FUEL

HANDLING

SYSTEM

OPERATION

STAGE I
O &M MANUAL

LIGNITE HANDLING SYSTEM

(LHS)

CHAPTER - I

1.
1.1

LIGNITE HANDLING SYSTEM (LHS) STAGE I

GENERAL DESCRIPTION
Power Generation is one of the many mine-mouth operations at

the coal mine. Moving coal from Mine to Power station continuously as well
as adequately is the biggest task.

Any failure in mining activities or and

fluctuating power demand at power station certainly affect the functions at

both ends. So , a system should be designed in between which must have
more than ordinary prominent feature of coal mining.

Whether from

technological or economical point of view, the reliable and efficient handling

of coal at various stages is a matter of prime concern to a power station.
In Neyveli a soft, low calorific brown coal LIGNITE is being
mined and transported to Thermal Power Stations. A typical handling system
has been incorporated in Thermal Power Station-II for transporting lignite
excavated from Mine-II. Lignite handling system of TPS-II has been designed,
manufactured and supplied by M/S. BUCKAU-WALTHER, AKIENGES CELL
SCAFT, WEST GERMANY. It consists of 2 series namely A & B and each is
capable of handling maximum of 2800 T/hr. Lignite from Mine-II is received
at Junction Tower-II. The lignite can be diverted from JT-II either to crusher
house or to storage yard.
A crusher house has been installed in between Junction Tower-I
Transfer Tower-I, to screen and crush the lignite. Magnetic separators and
metal detectors are located at appropriate places to safeguard equipments
in LHS as well as lignite firing system in the Boilers. Separate bunker bays
with arrays of conveyors are provided for Stage-I and Stage-II Boilers.

1.2.

RECEIVING SYSTEM

Receiving System consist of Junction Tower-II, Con-1(CC1 & CC2

Conveyors), con-2, & con-3. apart from conveyors 1,2,& 3 there are 2 parallel
conveyors namely 7A & 7B starting at Transit Tower-I (TT-I) passes through
Junction Towers-II (JT-II) and end at the top of Crusher House. Both 7A & 7B
conveyors are below Con-3.
Normally the Lignite from Mine-II is received through CC-I & CC-2
at Con-3 and sent to storage yard. In this case, the Con-3 receives the Lignite
and feed the Lignite to Con-2, in turn taken to storage yard through a
Stacker.

The stacker is to be placed at the suitable place for storing the

lignite.

Con-2 runs between the stock piles No.1 and No.2 . The stacker

moves on the rails and it can feed both stock pile No.1 and No.2. Con-3 is
short length shuttle conveyor. Storage yard consists of stock pile No.1 (4A
side) capacity being 80,000 tones on the southern side of conveyor-2 and
stock pile No.2 (4B side) capacity being 70,000 tones on the northern side of
the conveyor-2.

Stock

pile1 includes the cover shed storage of 10,000

tones. Cover shed storage hall length is 85 meters. Height of stocking is

10.5 meters. Length of stock pile

No.1 is 600 meters, stock pile No.2 is 515

meters length. In the closed storage area stacker will have slewing angle of
90 degree only.

Minimum lignite bed thickness of 400mm is provided for

preventing the pebbles coming into contact with the bucket.

also prevents the damage of reclaimer.

It

Pebbles bed facilitates effective

water drainage during rainy season. Sump pumps are provided on both sides
of stockpiles to pump out water from stock piles.
conveyor-2 is 1450 mts.

Total belt length of

A modification has been introduced in receiving system for

receiving lorry load from B& C plant. A conveyor 3.2 is provided for receiving
and transferring to stock yard through con-2 and stacker.

1.2.1.

DESCRIPTION OF STACKER

1.

Type

B1800-19.9

2.

Capacity

2800T/Hr(or)3730 M3/Hr

3.

Max stacking height

13 Mts

4.

Angle of repose

390 approx.

5.

Rail type

S 54

6.

Slewing angle

1800

7.

Track inclination

0.1 %

8.

Travel speed

6&15 Mts/min.

9.

Hoisting speed

5Mts/min.

10.

Slewing speed

9Mts/min

11.

Belt speed & size

4.20m/sec & 1800mm

12.

Drive pulley

1000X2000

mm

No.23148
13.

Tail pulley

800X2000 mm Brg No.23140

14.

Tipper discharge pulley

1000X2000 mm Brg No.23148

15.

Splash lub gear box

200 kW coupling SX 290

16.

Other pulleys

800X2000 mm

17.

Slewing gearbox

Bevel Planetary

18.

Travel drive

4Nos 3KW/7KW

19.

Rail gauge

4m

Brg

1.3.

TRANSFER SYSTEM

1.3.1.

DIRECT LOAD
If lignite is required to be diverted to boiler bunker directly, the

CC-2 can feed to Con-7B by positioning the con-3 at its east extreme called
Direct Load. In this condition con-3 need not run.

1.3.2.

BIFURCATION
A new modification has been introduced in receiving system is

called Bifurcation. In this method the lignite receiving from Mine-II is being
transferred to boiler bunker (60%) and storage yard (40%) In this condition
Con-3 is positioned at bifurcation position. Travel limits are modified for this
purpose. Thus con-3 can be positioned and run as per our requirements.
Con-4A and 4B located along stock pile No.1 and 2 respectively.
Both conveyors 4A and 4B are equipped with reclaimers, one on each.
Reclaimers are mounted over rails of 6.0 meters gauge, Reclaimers can be
slewed to 1800
Conveyors 4A and 4B drive heads are located in transfer tower1
and 2 respectively (TT1 and TT-2). In TT-1 and TT-2 conveyors 6A and 6B are
positioned just below the drive heads of conveyors 4A and 4B respectively
and above conveyors 7A and 7B. Lignite can be fed from Con-4A to either
Con-7A or con-7B by altering the position of the Con-6A if Con-6A is
positioned at extreme right i.e. yard side lignite will be fed to Con-7B and
Con-6A will not run. If Con-6A is positioned at middle, lignite will be fed to
Con-7A. In this position

Con-6A will be in running condition. Similar arrangement exists from Con-4B

with Con-6B. During rainy season Con-6A & 6B can be positioned out extreme
on road side and water and slush lignite can be diverted out of the system.
This position is called throw off position. A similar arrangement exits in
conveyor-4B also. Reclaimer in conveyor-4A has a rail length of 600 meters
and effective travel is 580 meters.

Reclaimer in conveyor 4B has a rail

length of 515 meters and effective travel is 490 meters. Conveyor 4A and
4Bs length is1300 meters. (Each belt length) Belt tension of Conveyors 4A ,
4B and con-2 is adjusted by electrically operated winch.
Magnetic separators are installed above the drive heads of
conveyor CC-2, 4A, 4B, named as MS-1A, 5A, 5B, respectively. Another 2 no.
of Magnetic Separators named MS 7A & 7B are provided across con 7A & 7B
respectively.

Metal detectors are also provided across con-7A and 7B to

detect ferrous materials and in turn to avoid the damages in crusher.

1.3.3.

MACHINE RA AND RB DETAILS

There are two reclaimers called M/C-RA and M/C-RB.

In each

machine contains platform, mast, bucket wheel boom, counter weight boom
and bucket wheel conveyor with transfer point. The slew movements of it
are introduced by two slew assemblies located on the superstructure
platform.

The rotating

connection

between the superstructure

and

undercarriage circular frame is formed by a roller race which safeguard the

machine against lifting and also absorb alternating axial and radial loading
with high tilting moment.

The bucket wheels with its conveyor area are mounted in the
bucket wheel boom. It can be raised or lowered by a hydraulic cylinder. The
bucket wheel body is of welded design with stiffener ribs welded in place and
with connecting lugs for fixing the buckets. There are 10 fitted buckets. The
buckets are formed by welding side plates, transition plates and welded
together to form a unit. The bottom of the bucket has a mat of chains or
rubber for better bucket emptying. All the buckets are connected to a rim
and which in turn connected to one end of hollow shaft assembly other end is
connected to bucket wheel gear box.
The main drive for bucket wheel is coupled by means of a fluid
coupling. This coupling serves as starting and safety coupling to protect the
drive and reclaimer from detrimental overloading.
The counter weight boom is a torsion resistant truss construction
whose lower fork shaped part is bolt connected to the hinge of pivot point of
the bucket wheel boom. The mass is also similar to counter weight boom
construction and it is also connected to bucket wheel boom.
Bucket wheel boom is buffed by a hydraulic cylinder installed
between bucket wheel boom and superstructure.

Bucket wheel conveyor

with a belt conveyor is installed in the bucket wheel boom.

1.3.4.

SPECIFICATION OF RECLAIMER

1.

Type

SCH-ss-1000-12.3

2.

Capacity

2200 T /Hr(or)2800M 3

3.

Angle of Repose

39

4.

Slewing angle

180

5.

Bucket capacity

850 ltr. No of Bucket 10

6.

Ring volume

150 ltr.

7.

Bucket wheel speed

6.4 RPM.

8.

Travel speed

6 & 15 M / Min & 3 /7

KW

1.4.

9.

Slewing speed

30 mtrs / min 11 Kw DC

10.

Hoist /Lower speed

5 mtrs / min

11.

Bucket wheel power

12.

Boom con. Power

132 KW

13.

Belt

EP 4 / 5 Gr 24

14.

Drive pulley

1000 X 1800 mm

15.

Tail pulley

800 X 180 mm

16.

Travel drive

8 Nos.

17.

Rail gauge

155 KW / 105 KW

6 m.

CRUSHER HOUSE
In this house, lignite is sized and supplied to the units. Facilities

are also available to have an interchange between A and B series conveyors.

It is located in between Transfer Tower-II and main power house or junction
tower-I. The parallel conveyors 7A and 7B having upward inclination reach
the top floor of crusher house. The conveyors 7A and 7B feed lignite to 9A
and conveyor 9B respectively.

Conveyors 9A and 9B are unidirectional

stationary conveyors and are running to a direction perpendicular to

conveyors 7A and 7B. Hence a 90 0 turn in flow path is made. The width of
these conveyors has been increased to avoid any spillage while transfer.
Conveyor 9A feeds lignite to Eccentric disc

screen (10A) where as 9B feed to another screen (10B).

Due to lot of

problem in screen and crusher, and also to avoid single stream in crusher a
new modification has been introduced called SCREEN AND CRUSHER BYPASS. For this purpose travel provision has been made in con-9A. In this
condition con-9A can be traveled and positioned in con-12A bypassing the
screen and crusher.
vertical chute.

i.e. Con-9A load is directly goes to con-12A through

Con-12A and con-12B are shuttle conveyors, can be

positioned either to con-14A or to con-14B. Belt tension of con-14A/14B and

con-7A/7B is automatically adjusted by the counterweight provided in these
conveyors.

1.4.1.

ECCENTRIC SCREEN
Two number eccentric disc screen of Type SRH 25/19 are provided

in the crusher house just below the discharge point of conveyors 9A and 9B.
These eccentric disc screen are designated as 10A and 10Brespecively and
are having 2800 T / Hr. capacity each. They are installed mainly to separate
higher size lignite (more than 80 mm) and to divert these coarser particles to
crushers. Normally maximum lignite size is assumed as 400 mm and corner
to corner size is assumed as 600 mm.

1.4.2.

JUNCTION TOWER
In this place lignite either from mine or from stockyard can

be diverted either to Stage-I or Stage-II boilers or to both. The lignite from

conveyors 14A/B can be diverted to II stage boilers with the help of
conveyors 17A/B . Con-17A can feed to the Con-18C and con-17B feed to the
con-18D.

In this condition both the conveyors ie., Con-17A and Con17B

should run and

positioned to stage-II. If Con-17A positioned to Stage-I the conveyor running

is not necessary and fed to con-18A. A new conveyor has been introduced at
JT-1 called 17X.

