ME 4.2.

7 Blow down scavenge drains

ME 4.2.8 Ensure that automatic drains are functioning correctly
ME 4.2.14 Check all air receiver drains
ME 7.2.13 Drain water/sludge from settling tanks.

Questions to Bear in Mind:

1. What are scavenging drains?
2. Where are scavenge drains located in an engine?
3. What is the purpose of scavenge drains?
4. What is meant by blowing down of scavenge drains?
5. How often do you need to drain the scavenge spaces?
6. What do you check while draining scavenge spaces?
7. What are automatic drains?
8. Why are automatic drains fitted on machinery?
9. How will you check the correct functioning of automatic drains?
10. What is the purpose and location of air receiver drains?
11. How often do you need to drain the air receiver?
12. What do you check while draining the air receiver?

1 Introduction - drains on engine room machinery

Drains are provided to drain of water, oil water emulsion, sludge or oil purification residues
from machinery or reservoirs.

Drains for Different purposes in the Engine Room

Drains are fitted to drain the scavenge air receiver and the under piston spaces of the cross
head type diesel engine. Regular draining prevents accumulation of fluids and deposits in
spaces.

The scavenge spaces are maintained clean and free from oily deposits. This is the easiest
way to avoid scavenge fires. Cylinder lubrication must monitored and maintained to prevent
under or over supply of oil.

The drains for Air Bottle or Air Receiver are located at the lowest most point to allow
complete drainage of accumulated oil and water. As the compressed air cools down in the
air bottle, the moisture in the air condenses. The amount of condensate so formed depends
upon ambient conditions such as humidity and temperature.

It is a good practice to check the area around the drain for corrosion.
In an air compressor, the compressed air after having reached the first stage pressure
passes through the delivery valve to the first stage cooler. Also, after second stage suction
and compression, air is again cooled in the second stage cooler.
The coolers have drain valves fitted. When these drain valves are opened, the compressor is
unloaded - which means the compressor does not produce compressed air. A compressor
must always be started in the unloaded condition.

The opening of the cooler drains clears out any accumulated moisture in the system. This
reduces the starting torque for the compressor.

During the running of the compressor, there is an accumulation of oil carried over from
cylinders and water from moisture, precipitated at the coolers. The emulsion is collected in
separators at cooler outlets and these must be drained off regularly to reduce carry over. A
large amount of carry over of water and oil emulsion could cause damage to that stage. The
moisture can affect the lubrication and oil-water emulsions, which settle on the walls of the
air pipelines could lead to fires or explosions. Moisture gets carried over to air receivers
where it gives rise to corrosion.

What happens when air is compressed?

Every gas has a certain moisture holding capacity, and this varies inversely as its absolute
pressure.

Since air also contains moisture, therefore when it is compressed this moisture along with
the oil vapour travels with the heated air and tends to condense on the cooler surfaces. This
results in a drop in efficiency of the machine since the air entering the next stage will be at a
higher temperature. Therefore the condensed vapour should be drained from the
intercoolers and aftercoolers from time to time.

The importance of draining

It is imperative to drain the compressed air after each stage and at regular intervals.

Considering that a compressor compressing 30 m3 of air, at a relative humidity of 75%, at a

temperature of 20°C, to a pressure of 10 bar every minute:

The condensate in such a case will be will be about half a litre.

Intercoolers are fitted so that the temperature of the compressed air can be brought down
close to that at entry. Intercooling improves efficiency of the compressor and lubrication
within the cylinder.

Aftercoolers are fitted to reduce the volume of air so that more amount of air can be stored in
the air bottle

For automatic operation of the compressor, an unloader is fitted to ensure that the
compressor starts at no load. The unloaders are automatic drains, which remain open at the
time of starting and close when the compressor reaches the running speed.
Draining fuel oil tanks

On getting transferred to the settling tank oil is allowed to remain undisturbed for some time
to allow for gravitational separation of water and solid impurities. The drain valves provided
on oil tanks are self closing type and are used for draining water, sludge and sediments.

The frequency of draining oil tanks depends upon the amount of water/solid impurities
generated in a given time. For example, the heavy oil service and settling tanks need to be
drained at least once every watch and more frequently if required.

