INCINERATOR OPERATING PROCEDURE

CHECKS BEFORE STARTING

INCINERATOR MDO TANK LEVEL
MDO TANK OUTLET VALVE OPEN
WASTE OIL TANK LEVEL
WASTE OIL TANK OUTLET VALVE OPEN
WASTE OIL TEMPERATURE 70 – 80 DEG C
MDO TO PILOT BURNER VALVE OPEN
CONTROL AIR VALVE OPEN

STARTING PROCEDURE

OPEN MDO TO MAIN BURNER
SHUT RE-CIRCULATION VALVE TO WASTE OIL TANK TO PREVENT D.O GOING TO WASTE OIL TANK
SWITCH ON THE START BUTTON, FAN WILL START FOR PRE PURGING.
CONTINUE PRE PURGING FOR 1-2 MIN
SWITCH ON THE MAIN BURNER TO CIRCULATE MDO THROUGH BURNER
SWITCH ON THE IGNITOR TO FIRE PILOT BURNER
SWITCH OFF THE PILOT BURNER WHEN FLAME IS STABLE
OPEN WASTE OIL TO MAIN BURNER AND SHUT MDO VALVE
SWITCH OVER TO W.O WHEN TEMPERATURE IS ABOVE 80 DEG C AND FURNACE TEMPERATURE IS ABOVE 650 DEG C.

STOPPING PROCEDURE

OPEN MDO TO MAIN BURNER AND FIRE FOR 2-3 MIN TO COOL THE BURNER.
SHUT WASTE OIL TO MAIN BURNER
SHUT RE-CIRCULATION VALVE TO WASTE OIL TANK
SWITCH OFF MAIN BURNER
SWITCH ON FAN INDEPENDENTLY FOR POST PURGING. CONTINUE UNTIL FURNACE TEMPERATURE COMES TO 60 DEG C

Comments

Difference Between A, B & C-Class Divisions?

IMO Symbol A Class Division IMO Symbol B Class Division SOLAS has tables for structural fire protection requirement of bulkheads and decks. The requirements depend on the spaces in question and are different for passenger ships and cargo ships. The Administration has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise. Types of Divisions: "A" Class "B" Class "C" Class "A" Class: "A" class divisions are those divisions formed by bulkheads and decks which comply with the following criteria: They are constructed of steel or equivalent material They are suitably stiffened They are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test. they are insulated with approved non-combustible materials such that the average tempera

Why do we blow through engine before starting ?

The engine is blown through on air before starting it : a) To Blow out through indicator cock any residual exhaust gas or other products of combustion trapped inside the cylinder after shutting the engine. b) To check if any jacket cooling water from cylinder head or turbocharger or any other source, has leaked while the engine was shut and collected on top of piston. If while blowing through, water comes out of indicator cock or relief valve, we need to investigate and rectify the fault before starting the engine. It is imperative that the engine is blown through before starting. There have been cases where the generator engine has been started from control room without bothering to blow through first, and water collected on top of piston has resulted in a bent connecting rod and broken piston.( Reason – water can not be compressed )

Load Line & Why it is Important

Merchant ships have a marking on their hull know as the Plimsoll line or the Plimsoll mark, which indicates the limit until which ships can be loaded with enough cargo, internationally, the Plimsoll line on a ship is officially referred to as the international load line. Every type of ship has a different level of floating and the Plimsoll line on a ship generally varies from one vessel to another. All vessels of 24 meters and more are required to have this Load line marking at the centre position of the length of summer load water line. There are two types of Load line markings:- Standard Load Line marking – This is applicable to all types of vessels. Timber Load Line Markings – This is applicable to vessels carrying timber cargo. These marks shall be punched on the surface of the hull making it visible even if the ship side paint fades out. The marks shall again be painted with white or yellow colour on a dark background/black on a light background. The comp

Marine Engineering

Search This Blog