This conveyor has been positioned at four positions.

Position-I (Chute positioned to con-18B con-17X,not necessary to run).

Position-II (Con-17X running forward to feed the con-18A). Position-III (Con17X positioned to con-14A, and 17X running reverse direction to feed con18B). Position-IV-Idle position. 17X helps only for stage-I feeding from Con14A or Con-14B.

1.4.3.

STAGE I

BUNKER CONVEYORS

Over the boiler bunkers, conveyors are arranged in 3 elevations.

The parallel conveyors 18A / B receiving lignite from conveyor-14A / B,
accents to 37.9 meter level and feed lignite to the parallel conveyors- 20A/B
at

34.9 meter level. The conveyors-20A / B are intermediate

conveyors to transfer lignite to boiler 1and 3 bunkers of boiler-2. At 31.28

meter level, 4 reversible shuttle conveyors namely con-21A1/ A2 and 21B1
/B2 are moving on the rails. Out of four, two (i.e. 21A1 and 21B1) are used to
fill six bunkers ( 3A to 3F) of boiler and three bunkers (2A to 2C) of boiler 2,
the other two ( i.e. 21A2 /B2) used to fill up remaining 3 bunkers of boiler 2
(i.e. 2D to 2F) and six bunkers (1A to 1F) of boiler 1.

1.4.4.

STAGE II

BUNKER CONVEYORS

Bunker bay of Stage- II units (ie) Unit 4 to 7 is located other side

of Junction Tower-I. Arrangement of conveyors are similar to that of Stage-I.
The conveyors available are namely 18C/D, 21C1/D1, 20C/D, and 21C2/D2.
Conveyors 21C1/D1 are rail mounted reversible shuttle conveyors. Conveyor

21C1/D1 receives lignite from 18C/D respectively where as conveyors

21C2/D2 gets lignite from 18C/D via., 20C/D respectively.

Conveyors

21C1/D1 fed lignite to unit 4 & 5 and con21C2/D2 feeds to unit-6 & 7. Belt
tension of con-20A/B/C/D and 18C/D is adjusted automatically by the
counterweight provided in these conveyors. Dry fog type dust suppression
system is provided right from TT1 to JT2 at every transfer chutes and at
bunker for dust free atmosphere. Fire protection system is provided along
the 7A/B and 14 A/B galleries.

1.4.5.

AUTOMATION OF BOILER BUNKER FILLING

Automatic bunker filling has been introduced in Stage-I and

Stage-II with this system bunker level can be monitored from control room for
both Stage-I and II.

Closed circuit television has been provided to view

different vital locations.

1.5.

MULSIFIER SYSTEM
Automatic mulsifier system has been provided along con-7A/B

and con-14A/B.

1.6.

DUST SUPPRESSION SYSTEM

Dry fog type dust suppression system is provided right from TT-1

to bunker conveyor at every transfer chutes and at all bunkers for dust free
atmosphere.
Automation of boiler bunker filling has been introduced in Stage
I and Stage II. Dry fog type dust suppression system is provided right from
TT-1 to bunker conveyor at every transfer chutes and at all bunkers for dust
free atmosphere.

1.7.

LIGNITE HANDLING SYSTEM (LHS) - OPERATION

1.7.1.

LHS CONTROL ROOM

Operation of Lignite Handling System is done by control room

Executives manning each shift. All the units Stage-I and stage-II are filled
twice in each shift.

The Control room executives co-ordinate with Mine-II

bunker for receiving lignite and stacking in the yard. The receiving system
consists of stacker, Conveyor-2, conveyor-3 and MS-1A which can all be
started from control room panel in control room.

The machines (Stacker,

Reclaimer-A and reclaimer-B) are run by SME/Operators.

The yard is

inspected in the beginning of the shift and lignite received on either RA or RB

side depending on the situation.

Aim is to maintain full quantity in cover

shed in RA side and to maintain equal loads on both RA and RB sides. Before
asking the stacker operator to start the machine the following points need to
be checked.
1.

Availability of stacker, conveyor-2, conveyor-3 and MS-1A

2.

Whether the stacker rails are clear.

3.

Whether any work is pending (pending LSs)

4.

Availability of load in Mine-II.

5.

Whether it is desirable to divert load partially or fully to

boiler bunker. (Route-I direct load to boiler bunker, Route-II MineII to Stacker, Route-III Internal transfer system from M/C , yard to
bunker Bifurcation i.e. around 60% to boiler bunker and the rest
to the yard.)
Only when the above checklist is gone thorough the control room

executives ask the operator to start stacker. Preceding conveyors are started

from control room. As soon as MS-1A is started, CC-2 operator will get an
indication and will in turn start CC-2 conveyor.

The operation of CC-2

conveyors and preceding conveyors and machines full under the control of
Mine-II.

Pull cords/emergencies are available in machines and conveyors

sequence tripping. Interlock also exists.

The bunker filling system consists of shuttle conveyors, fixed
conveyors, crushers, disc screens and Reclaimer-A or B as the case may be.
The bunker conveyor can be started from control room in the automatic
bunker filling system. There is a provision to start the bunker conveyors and
conveyors in JT-1 manually from stage-I/or stage-II bunker. In both receiving
system and transfer system,

gear box oil level, belt condition, roller

condition and any abnormal condition is to be watched continuously.

Stage-I and Stage-II bunker filling system is atomized.

The

bunker conveyors can be positioned, travel taken and subsequent conveyors

can be started from LHS control room. Local operations are also possible.
Close circuit cameras are available which give comprehensive view of
different locations in the bunker, JT-1 and conveyor 14A/14B gallery.
Technicians and supervisors take care of local bunker position
monitoring. There are two streams namely A and B in Stage-I bunker bay.
Depending on the availability, one stream either A or B is selected in Stage-I
and one stream either D or C stream is selected in Stage-II, correspondingly,
for bunker filling. The first conveyor to be started is the shuttle conveyor in
the bunker.
requirement.

The filling sequence can be chosen depending upon the

Subsequently conveyors in the down stream are started up to reclaimer. After

getting information regarding bunker position, the control room gives
necessary instruction to either RA/RB to stop loading. The position of the
shuttle conveyor in JT-1 are as follows.
(i)

If A and D are chosen 17A stage-I chute is

positioned and conveyor not running, 17B running and positioned
to stage-II , 17X idle and not running. (21A1A2 20A-18A-17A14A) (21D1D2-20D-18D-17B-14B)

(ii)

If B and C are chosen 17A running and

positioned to stage-II, 17B idle, 17X-chute positioned and
conveyor not running. (21B1B2-20B-18B-17X-14B) (21C1C2-20C18C-17A-14A)

(iii)

In case of emergency, 17X can be utilized

for filling Stage-I bunkers.

The corresponding positions of 17X

are as follows.
Position-I 17X positioned to stage-I conveyor idle, chute only
positioned

to

Stage-I,

stream

is

running.

(21B1B2-20B-18B-17X-14B)
Position-II

In case 14B is available and 18-B is out of

service, 17X can be positioned to 18A and conveyor
is run in forward direction 17A will be in idle condition
(21A1A2-20A-18A-17X). (position-II) 14B)

Position-III

If 14A is available and 18B is available and 18A

is not available, 17X can be positioned in position-III

i.e. running in reverse direction. Both 17A and 17B
will

be

idle

condition

(21B1B2-20B-18B-17X-14A)

in

this

configuration

1.7.2.

CRUSHER HOUSE
Shuttle conveyors 12A and 12B can be positioned either in 14A or

14B.

Travel can be taken either from control room or in local. 9A can be

positioned in such a way that both 10A and 11A could be by

passed and

load is directly fed to 12A. This is a newly introduced modification.

1.7.3.

TT 1 AND TT 2
The shuttle conveyors 6A and 6B (in TT-1 and TT-2 respectively)

may be positioned to feed lignite either to 7A or 7B. The travel is possible

from control room or in local.

1.8.

MAGNETIC SEPARATOR
Cross belt magnetic separators are fixed in CC-2 (MS-1A) in 7A

and 7B (MS-7A and MS-7B). There is an in line M.S. in 4A and 4B each. The
magnetic materials are separated in the magnetic separator.

1.9.

METAL DETECTORS
The belt conveyor 7A and 7B are provided with metal detectors.

Once any foreign material is sensed, the system trips and a marker bag falls
into the conveyor. The location of the marker is the approximate location of
the foreign material. The unwanted material is removed manually and the
system is restored.

1.10.

CONVEYOR
This is a new addition for handling lorry load. The conveyor has its tail end below the

ramp in which lorries unload the lignite. The drive head is connected to conveyor-2 and material is
stacked using stacker.

LIGNITE HANDLING SYSTEM-SPECIFICATION

CONVEYOR
PARTICULARS

Capacity

Belt
width

Troughing
angle

Belt
Speed

Conveyor
length

Motor
rating

Motor
speed

UNIT

tonnes/Hr.

Mm

Degrees

m/sec.

kw

rpm

CON-2

2800

1800

40

4.5

737

2X350

1500

CON-3

2800

1800

2.5

69

120

1500

CON-3.2

2800

1800

40

3.65

24.7

110

1500

CON-4A/B

2800

1800

40

3.59

730

420

1500

CON-6 A/B

2800

2000

15

3.65

13

37

1500

CON-7A/B

2800

1800

40

3.61

431

480

1500

CON-9A/B

2800

2400

15

2.49

30/37

1500

CON-12A/B

2800

2400

15

2.51

18

37

1500

CON-14A/B

2800

1800

40

3.61

344

630

1500

CON-17A/B

2800

1800

30

3.53

12

45

1500

CON-18A/B

2800

1800

40

3.57

81

160

1500

CON-20A/B

2800

1800

40

3.49

88

75

1500

21A1/A2/B1/B1

2800

1800

40

3.57

48

55

1500

CON-18C/D

2800

1800

40

3.57

93.875

160

1500

CON-20C/D

2800

1800

40

3.49

143.4

110

1500

21C1/C2/D1/D2

2800

1800

40

3.57

55.875

75

1500

10A/B

2800

No Idler

32

37

1500

11A/B

2800

No Idler

120/116

2x110

990

Disc screen
&crusher
Disc screen
&crusher

FUEL

HANDLING

SYSTEM

OPERATION

STAGE I
O &M MANUAL

CHAPTER II

OIL HANDLING SYSTEM

CHAPTER II
2.

OIL HANDLING SYSTEM/STAGE I

2.1.

INTRODUCTION
Certain progress has been achieved in efforts to burn pulverized

fuel directly into a cold furnace. But the practice of cold starting with solid
fuels is yet to get established.

Hence,

in

any

pulverized

fuel

firing

system, oil fuel has to be utilized for initial lighting up to achieve gradual
build up of parameters over a time duration, till the furnace becomes warm
enough to sustain ignition and combustion of pulverized fuel as a continuous
reliable process.
In Neyveli Thermal Power Station II steam generators,
provisions have been made in the furnace for firing furnace oil as well as
LSHS (Low Sulphur Heavy Stock) as Auxiliary (Secondary) fuels for initial
lighting up and to stabilize the combustion during fluctuating operating
conditions with the main (Primary) fuel i.e. Lignite. Operation of the boiler
with oil firing system is possible only upto 30 % of boiler load.
The oil fuel has number of favourable factors and hence led to its
easy adoption for the above purposes. They are as under:
1.

Oil can be stored easily for long periods. The storage space
required is also less.

2.

Easy transportation.

3.

Easy in handling due to non requirement of equipments such as

conveyors, crushers etc

4.

The

fuel

can

be prepared

easily

for

proper

combustion.

Atomisation of oil fuel is more easier than pulverization of solid

fuels. The pulverizing mills etc can be avoided.
5.

