How to Prevent Crankcase Explosion on a

Ship?
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OCTOBER 31, 2010 BY MOHIT2 COMMENTS

Crankcase explosion is one of the most dangerous reasons that can lead to massive accidents and
fires on a ship. It is therefore imperative to prevent all the reasons that can lead to crankcase
explosion on a ship. In this article we will learn about the various methods to prevent crankcase
explosion on a ship.
The first and foremost thing to avoid any type of explosion on a ship, it is necessary to take the
preventive steps right from the basic roots. In a main engine crankcase also there are safety features
provided to detect the causes of explosion.

There are two main features provided on the crankcase to prevent crankcase explosion. They are as
follows:
1. Oil Mist Detector

The Oil mist detector takes continuous samples from the main engine crankcase and check whether
the sample concentrations of mist are well below the level at which a crankcase explosion can take
place. The oil mist is drawn into the instrument with the help of small fan which takes suction from
each crankcase through sampling tubes provided on each crankcase.
The oil mist detector consists of a small rotator with which it takes sample from one cylinder at a time
and the rotator then turns to the next after approximately 4 seconds. The sample from the rotator
goes to the measured cell and the reference cell takes sample from rest of the crankcase to evaluate
the difference in oil mist.
An overall mist density of the crankcase is also measured by comparing the samples with the fresh
air once every rotation of the sampling valve is done. A beam of light from a common lamp is
reflected through mirrors and output is measured from a photo cell.
Under normal conditions the output from the reference and measured contact is same and hence no
deflection is measured. However, a deflection in the output gives an alarm indication and the valve
rotator stops at position to know which chamber has high mist concentration.

Some engines are even fitted with slowdown alarms so that when the oil mist alarm rings, the engine
automatically slows down to prevent crankcase explosion.
2. Crankcase relief doors

The Crankcase relief doors are also fitted to prevent any damage to the crankcase and ingress of
fresh air inside the crankcase.
The crankcase doors are spring loaded valves which lift up in case there is any rise of pressure
inside the crankcase. Once the pressure is released they re-seat to prevent any ingress of fresh air.
This helps especially in case of any ingress of air that can lead to a secondary explosion followed by
a lot of surge and damage to the crankcase.
The opening pressure and sizes of the valves are specified by different classification societies,
depending on the volume of the crankcase. The number of doors to be present also depends on the
bore of the cylinder.
Reference: Instrumentation and control engineering by G.J Roy, Operation and maintenance of
machinery in motor ship by N.E Chell

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HomeKnowledge

Diesel Engine General

Flexible couplings
With a medium speed system an number of engines and other devices are connected
together. Flexible couplings are required to account for the slight misalignment which
can exist. The claw type coupling as used with steam turbines allows for this
misalignment and provides for a large area of contact which keeps he stress limited.

The diesel engine drive is pulsating and normal face to face contact cannot be allowed.
Rubber blocks are therefore fitted between the claws. When the dive takes place the
leading blocks are compressed allowing clearance at the trailing blocks which are
hammered because of the pulsating drive. This results in wear. Blocks must there fore
be pre compressed so that trailing blocks can expand and maintain normal contact with
the drive

Crankcase explosions
Under normal conditions the atmosphere in the crankcase when the engine is running
contains a large amount of relatively large oil droplets (200 micron) in warm air.
Because of the droplets small surface area to volume ratio, the possibility of ignition by
a heat source is very low.
Should overheating occur in the crankcase, say by failure of a bearing, then a hot spot
is formed (typically over 400'C although experiments have shown two separate
temperature ranges, the other between 270 - 300'C>. Here lub oil falling on to the
surface is vaporised ( in addition some is broken down to flammable gasses such
asHydrogen and acetylene), the vapour can then travel away from the hotspot where
it will condense. The condensed droplets, in the form of a dense white mist, are very
much smaller (6 to 10 microns) than the original and so have a high surface area to
volume ratio. Ignition by a hot spot (generally of the flammable gasses which in turn
ignite the fine droplets in the mist), which may be the same on that cause the original
vaporisation, is now a possibility.
Oil mists are formed at temperatures of around 350oC

Ignition occurs at under 500oC

The white mist will increase in size and density until the lower flammability limit is
exceeded (about 50mg/l is generally found in real situations ), the resultant explosion
can vary from relatively mild with explosion speeds of a few inches per second and little
heat and pressure rise. To severe with shock wave and detonation velocities of 1.5 to 2
miles per second and pressures of 30 atmospheres produced. This is the extreme case
with pressures of 1.5 to 3.0 bar more normal raising to a maximum of 7.0 bar.

