EUROPEAn

EUR 226
OFFSHORE
PETROLEum
EXPLOSION PROTECTION FOR DIESEL ENGINES OFFSHORE conFEREnCE
&EXHIBITion

by James M. Wilson and Philip G. Tyrer,

Pyroban Ltd.

Copyright 1980, European Offshore Petroleum Conference and Exhibition

This ~a~er was pres.ented ~t the European Offshore Petroleum Conference and Exhibition held in London, England, October 2124, 1980. The material is subject to correction by the author.
Permission to copy IS restnctedto an abstract of not more than 300 words.

ABSTRACT In characteristic form, I.C.I. established an

immediate investigation into the problem of diesel
By drawing in flammable gas through its air engines in hazardous areas and as a result of this,
intake, a diesel engine can continue to run even produced a simple form of diesel engine protection.
though its normal fuel supply is cut off. Under We shall discuss the technicalities of this system
certain circumstances the engine can overspeed. and later developments, in the body of this paper.
During the valve overlap period, a direct flame
path exists between cylinders and ambient. Flame POTENTIAL IGNITION SOURCES ON DIESEL ENGINES
can therefore spread to regions outside the engine.
High surface temperatures found on exhaust mani- Even though the normal spark ignition system
folds and pipes can also act as ignition sources, is not present on a diesel engine, a number of
unless preventative steps are taken. This paper potential ignition sources can be identified. The
discusses the subject of explosion protection for compression-ignition cycle makes overspeeding
diesel engines operating in potentially flammable possible when inhaling a flammable vapour, partic-
atmospheres, particularly those encountered ularly if the engine is off-load. A direct flame
offshore. Reference is made to existing guidelines, path exists between the combustion chamber and the
codes of practice and standards. Several examples outside env.ironment during the valve overlap period,
are given which illustrate how these standards which can allow an ignition of entrained gas to
are applied in practical situations. atmosphere via the induction system. When the
engine is on-load, the inhalation of flammable gas
INTRODUCTION can al so produce a substantial increase in exhaust
gas temperature with a corresponding increase in
With the widespread use of diesel power for surface temperature of the exhaust system. This is
offshore cranes, compressors and fire pumps, the a further source of ignition. The emission of flame
area for potential disaster from the accidental and incandescent particles from the exhaust system
release of flammable vapour is considerable. The provides a third source of ignition on unprotected
purpose of this paper is to outline certain aspects engines. Other secondary ignition sources from
associated with operating diesel equipment in static producing fans and belts, or frictional
hazardous areas offshore, to review the guidelines sparks and heating can be identified.
and codes of practice for operating such equipment
and to describe several of the available protective CLASSIFICATION OF HAZARDOUS AREAS
measures which show how these guidelines can be
met in practical situations. British Standard 5345 deals with these risks
by classifying areas in which explosive gas is
It is only within the last decade or so, that present, in terms of probability or frequency of
special precautions have been taken on diesel occurrence and duration, as follows:
engines operating in hazardous atmospheres. One of Zone 0 - A zone in which an explosive gas-air
the turning points in the development of this mixture is continuously present or present
activity was the disaster at the I.C.I. chemical for long periods,
complex, Teesside, Wilton in 1969, in which a
diesel engine ignited an accidental release of Zone 1 - A zone is which an explosive gas-air
cyc10hexane. Effects were disastrous with some loss mixture is likely to occur in normal
of life as a result of this incident. operation,
Zone 2 - A zone in which an explosive gas-air
mixture is not likely to occur in normal
operation, and if it occurs, it would exist
References and illustrations at end of paper. only for a short time.
151
This standard was written to give guidance in the
choice of electrical apparatus but is frequently
referred to when dealing with diesel engines.
Indeed J one can say that the first step in speci-
fying the protection system on a diesel engine J is
classifying the hazardous area in which the engine
is sited.
The second item of primary interest is the
ignition temperature of the flammable vapour likely
to be present. Gases can be grouped according to
their ignition temperatures and five different
temperature classes have resultedJfour of which
0 damage certain forms of oil seal.
are relevant to diesel engines:T1 - 450 CJ
0 0 0
T2 - 300 CJ T3 - 200 CJ T4 - l35 CJ T5 - 85 0 C.
L10 ds stipulate surface temperature limitation to
200 6C for Zone 2 open deck areas. Electrical
