meaningless. On the contrary, if the lubricant oil remains in

good status, we can filter the lubricant much better by change the oil filter.

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 • Change fuel filter, clean or change first stage fuel filter core, oil water

separator’s core (some of the generator sets have), check and organize fuel

pipes arrangement.

• The change interval of above fuel filter (core) depends on the quality of fuel

(if it contains many impurity), the fuel adding method is reasonable or not,

the fuel tank is cleaned periodically or not (contaminant discharge). Once

the color of engine exhaust air is found to be abnormal and the output

power decrease, first the fuel system needs to be checked.

For each 400 hours of running:

• Check and adjust the transmission belt and change it when necessary

• Check and clean radiator core

• Discharge deposit in the fuel tank

For each 800 hours of running:

• Check if the turbocharger has leakage

• Check if the air inlet pipes has leakage

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For each 1200 hours of running:

• Adjust valve clearance

For each 2000 hours of running or at least 24 months:

• Change air filter (depend on ambient air quality, decide if this need to be

changed earlier)

• Change coolant and coolant filter (some generator sets have)

• Thoroughly clean radiator core and water path

For each 2400 hours of running:

• Check fuel injector

• Thoroughly check and clean turbo-charger

• Comprehensively check engine equipment

Alternator

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 Inside and outside of the alternator shall be cleaned periodically. And the

frequency of cleaning depends on the generator set’s ambient environment. When the

cleaning becomes necessary, following procedures can be followed: cut off all of the

powers, wipe off the dirt, contaminant, oil stain, water or any other liquid from the

surface. The ventilation mesh also needs to be cleaned. The adhesiveness of these

materials to the coils will cause the coils overheat or damage the insulation.

The dirt and contaminant need to be absorbed by dust collector. Please don’t use

air blow or high pressure water spray to clean the alternator. The humidity of alternator

will decrease insulation resistance. The alternator shall be dried. Please refer to

Alternator’s Operation and Maintenance Manual for the method of drying and detailed

maintenance.

Control Panel

Daily maintenance for the control panel shall ensure the cleanness of its surface,

make the indicator more clear and easy for reading, and the operation button flexible and

reliable.

During the generator set’s running period, vibration will cause the shift of “0”

position in the instrument of control panel and loose of tightened parts, and therefore

periodically check the instrument of the control panel and parts and cable’s connections

are very important.

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 Repair for the control panel can only be done after thorough learning of the

principle of this control panel (please refer to Control Panel Operation Manual for

details)

Maintenance Record

Each time after maintenance, users shall make detailed record for the maintenance

job.

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4.2.3 STARTING SYSTEMS

4.2.3.1 Compressor maintenance schedule Compressor maintenance schedule

Every shift, operator’s duties:

 Drain water from trap or separator (if such device is fitted)

 Drain air vessels of water

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  Check compressor lubricating oil

 Check engine lubricating oil

 Every week, mechanic’s duties

 Tip relief valves to test operability

 Check belt tension

 Clean air intake filters

Every 3 months, electrician and mechanic’s duties

• Change lubricating oil in compressor

• Inspect motor or engine thoroughly

• Inspect for frayed or cracked belts

• Check function of pressure switches

Every 6 months, mechanic’s duties

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 • Overhaul cylinder heads; lap LP and HP valves

• Inspect valve springs

• Remove crankcase cover; clean lubricating oil strainer

• Inspect lubricating oil pump and bottom end bearings

• Inspect intercooler for dirt outside and carbon inside; clean as required

CHAPTER 5: ENVIRONMENTAL STUDY

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 This chapter is a review of the various impacts of the construction and operation of

the diesel power plant on the environment.

5.1 NATURAL RESOURCE IMPACTS

Any significant change to an existing condition in the environment is defined as an

environmental impact. Natural resources are materials, substances, or organisms such as

air, water, plants, and animals that are created without any human intervention. These

non-renewable resources are important to maintain environmental balance, and to ensure

the sustainability of future generations. The effects on the natural resources associated

with the power plant are discussed as follows.

Air Quality

The construction of the plant emits substances and particulates which can cause a

two-folded impact to the air quality. The first one is air pollution produced from the

exhaust emissions of construction equipment and vehicles, and the combustion of fuel for

the plant’s operation. The second is from fugitive dust stored onsite from the proposed

construction area, heavy construction operations, and raw materials such aggregate

storage piles. Fugitive dust can affect the health of construction workers, the resident

population, and the vegetation. Both types of impacts will cause adverse effects on the air

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quality for a short amount of period, thus, relieving significant consequences to anticipate

from these activities.

However, the operation of fuel-burning plants contributes to deterioration of air

quality. The major pollutants generated from the power plant include sulfur dioxide and

nitrogen oxide. Sulfur dioxide (SO2) causes respiratory illnesses on humans, as well as

acid precipitation or most commonly known as “acid rain”. Nitrogen oxide (NOx) can

cause similar effects. Exposure to NOx may risk respiratory conditions and may lead to

decrease in lung function.

To reduce the effect of the said pollutants, it is required for the plant be fitted with

pollution control equipment. The generated pollutants are routed to atmosphere through a

single stack of 100m height comprising of five flues each of 100 m height connected to

five DG sets.