It can be seen that following the initial explosion there is a drop in pressure, if the initial
explosion is not safely dealt with and damage to the crankcase closure occurs, it is
possible that air can be drawn in so creating the environment for a second and possible
larger explosion. The limiting factors for an explosion is the supply of fuel and the
supply of oxygen, the air as shown can be drawn in by the slight vacuum created by the
primary explosion. The supply of fuel may be created by the passage of the shockwave
shattering the larger oil droplets into the small size that can readily combust.
By regulation,non returning relief doors must be fitted to the crankcase in order to relief
the pressure of the initial wave but prevent a rapid ingress of air

Vapour extraction fans

These generally take the form of a small electrically driven fan. They are fitted with
flame traps on the exhaust side.
Although the fans keep the crankcase at a slight negative pressure thereby increasing
the risk of air being drawn in, this is seen to be more than compensated by the removal
of flammable vapours and the reduction in oil leakage.

Crankcase doors
These when properly designed are made of about 3mm thick steel with a dished aspect
and are capable of withstanding 12 bar pressure. They are securely dogged with a
rubber seal arrangement.

Crankcase relief door (setting 1/15bar)

Due to the heavy force of momentum the gas shockwave is not easily deflected. Thus
any safety device must allow for a gradual change in direction, and be of the non-return
type to prevent air being drawn back into the crankcase
The original design was of cardboard discs which provided no protection against the
ingress of air after the initial explosion, in addition it was known for these discs to fail to
rupture in the event of an explosion

The valve disc is made of aluminium to reduce inertia. The oil wetted gauze provides a
very effective flame trap This reduces the flame temperature from 1500'C to 250'C in
0.5 m. The ideal location for this trap is within the crankcase where wetness can be
ensured. The gas passing from the trap is not normally ignitable. The gauze is generally
0.3mm with 40% excess clear areas over the valve.
Specifically the regulations are;

Non-return doors must be fitted to engines with a bore greater than 300mm,
at each cylinder with a total area of 115sq.cm/m3 of gross crankcase
volume. The outlets of these must be guard to protect personnel from
flame. For engines between 150 to 300mm relief doors need only be fitted
at either end. Below this bore there is no requirement. The total clear area
through the relief valve should not normally be less than 9.13cm2/m3 of
gross crankcase volume
Lub Oil drain pipes to the sump must extend below the surface and multi
engine installations should have no connections between the sumps
Large engines, of more than 6 cylinders are recommended to have a
diaphragm at mid-length and consideration should be given to detection of
overheating (say by temperature measuring probes or thermal cameras)
and the injection of inert gas.
Engines with a bore less than 300mm and a crankcase of robust construction
may have an explosion door at either end
Means of detection of oil mist fitted.
Continuous extraction by exhauster fan may be used but this tends to be costly, flame
gauzes must be fitted to all vents. Similarly a continuous supply of air can be used to
reduce gas mist levels.

Crankcase oil mist detector (Obscuration)(set point 2.5% L.E.L)

Oil mists can be readily detected at concentrations well below that required for
explosions, therefore automated detection of these oil mists can be an effective method
of preventing explosions
Shown above is the Graviner oil mist detector. This is in common use in slow speed and
high speed engines. The disadvantage of this type if system is that there is a lag due to
the time taken for the sample to be drawn from the unit and for the rotory valve to
reach that sample point. For this reason this type of oil mist detector is not commonly
used on higher speed engines.
Modern detectors often have the detection head mounted in the probe, the probe is
able to determine the condition of the crankcase and output an electrical signal
accordingly
The assembly consists of;
Extraction fan-draws the sample from the sample points through the reference and
measuring tubes via non-return valves.
Rotary valve-This valve is externally accessible and is so marked so as to indicate
which sample point is on line. In the event on exceeding the set point , the valve
automatically locks onto that point so giving a clear indication of the locality of the fault
condition.
Reference tube-measures the average density of the mist within the crankcase, as
there will always be some mechanically generated mist.

Measuring tube- measures the opacity of the sample by means of a photoelectric cell
as with the measuring cell. To exclude variables in lamps a single unit is used with
beams directed down the tube by mirrors.
The photoelectric cell gives an output voltage proportional to the light falling on it. In
this way the opacity of the sample is measured, the voltages generated in the cell in
the measuring and reference tubes are compared in an electronic circuit. The difference
is compared to a potentiometer varied setpoint which if exceed initiates an alarm
circuit. The alarm circuit, dependant on installation, will generally declutch the drive to
the rotary valve, give an output signal to the engineroom alarm monitoring system and
an output to the engine protection system causing it to slowdown.
The rotary valve also has a position marked 'O' at which air is supplied to both tubes,
and zero automatically (and manually if necessary) adjusted at each cycle. In addition
at position 'L' an average sample of the crankcase is compared to air.

Crankcase oil mist detector (light scatter)

The disadvantage of obscuration types is that they are generally slow to operate and
suffer from inaccuracies and false alarms caused by such things as a dirty lens.
Light scatter do not suffer from these problems, are faster reacting and do not need to
set zero during engine operations.

The relationship between the light landing on the sensor is nearly proportional to the oil
mist density therefore the unit can be calibrated in mg/l.
It is possible to have the sensor and a LED emitter in a single unit which may be
mounted on the crankcase. Several of these can be placed on the engine each with a
unique address poled by a central control unit. The results of which may be displayed
on the control room

having these heads mounted on the engine removes the need for long sample tubes
which add to the delay of mist detection.This makes the system much more suitable for
use with medium and high speed engines were otherwise detection would be
impossible.