equipment is accordingly placed in an apparatus
grQup and similar treatment for diesel engines
would appear logical. For examp1e J a diesel engine
protected to apparatus groug T1 would have surface
temperatures limited to 450 C.
In genera1 J the ignition temperature of a
mixture of flammable gases depends upon the pro-
portion and types of impurity present. For example
methane found in mines (firedamp) has an ignition
temperature of 595 0C whilst ordinary industrial
methane has an ignition temperature of 538 0 C.
Offshore methane may contain traces of benzene and
other hydrocarbons. Thus it is important to assess
the auto-ignition temperature of the hydrocarbon
mixture likely to be encountered.
GUIDELINES AND CODES OF PRACTICE:ONSHORE
Guidelines for the specification of diesel
engines operating in hazardous areas and Codes of
Practice for the installation and maintenance of
such equipment have been developed. For offshore
operation in the British sector of the North Sea J
the regulating authority is the Department of Energy.
Information is provided in their publication
"Offshore Insta1lations J Guidance of Design and
Construction J 1977"[2]. It is worthwhile examining
other specifications for diesel engines operating
in hazardous areas and these tend to be grouped
according to location: offshore J onshore and under-
ground. Specifications are many and varied and
depend on the industry concerned [3-7J. The
situation internationally is diverse and we shall
therefore confine ~ur attention to the situation
applying in the United Kingdom and in the British
sector of the North Sea.
Specifications can be broken down into several
parts: (1) inlet system J (2) exhaust system J
(3) shutdown control system, (4) cooling system,
(5) starting systems. A further area embracing
ancillary equipment should also be considered.
INLET SYSTEM
To prevent flame propagation from the engine
through the inlet system and into the surrounding
environment J virtually all specifications call for
an inlet f1ametrap. To prevent overspeeding even
though the primary fuel supply is shut off, a
secondary stop mechanism is required. In its
simplest form this is a manually operated valve in
152
the induction air system. Frequently inert gas
injection is used. as an adjunct or as an option.
The purpose of the inert gas is simply to inert
the engine inlet air but it also helps reduce the
possibility of air being drawn past the piston
rings or through leaky gaskets. This effect is
more pronounced for larger engines particularly
those that have seen considerable service life J and
is achieved by the fact that the use of inert gas
effectively relieves the depression created in the
inlet system when the shutdown valve is closed.
This is particularly important in the case of
turbocharged engines where a major depression may
EXHAUST SYSTEM
To prevent the emission of hot particles J a
spark arrestor is specified for the exhaust system
and to prevent flame emission a flametrap is
normally recommended. Several designs of flametrap
exist and current activity is devoted to reducing
maintenance requirements. Lagging of exhaust
system is generally not recommended and not per-
mitted under certain standards.
SHUTDOWN CONTROL SYSTEM
This is the area where specifications vary
most widely. Once can identify a number of
different parameters capable of being monitored
and therefore capable of being arranged to shut
down the diesel engine: (1) exhaust gas temperatur~
(2) engine overspeed J (3) presence of flammable gas;
(4) engine coolant temperature, (5) low engine oil
pressure, (6) excessive engine vibration.
lJ 2 and 3 are associated with primary ignition
sources J whilst 4, 5 and 6 are of secondary
importance.
It should be noted that certain so called
automatic air shutdown valves relying purely on
a pressure difference across a valve as a result
of overspeedingto close the air supplYJ while
offering the advantages of low cost and simplicity
may well not be effective under certain circum-
stances, and cannot be used under any circumstances
on turbocharged engines. Diesel engines on load
are unlikely to overspeed significantlYJif at all,
in the event of inhaling flammable material. There
may however J be an appreciable exhaust gas and
surface temperature rise J which may then act as an
ignition source if not protected. It is therefore
important to consider carefully the nature of the
engine duty in deciding the engine condition to be
monitored, and in this context it must be emphasised
that overspeed is not the onlyJor even the most
likely,consequence of the ingestion of flammable
material.
SURFACE TEMPERATURE LIMITATION
The selection of special cooling systems to
reduce surface temperatures usually necessitates
one-off design. oil companies have in the past
'been guided by standards which call for a general
maximum surface temperature of 250 0 C. With
ignition temperatures less than 250 0C, the engine