Easy ignition of fuel. The oil fuel can be ignited even at lower
temperatures.

6.

Easier and finer control of the quantity of fuel input and hence,
the heat liberation rates in the furnace.

7.

The oil fuels have comparatively high heating values and hence,
heat liberation per cubic metre of furnace volume is also high.

8.

Due to high radiant heat factor of oil firing, volume of furnace is

lesser.

9.

The amount of excess air required for complete combustion of

fuel is less. Thus the quantity of gases produced is also lesser.
This causes reduction in auxiliary power consumption.

10.

Combustion efficiency is high. since quantity of gases produced is

less, one of the major heat losses, i.e. heat loss due to outgoing
flue gases is correspondingly reduced.

11.

Absence of ash ensures clean heat transfer surfaces. There is no

need to provide elaborate ash disposal system.

12.

Possibilities of ash erosion are very less. The plant also can be
maintained neatly due to the absence of ash.

13.

In spite of the above advantages, it is well known that we dont

employ it as a primary fuel due to scarce resources and high cost
due to import of crude oil raw material for the refineries.

2.2.

DESCRIPTION
Oil fuels are to be handled carefully not only to achieve efficient

utilization but also to ensure safety against fire hazards and all consequent
losses. Awareness on fuel characteristics and their significance are hence
essential for operation engineers in any thermal power station.

2.3.

CHARACTERISTICS OF FUEL OIL

2.3.1.

DENSITY
The unit weight of liquid in kilograms per cubic metre (Kg/m 3) is

the density of that liquid.

This factor is reckoned for weight to volume

conversions and vice versa, and is also taken into account in design of oil
vessels, fixing of oil prices etc.

2.3.2.

SPECIFIC GRAVITY
The ratio of density of any liquid to the density of water is the

specific gravity of that liquid.

2.3.3.

API GRAVITY
The oil industry employees the API gravity scale, devised jointly

by the American Petroleum Institute and the National Bureau of Standards.

The relationship between the API gravity and specific gravity is an arbitrary
one shown by the formula.

Deg. API gravity

Sp. Gravity at 60 0 F

141.5 - 131.5

2.3.4.

HEATING VALUE
The heating value of a fuel of any type is the amount of heat

liberated by its complete combustion. Two different values for any fuel oil
namely gross (high) heating value and Net (low) heating value are normally
specified. The difference between the gross and the net heating value is the
latent heat of evaporation of the water vapour formed during combustion.
When determining the net heating value, the water remains in the gaseous
state and the latent heat is not recovered because the vapour is not
condensed. Variations in heating values between different fuels may be due
to any of the following factors.
1.

Difference in percentage of carbon and hydrogen content

(Ultimate analysis) will cause variations, since more the hydrogen
in an oil, more is the heat it produces.

2.

The type and percentage of various hydrocarbons in oil will

cause differences.

3.

Sediment and particularly water decreases the heating value of a

fuel.

4.

The percentage of ash in a fuel will cause some loss of heat.

5.

If there is a large amount of sulphur, there will be a decrease in

the percentage of carbon and hydrogen present, with a resultant
lowering of the heating value.

6.

When oxygen is present, it will combine with the hydrogen of the

fuel to form water vapour even before the secondary air or
oxygen supplied for combustion can reach the hydrogen.

This

results in decreasing available hydrogen thus decreasing the

heating value.

2.3.5.

VISCOSITY
The viscosity of an oil is the measure of its resistance to flow.

The viscosity is determined by the amount of time in seconds required for a

certain amount of oil at a definite temperature to flow through a standardized
orifice tube. This tube is surrounded by an oil bath, kept at the temperature
of the test. When oil is heated the viscosity decreases as the oil thins out.
The instrument used to determine the viscosity of oil is called the
viscometer. Saybolt viscometer is usually used, having two types universal
and furol. The only difference between the two is the size of the opening at
the bottom of the outlet tube through which flow of the oil is to be measured.
Another instrument nowadays used is kinematics viscometer.

A greater

degree of accuracy is obtained by this instrument. While running the test,

the kinematics viscometer has a constant head or height of oil, while in a
saybolt instrument; the head is not constant but decreases as the volume of
oil in the viscosity tube drains. The saybolt viscosity is reported in seconds
measured while the kinematic viscosity is report in centistokes.
Basically the methods of the testing for both saybolt and
kinematic viscosity are the same.

The efflux of a certain volume of oil is

timed in seconds. The viscosity gives a good guidance for proper handling
and burning of oil.

The following difficulties are encountered with an oil of too high

viscosity.

1. Difficulty in pumping from the tank to the burner, at times it is

impossible to pump highly viscous oil.
2. If too thick and viscous, insufficient oil may reach the burners
causing erratic and spasmodic operation.
3.

Flash back from the burner, as the oil comes in spurts .

4. Trouble in starting the burner due to insufficient quantity of oil

available at the burner.
5. Poor atomization.

Too viscous oil will result in poor combustion.

This is chiefly due to absence of preheating or insufficient

preheating resulting in poor atomization.
6. High viscosity oil can have more amount of carbon residue and due
to poor combustion causes by the condition referred earlier.
Carbonization of burner tips and carbon deposit of fire chamber
walls may result.
On the other hand oil of very low viscosity results in increased
consumption

of oil

leading to incomplete

combustion.

Apart from

uneconomic operation, the furnace chamber is likely to become dirty with

soot accumulation due to heavy smoking.
Hence, for proper and efficient combustion, an oil should have a
reasonable optimum viscosity level that ensures effective atomization.

When fuels are heated, vapours are produced which may flash in
the proximity of an external flame at a certain temperature which is known
as the flash point of the oil.

If the heating is continued further the

vaporization may become continuous and intense at a certain temperature to

cause a sustained burning and not just a flash. This temperature is called the
fire point.
Generally the light oils have lower flash points except in a few
cases. The flash point may also change due to the blending adopted, the
extent of refining or contamination. A flash point of 50 o C to 60o C at the
preheated stage is a desirable value for any fuel oil. If oil is to be used
without preheating a flash point of 40

C may be accepted. On low flash

point oils, preheating should be regulated with care, since excessive heating
may give rise to the evolution of large volume of vapours within the burner
itself i.e. before the furnace, the tip of the burner nozzle.

2.3.6.

POUR POINT
A disturbing feature of most oils is their ability to get into a

semisolid or solid state on cooling restraining its flow. The temperature at

which oil will just start to flow from such a state under prescribed test
conditions is referred to as the pour point of the oil. In the standard test
conducted to determine this, a specimen quantity of oil is heated and cooled.
At every interval of

5 0c temperature, the fluidity of the

oil corresponding to a temperature is noted. The pour point is taken as the

one, 5 0c above the temperature at which flow stops. The pour point is only a
guideline indicator, as what may be expected in a certain service application
of oil. When large quantities of oil are stored in

storage tanks, a very low pour point of an oil may not be a problem. Even
when the oil is at the pour point, flow of oil may not be there on a suction line
due to large amount of wax or solidified mass of oil blocking the screen or

strainer. Hence the different conditions that exist in the storage, pipe lines
etc are also the factors to be reckoned regarding the flow of oil.
To ensure satisfactory handling of oil in cold weather, a low pour
point is desirable. Oil of low pour point may also get into a semisolid or solid
state in cold weather. The conditions can be easily overcome if heating coils
are provided. Where they are not provided, air agitation can be adopted as a
means.
Problems created by low pour point are:
1. Inability of the oil to be handled by pumps.
2. Clogged strainers and lines.
3. Spitting and erratic combustion due to the interrupted and
insufficient flow of oil in a random pattern.
4. Smoking in the furnace, carbon deposits at the burners.

FUEL

HANDLING

SYSTEM

STAGE I
O &M MANUAL

OPERATION

CHAPTER III

CONSTITUENTS OF FUEL OIL

AND
THEIR CHARACTERISTICS

CHAPTER III
3.

CONSTITUENTS

OF

CHARACTERISTICS
3.1.

CARBON

FUEL

OIL

AND

THEIR

Carbon that is present in oil or produced by it is classified under

four types.
1.

The chemical compounds that are present in an oil and is

determined by chemical analysis and termed as Fixed Carbon.

2.

Free carbon is the elemental carbon that has participated or has

been knocked loose from the chemical hydrocarbon due high
temperatures and pressures during the cracking of an oil. This
free carbon will be found floating and suspended within oil. The
amount of

free carbon in oil is generally small and yields for

combustion and presents no problems.

3.

Formation of carbon takes place on burner tips and walls of the

furnace due to the incomplete combustion of the fuel. This is
pure carbon and can be burnt away slowly when the combustion
is satisfactory.

4.

Carbon residue comes under the fourth type. When oil vapour is
evolved, on heating a sample of oil, burnt under prescribed test
conditions, a certain amount of carbonaceous

residue settles

down. Tests are conducted to find the value of carbon residue

related to a particular oil fuel.
When the right grade of fuel oil is used in a particular unit with proper
preheat (i.e. proper atomizing temperature) ensuring conditions of correct air
to fuel

ratio, the problem of carbon residue in combustion does not arise. However
the high carbon residue of a grade of oil or the carbon residue formed on
other conditions may present number of problems as detailed under.
1.

Carbon residue that builds up on the burner tips may eventually

close the tip opening.

2.

Use of wrong grade of oil can cause build up of carbon residue on

the walls of small combustion chambers, ultimately leading to
hot spots affecting the waterwalls.

3.

If the preheating temperatures are too high, carbonization at the

burner tips results due to the carbon residue settling there.
Incomplete combustion oil, leakages through the burner and

flame impingement on combustion chamber walls are also some of the

causes leading to carbon deposits.

3.2.

HYDROGEN
Hydrogen is a desired element in any fuel since the heating value

of hydrogen is about 4.25 times of carbon. Hydrogen is present in the fuel in

different proportion with carbon but its percentage affects specific gravity i.
e. increasing carbon percentage reveals lowering the specific gravity. As
more hydrogen is present in any fuel more heating value is obtained.
Hydrogen mostly associated with volatile matter affects the use of fuel.

3.3.

SULPHUR
Sulphur next to Carbon and Hydrogen comes as the third

important element in an oil. Even a small percentage of Sulphur present in a

fuel oil causes number of problems. Sulphur is visually present in
combination with Carbon, Hydrogen, Oxygen or Nitrogen as different
compounds.

The most serious problem due to Sulphur is corrosion caused by

its combustion products, namely Sulphur dioxide and Sulphur trioxide in
contact with moisture affecting boiler tubes and surfaces. In the heat treating
and forging furnaces either the Sulphur gases are absorbed by the metals or
the acids react with the metals.

The more Sulphur presents in oil the less is its heating value.

3.4.

WATER AND SEDIMENT

Water

and

sediment

present

in

oil

causes

the

following

difficulties.
1.

Complete stoppage of operation and combustion.

2.

Erratic and unsteady combustion.

3.

Sparking and Spitting of the flame.

4.

Flash-back of the flame.

5.

Blocking and plugging of burner tips and screens.

6.

Loss of heat released.

7.

Erosion of burner tips and mechanical parts.

3.5.

ASH
The reactions and effects of the presence of ash in oil are as

under.
1.

Ash can be erosive eroding burner tips and pump parts,

valves ands delicate combustion control instruments.

2.

Ash will accumulate on boiler tubes and heating surfaces,

causing a loss of heat transfer.

3.

The molten ash can be absorbed into the porous refractory

surfaces. With varying loads and temperatures, it expands and

contracts, causing the refractory to spell and breakdown.

problem

is

generally

compounds in the ash.

caused

by

sodium

and

This

vanadium

At

Thermal

Power

Station-II

furnace

oil

of

the

following

specification is used.

3.6.