While draining oil tanks, observe that water drains first followed by sludge, which appears
dark brown in colour.
The impurities such as, Silca and Alumina, in the heavy fuel oil tend to settle at the bottom of
the tank and the normal amount of draining is not sufficient to get rid of these impurities. To
get rid of Silica and Alumina deposits, the needs to be kept open for long periods. The drains
from oil tanks lead to a drain tank and later such oil is usually used in the incinerator or the
boiler.

If sludge is not drained from the oil tanks, heating coils will get submerged with the sludge
and will require laborious work at the time of routine cleaning and inspection of tanks.

2 Procedure for blowing scavenge drain

Scavenge drains are provided at bottom end of scavenge air receiver and under piston
spaces, to drain the scavenge spaces including the under piston spaces.

It is important that these drains are opened regularly while the engine is running to avoid
any accumulation of oily residues in the scavenge air receiver and in the piston under side.
Also, of importance is that these drainpipes are not blocked.

The experience gathered during engine operation suggests that closed or blocked drain
pipes, lead to excessive wear on cylinder liners, piston rings, piston rods and piston rod
glands.

The drainpipes from piston undersides must be opened at regular intervals so that
individual drain pipes and the main collector pipes do not get blocked.

To facilitate drainage and prevent blockage, you will notice that the drainpipe along the
engine is fitted with a slope.

The system of drain valves from piston undersides and from scavenge air receiver of
SULZER RTA engine is as shown in the diagram below:
System of Drain Valves

 All Valves "A" must be open

 Valve "B" must be open
 Valve "C" must be partially closed (handle against mechanical stop with
locking device) to ensure continuous drainage from piston underside and air
receiver to dirty oil tank.

The drain valves 'A' from individual piston underside must be open during normal running
condition of the engine. The drain pipe from the scavenge air receiver joins the drainpipe of
the piston underside after valve 'B', which must be open. Both drains are led in a common
drainpipe through partly closed valve 'C' into dirty oil tank.

The valve 'C' has a mechanical stop, which makes it impossible to close the valve
completely. Thus continuous draining is ensured.

The position of the valve 'C' is preset such that correct setting of scavenge air pressure to
the engine is maintained.

In ships where manual draining of scavenge air receiver and under piston spaces is
required, the drains are opened once every watch (or more frequently if residue drained is
more). A drain cock is provided to monitor the draining from each unit. If such a cock is not
provided, each drainpipe must be felt over by hand while draining to ensure that the drain
line is clear. Also, the level of the drain tank is monitored to determine the quantity of
residue drained.

An abnormally large amount of lubricating oil drainage from piston underside could mean
leakage of piston cooling oil from the sealing 'O' rings of the piston during the working
stroke of the piston.

Abnormally large cylinder oil drainage means excessive cylinder lubrication for the
particular unit. Cylinder oil is scraped downwards during the downward stroke of the piston.

Abnormal drainage of carbon and products of combustion means the sealing of combustion
chamber is not proper. This suggests blow past, which may be as a result of worn out
piston ring or cylinder liner.
3 Procedure to check the function of automatic drains

Automatic drains are fitted to drain the moisture from the stage coolers during continuous
running of the air compressors.

These drains are checked for correct operation while the compressor is running. First and
second stage cooler drains may be operated by solenoids. The drain valves may also be
opened briefly on an intermittently timed cycle, which provides automatic draining as well as
unloading.
The cooler drain valves are normally open when the compressor is not in use. This provides
unloaded starting.

The air compressor drain valves are as shown in the pictures.

Tanade Air Compressor

Timers located in the control panel trigger opening of cooler drains at the set interval. One
timer delays the closure of cooler drains to give the compressor time to run up to speed and
to control the time for which drain valve remains open during periodic draining. The second
timer controls the frequency of draining, that is, the interval at which draining will take place
automatically.

Automatic drains can also be found at the charge air receiver of the main engine. The
cooling of the charge air in the air cooler causes moisture to condense. Under extreme
ambient conditions a maximum condensate quantity of up to 0.16 kg/kWh may be produced.
The charge air pressure, charge air temperature and the relative humidity and temperature
of the inlet air mainly influence the amount of condensate from the water separator after air
cooler.

Accumulation of condensate in the charge air receiver has to be avoided since water in liquid
or evaporated state, swept along by the air flow has a negative influence on the piston
running behavior and leads to increased wear of piston rings and cylinder liners.

