Technical Training Program

Trainee Level: Apprentice Engineers & Operators

AMNURA 50 MW HFO Power Plant

Head Office: 82 Mohakhali C/A (13th Floor), Dhaka 1212, Bangladesh
Phone: +88-02-8817913, +88-02-8817531
Plant: Amnura Rental Power Plant, Amnura, Chapainawabganj-6303
E-mail: [email protected]
Program Description:
This program is designed to demonstrate the operational duties & responsibilities of entry level
Engineers & Operators. Trainees will be able to understand the major components of a typical
HFO Power Plant. The purpose of this course is to present and discuss all the functions involving
the operation and control of the HFO Power Plant.

Key benefits
 Quick response and decision making due to increased knowledge of technology,
operations and maintenance
 Less downtime due to better asset and plant management
 Reduced maintenance problems
 Better risk management due to availability of trained personnel
 Increased job satisfaction for plant personnel
 Reporting and documentation
 Understanding drawings

Page 1 of 53
 Program Outline

1. Engine
2. Generator
3. Fuel Oil System
4. Lube Oil System
5. Cooling Water System
6. Compressed Air System
7. Intake Air & Exhaust Gas System
8. Sludge System
9. HRSG System
10. Switchgear
11. Instrumentation and Control
12. Transformer
13. Substation
14. Water Management
15. Operational Parameter
16. Fire & Safety
17. Performance Indicator
18. Duties & Responsibilities

Page 2 of 53
1. Engine

1.1 Engine Model

1.2 Engine Specification

Page 3 of 53
1.3Fuel Oil (HFO)
Fuel Oil Properties

1.4 Lubricating oil (SAE40)

Page 4 of 53
1.5 Construction
1.5.1 General construction
Model 34HLX comes 16 Vee-form, all of which have a cylinder bore of 340mm and stroke of
500mm.

1.5.2 Crankcase

The crankcase has a monoblock structure of nodular cast iron to produce sufficient strength
and rigidity to withstand the high-combustion pressure.
The crankshaft is installed using the hanger method, and the main bearing housing is secured
by stud bolts, nuts and side bolts to provide sufficient rigidity.
The crankcase and intake air trunk from one component with a double-walled structure to
reduce noise, and with a box structure to increase rigidity and reduce vibration.

Fig. 1.1: Crankcase

1.5.3 Cylinder Liner

The cylinder liner is made of special wear resistant cast iron. The upper engaging section, which
is exposed to especially high temperatures and pressure, has a rigid thick wall structure and
bore cooling system. The bore cooling system makes thermal deformation uniform and
maintains the roundness of the liner. These features serve to reduce wear.
The liner ring forms cooling rooms on the outer periphery of the bore cooling section. Cooling
water goes into the lower cooling water room of the liner ring, and performs the bore cooling,
and is sent to the cylinder head by rubber joints through the upper cooling water room of the
liner ring.

Page 5 of 53
 Fig. 1.2: Cylinder liner

1.5.4 Crankshaft
The crankshaft, which is made of special forged steel to produce sufficient strength, is
supported by the main bearing housing. This housing, employs the hanger method, and consists
of the main bearing and cap.

1.5.5 Main Bearing

The main bearing is made of thin kelmet metal to provide resistance to pressure and strength.
The kelmet metal is a multiple layer type composed of an iron back coated with kelmet (lead-
bronze alloy), overlaid with lead-tin alloy, and then plated flush with tin.

1.5.6 Piston

The piston is monoblock type of nodular cast iron to enable the structure to with stand the high
combustion pressure and thermal load.
The crown has a cooling gallery with sufficient volume and is cooled forcibly by a lubrication oil
shaking system.

Page 6 of 53
 Fig. 1.3: Piston
1.5.7 Connecting Rod

The connecting rod is made of special forged steel. The rod consists of three pieces the main
body (stem), the big-end bearing journal (upper), and the big-end bearing journal (lower).
The mating face of the big-end bearing journal is assembled with stud bolts via serration.

Fig. 1.4: Connecting Rod

1.5.8 Big-end Bearing

The big-end bearing is made of kelmet metal of the same material and structure as the main
bearing.

Page 7 of 53
1.5.9 Cylinder Head
The cylinder head is made of CV (compacted vermicular) cast iron with high strength and
thermal conductivity to withstand the thermal and mechanical stress caused by the increased
combustion pressure.
Thermal stress is reduced through uniform cooling created by the optimized arrangement of
the bore cooling system. The highly right diagonal intermediate shelf structure and four bolts
eliminate local stress concentration and gas leakage.