SPECIFICATION

OF

FURNACE

OIL

(IS:1593

QUALITY)
Carbon

86%

Hydrogen

11-12%

Sulphur

4.5% by mass max.

N2 & O2

1% max.

Ash

0.1%

Moisture

Traces

Density at 15o C

0.94

Kinematic viscosity

23 centistokes at 100o

Flash point

66 122o C

Fire point

132o C

Pour point

17 27o C

Sediments

0.25%

Acidity

NIL

Gross calorific value

10,200 10,280

1%

Kcal/Kg
Water content by volume

FUEL

HANDLING

SYSTEM

OPERATION

STAGE I
O &M MANUAL

CHAPTER IV

DISCRIPTION
OF
OIL HANDLING SYSTEM

CHAPTER IV

4.

DESCRIPTION OF OIL HANDLING SYSTEM

The activities of the Oil Handling System take place in the fuel oil

pump house, consisting of two sections which are commonly referred to as

1.

Decanting Pump House

2.

Pressurising Pump House

The fuel oil received through lorries are transferred to the oil
storage tanks, located outside by the oil pumps in the decanting pump
house. From the above tank, oil is conveyed to the boiler operating floor of
the unit by the pumps in the pressurizing pump house.

4.1.

DECANTING PUMP HOUSE

Both the sections of the fuel oil pump house are in southern side

of the boiler house. A decanting bus (300mm dia) has been erected and has
32 decanting points .

Each decanting line has an isolating valve and a

flexible hose which can be connected to the lorries.

Oil charged in the

decanting bus is taken through a single line (400mm dia) to the suction
header common for 4 decanting pumps inside the decanting pump house.
The decanting pumps are located at a lower elevation and there
is approximately 2.5 meters head difference between the lorry bottom and
the decanting pump suction line.

This gives a positive suction for the

decanting pump, facilitating easy charging of the suction side of the pump.

The decanting pump is of 110 M3 / hr capacity and is capable of

developing a pressure of 4 Kg/Cm 2 . They are of Double opposing screw type.

In the suction line of each pump there is an isolating valve, a strainer(Filter)

and a pressure gauge. The strainer has provision for steam heating. Isolating
valves are provided in the steam inlet line and condensate drain line of the
strainer. A stem trap is also provided in the condensate outlet line to prevent
steam escaping out. A drain line with a valve is provided to drain the oil in
the strainer for cleaning purpose.
To avoid any possible clogging of oil in the pump the decanting
pump has been provided with a steam jacket. Steam at 6 KSc and 210 o C is
used for the above purpose. The pump has a relief valve which will open in
case of pressure rise (above 4Kg/Cm 2) and diverts the oil from the delivery to
the suction side of the pump.
In the discharge side of the pump, there is a non return valve, a
hand operated isolating valve and a pressure gauge. The discharge lines of
the all four pumps join in a common discharge header (3oomm dia) through
which oil goes to the storage tanks. This line divides into 2 and each line of
300mm dia is provided with an individual isolating valve and drain
arrangements and joins at the top of the fuel oil tank.

The elevation

difference between this line joining the tank and the decanting pump centre
line is 15.7 mts. All the oil lines have steam tracing provision.

4.2.

FUEL OIL TANKS

Two fuel oil tanks each of storage capacity of 1900M 3 are erected

inside an earthen bund, with volume equal to the storage capacities of both

the tanks put together(3800 M3). The diameter of the tank is 15 Mts. and the
height is 12.5 Mts. In the bottom of each tank, there are two water drain off
points placed diametrically opposite. Apart from them there is also a drain
provision.

Suction for the fuel oil pressurizing pump is taken off from the

tank at an elevation of 0.5 Mts. from the bottom of the tank and this gives a
positive suction of 1.75 Mts. to the fuel oil pressurizing pumps.

4.3.

FLOOR COIL HEATER IN FUEL OIL TANK

Since LSHS oil is being employed, the fuel oil tanks have been

provided with floor coil heaters. The floor coil heater is a steam coil heater in
which steam at 16 KSc and 230o C is supplied through tubes of 60 mm
diameter and 6.3 mm thickness. The oil can be heated upto 80 o C in this
heater.
The heater is constructed in four coils with individual support.
Each coil consists of three loops and twelve loops counted from one end to
another covers almost the entire floor area of the tank. The coils are given a
slope that steam entry is at a higher elevation nearer to the centre of the
tank and condensate outlets are at a lower elevation and further from the
centre of the tank.
Steam at 16 KSc pressure and 230 o C temperature is supplied
from a header through a line with isolating valves and pneumatic diaphragm
operated valve. A bypass line with isolating valve is provided for the
pneumatic

valve. This line branches off into four and each branch with its own isolating
valve supplies steam to a coil. The condensate outlets each with a steam
trap and isolation valves and bypass are connected together and taken to a

yard condensate collection tank. This tank is of 4.5 M 3 capacity. Condensate

from fuel oil suction heaters and trace heating system are also fed into the
above tank. It has provisions for an overflow pipe, a drain and an air vent.
The drained condensate is allowed to go as waste.

4.4.

SUCTION HEATER
At the outlet of each oil storage tank, a fuel oil suction heater is

provided. It is horizontally placed on the southern side of the tank. The oil is
heated upto 90o C before it goes to the fuel oil pressurizing pump suction.
This is a shell and tube type heater having 197 U tubes of 19 mm
diameter(Outer) and 14 BWG thickness. Steam at 16 KSc pressure and 230 o
C temperature is passed through the tubes. Oil passes through the 2607 mm
long shell of 731 mm OD and 10 mm thick.
The oil inlet and outlet of the heater are provided with isolation
valves. A bypass line with a valve is there to bypass the heater when it is
isolated. A shell drain and a channel drain are also there for draining the oil
from the heater as and when necessary.
Steam supply to

suction

heater

is

through

pneumatic

diaphragm operated valve, which is operated by a signal from a temperature

controller placed at the suction heater outlet. Isolating valves are provided on
both sides

of this pneumatic regulating valve. It has a bypass arrangement and a drain

provision also. The steam supplied gets condensed and is let out through a

steam trap with necessary isolating valves and bypass. A safety valve is
provided in the steam chest on the condensate outlet side.
The oil outlets from both suction heaters join together and go as
a single line to the fuel oil pressurizing pump house.

4.5.

PRESSURISING PUMP HOUSE:

There are six screw type oil pumps in the above oil pump house.

Two pumps each forming a pair is meant for one boiler, out of which one will
be in service and the other standby.
The oil outlet from the suction heaters of both the tanks form a
single line to find its way to the above oil pump house where it forms a
header. The suction lines of the six pumps are connected to the above
header.
A filter is provided in each suction line. Two isolating valves are
provided before and as well as after the filter for isolations of the filter for
cleaning purposes. After this the two suction lines meant for a pair of pumps
of an unit are interconnected. Two more isolation valves are provided in each
suction line after the interconnection. This arrangement facilitates operation
of any of the two pumps and filters in combination thus rendering flexibility,
in the event of failure of either one of the pumps or the filters in the series.
Each filter has an air vent and a drain line.

The fuel oil pump has three screws one above the other. The
drive shaft is connected to the centre screw. The pump is capable of handling

19.4 Kilo Litres of fuel oil per hour and develops a pressure of 35 bar. A relief
valve which can be set to open at a pressure of 40 bar takes care of pressure
surges if any. A drain has been provided in the pump base to collect the
leakage oil if any. This drain is ultimately led to the common drain tank.
Two valves are provided in the delivery of each pump. Discharge
lines of two pumps of one unit join together and three such discharge lines
go towards the valve manifold cluster on the western side of the fuel oil
pressurising pump house. In the valve cluster the three discharge lines from
three pairs of pumps are interconnected by interconnecting lines each with
two valves.
With this combustion arrangement, even if both pumps meant for
one unit fail, oil supply can be maintained to this unit using a pump meant
for any other unit. A recirculation line with a non-return valve and an isolation
valve is also provided in all the three delivery lines. These recirculation lines
join the common return line from the boilers. A main valve is provided after
the above connections and then this main recirculation line divides into two.
Each of the above is provided with three isolation valves one
inside the pump house and the other two near the oil tanks. Two recirculation
line joins the inlet of the suction heater i.e. outside the tank. The three oil
supply lines discharge lines of the pumps one each going to the units, have
been further provided with an isolating valve before they leave the pump
house. The oil lines are led to the secondary heaters at 15 metre level of the
boiler house.
Steam tracing lines are provided for the all oil lines in the pump
house.

The

arrangement.

filters

and pumps

are provided

with steam jacketing

The following instruments tapping are available in the fuel oil

pressurizing pump house.
1.

A suction pressure indicator in the T - joint

2.

A temperature indicator in each suction point before the suction

valves.

3.

A differential pressure indicator across the filter to indicate the

condition of the filter. A differential pressure switch gives alarm
in case of high differential pressure.

4.

One pressure tapping in the suction just before the pump for
indication.

5.

Two more tapping before the pump for pressure switches.

DRAIN TANK AND DRAIN PUMP

4.6

All the drain lines in the fuel oil pressurizing pump house are
connected to a drain oil tank of capacity 3m 3 located at 2.7 Mts. below the
floor of the pump house. A screw pump similar to fuel oil pressurizing pump,
but with a capacity to pump 2.232 tonnes per hour at a pressure of 5 bar
takes suction from the drain oil tank and pumps the oil to the fuel oil storage
tank.
The drain oil tank has an inlet line with two valves.

A level

indicator, a man hole, a drain and an air vent are provided in the tank. The
tank has steam heating provision. In the suction line of the pump a steam
jacketed filter is provided with two isolation valves before it. The discharge
lines of the pump has a non return valve and two isolating valves. It then
divides into two and joins the two fuel oil storage tanks.

FUEL

HANDLING

SYSTEM

OPERATION

STAGE I
O &M MANUAL

CHAPTER V

TECHNICAL DATA
OF
PROCESS EQUIPMENTS & ACCESSORIES

CHAPTER V

5.

TECHNICAL

DATA

OF

PROCESS

EQUIPMENTS

&

ACCESSORIES
5.1

DECANTING PUMP SUCTION STRAINER

Number of strainers

Four

Type

Simplex type

Flow rate

110 M3 /hr

Operating pressure

0.5 Kg/Cm2

Operating Temperature

80o C

Design Pressure

6 Kg/Cm2

Design Temperature.

230o C

Viscosity at Operating
Temperature

750 Centipoise

Specific gravity at operating Temp. :

Max. Permissible pressure
drop across

0.92

Strainer

0.1 Kg/Cm2

Body material

Cast Steel ASTM A216-

Stainless Steel AISI 410

WCB
Screen/basket material

Hydrostatic test Jacket side

6 Kg/Cm2

Jacketing steam pressure

3 to 4 Kg/Cm2 &
210o C

& Temperature
Gasket Material

5.2.

10 Kg/Cm2

Hydrostatic test pressure, Shell side

DECANTING PUMP

Asbestos.

Number of pumps

5.2.1.

5.3.

5.4.

Four

Type

Double Screw opposing type

Capacity

Pressure

4 Kg/Cm2

Design Velocity

1000 CST

Max Permissible suction lift

5.5 MLC

Flow temperature

30o C

Make

TUSHACO pumps, India.

Jacketing steam

6 Kg/ Cm2, 210o C.

Type

AMW 2255 4H 1

Voltage

3 Phase, 415 Volts

Power

37 KW

Speed

1480 Rpm

Current

63.5 Amps

Make

NGEF, India.

110 M3/hr

DRIVE MOTOR

FUEL OIL STORAGE TANKS

Number of tanks

Two

Capacity

1900 M3

Diameter

15 M

Height

12.5 M

Number of tanks

One

Capacity

100 M3

Diameter

5.0 M

Height

5.4 M

Two

FLOOR COIL HEATER

Number of Heaters

Location

Storage tank bottom

Number of coils

Four

Number of loops per coil

5.5.