Crankcase doors (non relieving)

The older type consisted of doors lightly held by retaining clamps or clips. With doors of
this type a pressure of 0.5psi would give a permanent set of about 25mm, the doors
would be completely blown off by pressures of 2 to 3 psi Modern large slow speed
engines have two types of crankcase door, a large securely held heavy mild steel square
door which allows good access for heavy maintenance.
A second smaller round dished aluminium door at around x-head height which allows
entry for inspection. Due to the curved design the door is able to withstand pressures
well above the setpoint for the relief doors.

Actions in the event of Oil Mist detection

The consequences of a crankcase explosion are extremely serious and the greatest
possible caution in the actions taken should be exercised.
Should the oil mist detector activate an alarm condition, then personnel should take
steps to ascertain if the fault is real. They should initially assumed that it is, the bridge
should be informed and the engines slowed if the oil mist detector has not already done

so. Should the bridge require manoeuvrability, and it is essential that the engine be
operated then consideration of evacuation of the engineroom should be made.
Otherwise the engine should be stopped and turned on gear until cooled.
The Graviner Oil Mist detector indicates via markings on the rotary valve which sample
point has the high readings. By inspection of the graviner, and by viewing crankcase (or
thrust, gearcase) bearing readings it is possible to ascertain whether a fault condition
exists.
Under no circumstances should any aperture be opened until the engine has sufficiently
cooled, this is taken as normal operating temperatures as an explosion cannot occur
when no part has a temperature above 270'C (Cool flame temperature)
Once cooled the engine can be opened and ventilated (the crankcase is an enclosed
space).
An inspection should be made to locate the hotspot, the engine should not be run until
the fault has been rectified.

Crankcase safety fitting

For the purpose of this Section, starting air compressors are to be treated as auxiliary
engines

Relief valves
Crankcases are to be provided with lightweight spring-loaded valves or other
quick-acting and self-closing devices, of an approved type, to relieve the crankcases of
pressure in the event of an internal explosion and to prevent any inrush of air
thereafter. The valves are to be designed to open at a pressure not greater than 0,2
bar.
The valve lids are to be made of ductile material capable of withstanding the
shock of contact with stoppers at the full open position.
The discharge from the valves is to be shielded by flame guard or flame trap to
minimize the possibility of danger and damage arising from the emission of flame.
Number of relief valves
In engines having cylinders not exceeding 200 mm bore and having a crankcase
gross volume not exceeding 0,6 m3, relief valves may be omitted.
In engines having cylinders exceeding 200 mm but not exceeding 250 mm bore,
at least two relief valves are to be fitted; each valve is to be located at or near the ends
of the crankcase. Where the engine has more than eight crank throws an additional
valve is to be fitted near the centre of the engine.

In engines having cylinders exceeding 250 mm but not exceeding 300 mm bore,
at least one relief valve is to be fitted in way of each alternate crank throw with a
minimum of two valves. For engines having 3, 5, 7, 9, etc., crank throws, the number
of relief valves is not to be less than 2, 3, 4, 5, etc., respectively.
In engines having cylinders exceeding 300 mm bore at least one valve is to be
fitted in way of each main crank throw.
Additional relief valves are to be fitted for separate spaces on the crankcase,
such as gear or chaincases for camshaft or similar drives, when the gross volume of
such spaces exceeds 0,6 m3.
Size of relief valves
The combined free area of the crankcase relief valves fitted on an engine is to be
not less than 115 cm2/m3 based on the volume of the crankcase.
The free area of each relief valve is to be not less than 45 cm2.
The free area of the relief valve is the minimum flow area at any section through
the valve when the valve is fully open.
In determining the volume of the crankcase for the purpose of calculating the
combined free area of the crankcase relief valves, the volume of the stationary parts
within the crankcase may be deducted from the total internal volume of the crankcase.
Vent pipes
Where crankcase vent pipes are fitted, they are to be made as small as
practicable to minimize the inrush of air after an explosion. Vents from crankcases of
main engines are to be led to a safe position on deck or other approved position.
If provision is made for the extraction of gases from within the crankcase, e.g.
for oil mist detection purposes, the vacuum within the crankcase is not to exceed 25
mm of water.
Lubricating oil drain pipes from engine sump to drain tank are to be submerged
at their outlet ends. Where two or more engines are installed, vent pipes, if fitted, and
lubrication oil drain pipes are to be independent to avoid intercommunication between
crankcases.
Alarms
Alarms giving warning of the overheating of engine running parts, indicators of
excessive wear of thrusts and other parts, and crankcase oil mist detectors are
recommended as means for reducing the explosion hazard. These devices should be
arranged to give an indication of failure of the equipment or of the instrument being
switched off when the engine is running.
Warning notice
A warning notice is to be fitted in a prominent position, preferably on a
crankcase door on each side of the engine, or alternatively at the engine room control
station. This warning notice is to specify that whenever overheating is suspected in the
crankcase, the crankcase doors or sight holes are not to be opened until a reasonable
time has elapsed after stopping the engine, sufficient to permit adequate cooling within
the crankcase.
Crankcase access and lighting