Fig. 1.5: Cylinder Head

1.5.10 Exhaust Valve, Intake valve

Exhaust Valve
The exhaust valve is made of heat-resistant steel and the seat is built up type with satellite on
the seat.
The exhaust valve seat driven into the cylinder head, receives cooling jacket water from the
cylinder head to cool itself enough, and then returns the water to the cylinder head.
The exhaust valve has valve rotating device which extend maintenance intervals.

Intake Valve
The intake valve consists of a valve spindle of heat-resistant steel and a valve seat of wear-
resistant special cast iron. The intake valve seat is driven into the cylinder head.

Fig. 1.6: Intake & Exhaust Valve

Page 8 of 53
1.5.11 Valve Rocker Gear

Each intake and exhaust valve is driven by one rocker arm via valve pusher. The valve pushers
have an adjusting bolt. Adjusting bolt is installed due to match the valve timing during two intake
valves or two exhaust valves.

Fig. 1.7: Valve Rocker Gear

1.5.12 Fuel Injector

The fuel injector consists of a forged steel body, a nozzle of heat-resistant, wear-resistant
special steel, and an injection pressure regulating mechanism.
The nozzle is a multiple-pore automatic valve. The diameter and number of pores and injection
angle are so selected as to assure optimum combustion performance.
The injector nozzles are cooled by cooling water or cooling oil to prevent carbon flower
formation on the tip of the nozzle.

Fig. 1.8: Fuel Injector

Page 9 of 53
1.5.13 Indicator cock
The indicator cock consists of a body of cast iron and a stainless steel valve, and is opened and
closed manually.
The indicator cock is used for decompression in turning or air running, and also for checking
combustion in each cylinder with the cock opened during operation. The indicator cock is also
used for measuring maximum cylinder pressure with an indicator connected to the cock.

Fig. 1.9: Indicator Cock

1.5.14 Camshaft, Cams and Camshaft Bearing

The camshaft is driven by the camshaft gear fastened there. The fuel injection pump cam and
intake and exhaust valve cams are unified to the camshaft, and the camshaft is tightened with
cam journal.
The camshaft and cam journal are made of special steel and hardened, and actuate the fuel
injection pumps and the intake and exhaust valves at the proper timing. The camshaft bearing
is made of steel backed copper-lead alloy and mounted at the bearing housing of crank case.

Fig. 1.10: Camshaft

Page 10 of 53
1.5.15 Cam Rollers and Roller Guides

The fuel injection pump and the intake and exhaust valves are driven by the cams via rollers,
roller guides and push-rods.
The roller guide case for intake and exhaust is a one-piece type.
The roller guides are in contact the surface of cams, and slide the inside of the roller guide cases
of cylinder block by fitting the roller pins into the grooves of the roller guide cases.

Fig. 1.11: Cam Roller

1.5.16 Fuel Injection Pump

The fuel injection pump is a Bosch type, and their injection timing can be adjusted by changing
fuel push-rod length.
The delivery valve uses isoMPaic-type valve due to prevent cavitation erosion by change of
pressure in injection pipe.

Fig. 1.12: Fuel Injection Pump

Page 11 of 53
1.5.17 Governor

The standard governor is a hydraulic type, which is accurate in operation and easy to maintain.
Speed commands are given by the governor motor mounted at the top of governor. At an
engine speed where a governor weight centrifugal force balanced with the force of the speeder
spring is generated according to a preset speed command, an amount of fuel corresponding to
the load is supplied to keep the engine at constant speed.
When the engine load varies, engine speed momentarily changes so that the flyweight
centrifugal force changes accordingly, causing the interlocking lever to adjust the fuel to return
the engine approximately to the originally ordered speed. "Approximately to the originally
ordered speed" means that the original engine speed cannot be completely restored by an
ordinary method. A desired speed to which to return can be selected by adjusting the speed
droop adjuster in the governor. Engine speed change corresponding to load change is
determined by the purpose of use and the specifications.
Speed control by the governor is normally based on the use of a governor motor or control air.
If it is desired that engine speed be adjusted manually, the synchronizer knob on top of the
governor may be set to achieve the desired engine speed in a manner similar to the case
mentioned above.

1.5.18 Turbocharger
We use the type of ABB-TPL turbocharger and the best matching of turbine nozzle and diffuser
to the engine is selected by calculation and experiment.