5.5.1.

5.5.2.

Heating Steam

16 Kg/ Cm2, 230o C.

Oil temperature at outlet

75-80o C.

FUEL OIL SUCTION HEATER

Number of Heaters

Two

Type

Shell & Tube type

Shell size

Dia 731 x 10 x 2607 mm

Medium in Shell

Fuel oil

Design Pressure

1.5 Kg/Cm2

Design Temperature.

60o C

SHELL SIDE

Hydrostatic test pressure

2.25 Kg/Cm2

Number of passes

One

TUBE SIDE
Number of tube

197

Size of the tube

Dia 19 mm x 14 BWG

Number of passes

5.6.

Three

Two

Medium in tubes

Steam

Heating Steam

16 Kg/ Cm2, 230o C.

Heat transfer area

28.7 M2

Hydrostatic test pressure

22.5 Kg/Cm2

FUEL OIL SUCTION FILTERS

Number of filters

Six

Type

BOLL & MECH filter bars

Flow rate

5.6 Kg /Sec

Working pressure

10 bar

Working Temperature

80o C

Max. allowable pressure drop :

0.07 bar Clean condition

0.2 bar

Jacketing steam

5.7.

50% choked
condition.

6 Kg/Cm2 & 210o C

FUEL OIL PRESSURISING PUMP

Number of pumps
Type

Six

SMH 440 R40 E6-S Screw

Make

All Weiler, AG, Germany

Capacity

295-340 Litres/Min.

Delivery Pressure

35 bar

Viscosity

16-850 mm2/Sec

Speed

1450 Rpm

Direction of rotation

Clockwise viewing from

2.5 M 16 mm2/Sec

Pump

Motor.
Max Permissible suction lift

4.0 M 380 mm2/Sec

(For Min NPSH required)

5.5 M 850 mm2/Sec

5.8.

DRIVE MOTOR:
Type

11A4 G220-4AA 907- 22553

Voltage

3 Phase, 415 Volts

Power

35.5 KW

5.9.

Speed

1470 Rpm

Current

64 Amps

Make

Siemens, Germany.

Four One in FOPH

One in each Boiler at 0M

Capacity

3 M3

Diameter

1.25 M

Length

2.74 M

Operating Temperature

130o C

DRAIN OIL TANK

Number of tanks

5.10.

Test Pressure

2 Bar

Heater Type

Turn loop Steam heater

Heater Size

Dia 42.2 x 3.6 x 1.34 m2

Make

Wezel,GmbH,Germany

FILTER BEFORE DRAIN PUMP

Number of filters

Four, One in FOPH

One in each Boiler at 0M

Make

BOLL & Kirch filter bars,

Gmbh,
Germany
Type

Simplex

Working pressure

10 bar

Working Temperature

80o C

Volume

11.5 dm3

Max. allowable pressure drop :

0.07 bar Clean condition

0.2 bar 50% choked condn.

Jacketing steam

5.11.

6 Kg/Cm2 & 210o C

DRAIN OIL PUMP

Number of pumps

Four, One in FOPH

One in each Boiler at 0 ML

Type

SNH 40 R4 6DS-GG Screw

Make

All Weiler, AG, Germany

Capacity

40 Litres/Min.

Pressure

3 to 4 bar

Viscosity

16-350-850 mm2/Sec

Speed

1450 Rpm

Max Permissible suction lift

2.5 M 16 mm2/Sec

Pump

(For Min NPSH required)

5.11.1.

5.11.2.

4.0 M 350 mm2/Sec

5.5 M 850 mm2/Sec

Voltage

3 Phase, 415 Volts

Power

1.1 KW

Speed

1450 Rpm

Oil Temperature

50 to 90o C

Oil Pressure after Pump

34 bar

DRIVE MOTOR

FUEL OIL SYSTEM

FUEL

HANDLING

SYSTEM

STAGE I
O &M MANUAL

OPERATION

CHAPTER VI

FUEL OIL FILTERS

AND
FUEL OIL PRESSURISING PUMP

CHAPTER - VI
6.

FUEL OIL FILTERS

Parameters

Suction

Pressure

Drain Oil
Filter
Filter

Filter

oil

1.

Oil Flow, Kg/Sec

5.6

5.37

0.61

2.

Operating Pressure, bar

38

3.

Operating Temperature,

80

130

80

4.

0.07

0.1

0.07

0.2

0.22

0.2

6.

Pressure drop for clean oil,

bar
Pressure drop for 50%
Contamination, bar
Filter diameter, mm

0.5

0.3

0.5

7.

Filter Surface, M2

11762

8.

Test Pressure, bar

35

5.

Note:

7563
52

2330
15

The permissible value of resistance across the filter is 0.8 bar. If

this value increases the filter must be cleaned. Resistance of the filter will
be checked wice in a shift. It the pressure drop of the filter rapidly increases,
this is the indication of contamination of oil system. When the pressure drop
falls suddenly, the filter is broken through.

6.1.

PUTTING THE FILTER IN TO SERVICE

1. The pre heating steam for filters steam jacket is to be admitted for
warming up the filter.
2. After warming up, ensure closing of the drain.
3. The air vent of the filter should be opened.
4. Oil is to be admitted to the filter slowly by slightly opening the inlet
valve.

5. When oil starts coming out in the air vent the air vent should be
closed. Now the filter is in charged condition.
6. Inlet and outlet valves can now be opened fully.

6.2.

FILTER CLEANING PROCEDURE

When a filter becomes contaminated, the following procedure

must be followed.

1. The spare filter should be put into operation.

2. The inlet and outlet valves of the choked filter will have to be
closed.
3. The drain of that filter should be opened and any locked up
pressurised oil is to be released.
4. The heating stem system will have to be shut off.
5. The filter is to be removed and the filter is to be taken out and
cleaned (while cleaning the filter the cleaning medium should be
blown through from the clean side of the filter).
6. The cleaned filter unit should then be placed inside the filter
housing. After checking that the seals are good, the lid can be
placed keeping the air vent valve open.
7. The drain valve of the filter should be closed.
8. The heating up steam system can be put in operation and the filter
can be taken into service.

6.3.

STARTING OF PRESSURISING OIL PUMPS

1. Ensure power supply and control supply to the pump.
2. The oil pipings and filter should be heated upto 50o C using trace
heating steam.

3. The fuel oil pressurising pump is also heated up slowly.

4. The oil pipings and filter should be charged up to the pump through
the suction side.
5. Both the valves on the suction side and the valves on the delivery
side of the pump are to be opened. It should be ensured that the
NRV on the delivery side is tight (when another pump is already
in operation)

6. The recirculation valve at the fuel oil pressurising pump house must
be kept opened, when oil is not taken to the boiler house.
7. The pump should be started and the discharge pressure is to be set
at 35 bar adjusting the recirculation valve.

6.4.

STOPPING OF THE FUEL OIL PRESSURISING PUMP

1.

The spare pump should be prepared and started.

2.

The running pump is to be stopped and its delivery valve should

be closed.

3.

If the pump is to be drained, the suction valve is to be closed and

the pressure is to be released.

4.

6.5.

The trace heating system of the pump should be isolated.

COMMISSIONING

OF

FUEL

OIL

PRESSURISING

PUMPS OIL LINES

When all the pumps in the fuel oil pressurising pump house are
not working, the auxiliary system are also out of operation, the system will
have to be put into operation in the following sequence.

1.

The trace heating system at the oil delivery line of the

boiler, to which oil is to be supplied, should be commissioned.

2.

Ensure the power and control supply for oil system and steam
systems of the boiler.

3.

The steam systems (a) auxiliary heating steam supply at 16

bar and (b) trace heating steam supply at 6 bar are to
be commissioned.

4.

The fuel oil in the storage tanks should be heated up to at least

75oC . The temperature of oil in the tank should not be raised
above 80o C.

5.

All the instrument lines connected to the oil system are to

be made ready and trace heating of these lines are also to
be arranged.

6.

The

operation

of

the

interlocks

and

protections

of

the

system should be checked in test condition.

7.

The drain oil system in the fuel oil pressurising pump house
as well as in the boiler are to be kept ready.

8.

First the oil lines up to filters are charged from the tank.
Then filters are charged and after that pump is charged.

9.

Now the pump can be started as per the standard procedure.

10.

Pressure should be decreased to 10 bar on the discharge side by

opening the recirculation valve at pressurising pump house.

11.

The oil lines upto boiler house is then charge by slowly opening
the delivery valve in the oil line at pressurising pump house.

12.

The manual regulation valve in the recirculation line before

secondary oil preheater is to be opened to put the oil
in recirculation.

Now

the

recirculation

valve

at

pressurising pump house can be closed.

13.

The pressure in the oil piping shall be set to 20 22 bar

by adjusting the manual recirculation valve.

14.

The pneumatically operated regulation valve can then be put into

operation after opening the isolation valves before and after that.

15.

Valve PCV can be switched into automatic mode of operation and

the manual regulation valve shall now be closed.
The fuel oil system up to secondary heaters is now commissioned

and the oil will be under recirculation through the recirculation line before
secondary heaters.

6.6.

ROUTINE

CHECKS

AND

PRECAUTIONS

DURING

NORMAL OPERATION
1.

Screw pump should be started with the discharge valve in closed

condition in order to avoid a very fast pick up in the delivery
pressure and overloading of pumps.

2.

Screw pump should be started only when it is completely

filled with oil. Dry operation results in the damage of the pump.

3.

Temperature

of

the

oil

system

should

be

in

the

range

equipment

in

the

pump

between 50oC and 80oC.

4.

Operation

of

each

and

every

house should be checked at least twice in a shift.

5.

The tightness of the piping will have to be inspected once in

a day.

6.

The pressure difference across the filter should be checked. If and

when the pressure difference is near 0.8 bar the filter should be
cleaned.

7.

Tightness of the stiffing boxes of the amatures should be

observed regularly and if necessary tightened then and there.

8.

The manometers should be tested once in a month regarding the

cleanliness of the impulse lines etc.

9.

Storage tanks should not be filled more than 95%.

Level of

the tanks should be closely monitored.

10.

It is forbidden to close both ends of any part of an oil

piping without drainage, since the oil pressure may get increased
by the trace heating system to a dangerous high value.

6.7.

DECOMMISSIONING OF THE OIL SYSTEM

The oil system normally serves as a reserve in case of any load

fluctuations or flame pulsations during the regular operation of the boiler.

So, the complete oil system is decommissioned only in rare occasions.
In case, the oil piping or the connected filter and pump have to
be stopped for the purpose of any repair, then the remaining pipes and
equipments should remain filled up with the oil and the trace heating system
should also be kept in operation.

6.8.

EMPTYING THE OIL PIPES

The oil lines may have to be emptied incase of a long break in

the operation or repairing of the oil-pipes.

During such condition the

following procedure is to be adopted.

1.

The

drain oil

tank

for receiving the oil.

should

be emptied and made ready

2.

The trace heating system of the drain pipings should be put into
operation.

3.

The pipe-stretch to be drained is to be isolated and pressure is to

be released. The emptying can be commenced immediately.

4.

When the pipe drain the trace heating system for that
piping should be shut off.

5.

If the oil pipe is to be disconnected for repairs, then after draining

the pipe, the pipe should be blown out by steam. Only after such
blowing out, the trace heating system is to be shut off.

NOTE
1.

A part of the pipe which is to be blown should be connected to

one end of a stem hose, the other end steam hose should be
connected to the trace heating pipe. Blowing steam should be
taken away from the place of emptying.

2.

Blowing shall be done until no oil is brought out by the steam.

3.

The blowing off hose should be handled with utmost care. Since it
has no insulation and could cause dangerous accidents.