Where access to crankcase spaces is necessary for inspection purposes, suitably

positioned rungs or equivalent arrangements are to be provided as considered
appropriate.
When interior lighting is provided it is to be flameproof in relation to the interior
and details are to be submitted for approval. No wiring is to be fitted inside the
crankcase.
Fire-extinguishing system for scavenge manifolds
Crosshead type engine scavenge spaces in open connection with cylinders are to
be provided with approved fixed or portable fire-extinguishing arrangements which are
to be independent of the fire-extinguishing system of the engine room.

Reversing a slow speed engine

For an engine to be reversed consideration must be given to the functioning of the fuel
pump, air distributor and exhaust valves. That is, there commencement and completion
of operation in respect to the crankshaft position.

Distributor
Due to the differing requirements for the change in angle between the distributor and
the Fuel and exhaust cams, two camshafts are fitted although this adds to the cost of
installation. The small distributor camshafts has seperate ahead and astern cams
adjacent to each other. Reversing is by pulling and pushing the camshaft axially.
During normal engine operation the pistons of the distributor are held off the cams, this
simplifies the changeover of the camshaft. When starting air is required the pistons are
first forced onto the cams. Starting air is emitted during the low points and stop and
the majority high points.

Reversing methods

There are five solutions to reversal of the engine timing are

Reversing servos on all camshaft-such as older Sulzers
separate ahead and astern cams with axial movement to bring cams into align
with rollers
timing of fuel pumps, exhaust valve symmetrical
fit air distributor as per doxford where reversal is performed internally by air flow
fit fuel pumps as per B&W new design where the follower is repositioned relative
to the camshaft and this re-times pump for new direction.The Exhaust timing is
symmetrical

Timed cylinder lubrication

Cylinder lubrication should be injected in carefully metered amounts. The injection
points should be spaced around the periphery in such a way as to ensure adequate
coverage when the piston passes the feed points. The best timing for injection is
suggested as being between the first and second rings. The difficulties in achieving this
are great, but injecting at TDC and to a lesser extent BDC assists
Lubrication is of the total loss system i.e. the oil is expected to be completely
combusted without residue. The oil is injected through quills which pass through the
liner wall.

Cylinder lub oil properties

The type of cyl l.o. required will depend upon the cylinder conditions and the engine
design e.g crosshead or trunk piston. However, the property requirements are basically
the same but will vary in degree depending upon the fuel and operating conditions.
Normal properties required are;
adequate viscosity at working temperature so that the oil spreads over the
liner surface to provide a tough film which resists the scrapper action of the
piston rings
the oil must provide an effective seal between the rings and liner
only a soft deposit must be formed when the oil burns
alkalinity level (total base number or TBN) must match the acidity of the oil
being burnt

detergent and dispersant properties are required in order to hold deposits in

suspension and thus keep surfaces clean
Behaviour depends upon the temperature of the liner, piston crown and piston rings.
TBN and detergency are closely linked. This can have an adverse effect when running
on lighter fuels with lower sulphur content for any period of time. Coke deposits are can
increase.

Consequences of under and over lubricating

Over lubrication will lead to excessive deposit build up generally in the form of carbon
deposits. This can lead to sticking of rings causing blowpast and loss of performance,
build up in the underpiston spaces leading to scavenge fires, blockage and loss of
performance of Turboblowers as well as other plant further up the flue such as waste
heat recovery unit and power turbines.
Under lubrication can lead to metal to metal contact between liners causing
microseizure or scuffing. Excessive liner and piston wear as well as a form of wear not
only associated with under lubrication but also with inadequate lubrication called
cloverleafing

Causes
Insufficient cyl l.o
Incorrect cyl l.o.
Blocked quill
Incorrect cyl at each stroke.

The fine adjustment operates in such away that by screwing it in the stroke of each
pump may be accurately metered. Additionally it may be pushed into give a stroke
enabling each p/p to be tested. The eccentric stroke adjuster acts as a coarse
adjustment for all the pumps in the block. Additionally it may be rotated to operate all
the pumps, as is the case when the engine is pre-lubricated before starting. Correct

operation of the injection pumps whilst the engine is running can be carried out by
observing the movement of the ball

Electronic cylinder lubrication

Exact injection timing of cylinder lube oil is essential for efficiency. A move to
electronics for the control of this has been made by some large slow speed engine
manufacturers.
The system is based on an injector which injects a specific volume of oil into each
cylinder on each ( though more normally alternate) revolution of the engine. Oil is
supplied to the injector via a pump or pumps. A computer, which is synchronised to the

engine at TDC each revolution, finitely controls the timing . Generally most efficient
period for lubrication is taken at the point when the top rings are adjacent to the
injection points.
The injection period is governed by the opening of a return or 'dump' solenoid which
relieves system pressure.
Quantity can be adjusted by manually limiting the stroke of the main lubricator piston,
by altering the injection period or by the use of multiple mini-injections per revolution.
The high degree of accuracy with this system allows for lower oil consumption rates.