Air Cooler
The air supplied from the turbocharger is cooled by the air cooler before it is fed into the
cylinders. The air cooler is a finned, multiple-tube type, whose capacity is selected as most
suitable by calculation and experiment.

Intake and Exhaust Manifolds

The air trunk is incorporated in the cylinder block and air inlet ducts connect the air trunk and
the cylinder head. The exhaust manifolds made of cast iron are heat-insulated. Exhaust
manifolds have expansion joints due to balance the thermal expansion of the piping, and are
fitted heat-insulating lagging.

1.5.19 Turning Device

The turning device is a motor type with a reduction gear. It turns the engine by rotating the
flywheel. An interlock valve is installed between the starting air main piping and the starting air
distributor to prevent the engine from starting when the turning device is engaged.

Page 12 of 53
 Fig. 1.13: Turning Gear

1.5.20 Lubricating Oil Cooler

The lubricating oil cooler is a multiple-tube, floating-plate type consisting of a cast iron or steel
plate body and corrosion-resistant alloy tubes. Protective zinc is provided to prevent corrosion
on the cooling side.
Cooler capacity is selected on the basis of heat balance calculation results.

1.5.21 Jacket Water Cooler

The Jacket water cooler has a structure similar to that of the lubricating oil cooler.
Cooler capacity is selected on the basis of heat balance calculation results.

1.6 Engine Start Procedure

a. Before starting the engine, check that there is nothing dangerous near it
b. Start the lubricating oil pump and prime well
c. Open the indicator cocks for all cylinders
d. Turn the engine, and check the following
Check to see if water or oil runs out of the indicator cocks
Make sure that the engine is turned smoothly without abnormal resistance
e. After priming the engine, close the indicator cocks and disengage the turning device.
f. Check that the pressures of lubricating oil and fuel oil meet the requirements.
g. Start the Engine

Page 13 of 53
2. Generator
2.1 General Specification

2.2 General Description

2.2.1 Stator frame and winding

The stator frame is of welded design. The stator core is centered in the frame and locked
against rotation and shifting. The stator winding is of a two-layer coil design with insulation
class F.
This insulation is made in a special way and is comprised of integrated-mica & enamel coated
insulating material impregnated with cast resin.
It is characterized by high dielectric strength, resistance to moisture, aggressive gases and
vapors, as well as rigidity and long life.

2.2.2 Rotor and windings

The rotor core of the main machine is mounted on the shaft, tensioned axially, and supports
the field and damper windings. The damper winding bars lie in the slots of the rotor core and
are welded to the rings.
The rotor core of the exciter is mounted in the shaft and supports the three-phase field
winding. The rectifier supporting wheel is mounted on the shaft between the two laminated
cores. The rotor is balanced dynamically.

Page 14 of 53
2.2.3 Exciting system

The AC exciter is composed for revolving-armature type, three-phase, synchronous generators.

In revolving-armature type generators, unlike ordinary ones, the stator and rotor are in reverse
relation.
The armature is installed at the shaft end in the non-connection side where AV power is
generated, and the output of the static excitation device for control is connected to the field
winding installed on the fixed side.

2.2.4 Rotating rectifier

The rotating rectifier is a silicon rectifier which is connected so as to compose a three-phase

full-wave rectification circuit as shown in Fig. 3 and is mounted in the rotor shaft of generator.
 The mounting screws are between 4.5 Nm and 5.5 Nm
 The contact screws are between 2.5 Nm and 3.5 Nm

2.2.5 Shaft

Concerning the generator shaft, the forged steel is adopted and designed with ample strength
for coupling with the prime mover.

2.2.6 Bearing

Depending in the design and the operating conditions specified in the order, the machines are
fitted with with sleeve bearings with or without forced-oil lubrication.

2.2.7 Cooling fan

To let the required amount of cooling air pass through, a fan of either cast iron or welded steel
plate construction is provided.
Concerning the site of its installation, two fans are located on the prime mover and opposite
side of it in the generator.
It is a two-way ventilating system which takes in air from prime mover and opposite side of it
and lets out exhaust air at the frame center position.
We have taken into consideration that the engine’s oil vapor should not be sucked into the
machine.

2.2.8 Thermometer

For checking the bearing temperature, a mercury thermometer is provided.

Page 15 of 53
2.2.9 Space heater
In order to prevent the accumulation of moisture and condensation while the generator is idle,
space heaters are provided within the stator frame.
The space heaters can be easily removed from outside the enclosure.
The heater is comprised of stainless-sheathed Ni-chrome, filled with insulators in the sheath
and is U-shaped.