6.9. TROUBLE SHOOTING

SL.
NO
1.

TROUBLE
The pump does
not produce the
design pressure

POSSIBLE CAUSES

REMEDY

(a) The relief valve may be untight

causing recirculation of oil back into
the suction pipe.
(b)
Any outlet valve or drain valve
in the delivery side of the pump may
be
either in opened condition or
passing.
(c) Insufficient pressure on the suction
side.
(d) The oil may be too warm
(e) Flap valve of the spare pump may
have passing.
(f)

Excess

wearing

out

of

the

pump rotor.
2

Oil is solidified in
the oil pipe

(a) The steam traps in the trace heating

system may be in choked condition.
(b) Low steam pressure in the tracing
steam system

(a) The relief valve should be adjusted or

repaired.
(b) The valves should be checked and
closed tightly, passing valves should
be attended at the earliest
opportunity.
(c) Filter on the suction side should be
checked and all the valves in the
suction side should also be checked
for full opening.
(d) oil temperature should be reduced
below 80o C.
(e) Flap valve should be repaired.
(f)
new

The rotor should be replaced by

one.

(a) The steam trap should be checked

and adjusted.
(b) Steam pressure and temperature
should be adjusted to the rated
values.

Oil leaks from

the oil system
into the
environment.
The oil may mix
up with water in
the sewage canal

Pressure in the
oil system varies.

Leaks, if any in the system

(a) The shut off device of any valve may

become loose and swinging in.
(b) Water may enter into the oil system.

The oil must be collected and removed

in the shortest possible time. It is
forbidden to wash up the drip oil with
petrol or other inflammable substance.
Instead of them ,hot water or steam
should be used for the removal of the
oil.
(a) If unusual sound is observed in any
of the valves, it is to be opened fully.
Otherwise it should be closed and
repaired.
(b) The water should be drained at the
deep points of the system. If
possible the water can be heated out
of the system.

Level of the oil

tank is rapidly
increasing
or
overflow occurs

(a) Any one of the valves in the

pressurised oil pipe lines connected to
the tank
may
be
in
opened
condition.

(a)
Any such opening of valve
should be
located and closed.
(b)
The
should be

heating steam coils

closed one by one to

(b) A large amount of water may get into

the tank or any heating pipe coil
punctures may also cause level rise
and
oil in the tank may become
foamy.

locate the puncture if any. The

punctured coil
should be isolated
immediately.

6.10.

MEASURE OF SAFETY PRECAUTIONS FOR

ACCIDENT - PREVENTION

1.

It is forbidden to store any inflammable substances or objects,

which are not relevant with operation and maintenance of
oil supply, in the oil supplying system.

2.

Draining of the oil from the oil system into open air or rain-water
canal and sewage channel is forbidden, similarly blowing out
pipes into the above places.

3.

Use

of

naked

flame

in

the

oil

supply

rooms

and

its

surroundings is forbidden.
4.

A 0.25M3 vessel fully filled with dry sand along with a spreader
should be kept in every room.

5.

Necessary number of fire extinguishers should be kept in that

area.

6.

A fire fighting system incorporated in this area should be checked

for its readiness.

7.

It is forbidden to warm up solidified oil by means of a

naked flame.

8.

Before doing any repair in the oil system the pressure must be
released from the piping system and from the equipment, then
they shall be drained and blown with steam.

9.

During

repair

the

strictly complied with.

fire-fighting

regulation

must

be

10.

Rules for works to be done in oily rooms with poor ventilation or

in tanks.

The work should be done only be healthy workers.

The worker should have been properly trained in the work.

Oxygen respirator or a mask provided with an air pipe

should be provided.

Worker doing the job must be changed periodically.

Rescue facilities should be kept ready.

Tank inside welding should be done only on special class I

safety permission observing all necessary precautions.

FUEL

HANDLING

SYSTEM

OPERATION

STAGE II
O &M MANUAL

CHAPTER VII

FUEL OIL FILTERS

AND
FUEL OIL PRESSURISING PUMP

CHAPTER - 7
7.

FUEL OIL HANDLING SYSTEM/STAGE II/LDO & FO

7.1.

INTRODUCTION
Acute energy crisis eventually makes enormous trust on efforts to

invent an apt engineering for better utilization of raw materials available in

abundance viz. Coal. Attempts are in progress vigorously to discover suitable
techniques to burn coal directly in the coal furnace. As a result the fuel oil
firing system becomes adherent in the coal based power station.

It has

become a practice to increase the capacity of oil firing system, beyond that
required for coal ignition to a capacity that enables the turbine to be
synchronized on fuel oil alone, as the size of the steam generators has grown
up.

Fuel oil firing system indeed provides a moderate amount of

replacement of generating capacity in the event that an excessive number of

pulverizers are out of service due to unforeseen circumstances.
An elaborate facility has generally been installed in the power
station known as oil handling system, which should be designed to fulfill the
following basic requirements.
1.

Quick and reliable decanting ability, whenever fuel oil has been
brought to site.

2.

Safe and enough storage capacity of fuel oil.

3.

Continuos pre heating facility for the fuel oil to a temperature, so

that fuel oil flows to the pressurizing pumps by gravity.

4.

Maintaining desired fuel oil viscosity at constant value, so that

the real measurement of fuel oil flow ensures, not only efficient
atomization of fuel oil in the furnace, but also ensures correct air
fuel ratio for its complete combustion in the furnace and

5.

Raising of fuel oil pressure so as to achieve proper atomisation

over a specified load range.
The fuel oil namely light diesel oil and furnace oil are the two

entities in the oil firing system of stage-II steam generators. A separate fuel
oil pump house fort Stage II has been installed behind the stage-II water
treatment plant to handle both fuel oils.

7.2.

FUEL OILS
Fuel oil is rather a complex hydrocarbon mixture containing

traces of sodium, calcium, magnesium, manganese, aluminium, vanadium,

nickel, copper, silica, iron, nitrogen and Organo metallic components, in
various forms through small percentages. Residual fuel oils are largely by
products of refinery operation and they are un-vapourised portion of
petroleum crude during the process of distillation. In India, residual fuel oils
are commonly known as furnace oil, conforming to medium viscosity grade-II
of IS specification 1593/83.
Diesel fuel oil is a fuel suitable for burning in diesel or
compression ignition engines.

Two main diesel fuels oils are marketed in

India High speed diesel oil & Light diesel oil. The later is a blend distillate
fuel with small proportion of residual fuel oil and it is found most suitable fuel
oil in the coal fired steam generators during start up.

Both are marketed

confirming to Bureau of Indian Standards specifications 1460-1974.

The basic properties and constituents of the fuel oils being used
in stage-II steam generators are detailed as under.
FO

LDO

Carbon residue % by weight :

1.5

Total Sulphur, % by weight

4.5

1.8

Ash, % by weight

Water Content, % by Volume :

Traces

0.25

Density, g/ml

0.94 at 25oC

0.

23at 100o C

2.5 1.57 at 38o C

Kinematic viscosity centistokes :

0.1

0.02
88-92 at 75o C

Flash point,

66 - 122

66

Fire point,

132

130

17 27

12 - 18

Pour point, o C
Sediments, % by weight

Gross calorific value, Kcal/Kg :

10,200 10,280 10,000

7.3.

LDO SYSTEM

7.3.1.

LDO DECANTING

0.25

0.1

LDO is usually brought to site through oil tankers. They can be

connected to a decanting bus, laid in the southern side of stage II fuel oil
pump house. It is having four decanting points and an air vent. The
decanting point, is nothing but a pipe with a hand operated isolation valve
and a flexible hose which are used for decanting operation. The decanting
bus carries oil to a common suction header by gravity which is located inside
the pump house. One air vent and a drain line are provided in the suction
header for smooth transferring operation of fuel oil from the tanker.

Two branches are emanating from the suction header and in each
branch there is an oil filter and a light oil transfer pump.
The oil filter is of simplex type having a screen with 250 microns
perforations. It enables trouble free pumping by separating foreign materials
present in the oil. The accumulation of contaminants in the oil filter can be
monitored with the help of
1. Differential pressure colour indicator and
2. Differential pressure indicator.
The normal colour/differential pressure is white/< 0.05 bar
respectively.

When

the

filter

gets

clogged

(50%

clogging)

the

colour/differential pressure will be red/>0.25 bar respectively. Isolation of that

filter can be done using hand operated valves provided on either side.
Draining and recharging the filter can be carried out, with the help of an air
vent and a drain provided at the top and bottom of the filter respectively.
Out of two LDO transfer pumps, normally one will be taken into
service and the other will be in standby. Each LDO transfer pump is located
after the corresponding filter unit. It is a screw type pump capable of
delivering 225 Lpm at a pressure of 4.5 Kg/Cm 2. Each pump is driven by an
induction motor of rating 3 phase,415 V, 5.5 KW, 1430 Rpm & 11 Amps. In
order to monitor adequate oil flow to and away from the pump, pressure
indicators are provided at the suction and discharge side of the pump. A non
return valve and a hand operated discharge valve are installed at the
discharge side of each pump. These delivery lines are joined together and a
single delivery line carries oil towards LDO storage tanks. A drain is provided
in the common delivery line.

Two LDO storage tanks are installed in the eastern side of the fuel
oil pump house/

Stage II. Each tank is of 5.0 M diameter and 6 M height

and is capable of storing 100 M3 of oil. The LDO delivery line from LDO
transfer pumps is branched into two lines near the tank and each one is
connected to the LDO storage tank at a higher elevation. A breather is
provided at the top of each tank. In order to ascertain oil level, a level
indicator, a level switch and afloat level indicator are provided in the tank. An
artificial bund (dykes) has been built around the tanks, with a holding
capacity of 200 M3 which is equal to the total capacities of both tanks. This
facility not only contains the oil of any oil leak/tank burst, but also enables
easy extinguishing of fire.

7.3.2.

LDO SUPPLY TO BOILERS

LDO flows out from the LDO storage tank through a line in which

a hand operated isolation valve is provided. The LDO suction lines emanating
from two tanks are joined to form a single line near the LDO tank area. It is
extended to the pump house, where it is divided into two branches. In each
line a filter and a light oil pressurising pump are installed. Normally out of
two filters and two pumps any one filter and any one pump can be taken into
service. A drain is provided before the filters. It is used in case of doing any
maintenance in the LDO suction line.
The LDO suction filters are of simplex type having screen with 0.
5 mm perforations, to separate any solid contaminants in the oil. The
clogging of the filter can be found out, by checking pressure drop across the
oil filter for which a differential pressure, colour indicator and a differential
pressure

indicator and are installed across each filter. In order to drain as well as
charge the filter, an air vent and a drain are provided at the top and bottom
of the filter respectively. A tray is provided below the filter to collect drained
oil, which can be admitted to the drain oil line. A hand operated isolation
valve is provided, on either side of the filter for isolation purpose.
A line connects the outlet of both filters after their outlet valves
known as interconnection line. It is mainly used to connect any filter to any
pump so that without stopping running pump, reserve filter can be brought
into service. A branch is taken from the middle of the interconnection line to
oil scheme for flushing operation. In addition a drain is provided in this
interconnection line.
LDO pressurizing pumps are screw type pumps (SNH 120 ER 46 D
6.9 W12) having a capacity to discharge oil at the rate of 185 litres per
minute

(11.1 Kl/hr.) and at a pressure of 35 bar. An in built relief

valve is provided in each screw pump, which is set to open, when

the

delivery pressure is more than 35 bar. But it can be adjusted to a maximum

of 38 bar. The pump is driven by a motor of rating 3 phase, 415 volt, 18.5
Kw, 2940 rpm, 33 amps. A hand operated valve and a pressure indicator are
provided on either side of the pump.