must be limited so that its surface temperature does
not exceed the auto-ignition temperature of the
flammable in question. One could argue that this
specification is self contradictory in the sense
that if surface temperatures should be limited
to the auto-ignition temperatures of the flammable
present, then this criterion should apply to the
entire temperature range.
STARTING SYSTEMS
Normally non-electric starting systems are
preferred (pneumatic, hydraulic, mechanical).
Flameproof electric starting is occasionally used
but is limited in choice. On mobile equipment
slave electric starting may be used involving
the removal of starter battery and wiring of the
standard starter motor to a plug and socket
connection for use in a safe area.
ANCILLARY EQUIPMEN'l2.
1. Turbochargers: Normally aspirated engines are
preferred but if turbochargers are called for
they should be water cooled.
2. Exhaust Discharge: This should occur at a
safe height and preferably into a safe area.
3. Fan Belts: These should be of the anti-static
type.
4. Crankcase Explosion Relief: A relief valve
is not called for on engines h~ving a
crankcase volume smaller than O.5m .
OFFSHORE GUIDELINES [2 ]
For offshore installations, ideally the engine
is not placed in an area designated as hazardous.
Where it is necessary to use a space in a hazardous
area to house combustion equipment or engines,
then pressurisation of this space is acceptable
to make it safe. The other guidelines regarding
inlet and exhaust systems and the cooling of hot
surfaces are similar to those for onshore operation.
There has been a tremendous advance in the
thinking behind protecting diesel engines operating
in hazardous areas offshore and in the technology
available to achieve these ends. Current thinking
in the Department of Energy and Lloyds Register
of Shipping distinguishes between fixed and mobile
diesel equipment [, ~. A brief description of
these points is given below.
STATIONARY DIESEL ENGINES
Ideally fixed installations are sited in a
pressurised room [2J. The following specifi-
cations should also apply:
a) A shutdown device to prevent overspeeding
b) A flammable gas sensor in the engine intake
air system, if flammable gas is suspected in
this region. The gas sensor should be capable
of activating engine shut down.
c) Temperature limitation is not required if the
engine can be placed in a pressurised room.
153
d) Exhaust system requires no protection if led
to safe a~ea and fitted with and efficient
spark arrestor. However, a flammable" gas
sensor may be required (See (b) above) [lOJ
e) An exhaust flametrap is not required if (d)
above is satisfied but precautions should be
taken to limit surface temperatures particu-
larly if the exhaust ducting leaks through a
hazardous area. This could be accomplished by
means of engine shutdown on high exhaust duct
temperature.
f) Access through an air lock system.
MOBILE DIESEL ENGINES
Examples of these would include forklift trucks,
portable compressors, etc. Ideally these items are
restricted for use in designated safe areas only
but allowed in Zone 2 open deck areas if protected.
The protection requirements for the engine are as
follows:
a) Surface temperature should be limited to a value
less than the auto-ignition temperature of the
flammable media in question.
b) Starting systems are preferably non-electric
or flameproof IJ.1J
c) The use of electrical equipment, for example,
lights, gauges etc., is acceptable if the
equipment complies with the relevant onshore
specification for electrical equipment in
hazardous areas D-1J and if the equipment is
installed in accordance with the Code of
Practice [12J
d) An exhaust flametrap is recommended as well as
a spark arrestor.
e) An inlet air shutdown control system should
operate on engine oversp~ed, high exhaust gas
temperature, high coolant temperature, or, in
the case of engines which are not continually
manned, on detection of flammable gas by a
detector placed on the equipment.
f) A fire extinguisher should also be added to the
equipment.
g) Consideration should be given to the use of
double walled, high pressure fuel injection
pipes to eliminate the possibility of a pipe
fracture spraying diesel fuel over the engine
surfaces.
h) Provision of maintenance in accordance with the
manufacturer's handbook.
HOW THE GUIDELINES ARE MET IN PRACTICE
From what has been stated above it should be
clear that there are no hard and fast rules regarding
the specification of diesel engines operating in
hazardous areas offshore. This leaves the designer
and offshore engineer with considerable scope to
achieve a safe operating system. Ultimately, however
an acceptable specification must be achieved within
the practical guidelines of cost and time and when
these two additional factors are fed into the
equation, the specification itself becomes of para-
mount importance. Bearing in mind the almost
unlimited range of engine sizes and manufacture, with
both fixed and portable installations operating