Page 16 of 53
3. Fuel Oil System
3.1 HFO Unloading

HFO is unloaded from Wagon to storage tank.

3.1.1 HFO unloading pump

Q'ty :4

Type : Gear pump, electric motor driven

Capacity : 50 𝑚3 /h x 2 bar

3.2 HFO Tank

3.2.1 HFO storage tank

Q'ty :1

Heating : Steam

Capacity : 3,700 𝑚3

3.2.2 HFO Settling Tank

Q'ty :1

Heating : Steam

Capacity : 500 𝑚3

3.2.3 HFO Service Tank

Q'ty :1

Heating : Steam

Capacity : 500 𝑚3

Page 17 of 53
3.3 D.O Tank

3.3.1 DO Storage Tank

Q'ty :1

Capacity : 500 𝑚3

3.3.2 DO Service Tank

Q'ty :1

Capacity : 500 𝑚3

3.4 HFO Purifier Unit

Q'ty :1

Type : Self cleaning (by centrifuge)

Capacity : 2 + stand-by (1), 6,600 ℓ/h per purifier for 7 gensets

Accessory : Electric heater, fuel oil supply pump, sludge tank

Page 18 of 53
Fig. 3.1: P & ID of Fuel Unloading System
Page 19 of 53
Fig. 3.2: HFO Purifier Module

Page 20 of 53
Fig. 3.3: P & ID of HFO Purification System
Page 21 of 53
3.5 HFO Booster Unit
Fuel oil boosting process: 2 module

3.5.1 Fuel oil feed pump

Q'ty : 1 + stand-by (1) / module

Type : Gear pump, electric motor driven

Capacity : 19 𝑚3 x 6 bar

3.5.2 Heavy fuel oil line heater

Q'ty : 1 + stand-by (1) / module

Type : Steam heating

3.5.3 Fuel oil main filter

Q'ty : 1 / module

Type : Auto back washing with manual by-pass filter

3.5.4 Viscosity controller

Q'ty : 1 / module

Accessory : with control box and visco-therm

Page 22 of 53
Fig. 3.4: HFO Booster Module

Page 23 of 53
Fig. 3.5: P & ID of HFO Booster Module

Page 24 of 53
4. Lube Oil System
4.1 Lube oil service tank

Q'ty : 1 / engine

Type : Rectangular type with thermal insulated

Capacity : 8.5 𝑚3

4.2 Lube Oil Purifier Unit

Q'ty : 1 / engine

Type : Self cleaning

Capacity : 2,590 ℓ/h

Fig. 4.1: LO Purifier Module

Page 25 of 53
Fig. 4.2: P & ID of LO System
Page 26 of 53
5. Cooling Water System
5.1 High Temperature cooling water circuit

5.1.1 Jacket water pump

Q'ty : 1 / engine

Type : Centrifugal, engine driven

Capacity : 155 𝑚3 /h x 3 bar

5.1.2 Jacket water expansion tank

Q'ty :2

Type : Rectangular type

Capacity : 1 𝑚3

5.1.3 Jacket water pre-heating unit

Q'ty : 7 / plant

Type : Steam heating

5.2 Low Temperature cooling water circuit

5.2.1 Cooling water pump

Q'ty : 1 / engine

Type : Centrifugal, electric motor driven

Capacity : 340 𝑚3 /h x 2.5 bar

5.2.2 Cooling tower

Q'ty : 1 (7 section)

Type : Cross flow type

Page 27 of 53
Fig. 5.1: P & ID of Cooling Water System
Page 28 of 53
6. Compressed Air System
6.1 Starting Air Compressor