Shown is the injector unit fitted to modern camshaftless slow speed engines. The
motive force is via a dedicated or common hydraulic system. The hydraulic piston acts
on multiple plungers one for each quill. At the dedicated time the electric solenoid valve
energises an allows hydraulic oil to act on the piston commencing oil injection. One or
two pumps per unit may be fitted dependent on cylinder diameter and oil flow
requirements.
Precise control of the timing of injection allows oil to be delivered into the ring pack,
something which has proved impossible with mechanical means. This has reduced oil
consumption by as much as 50%.

Pre- lubrication for starting may be built into the bridge remote control system or
carried out manually

Cylinder lubricator quill

Crankshaft Deflections
To see why crankshaft deflections are taken it is first necessary to look at one section i.e. two crank webs, a
crank pin and two journals.#

If a straight length of shafting I supported at either end is subjected to a central load the effect is for the
shaft to sag with the upper material in compression and the lower in tension

This effect is applicable to the section of crankshaft described above with the bearings supporting the
assembly at the journals and the point loading being effect by the weight of the piston and conrod assembly
( ignoring other loads found operational conditions such as combustion and centrifugal ).

Effect on Crankshaft

It can be seen that the effect is to increase the distance between the webs at top dead centre (TDC) and
reduce the distance at bottom dead centre (BDC). This deflection is normally found in all crankshafts
although for smaller engines with very rigid cranks this may be very small.

A set of measurements taken from an engine will reveal this deflection which should be constant through
each crank/piston unit. The caveat to this is that increase deflection is seen at the fly wheel and cam chain
gear wheel sections due to the increased loading.

Finding faults

After initial installation and alignment a set of deflections are taken. These then form the datum line to
which all other recordings are measured against.

it should be noted that changes in circumstances will effect the deflections are not indicative of faults. These
include;

Ambient temperature
Engine temperature
vessel hull loading (hogging, sagging etc)
vessel afloat, dry docked ( again vessel hull loading can cause effects even in drydock due to
movement of blocks, which tanks are full etc)

these effects are well known and an experienced engineer will take into account these factors when looking
at a set of recordings

If a situation now occurs where a bearing becomes more worn than an adjacent one the effects will be
shown as a change in the pattern of deflections. When the cranks is turned from BDC to TDC the weight of
the running gear causes the crank webs and crankpins to bend in such a manner that the distance between
the webs decreases, and continues to decrease until the bearing is no longer in contact with the journal<br>
The deflection when the crankshaft is approaching TDC will then go from its normal positive reading to zero
and then to negative readings at which point the assembly is supporting the weight without the assistance
from the lowered main bearing.

Thus, any changes from natural deflections can be related to main bearing misalignement and is
proportional to the differences in height of the bearings

Taking Measurements

These are generally taken using a spring loaded dial gauge. The crank webs ar pock marked to ensure that
the readings are taken in the same place each time. Five measuring points are taken- TDC, 90' either side of
TDC and 30' either side of BDC. The latter two measurements are required as it is not possible to measure
at BDC due to the Con rod.

The measurements are always taken starting at the same starting point. In this case we will say Port side
near BDC. The gauge is fitted and zeroed. The engine is rotated continuously and the readings read off

during rotation. After the final reading the egine is rotated back to the start point. If the reading is not zero
then it indicates that the gaige is moved and the readings are re-taken.

Example

These readings were taken from a B&W 6K76EF (I bet you haven't sailed with one of them, it's the one with
the rocker arms and the self adjusting tappets that make you crap yourself when they fail)

Crank Position

No1 Cyl No2 Cyl No3 Cyl No4 Cyl No5 Cyl No6 Cyl

Port near BDC (X)

Port Horizontal (P)

-9

-4

12

13

-16

-12

Stbd Horizontal (S)

-7

-8

Stbd near BDC (Y)

-1

-2

corrected BDC (X+Y/2=B)

-1

TDC (T)

Vertical Alignement

These figures may now be used to draw a misaligement curve similar to the one below and may be analysed
to see which bearings are in need of adjustment.

the assistance from the lowered main bearing.