offshore, it is important to attempt some
rationalisation in the design of safety systems for
diesel engines. Superimposed on the guidelines
referred to above will be the operational problems
and constraints the diesel engine must meet.
Fortunately with modern designs a wide variety of
engine protection systems are available.
For operating in designated safe areas a diesel
engine requires no particular additional form of
protection to make it acceptable. If the safe area
is created by virtue of ventilation or pressurisation
then the precautions referred to above should be
observed [2] . It is frequently advantageous, for
purely operational reasons, to fit some form of
overspeed protection and engine manufacturers often
provide such a device as part of the engine itself.
For operation in Zone 2 hazardous areas, one
must distinguish between mobile and fixed equipment
and give some consideration to the area in which the
equipment will operate (for example, on the open
deck or in a sheltered area).
STATIONARY DIESEL ENGINES
Stationary engines are normally larger than
75 kW and examples of these are shown in Figures 1
and 2. Figure 1 shows a General Motors 8V 92 engine
rated at 215 kW at 35 rev/s operating a screw type
air compressor. Surface temperatures have been
limited to 250 0 C by the addition of specially
designed shell-and-tube heat exchangers and water
cooled bellows and manifolds. No inlet flametrap
is provided at the request of the client company,
as it is considered that the Roots type scavenge
blower used on this engine acts as an effective
flametrap. No exhaust flametrap is provided since
the exhaust is led to a safe area. This system
will automatically shut down in the event of over-
speeding, high exhaust temperature, loss of engine
coolant, or low oil pressure.
Figure 2 illustrates a Caterpillar 3412 engine
rated at 375 kW at 30 rev/s operating an offshore
crane. Parallel inlet flametraps are provided along
with a heat exchanger and exhaust system spark
arrestors.
Each of the engines in Figures I and 2 were
limited to surface temperatures of 250 0 C. To
achieve this specification has meant the special
design and construction of heat exchangers. If the
specification had allowed for a surface temperature
of 450 0 C, then it is very likely that an exhaust
gas heat exchanger would not have been required
and the overall engineering cost/time parameters
would have been considerably reduced.
MOBILE DIESEL ENGINES
Having established the zone classification. of the
area in which the equipment is to be'operated and
the T rating of the gases or substances liable to
154
form a hazard, there are other factors which need
consideration. One of these is whether or not the
equipment will be constantly attended or unattended
in normal operation. A number of standard systems
are available ranging from the basic to the fully
comprehensive. The simplest system for use in
areas nominally designated as "safe", having no
higher than a TI rating~ includes a manually operated
induction air shutdown valve, inlet flametrap and
exhaust spark arrestor.
For unattended equipment in Zone 2 areas having
no higher than a T3 rating, two automatically
operating systems are available. On both, the shut-
down is automatically effected when the engine
exceeds (typically) 20% above the rated speed or the
exhaust gas temperature attains the critical level.
All of the features mentioned in the previous
paragraph are incorporated plus exhaust system
surface temperature Ilmltatlon and flametrap.
Alternative control systems are available. One
uses engine oil pressure to provide a failsafe
activating source. The other employs a low voltage
intrinsically safe electrical activation, and is
required where CO introduction to the induction
system is require~. Where protection to temperature
class T3 is required, the additional protection
dictated by the lower temperature limit, is achieved
by the introduction of a water cooled exhaust
manifold and exhaust gas heat exchanger along with a
larger radiator. An example of this system is shown
in Figure 3.
EXHAUST GAS HEAT EXCHANGE SYSTEMS
It is appropriate at this stage to comment in
some detail on the design of cooling systems for
diesel engines operating in hazardous areas offshore.
Normally shell-and-tube heat exchangers are used to
lower the exhaust temperature to a safe level and to
resist internal explosions, they are frequently
required to pass a 1 MPa hydraulic test. Considerable
care is required in designing component installation
and layout within usually confined engine compart-
ments. Heat exchangers are normally of single pass
construction but two pass systems have been used,
where a higher specific heat exchange/bulk perfor-
mance is required. Due to the requirement for
explosion resistance, exhaust gas is piped through
the tube side and the shell is filled with cooling
water connected to the engine coolant system.
Modified radiators and cooling fans are usually