Some amount of oil and carbon particles collect around the scavenge ports and the
scavenge trunking. There is a risk of fire should there be a blow past of hot gases through
the piston rings. Therefore to prevent scavenge fires, it is essential to minimise accumulation
of deposits around the scavenge ports and accumulation of oil in the scavenge spaces.
Regular draining of scavenge spaces is essential in addition to good maintenance.

On some ships, to clear the scavenge drain pipes, steam connections or air connections are
provided. Thus these drain pipes can be cleaned while in service, otherwise they have to be
cleaned manually, if they get choked.
To keep these drain pipes from getting choked, the simplest way is to keep draining at
regular intervals and checking that the drains are clear with each draining.

Water drain system for MAN B&W engine to drain condensate from scavenge spaces is as
shown below:

To ensure proper draining of oil sludge from the scavenge air boxes, thereby reducing
the risk of fire in the scavenge air boxes, you must keep the following in mind:

 Daily check during operation

 Cleaning of drain pipes at regular Intervals

Daily checks during running:

1) Open the valve between the drain-tank and the sludge-tank.

2) Close the valve when the drain-tank is empty.
3) Check the pipes from flange AV to the drain-tank venting pipe:
Does air escape from the drain-tank venting pipe?
YES - This indicates free passage from flange AV to the drain-tank venting pipe.
NO - Clean the pipes as described below, at the first opportunity.
4) Check the pipes from the test cocks to flange AV:

Open the test cocks, one by one, between the main drain pips and the scavenge
air boxes and between the main drain pipe and the scavenge air receiver /
auxiliary blowers.

Begin at flange AV, and proceed towards flange BV.

Use this procedure to locate any blocking.

Does air or oil blowout from the individual test-cock?

AIR -The scavenge air space is being drained correctly.

This indicates free passage from the actual test-cock to flange AV.

OIL -The scavenge air space is not being drained correctly.

This indicates that the main drain pipe is blocked between the test-cock which
Blows-out oil, and the neighbouring test-cock towards flange AV.
 Clean the drainpipe as described below, at the first opportunity.

Cleaning of drain pipes at regular Intervals:

The intervals should be determined for the actual plant, so as to prevent blocking-
up of the drain system.

Clean the main drainpipe and the drain tank discharge pipe by applying air, hot
water or steam during engine standstill.

Note: If leaking valves are suspected, dismantle and clean the main drain pipe
manually, if hot water or steam is used, consider the risk of corrosion on the piston
rods, if a valve is leaking.

1) Check that the valve between flange AV and the main drain pipe is open.
2) Close all valves between the main drain pipe and the scavenge air boxes, and
between the main drain pipe and the scavenge air receiver / auxiliary blowers.
If hot water or steam is used, it is very Important to close all valves, to prevent
corrosion on the piston rods.
3) Open the valve at flange BV on the main drainpipe.
This leads the cleaning medium to the main drainpipe.
4) When the main drainpipe is sufficiently clean, open the valve between the drain-
tank and the sludge-tank. This will clean the drain-tank discharge pipe.
5) When the drain tank discharge pipe is sufficiently clean, close the valve between
the drain tank and the sludge tank.
6) Close the valve at flange BV.
7) Finally, open all valves between the main drainpipe and the scavenge air boxes, and
between the main drainpipe and the scavenge air receiver / auxiliary blowers.

Water Drain System for SULZER RTA Engine

Scavenge Air Receiver

 Automatic Drain Valve

Water Drain System for MAN B&W Engine

CONTROL AIR DRIER

Equipment used in automatic control systems using compressed air for control employ
nozzles, diaphragms, bellows, ristrictors, and pipes having very fine bores. The air
supplied for instrumentation equipment hence requires the high degree of solid particle
filtration, oil and water removal.

Oil droplets in gaseous or vapour form can create problems by blocking orifices, clogging
of dryer nozzles and building up layers in pipes, eventually blocking them. Moisture can
cause blockage of orifices and nozzles if in droplet form and can cause corrosion. The
products of corrosion may cause blockage. Under low temperature conditions such as
arising out of sudden pressure drop or in low ambient temperature it can freeze in
pipelines or actuator mechanism.
The air from the instrument air compressor is passed through filters/ separators to air
receiver.