Crank Position
Vertical alignement

No1 Cyl No2 Cyl No3 Cyl No4 Cyl No5 Cyl No6 Cyl
[T-B=V]

12

14

-17

-12

Horizontal Alignement
<table class = "list">
<tr><TD>Crank Position<TD>No1 Cyl<TD>No2 Cyl<TD>No3 Cyl<TD>No4 Cyl<TD>No5 Cyl<TD>No6 Cyl
<tr><td>Horizontal alignement <b>[P-S=H]</b><td>0<td>-2<td>1<td>-2<td>4<td>1

</table>

Gauge reading Check

C & D should be practically the same, hence the readings from No6 Cyl may be suspect
Crank Position
No1 Cyl No2 Cyl No3 Cyl No4 Cyl No5 Cyl No6 Cyl
Horizontal alignment [P-S=H]
Crank Position

-2

-2

No1 Cyl

No2 Cyl

No3 Cyl

No4 Cyl

No5 Cyl

No6 Cyl

12

12

-15

-12

T+B=C
P+S=D

12

Jacket Water System

13

-16

-12

Shown above is a typical cooling water circuit for a slow speed engine.
Water is pump via one of two centrifugal pumps. One is normally in use with the other
stand-by. The water passes through to the distributing manifold on the engine side.
Jacket Water Heater In the line is a steam jacket water heater. When the engine is shut
down steam heating maintains the engine in a state of readiness reducing the time
needed for starting. Attempting to start the engine without heating can lead to poor
combustion, poor lubrication and thermal shocking. A modern variation on this is the
"blend" water from the stand-by auxiliary alternator engines into the main engine
circuit increasing plant efficiency
The water enters and leaves the engine via a series of cylinder isolating valves. In this
way each cylinder may be individually drained to prevent excessive water and chemical
loss. In addition dual level drains may be fitted which allow either full draining or
draining of the head only. A portion of the water is diverted for cooling of the
turbocharger.
Deaerator Was an essential part of engines incorporating water cooled pistons were air
was deliberately introduced in to the system to aid the "cocktail shaker" cooling action.
Air or gas entering the system can lead to unstable and even total loss of cooling water
pressure as the gas expands in the suction eye of the circulating pumps. In the event of

gas leakage via the head or cracked liner rapid loss of jacket water pressure can occur.
The deaerator is a method to try to slow this process sufficiently to allow the vessel to
be placed in a safe position for maintenance. This system also allows the vessel to
operate with minor gas leakage.
Jacket Water Cooler The hot water leaving the engine passes to a temperature control
valve were a portion is diverted to a cooler. Temperature is controlled using both a
feedback signal (temperature measured after the cooler) and a feed forward signal
(temperature measured at outlet from the engine). In this way the system reacts more
quickly to engine load variations.
Evaporator Increases plant efficiency by utilising heat in jacket water to produce fresh
water. Modern systems sometimes rely on the evaporator to supplement a reduced size
main cooler.
Expansion or header tank Maintains a constant head on the circulation pumps reducing
cavitation at elevated temperatures. Allows the volume of water in the system to vary
without need for dumping. Acts as a reserve in the event of leakage
HT/LT systems

Scaling of Jacket Water System

Scale and deposit formation

In areas of deposit formation, dissolved solids, specifically Calcium and magnesium

hardness constituents can precipitate from cooling water as the temperature increases.
Deposits accumulate on the heat transfer surfaces as sulphates and carbonates, the
magnitude of which is dependent on the water hardness, the dissolved solid content,
local temperatures and local flow characteristics. Temperature solubility curves for
CaSO4

Scales can reduce heat transfer rates and lead to loss of mechanical strength of
component parts, this can be exacerbated by the presence of oils and metal oxides.
The degree and type of scaling in a cooling water circuit are determined by;
System temperatures
Amount of leakage/makeup
quality of make up
quality of treatment
Calcium Carbonate
Appears as a pale cream, yellow deposit formed by the thermal decomposition of
calcium bi-carbonate
Ca(HCO3)2 + Heat becomes CaCO3 + H2O + CO2

Magnessium Silicate
A rought textured off white deposit found where sufficient amounts of Magnesium are
present in conjunction with adequate amounts of silicate ions with a deficiency onh OH
alkalinity
Mg2+ + OH- becomes MgOH+
H2SiO3 becomes H+ + HSiO3MgOH+ + HSiO3- becomes MgSiO3 + H2SO4
Silicate deposit is a particular problem for systems which utilise silicate additives for
corrosion protection. Thi sis typical of systems with aluminium metal in teh cooling
system. The silicate forms a protective barrier on the metal surface. A high pH (9.5 10.5) is required to keep the silicate in solution. In the event of sea water
contaimination or some other mechanism that reduces the pH the silicate is rapidly
precipitated and gross fouling can occur.
Iron Oxides- Hematite (Fe2O3)

Is a loose red /brown deposit and is indicative fo active corrosion within a system
CopperThe prescence of copper within a cooling system is very serious ast it can lead to
agressive corrosion through galvanic action. Specific corrosion inhibitors are contained
with cooling water system corrosion inhibitors.