necessary to dissipate the extra heat rejected to
coolant, which can attain levels 100% above those
emanating from the basic engine cooling requirements
alone.
Heat transfer between gas and water is a
function of heat transfer coefficients occurring
in the following places:
a) Between gas and tube,
b) Through the metal of the tube,
c) From the tube to the water.
Suitable allowance in the design must be made
for the effect of fouling on the heat transfer
coefficient. The first of the above items is the
controlling factor. The principal variables
affecting thermal performance of heat exchangers
are as follows:
1. The logarithmic mean temperature difference
between the gas and water. In practical terms
this means that the gas is progressively more
difficult to cool as its temperature has
dropped so that for an inlet temperature of,
o
say 550 C, an exit temperature of 200 0 C is
dis-proportionately more difficult to achieve
than 250C. It is therefore important to
avoid specifying lower temperatures than
necessary.
2. The tube surface area. This is directly related
to the size, weight and cost of the cooler.
Size can be particularly critical in mobile
applications.
3. The Reynolds number of the gas flowing in the
tube. The Reynolds number is a function of
the mass flow and is related to the number,
diameter and length, of the tubes. There is a
trade off to be obtained between high Reynolds
number (and therefore high heat transfer) and
low exhaust back pressure (which is specified
by the engine manufacturer). This requirement
can be difficult to meet when a flametrap and
spark arrestor or water bath conditioner, are
incorporated in the exhaust system. In order
to achieve a back pressure within the limits
specified by the engine manufacturer, the
Reynolds number is frequently lower than one
would hope for and consequently the tube surface
area must be increased.
As we have seen on small engines (Figure 3)
it is usual to mount a heat exchanger rigidly to
the engine whilst on larger engines (Figures 1 and 2)
size and weight considerations may dictate a chassis
mounting. In the latter case the connection from
engine to cooler is via a double skinned, water-
jacketed, stainless steel bellows unit, which
isolates the heat exchanger from engine vibrations
and accommodates relative movement due to thermal
expansion. Frequently the bellows units are
themselves subject to complex loadings and have
become themselves items of specialist design.
One additional feature is the pulsating effect
of the gas as it passes through the heat exchanger.
Whilst this is smoothed out for large engines, for
small engines, as commonly found in forklift
trucks, this pulsating effect creates a varying
Reynolds number and therefore varying heat exchanger
performance.
The example in Figure 2 shows the heat ex-
changer which consists of approximately 300 tubes
l6mm diameter fitted into a shell approximately
500mm diameter and l700mm long, weighing 600 kg.
A heat exchanger of this kind will reduce the
0 o
exhaust temperature from 450 C to 250 C, while
maintaining engine manufacturers back pressure
requirements. Test results indicate that an
enhancement of approxiamtely 25% is achieved in
heat exchanger performance compared with calcu-
lations [2J. In applications where a water supply
is readily and continuously available, alternative
methods of temperature reduction involving water
injection systems are available which can simplify
155
and reduce cost of temperature limitation.
USE OF FLAMMABLE GAS DETECTORS
The offshore guidelines referred to above
call for the positioning of flammable gas detectors
in areas where gas may be present due to leaks or
abnormal operating conditions. Stationary engine
shut down, upon detection of flammable gas, may
occur through the platform fire and gas detection
system or through a dedicated gas detector placed
in the vicinity of the engine. Which system is
preferred depends upon detailed considerations.
For example individual flammable gas detectors and
control units have been supplied to operate shut-
down systems on platform cranes as these are under
the direct control of the operator (Figure 4).
Operational reasons dictate that the crane operator
should have control over the engine at all times,
for example, during a lift operation. In these
cases a manual override and alarm are provided.
For mobile equipment the preferred method is
for a dedicated gas detection and shutdown system
to be fitted. Such equipment must be designed and
installed to withstand the obvious harsh environ-
ment in offshore conditions and must be compatible
with the automatic shutdown control system operating
by overspeed, high exhaust temperature, etc. An
example of such a system is shown in Figure 5.
Field trials on this system [14J show that the
gas detector, when it is properly located, can
detect gas and shut dOvm the engine well before
explosive concentrations are reached and that this