A NRV is installed before the pump

discharge valve. The discharge lines of the pumps are connected as a single
delivery line, carrying light diesel oil to the boiler area.

7.3.3.

LDO RECIRCULATION LINE

A recirculation line is taken from the LDO delivery line in the

pump house. This is mainly intended to maintain required pressure

(25Kg/Cm2 ) in the delivery line and also to safeguard the delivery line in
case of undue pressure rise, due to non-utilization of LDO in the boilers, when
the LDO pump is in service.

A pneumatically operated diaphragm type

pressure control valve is provided in this re-circulation line. Hand operated

isolation valves are provided at inlet and outlet of the control valve.

bypass line with a hand operated valve is laid for this control valve. After this
arrangement a NRV is provided in the common line.
One pressure indicator, one pressure switch and one pressure
transmitter are provided in the LDO supply line to boilers.

The pressure

transmitter will give necessary signal to the pressure control valve whenever
LDO pressure get varied.
back to the LDO tank.

Indeed, the recirculation line diverts unused oil

The re-circulation line extends to the storage tank

area, where it branches into two and each line is connected to the tank at a
higher elevation.

NOTE
LDO pressurising pump will not be in service normally. It will be
started as and when it is required.

FUEL

HANDLING

SYSTEM

OPERATION

STAGE II
O &M MANUAL

CHAPTER VIII

FURNACE OIL SYSTEMS

CHAPTER - VIII

8.

FURNACE OIL SYSTEMS

8.1.

FURNACE OIL DECANTING

Furnace oil decanting and storage system, available in stage-I

fuel oil pump house. It is common for all seven boilers in TPS-II. But stage-II
fuel oil pump house facilitates pumping of furnace oil to stage-II boilers after
pre-heating. This heating facility ensures free flow of furnace oil from the
tanks to stage-II fuel oil pump house by gravity.
Furnace oil for stage-II boilers is taken from each tank through a
separate suction line.

But this is located just opposite to that taken for

stage-I boilers in the same tank.

In each suction line, there is a primary

heater known as suction heater, flanked by hand operated isolation valves.

8.2.

SUCTION HEATER
Suction heater

condensing type heater .

is a U type, hair pin type, oil on shell side

It is

having 197 U tubes of 19 mm

diameter(Outer) and 14 BWG thickness. Steam flows through the tubes

where as, oil flows outside the tubes (i.e. inside the shell of 731 mm OD and
10 mm thick.

The steam at 16 KSc pressure and 230 o C temperature is

passed through the tubes through a pneumatically operated diaphragm type

control valve (TCV) which is operated by a signal from the temperature
switch mounted in the FO line carrying oil to the stage-II FOPH. Oil passes
through the 2607 mm long shell of 731 mm OD and 10 mm thick.

The oil inlet and outlet of the heater are provided with isolation
valves. A bypass line with a valve is there to bypass the heater, when it is

isolated. A shell drain and a channel drain are also there for draining the oil
from the heater as and when necessary.
Steam supply to

suction

heater

is

through

pneumatic

diaphragm operated valve, which is operated, by a signal from a temperature

controller, placed at the suction heater outlet. Isolating valves are provided
on both sides of this pneumatic regulating valve. It has a bypass
arrangement and a drain provision also. The steam supplied gets condensed
and is let out through a steam trap with necessary isolating valves and
bypass. A safety valve is provided in the steam chest of suction heater.
A bypass line to the suction heater from each tank, with a hand
operated valve is also taken and connected together with heater outlet line
to form a common outlet line. This line is used to draw oil whenever suction
heater is under maintenance. The oil outlets from both suction heaters join
together and go as a single line to the fuel oil pressurising pump house.
Trace heating system is laid, through-out the oil system for which
steam is obtained from a pressure reducing station 17 bar/10 bar. Auxiliary
steam tapped from the interconnection header, near unit-IV supplies steam
to this 17/10 PRS located inside the fuel oil pump house.

8.3.

OIL PRESSURISING PUMPS

Oil line from oil tanks form a common suction header for two pair

of oil pressurizing pumps. One pair is meant for boilers 4 & 5 and the other

pair for the boiler 6 & 7. Arrangement in both streams are very similar. For a
pair of pump, two separate lines are taken from the suction header. In each
line there is a filter and pump. The filters are of simplex type 6-150 lbs-RF
having perforations of 500 microns. On either side of the pump and filter,
hand operated isolation valves are provided.

An interconnection line is

provided in between the pump and filter connecting both lines of that pair. A
NRV is also provided in the discharge side of the pump. This interconnection
permits the use of any filter for any pump of that pair.
Each pressurizing pump is capable of delivering oil at the rate of
500 lpm at a pressure of 35 bar. The pump is driven by a motor, of three
phase, 415 Volt, 45Kw, 1478 rpm, 82 amps. The following instruments are
provided in the oil scheme.
1.

Pressure and temperature before the filter.

2.

Differential pressure indicator across the filter.

3.

Pressure switch and pressure indicator before the pump.

4.

Pressure indicator and pressure switch after the pump.

5.

Temperature indicator after the pump.

The LDO line emanating from the interconnecting line after LDO

filters, is branched into two lines. Each line with a hand operated valve is
connected to the interconnection line provided after oil filters.

This is

provided in both streams.

The discharge lines from the FO oil pumps of the pair, are
connected to form a single delivery line. This line feeds FO to oil preheating
station otherwise known as secondary oil preheating station. A re-circulation
line is taken, before the secondary oil heating station in each stream.

pneumatically operated diaphragm valve is provided along with hand

operated isolation valves on either side in the re-circulation line. A line with
a hand operated valve is provided as a bypass for this diaphragm valve. A
NRV is also there in the re-circulation valve after the bypass line connection.
The re-circulation lines of both streams are connected to the return oil line
from the boilers and finally diverted to oil tanks.

8.4.

SECONDARY HEATERS
There are two secondary oil preheaters in each stream, out of

which one will be in service, the other stand by. The pumped oil is preheated
from 85oC to 130oC in the secondary oil preheaters so that
1.

Power required to pump oil becomes less.

2.

Viscosity

of

oil

gets

reduced

for

better

atomization

and combustion.
Two oil preheaters are arranged in parallel and located one over
the other.

The heater is shell and tube type, consisting of 224 tubes of

diameter 20mm placed in a shell of diameter of 559mm. The heater is of six

pass design. Oil flows through the straight tubes of the heater and is heated
to 130oC by steam supplied to the shell portion around. A hand operated
valve is provided at the inlet and outlet of each heater in order to isolate the
heater as and when it is needed. One safety relief valve is provided at the oil
side of each heater. An air vent and drain line are provided in the oil side of
the heater.

Steam is drawn from steam line taken from the auxiliary steam
interconnecting bus.
heater.

This steam is normally supplied to any one of the

In this line there is a Y type strainer and a pneumatic diaphragm

control valve, flanked with hand operated valves. A bypass line with a valve
is also provided for this. After this the steam line is branched off into two and

each line with a hand operated isolating valve is connected to top of one
heater.

A safety valve is installed in each branch to safeguard the shell

against undue pressure rise.

When the heater is in service, the steam heats oil and gets
condensed and it is collected through a drain line having a steam trap. Hand
operated valves are provided on either side of the steam trap. A bypass with
a valve is provided for the steam trap line. A NRV is also located in the drain
line after bypass line connection. The condensate line of both heaters are
taken to yard condensate tank.
The oil outlet lines from both heaters are connected to form
single delivery line carrying oil to boiler area. The following instruments are
installed in the re-circulation and heater zone.
1.

Pressure switch after the heater.

2.

Temperature switches after the heater.

3.

Temperature

indicator

and

temperature

element

after

the heater.
4.

Auxiliary steam pressure indicator before the TCV

5.

Auxiliary steam pressure indicator after the TCV

6.

Auxiliary steam temperature indicator before the TCV

7.

Auxiliary steam temperature indicator after the TCV

The oil line from one pair of oil heaters carries preheated to boiler
4 & 5 and the line from other pair of heaters to boiler 6 & 7. the return oil
lines from all the boilers are connected together and a single line carries
return oil back to Stage II fuel oil pump house. This return oil line is
connected to the recirculation lines of both streams and finally taken to the

oil tanks area, where the oil can be admitted at the inlet of any of the suction
heaters or to any one of oil tanks. Hand operated valves are provided
suitably for the above purpose.

8.5.

DRAIN OIL SYSTEM

Oil drains are provided at various places in the LDO system and

FO oil system in order to drain oil from oil lines in case of necessity for
maintenance. The drained oil from oil lines is diverted to a drain oil tank.
Totally there are five drain oil tanks for stage II out of which one is located
in stage II fuel oil pump house. Remaining four are provided at the boiler at
the rate of one per boiler.
The drain oil tank in FOPH is located at - 6.4 ML in the floor of
the pump hose to help effective draining of oil from the lines. All drains
emanating from the oil system at FOPH join a common drain line and this line
with a valve is connected to the drain oil tank. The capacity of drain oil tank
is 1 M3. The tank is of size Dia 1000 mm x 1550 mm. Provision for steam
heating is available to maintain fluidity of oil while it is stored in the steam
pipe of Dia 48..3 x 3.7 mm with an heating area of 0.8 M 2 is fitted inside the
tank for this purpose. The tank is fitted with a level indicator, two level
switches, a man hole, a drain and an air vent.

A drain oil pump is provided to pump the oil back to main tanks.
In the suction of the pump a filter is provided. Isolation valves are provided in
the suction side of the filter discharge side of the pump and also a NRV in the
discharge side of the pump. The drain oil pump has a capacity to deliver the

oil at the rate of 39 Lpm and at a pressure of 4.9 bar which is driven by a
motor of rating 3 phase, 415 V, 1.1 KW, 1415 Rpm, 2.65 Amps.
The discharge line from the pump joins the recirculation line
originating from the secondary heaters which in turn is connected to storage
tanks.

FUEL

HANDLING

SYSTEM

STAGE II
O &M MANUAL

OPERATION

CHAPTER IX

OPERATION
OF
LDO SYSTEM

CHAPTER - IX
9.

OPERATION OF LDO SYSTEM

9.1.

DECANTING OF LDO
1.

Check that no line clear (LC) or Safety Permit is pending on the

LDO decanting system.

2.

Ensure that all drains in the LDO system are closed.

3.

Select the oil tank to which oil is to be transferred.

4.

Note down the initial oil level in the tank.

5.

Open the oil supply valve to the tank and ensure that oil supply
valve to the other tank is closed.

6.

Ensure that valves of the filter and pumps are closed.

7.

Ensure that all valves in decanting points are closed.

8.

Open the air vent in the decanting bus.

9.

Connect LDO bousers to the decanting bus through flexible

hoses.

10.

Open decanting valve partially.

11.

Close the air vent as soon as oil flows out from decanting bus.

12.

Open decanting valves fully.

13.

Select any one filter and pump.

14.

Charge the filter.

15.

Open discharge valve of the pump.

16.

Start the pump.

17.

Check the motor and pump for any vibration, abnormal

noise, spark etc.

18.

As soon as the lorry is emptied stop the pump.

19.

Close the discharge valve of the pump.

20.

Close oil supply valve to the pump.

21.

Close all decanting valves and disconnect bousers.

22.

Measure final oil level in the tank.

9.2.

OPERATION OF LDO SUCTION FILTER

1.

Check the pressure drop across the filter which is in service.

2.

If the pressure drop exceeds 0.22 bar, the standby pump and
filter is to be started.

3.

Stop the running pump.

4.

Close discharge valve of the pump.

5.

Close hand operated isolating valves of the clogged filter.

6.

Open drain valve of the filter and open air vent.

7.

Dismantle

cover

of

the

casing

and

remove

the

filter

after complete emptying of oil.

8.

Clean the filter element.