Effects of scale deposition

The effects of scale deposition can be both direct or indirect,typically but not specifically
Insulates cooling surfaces leading to;
increased material temperatures as the temperature gradient must increase to
ensure maintain heat flow.
Loss of efficiency as exhaust gas temperatures form cylinders increases
Increased wear due to lubrication problems on overheated surfaces
Indirectly;
Lead to caustic attack be increasing the OH- ion concentration

Corrosion inhibitors used in Jacket Water System

Jacket Cooling water system
In order to maintain mechanical strength the components surrounding the combustion
zone must be cooled. The most convenient cooling medium is water, the use of which
could lead to possible problems of corrosion and scaling if not properly treated.
Within the jacket water system a number of corrosion cells are available but the two
most common and most damaging are due to dissimilar metals and differential
aeration. In both types of cell there exists an anode and a cathode, the metals which
form part of the jacket system, and an electrolyte which is the cooling water. The rate
at which corrosion takes place is dependent upon the relative areas of the cathode and
the anode and the strength of the electrolyte. It is the anode that wastes away.
Corrosion due to temperature differences is avoidable only by the use of suitable
treatments. Dissimilar metals-a galvanic cell is set up where two different metals and a
suitable liquid are connected together in some way. All metals may be placed in an

electro-chemical series with the more noble at the top . Those metals at the top are
cathodic to those lower down. The relative positions between two metals in the table
determined the direction and strength of electrical current that flows between them and
hence, the rate at which the less noble will corrode
Galvanic Action
Corrosion within cooling systems can occur if the coolant, i.e. water, has not been
properly treated. The corrosion can take the form of acid attack with resultant loss of
metal from a large area of the exposed surface, or by Oxygen attack characterised by
pitting. A primary motive force for this corrosion is Galvanic action
The Galvanic Series.
Or Electromotive series for metals
Cathode
Gold and Platinum
Titanium
Silver
Silver solder
Chromium-Nickel-Iron (Passive)
Chromium-Iron (Passive)
Stainless Steel (Passive)
Copper
Monel
70/30 Cupro-Nickel
67-33 Nickel-Copper
Hydrogen
lead
Tin
2-1 Tin lead Solder
Bronzes
Brasses
Nickel
Stainless-Steel 18-8 (Active)
Stainless Steel 18-8-3 (Active)
Chromium Iron (Active)
Chromium-Nickel-Iron (Active)
Cadmium
Iron
Steel
Cast Iron
Chromium
Zinc
Aluminium
Aluminium Alloys
Magnesium
Anode
The metals closer to the anodic end of the list corrode with preference to the metals
towards the cathode end.
A galvanic cell can occur within an apparently Homogeneous material due to several
processes on of which is differential aeration where one area is exposed to more oxygen
than another. The area with less oxygen becomes anodic and will corrode.

Galvanic action within metal

Galvanic action due to temperature gradient

This situation can exist in cooling water systems with complex layout of heat
exchangers and passage ways within the diesel engine. Systems containing readily
corrodible metals such as zinc, tin and lead alloys can complicate and intensify
problems by causing deposit formations.
Differential Aeration
-Where only a single metal exists within a system corrosion can still take place if the
oxygen content of the electrolyte is not homogenous. Such a situation can occur readily
in a jacket water system as regions of stagnant flow soon have the oxygen level
reduced by the oxidation of local metal. The metal adjacent to water with reduced
levels of oxygen become anodic to metals with higher oxygen content electrolyte in
contact with it.. Generally, the anodic metal is small in comparison the cathode i.e. the
area of stagnant flow is small compared to the area of normal flow of electrolyte, and
high rates of corrosion can exist. One clear case of this is the generation of deep pits
below rust scabs.

Solutions
Water treatment
To remove the risk of corrosion it is necessary to isolate the metal surface form the
electrolyte. One method would be by painting, but this is impractical for engine cooling

water passages. A better solution would be a system which not only searched out bare
metal coating it with a protective barrier, but also repaired any damage to the barrier.
for corrosion to occur four conditions must be met;
There must be an Anode
There must be a cathode
An electrolyte must be present
An electron pathway should exits

Corrosion Inhibitors

Corrosion inhibitors are classified on how they affect the corrosion cell and are
placed into three categories;
Anodic Inhibitors
Cathodic Inhibitors
Combination inhibitors/organic inhibitors
Common Corrosion Inhibitors

Principally Anodic Inhibitors

Chromate
Nitrite
Orthophosphtae
Bicarbonate
Silicate
Molybdenate
Principally Cathodic Inhibitors
Carbonate
Polyphosphate
Phosphonates
Zinc
Both Anodic and Cathodic Inhibitors
Soluble Oils
Mercaptobenzothiazole (MBT)
Benzotriazole (BZT)
Tolytriazole (TTZ)
Anodic Inhibitors
Nitrite (NO2- )- These are the most commonly used form of treatment and operate by
oxidising mild steel surfaces with a thin, tenacious layer of corrosion product (magnetite
Fe3O4). Relatively high volumes of treatment chemical are required so this method is
only viable on closed systems
Sodium Nitrite- (sometimes with Borate added)-effective with low dosage,
concentration non-critical. It is non toxic, compatible with anti freezes and closed
system cooling materials. It does not polymerise or breakdown. However protection for
non-ferrous materials is low. An organic inhibitor is thus required. Although will not
cause skin disease it will harm eyes and skin. Approved for use with domestic fresh
water systems.