is a viable system of protection. Reliability
studies [15J indicate that an improvement in safety
by several thousand times is possible by the
addition of such a system.
RECENT DEVELOPMENTS
High Risk Areas: Engines operating in Zone I
areas offshore are not permitted at the current time
but it is appropriate here to illustrate some of
the advances in technology in engine design that
are occurring. Figure 6 shows a 38 kW power pack
modified to comply with Testing Memorandum
No. 12 [7J for operation in coal mines. Major
engine redesign has taken place to achieve the high
standards of flameproofing including stringent
exhaust emission standards and surface temperature
limitation to l50 0 C. Engines are now available to
this specification and could find use in the future
with regulating authority approval, in operating
as portable power pa'cKs in higher risk areas
offshore, and incidentally in confined areas due
to the low level of toxic exhaust emissions.
SUMMARY
Diesel engines operating in hazardous areas
offshore normally divide into one of two categories:
mobile equipment and fixed equipment.
Specifications for protection systems divide
into the following areas: inlet system, exhaust
system, shutdown control system, cooling system
and starting system. A further area embracing
ancillary equipment should also be considered.
Exhaust systems consist normally of spark arrestors
and flametraps unless the exhaust can be ducted to
a safe area. A shutdown control system may
operate upon engine ovcrspeed~ high exhaust gas
temperature, high coolant temperature or low engine
oil pressure. In most cases the positioning of
one or more flammable gas detectors dedicated to
the function of engine shutdown and protection,
should be carefully considered. Test results show
that such systems can provide a viable form of
diesel engine protection.
The design of heat exchangers requires special
consideration and is usually a major item in terms
of cost and time. It is therefore important to
assess very carefully, the requirement for surface
temperature limitation.
ACKNOWLEDGEMENT
We gratefully acknowledge many useful discussions
with The Department of Energy, L10yds Register of
Shipping, Det Norske Veritas, Health & Safety
Executive, and wish to thank our colleagues in
the Engineering Department ofPyroban Ltd., for
their assistance in the preparation of this paper.
REFERENCES
1. BS5345:Part 2 (draft): "Classification of
Hazardous Areas" British Standards Institution,
London, England, 1979.
2. "Offshore Installations: Guidance on Design
and Construction~ Department of Energy, Her
Majesty's Stationary Office, London, England,
1977, p.113, 114.
3. BS5908:l980: "Code of Practice for Fire
Precautions in Chemical Plants", British
Standards Institution, London, England, 1980.
4. Oil Companies Materials Association Publication
MEC-l: "Recommendations for the Protection of
Diesel Engines Operating in Hazardous Areas",
Oil Companies Materials Association, London,
England, 1977.
5. BP Standard 200: "Requirements for the
Protection of Diesel Engines Operating in
Zone 2 Hazardous Areas", BP Trading Ltd.,
London, England, 1980.
156
6. Imperial Chemical Industries: "Specification
for the Protection of Diesel Powered Mobile
Equipment for Use in Zone 2 (Vapour and Gas)",
Imperial Chemical Industries, Wilton,
England, 1977.
7. Health & Safety Executive: "Testing
Memorandum No. 12, Test and Approval of Diesel
and Storage Battery Powered Locomotives and
Trackless Vehicles and Diesel Powered
Equipment for use in Underground Mines",
Health and Safety Executive, London,
England, 1977.
8. Marguerie,N. Senior Mechanical Inspector,
Petroleum Engineering Division,Department of
Energy, London, England.
9. Crawford, J., Senior Engineer Surveyor,
MDAPAD~ L10yds Register of Shipping,
London, England.
10. "Offshore Installations: Guidance on Fire
Fighting Equipment", Department of Energy
Her Majesty's Stationery Office, London, '
England, 1980.
11. BS5501:1977 "Electrical Apparatus for
Potentially Explosive Atmospheres", British
Standards Institution, London, Fng1and, 1977.
12. BS5345:Part 1:1976 "Code of Practice for the
Selection, Installation and Maintenance of
Electrical Apparatus for Use in Potentially
Explosive Atmospheres", British Standards
Institution, London, England, 1976.
13. Georgian, J.C. "Some Experimental Results from
a Two-Cycle Diesel Engine Exhaust Waste Heat
Exchanger", Paper No. 60-0GP-13, ASME, New York,
U.S.A., March 1960.
14. Grayson, S.J. "Testing of Pyroban Autosense
Syste.Jl1" Technical Report No.1, Pyroban Ltd.,
Shoreham, Sussex, England, 1978.
15. Raafat, H.M.N.: "Reliability Study on Pyroban
AS-lOOO system", Technical Report No. 10,
Pyroban Ltd., Shoreham, Sussex. England, 1980
 1. AIR CLEANERS
2. WATER COOLED DETROIT
MANIFOLD V8 ENGINE
10
3. WATER COOLED
BELLOWS
4. AFTERCOOLERS
5. FUEL TANKS
6. EXHAUST PIPES
7. SHUT DOWN VALVE
8. SPARK ARRESTORS
9. RADIATOR
10. RADIATOR BAFFLES
11. EXHAUST TEMPERATURE
SWITCHES 4
5