The air receiver is fitted with auto or manual drain units. The outlet from the air receiver
is fed into a drying unit and then into a main instrument header.

The sketch illustrates a

regenerated air dryer. In this
hot saturated compressed air
first passes through the heat
exchanger. Here the air is
precooled. The precooled air
then flows into the evaporator.
Here, the final cooling of the air
takes place and the oil and
moisture vapour condense into
liquid and is separated from
the air in the separator. The
separator is fitted with an auto
drain through a ball valve. The
dry air now passes through a
filter cartridge, which does fine
filtration before going into
instrument header.

Operation of automatic drains

from the air compressors and the
those for the charge air receiver
of the main engine be counter
checked by opening the manual
drains provided for the purpose.
A large quantity of accumulated
water on manual opening would
be sign of malfunctioning of an
automatic drain.

4 Procedure to check air receiver drains

Air discharged from a compressor contains oil carried over from the cylinder and water
precipitated in the coolers. The two liquids combine to form an emulsion as seen when
testing the drains. Dust and other small particles are carried through the compressor with the
air, because the suction filters are fairly coarse. Usually compressor coolers are drained
automatically. The air receivers may he drained automatically or by engine room staff,
normally once every watch.

Drain valves are usually two in numbers, one at each end and at the bottom. It is required to
drain the air bottles at regular intervals when they are being filled and also at other times,
especially before opening any of the outlet valves.
The emulsion removed from air receivers, has a viscosity, which varies with machinery
space conditions. Some emulsions are very viscous and they cause most problems with
sticking.

Pneumatic control equipment is sensitive to contaminants, which may he in the air. Viscous
oil and water emulsions can cause moving parts to stick and produce general deterioration
of diaphragms and other parts made of rubber. Water can cause rust build up which may
result in parts sticking or being damaged by rust particles. Metallic wear and other small
particles can cause damage by abrasion. Any solids mixed with oil and water emulsions can
block small orifices.

Air Receiver

To check the air receiver drains, start by opening crack the drain valve. Observe the
contents of the drain. If the drain contents are too viscous or too much in quantity, the cause
has to be investigated. In normal operation draining once a watch is sufficient. In the normal
condition, the drainage consists of oil water emulsion, milky in appearance.

5 Procedure to drain water and sludge from settling tanks

Fuel oils and lubricating oils require

treatment before being used in an
engine or machinery.

The treatment requires purification for

which three methods are employed:
gravitation, filtration and centrifugal
purification.

Treatment of fuels and lubricating oils

require storage and heating in the
settling tanks and allowing it to remain
undisturbed for some time period. This
allows gravitational separation of
water and heavy foreign material -
mediums of higher relative density
than the oil gravitate to the bottom of the tank where they are discharged periodically
through a manually operated drain valve (sludge valve or cock).

Drain valves are fitted for the removal of water and solid particles from the settling tanks.
The drain valves are of self closing type and kept in good working order in the interest of
safety.
The vent pipe is led from engine room to deck and has an oil drip tray on deck to collect oil
droplets from the vent line.

For avoidance of fire risk from the vent pipe, in accordance with SOLAS chapter II-2,
regulation 15, the air vent pipe must discharge to a safe position. Thus they are led on the
deck, away from any source of heat and have a flame trap (a wire gauze) at the opening on
deck.

Steam heating coils are provided in the settling tanks to heat up the oil or to maintain the oil
at the required temperature. Settling of solids and water is superior at higher temperatures.

Small amounts of water takes a long time to settle out but in case of large quantity of water
due to contamination or leakages can be easily detected through the drain. The settling tank
thus forms an important part of the fuel purification process.

The time required for gravitational separation to occur depends on the capacity of the
settling tank and the fuel being consumed per unit time. The minimum capacity of settling
tanks is for a 12 hour settling period for rate of consumption of fuel on a particular ship.

The tanks are also fitted with thermometers for local readings and instrumentation to give
reading at a remote location. Alarms may also be fitted to warn if the temperature in the
tanks exceeds safe value dependent on the flash point of the oil.

To drain the settling tank, crack open the drain valve initially to check the drainage from the
tank. Observe the amount of water and sludge being drained. Excessive amount of water
could imply excessive contamination of bunker oil by water or steam heating coils inside the
settling tank to be leaking. Such findings must be reported and must be entered in the
logbook for further action to be taken.