9.

Insert the cleaned filter element.

10.

Put cover and assemble filter.

11.

Close the drain valve and open the air vent of the filter.

12.

Open the inlet valve of the cleaned filter partially and slowly.

13.

Close the filters air vent as soon as oil flows out through it.

14.

Open outlet valve of the filter.

15.

Now the cleaned filter is ready and can be kept as reserve.

9.3. OPERATION OF LDO PRESSURING PUMP

1.

Ensure that no line clear or Safety permit is pending on the LDO

pressurising pumping system.

2.

Ensure that all drains in the LDO system are closed.

3.

Select any one tank and check the oil level in the tank.

4.

Open the tank outlet valve and check for closing of other tank
outlet valve.

5.

Check for closing of LDO flushing to FO system.

6.

Select any filter

7.

If the filter is not already charged, close filter drain, open air
vent.

8.

Open filter inlet valve partially.

9.

Close the air vent as soon as oil comes out through it.

10.

Open filter inlet valve and out let valves.

11.

Now the filter is charged.

12.

Select any one pump and open its suction and discharge valve.

13.

Check the suction pressure of the pump.

14.

Ensure the availability of instrument air supply to re-circulation

valve.

15.

Open the inlet and outlet valves of the re-circulation valve.

16.

Close the bypass of re-circulation valve.

17.

Open the re-circulation valve to the tank.

18.

Start the LDO pressurizing pump.

19.

Check the motor for any spark, vibration, unusual noise, etc.

20.

Check the pump for any vibration, unusual noise etc

21.

Check the delivery pressure of the pump.

22.

Ensure the operation of the re-circulation valve.

23.

Verify the pressure of oil in the oil line to boilers.

24.

9.4.

Inform the respective boiler board engineer.

OPERATION OF LOD PRESSURING PUMP FILTER

1.

Check the colour and differential pressure across the filter which
is in service.

2.

If differential pressure exceeds 0.22 bar, the reserve filter is to be

taken into service.

3.

Charge oil to reserve filter and then start the reserve pump.

4.

For changing over to reserve filter only

5.

Ensure the charged condition of the reserve filter

6.

Open the inlet valve fully.

7.

Close the suction valve of the reserve pump.

8.

Open outlet valve of the reserve filter.

9.

Close inlet and outlet valves of the clogged filter

10.

Now reserve filter is in service.

11.

Open the drain valve and then open air vent of clogged filter.

12.

As soon as filter is drained, dismantle the casing cover and

remove the filter.

13.

Clean the filter

14.

Insert the filter element and assemble the casing cover.

15.

Close the drain valve and open the air vent of the cleaned filter.

16.

Open the inlet valve partially.

17.

As soon as air is released completely, close the air vent.

18.

Now the filter is charged and kept as reserve.

FUEL

HANDLING

SYSTEM

STAGE II
O &M MANUAL

OPERATION

CHAPTER VII

OPERATION
OF
FURNACE OIL SYSTEM
CHAPTER - X
10.

OPERATION OF FURNACE OIL SYSTEM

10.1.

OPERATION OF SUCTION WATER

1.

Ensure adequate stock of oil in the oil storage tanks.

2.

Ensure the availability of trace heating steam (10 bar)

3.

Ensure the availability of heating steam (17 bar)

4.

Ensure the availability of instrument air supply to TCV in suction

heater.

5.

Commission trace heating system of oil lines from tank to stage-II

FOPH.

6.

Open air vent in the oil side of suction heater.

7.

Open the inlet valve partially.

8.

Once air is released, close the air vent.

9.

Open the bypass valve of TCV and admit steam to the heater.

10.

Commission the steam trap bypass drain.

11.

Once water is drained completely, close the bypass and open

the steam trap valve.

12.

Open inlet and outlet valve of TCV.

13.

Close TCV bypass.

14.

Open inlet valve of the heater fully.

15.

Open the outlet valve.

16.

Check the temperature control valve for its functioning.

17.

Check the oil temperature in the oil line to FOPH.

10.2.

OPERATION OF SUCTION FILTER

1.

Select any one suction heater

2.

Check the oil pressure and temperature before the filter.

3.

Commission the trace heating system, jacketing steam etc.

4.

Ensure closing of filter drain.

5.

Open the air vent.

6.

Open the inlet valve partially.

7.

As soon as air is released, close the air vent.

8.

Open the inlet valve fully.

9.

Verify the differential pressure across the filter.

10.

Open the outlet valve fully.

11.

During

running

of

FO

system,

check

the

differential

pressure across the filter.

12.

If differential pressure across the filter is > 0.22 bar, then take
the reserve filter in service.

13.

Close the inlet and outlet valves of the filter.

14.

Open the filter drain and air vent.

15.

As soon as the oil is drained, dismantle the body cover.

16.

Remove the filter element and clean.

17.

Insert the cleaned filter element.

18.

Assemble the cover and open the air vent.

19.

Charge the filter.

20.

Keep the filter as reserve.

10.3.
1.

OPERATION OF FUEL OIL PRESSURING PUMPS

Ensure commissioning of steam trace heating system
and electrical tracing system.

2.

Select any one pump.

3.

Open the suction valve.

4.

Check the suction pressure of the pump.

5.

Open the delivery valve of the pump.

6.

Start the pump.

7.

Check the pump for its proper smooth running.

8.

Check the delivery pressure of the pump.

9.

Ensure the availability of instrument air supply.

10.

Open the bypass valve of re-circulation valve.

11.

Open the inlet and outlet valves of the re-circulation valve.

12.

Check the re-circulation valve for its functioning.

10.4.

OPERATION OF SECONDARY HEATERS

1.

Open the bypass line in the steam TCV.

2.

Commission the steam trap by pass.

3.

Ensure draining of water.

4.

Open inlet and outlet valves of the steam trap.

5.

Open inlet and outlet valves of TCV.

6.

Observe the functioning of TCV.

7.

Close the bypass line of TCV.

8.

Open outlet valve of the secondary heater.

9.

Check the re-circulation valve (PCV) for its operation.

10.

Verify the temperature of oil at the heater outlet.

11.

Check the pressure of oil at the heater inlet to find the operation
of re-circulation valve

FUEL

HANDLING

SYSTEM

STAGE II
O &M MANUAL

OPERATION

CHAPTER XI

TECHNICAL DATA
OF
PROCESS EQUIPMENTS & ACCESSORIES

CHAPTER - XI
11.

TECHNICAL DATA PROCESS EQUIPMENTS &

ACCESSORIES

11.1.

11.2.

LDO TANKS
Number of tanks

Capacity of the tank

100m3

Diameter

5.0M

Height

6.0M.

LDO DECANTING PUMP SUCTION FILTER

Number of filter

Flow rate

13.5Kl/Hr.

Size

NB 80/250 Microns

Manufacturer

M/s

Sigma

Differential pressure (clean)

0.05 bar

Differential pressure (50%)

0.22 bar

Industries,

Bombay

11.3.

LDO DECANTING PUMPS

Number of pumps

Capacity

13.5 Kl/Hr. or 225 lpm

Delivery pressure

4.5 Kg/Cm2

Type

TS 105/030

Make

TUSHACO Pumps
M/s Delta Corporation, Vapi

Drive

:
3phase,415V,5.5Kw,1430rpm,
11 amps

Make

11.4.

M/s Crompton Greaves Ltd.

LDO PRESSURIZING PUMPS SUCTION FILTER

No. of filter

Flow rate

2.85 Kg/sec.

Working Pressure

0.5 bar to 5 bar

Working temperature

30oC

Type

2 150lbs RF

Filter size

1.65.1.220.500, Simplex,
500 Microns

Make

Boll & Kirch, Germany

Differential Pressure (Clean) :

0.05 Kg/Cm2

Differential Pressure (50%)

0.22 Kg/Cm2

Body material

Carbon steel

Screen/Basket

Carbon steel/Aluminium
Wiremesh-Stainless

steel
Hydrostatic test pressure

11.5.

13 bar

Screen surface

7563 Cm2

Gasket material

Rubber Viton

LDO PRESSURISING PUMPS

Number of pumps

Two

Capacity

185 Lpm or 11.1 KL/hr

Discharge pressure

35 bar

Type

SNH 120 ER 40 D 6.9 Wl2,

Screw pump.

Make

All weiler A.G.,Germany

Motor

3phase,415V,18.5KW,
2940Rpm, 33 Amps

11.6.

Type

1MJ 6183-2CA90Z-BG180m

Make

Siemens, Germany.

FUEL OIL PRESSURISING PUMP SUCTION FILTER

Number of filters

Four

Flow rate

8.5 Kg/Sec

Working pressure

0.5 5 bar

Working temperature

130o C

Type

6150lbsRF1.65.1.4.355.500.6,
Simplex
Differential pressure (Clean) :

0.1 bar

Differential pressure (50 %)

0.25 bar

Filter size

500 microns

Make

Boll & Kirch, Germany

Body Material

Carbon Steel

Screen/Basket

C Steel/Alu Wiremesh
Stailess steel

11.7.

Hydrostatic test pressure

13 bar

Screen surface

18575 Cm2

Jacketing steam

10Kg/Cm2

Gasket material

Rubber Viton

FUEL OIL PRESSURIZING PUMPS

Number of pumps

Capacity of the pump

485-500 litres per minute

Delivery Pressure

35 bar

Type

Screw pump
SMH 660 ER 40 E6.9 Y W 12

TOL 2.
Make

All Weiler A.G., Germany

Drive Motor

3 phase, 415V, 45Kw, 1478 rpm,

78 amps.

Type

1 MJ 6253 4 CA90-Z,

BG250m
Make

11.8.

Siemens, Germany

SECONDARY HEATERS
Number of heaters

Manufacturer

OEL TECKNICK, GERMANY

Shell Side

Diameter

558.8 x 16mm

Length

7150mm

Number of tubes

Tube Diameter

-----

20 x 2 mm

Volume

900 litres

415 litres

Medium

Steam

Fuel Oil

Design Pressure

25 Ksc

40 Ksc

Design temperature

300oC

150oC

Test Pressure

-----

---6000mm
224

37.5 Ksc

60 Ksc

Safety valve setting

22 bar

40 bar

Operating Pressure

18 Ksc

35 Ksc

Number of passes

11.9.

Tube Side

Temperature at inlet

230oC

80-85oC

Temperature at outlet

187oC

130oC

DRAIN OIL TANK

Number of tanks

5 one in FOPH, one each in

4 -7 boiler (total 4)

Location

-6.4 m level in FOPH

Ground level in boilers

11.10.

Capacity

1m3

Size

dia 1000 x 1500 mm

Heating facility

By using steam

Heating tube

dia 48.3 x 3.7 mm

Heating area

0.8 M2

DRAIN OIL PUMP FILTER

No. of filters

1+4

Flow rate

0.6 Kg/s

Working pressure

10 bar

Working temperature

130oC

Type

1 150 lbs RF
1.65.1.4.160.250 Simplex

Filter size

500 Microns

Make

Boll & Kirch, Germany

Differential Pressure (clean)

0.1 bar

Differential pressure (50%)

0.22 bar

Body Material

Carbon Steel

Screen/Basket

C Steel/Alu Wiremesh
Stailess steel

Hydrostatic test pressure

13 bar

Screen surface

2330 Cm2

Jacketing steam

10 bar

Gasket material

Rubber Viton

11.11.

DRAIN OIL PUMPS

Number of pumps

1+4

Capacity of the pump

0.62 Kg/s

Delivery Pressure

5 bar

Type

Screw pump,

SMH 40 R 46 E6.0 W 72
Make

Drive Motor

All Weiler A.G., Germany

3phase,415V,1.1Kw,1450rpm,
2.65 amps.
Type

1 MJ 5097 4 CA90-Z, BG90L