Fig. 1 - PROTECTION OF STATIONARY DIESEL POWERED COMPRESSOR.

The system complies with

providing automatic shut down on BS 5908 "Fire Precautions
overspeed and surface in Chemical Plant" and is the
temperature limitation to BS 5345 standard system adopted by
Class T3-200C for continuous Imperial Chemical Industries for
operation. Zone 2 areas. p __________
12 ~

1. SHUT DOWN VALVE

2. AIR CLEANERS (2)
3. FLAME TRAPS I2l
4. WATER COOLED BELLOWS
5. SPARK ARRESTORS
6. RADIATOR & OIL COOLER
7. AFTERCOOLE R

Fig. 2 - PROTECTION OF STATIONARY DIESEL POWERED CRANE. INLET SYSTEM
1 Plate type Inret Ilame trap wIth
Integral poppet type aIr shut down
valve
2 Fabricated alf Inlet manIfold
EXHAUST SYSTEM
3 Water COOled exhaust manilold
.. Tubular exhausl gas heat
exchanger
Ptate type exhaust llame Irap
Dry cyclone spark arrestor
CONTROL SYSTEM (Automatic)
7 Engine speed sensor + 20%
8 Exhaust gas temperature sensor
195C
9 Coolanllemperature sensor 100C COOLANT SYSTEM
10 all operated Inlet air shut down
actuator
Emergency overnde val....e
STARTING SYSTEM
11 Slave electriC starter wired to plug
~nd socket connection for starting
In safe area
OPTIONAL
Mechanical Slal1lng
Compressed air starting
Hydraulic startIng
12 Exira capacity radiator
13 Non metallic Ian
14 Anti slatlc fan belts
NOTE: lIems 1, 2. 3, 4, 5 are
pressure tested to 10 Bar

Fig. 3 - PROTECTION FOR MOBILE DIESEL ENGINES.

 Amaior new concept in protecting diesel and electrically
powered plant against flammable gas

Air Flow Enclosure

Inert
Gas

Fig. 4 - STATIONARY OFFSHORE CRANE ENGINES

PROTECTED BY FLAMMABLE GAS SENSORS.

Fig. 5 - PROTECTION OF MOBILE DIESEL

PLANT WITH FLAMMABLE GAS SENSORS.

Fig. 6 - DIESEL POWER PACK FOR,OPERATION IN COAL MINES.