Vegetation

The removal or weakening of vegetation from the construction site might affect

the surrounding vegetation landscape. Pollutants generated from the construction and

operation of the power plant could also have a severe effect to the growth and survival of

certain species. Although this may be the case, some pollutants in the air may also

contribute to the provision of nutrients to plants.

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Wildlife

A domino effect from the impact on vegetation to the wildlife may occur if the

food source of a species is removed. Damaging the habitat of local and migrating wildlife

may also cause an effect to their survival. Pollution from the construction and operation

can also damage the aquatic life in surrounding water bodies. The invasion of alien

organisms may also take place from translocation of ballast water. Organisms like the

Asian green mussel (perna viridis) attach themselves to the hull of ocean vessels and

have the potential to out-compete existing organisms.

Water Quantity

The plant requires a very large amount of water for its operations. In order to

minimize the water consumption, the engine will be equipped with partial air cooling and

water cooling for injection systems. The treated water meeting the stipulated standards

used for Greenbelt development within plant premises.

Water Quality

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 The disposal of process water is one of the largest conflicts a power plant is faced

with. The discharge containing water altered with the addition of heat, acids, and salts

must be absorbed by a location which can accept such concentration. Discharge location

range from streams to local municipal sewer systems which eventually lead to water

bodies like streams or lakes. Larger bodies can accept more of this altered water because

of their volume. If the body of water fail dissolve the chemicals in the water, aquatic life

can experience severe effects.

Surface Water or Water Column

• Relocation of Sediments

Depending on the direction and velocity of the prevailing sea-currents, the

potential for aquatic resources down drift of the dredge and the dredge disposal

site being adversely impacted by being smothered by sediments exists. The

process of dredging and the disposal of dredge “spoils” will inevitably lead to soil

particles being put into suspension in the water column. It has been previously

used for this purpose with no significant environmental impact and the same is

expected for this activity.

• Suspended Particles

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 The process of filling to create the docking facility has the potential for

particles being put into suspension in the water column. Depending on the

direction and velocity of the prevailing sea-currents, there is the potential for

aquatic resources down drift to be adversely impacted by being smothered by

sediments. In addition, surface runoff from the newly paved asphaltic concrete has

the potential of introducing hydrocarbons to the marine environment.

• Habitat

Dredging will not be conducted in the area of coral reefs, but much of the

area to be dredged is covered by seagrass in varying state of health and fishery

resources. Inevitably, some existing seagrass and bottom biota will be destroyed

by the dredging. Approximately 4,000 m2 of seagrass in varying state of health

will be removed during the dredging operation. This is an estimate as visibility in

the water column was poor.

• Concentrations of Heavy Metals

The dredging exercise has the potential to indirectly increase the heavy

metal concentrations in the water column due to the bottom sediments that are

resuspended into the water column during construction and thereby releasing

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 heavy metals sorbed unto their surface. Recent sampling does not indicate

significant levels of trace metals.

5.2 COMMUNITY RESOURCE IMPACTS

During the construction and operation of a power plant, different opinions by the

community may arise and may cause disturbances during work. The construction of the

power plant, although is systematic and orderly, can be viewed by the residents as

disturbing and chaotic and might influence community aesthetics or business. Costs for

community services such as police, fire protection, emergency medical service, and

traffic control can increase. Additional requirements might be placed on the municipal

water supply or wastewater treatment capacity, or on solid-waste management systems.

Land Use Compatibility

To avoid conflicts with the local community, private discussions and public

meetings with the local administration and the concerned residents is conducted.

Environmental Noise

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 Noise produced by the construction and operation of the power plant is a concern,

especially to residents, medical facilities, schools, or other recreational places. Different

frequencies can have different effects. Lower frequencies are often felt as vibration and

may have the effects of vibration on structures. Heavy vibration can be a nuisance to

nearby residents or cause damage to structures.

Heavy equipment including bulldozers, backhoes, pile driving which produces

burdening noise are necessary for site clearance and construction. Noise directly

attributable to construction activities should be minimized to 55dBA during day time

(7am – 10 pm) and 45dBA during night time (10 pm – 7 am) as consideration to the

residents of the community.

To control the noise level below 75dB at plant boundary, proper encasement of

noise generating sources is done. Reducing construction noise by keeping the diesel

engine mufflers in good working order another way to regulate the noise.

Solid Waste Management

The amount and type of waste from a power plant depend on its type and fuel

consumption. Office waste can be locally recycled.

Wastewater Management

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 Shower and sanitary conveniences at the construction campsite are provided to the

construction workers. The wastewater generated from the campsite has a negligible effect

on groundwater. No significant environmental impacts were identified from this activity.

Traffic Safety

Due to the use of heavy equipment and other transportation vehicles during

construction, there is a possibility of disturbance in the traffic flow along local roads.

Traffic signs are provided ahead to avoid accidents.

Employment

The construction and operation of a new power plant can provide new jobs and

business opportunity in the community, creating a positive economic benefit. An

estimation of 60-man months of professional/technical, 180-man months of skilled

workers, and 60-man months of unskilled/casual employment will be required for site

and engineering works.

Potential Accidents

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 Construction of the proposed docking facility has the potential for accidental

injury. Precautions will be taken to minimize the frequency and severity of construction

accidents. Wearing of Personal Protective Equipment (PPE) for the staff and workers

during the construction and operation of the power plant is strictly observed at all times.

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