Sodium Nitrite is a Passivator, a passivator will act chemically to produce an insulating

layer on the metal surface. Whenever corrosion takes place the corrosion products
including bubbles of gas, are released from the metal surfaces. Passivating chemicals
act on the corrosion products preventing release from the metal surface and thus
stifling further corrosion. If the insulating layer becomes damaged, corrosion begins a
gain and the passivator acts on the new products to repair the layer.
Chromate's-the first passivator product was Sodium Chromate which was an excellent
inhibitor. Inexpensive, effective and concentration easily tested. Corrosion may increase
by incorrectly dosing, dangerous to handle, poisonous and can cause skin disease. Not
allowed where domestic water production is in use (Jacket water heated evaporators).
Unfortunately it was also highly toxic, a severe pollutant and staining agent, was
incompatible with antifreeezes, and will attack zinc and soft solder slightly. Due to its
toxicity is sometimes used as a biocide in such places as brine in large Reefer plants.
Silicates- react with dissolved metal ions at the anode. The resultant ion/silicate
complex forms a gel that deposits on anodic sites. This gel forms a thin, adherent layer
that is relatively unaffected by pH in comparison to other inhibitors. The inhibiting
properties increase with temperature and pH, normal pH levels are 9.5 to 10.5.
Care should be taken with the use of silicates, which are often used for the protection of
system containing aluminium. In the event of boiling increased concentrations and lead
to aggressive corrosion due to the high pH.
Orthophosphate Forms an insoluble complex with dissolved ferric ions that deposit at
the anodic site. It is more adherent and less pH sensitive than other anodic inhibitors.
The film forms in pH of 6.5 to 7.0. Dosage is typically 10ppm in neutral water
Cathodic Inhibitors

Polyphosphate- Forms complexes with Calcium, Zinc and other divalent ions, this
creates positively charged colloidal particles. These will migrate to the cathodic site and
precipitate to form a corrosion inhibiting film. The presence of calcium is required at a
typical minimum concentration of 50ppm.

Extreme variations in pH can upset the film and a reversion to orthophosphate will
occur with time and temperature.
Positively charged zinc ions migrate to the cathodic site and react with the free hydroxyl
ions to form a zinc hydroxide stable film at pH 7.4 to 8.2. If the water is too acidic the
film will dissolve and not reform. If it is too alkaline the zinc hydroxide will precipitate in
bulk and not at the cathodic site.
Phosphonates. Initially introduced as scale inhibitors to replace polyphosphates, they
exhibit absorption at the metal surface especially in alkaline hard water. Generally used
with other inhibitor types

Both Anodic and Cathodic Inhibitors

Benzotriazole and Triazole Specific corrosion inhibitor for copper. They break the
electrochemical circuit by absorbing into the copper surface.
They are generally added to standard treatments.
Soluble and dispersible oils. Petroleum industry recognised that emulsifying cutting oils
(erroneously called soluble oils) were able to reduce corrosion on metals by coating the
surface. There were disadvantages though, if the coating became too thick then it could
retard the heat transfer rate. Adherent deposits form as organic constituents
polymerise or form break down products which can accumulate and disrupt flow. MANB&W recommend it not to be used.
It is effective in low dosages, safe to handle and safe with domestic water production.
Effectiveness is reduced by contamination with carbon, rust, scale etc. Difficult to check
concentration, overdosing can lead to overheating of parts
Oils are classed as a barrier layer type inhibitor. The surfaces being coated in a thin
layer of oil.

Modern treatment
Nitrite-Borate treatment is most effective with a high quality water base. This treatment
has no scale prevention properties and its effectiveness is reduced by high quantities of
dissolved solids.
A modern treatment will be a Nitrite -Borate base, with a complex blend of organic and
inorganic scale and corrosion inhibitors plus surfactants, alkali adjusters, dispersants
and foam suppressers. A high quality water supply is still strongly recommended.

The Use of Sacrificial Anodes

-Electrolytic protection for the whole system by the use of sacrificial anodes is
impractical. Parameters such as water temperature, relative surface area of anode and
cathode, activity of metals in system and relative positions in galvanic series come into
play. Anodic protection has become out of favour for cooling water systems as it can
lead to local attack, causes deposits leading to flow disturbance and it has no scale
protection

Preparation for cooling water treatment

-All anodes should be removed and the system inspected. No galvanised piping is to be
used (old piping can be assumed to have had the Galvanising removed). High quality
water should be used and chemicals measured and added as required. A history log
should be kept

Microbiological Fouling
Under certain conditions bacteria found in cooling water systems can adapt to feed on
the nitrite treatment.This can lead to rapid growth, formation of bio-films, fouling and
blockages.
Typical evidence is a loss of nitrite reserve but a stable or rising conductivity level as
the nitrate formed still contributes to the conductivity,
Problems of this sort are rare due to the elevated temerpatures and pH levels. Should it
occur treatment with a suitable biocide is required.