6.1.1 Starting Air Compressor (Electrical)

Q'ty :2

Type : Reciprocating, electric motor driven, air cooled

Capacity : 130 𝑚3 /h x 30 bar

Accessory : Control center with pressure gauge

6.1.2 Starting Air compressor (Diesel)

Q'ty :2

Type : Reciprocating, engine driven, air cooled

Capacity : 60 𝑚3 /h x 30 bar

6.2 Instrument Air Compressor

6.2.1 Instrument Air Compressor (Electrical)

Q'ty :2

Type : Reciprocating, electric motor driven, air cooled

Capacity : 18 𝑚3 /h x 7 bar

6.2.2 Instrument Air Compressor (Diesel)

Q'ty :2

Type : Reciprocating, engine driven, air cooled

Capacity : 10 𝑚3 /h x 7 bar

Page 29 of 53
6.3 Starting Air Receiver
Q'ty :2

Type : Horizontal type

Capacity : 4.3 𝑚3

6.4 Instrument Air Receiver

Q'ty : 2 / plant

Type : Vertical type

Capacity : 2 𝑚3

6.5 Air Dryer

Q'ty :2

Page 30 of 53
Fig. 6.1: P & ID of Starting Air System

Page 31 of 53
Fig. 6.2: P & ID of Instrument Air Compressor

Page 32 of 53
7. Intake Air & Exhaust Gas System

7.1 Intake Air System

7.1.1 Intake Air Filter with silencer

Q'ty : 1/Engine

Type : Wall mounting rotating type

7.2 Exhaust Gas System

7.2.1 Exhaust Gas Silencer

Q'ty : 1 / engine

Size : DN 1200

7.2.2 Exhaust Gas Damper

Q'ty : 1 / engine

Size : DN 1200

Page 33 of 53
Fig. 7.1: P & ID of Intake Air System

Page 34 of 53
8. Sludge System

8.1 Engine room pit pump

Q'ty : 2 pcs

Type : Diaphragm or Centrifugal pump, electric motor driven

Capacity : 3 𝑚3 /h x 2 bar

8.2 Oily Water Separator Unit

Q'ty : 1 pcs

Capacity : 2.5 𝑚3 /h

8.3 Sludge tank

Q'ty : 1 pcs

Capacity : 20 𝑚3

8.4 Sludge Discharge pump

Q'ty : 1 / plant

Capacity : 5 𝑚3 /h x 2 bar

Page 35 of 53
Fig.8.1: P & ID of Sludge System

Page 36 of 53
9. HRSG System
9.1 Exhaust Gas Boiler

9.1.1 Exhaust Gas Boiler

Q'ty : 2 unit

Type : Smoke tube

Capacity : 4.8 ton/hour

& 3.2 ton/hour

9.1.2 Hot well tank

Q'ty : 1 /EGB

Type : Rectangular

9.1.3 Condensate radiator

Q'ty : 1 / EGB

Type : Shell & tube

9.1.4 Steam Radiator

Q'ty : 1 / EGB

9.2 Oil Fired Boiler

Q'ty : 1 pcs

Type : Smoke tube

Fuel : Diesel oil

Capacity : 3.0 ton x 7 bar

Page 37 of 53
Fig: 9.1: P & ID of HRSG System

Page 38 of 53
10. Switchgear
One set of 11kV Middle Voltage (MV) switchgears and Step-Up Transformer is provided to
transmit the generated power to the national grid through the 132kV substation.

Connection between the HV 11kV switchgear and the step-up transformer will be HV cable

Normally the plant is started by the power supplied from the grid at first and each generator is
synchronized to the grid power system through the each generator breaker.

An emergency diesel generator is used in case of black out of the plant. The emergency
generator is started automatically to keep the house loads until the grid power source is
available.

Page 39 of 53
11. Instrumentation and Control
11.1 Control and Monitoring Devices
The Central Engine/Generator Control Panel is designed to interface with Engine & Generator
Local Panel and with other control panels.

Each panel will consist of the following components.

• PLC for control and safety system

11.2 PLC function

The PLC performs the following function:

• Engine start/stop control

• HFO/DO change over control

• Engine lube oil Priming

• Monitoring (engine speed, temperatures, press.)

11.3 Synchronization procedure

Normally the plant is started by the power supplied from the grid at first and each generator
will be synchronized to the grid power system through the each generator breaker.

11.4 Motor Control Center

(For Unit, Common, Building Motor control center)

The motor control center is designed to interface with Engine/generator control & RCMS
system and with Auxiliary equipments.

The panel will consist of the following components.

• Mold case circuit breaker
• Aux. relay
• Combination controller with PLC system

Page 40 of 53
11.5 Single line Diagram

11.6 DC Supply System

Battery charger system will consist of battery charging module. Battery system is changed by
Manual and automatically. The capacity of each battery and each battery charger covers 100%
of the power demand of the whole plant.

Panels will consist of the following components.

 Battery (Ni-cd type)

 Battery charger panel
 Supply : 3ph, 415 V
 O/P Voltage : 125 VDC
 Cooling : Rectifier fan cooled

Page 41 of 53
12. Transformer:
12.1 General Specification:

12.2 General Description:

12.2.1 Core
The core consists of three column, parallel, laminated cold-rolled and non-aging silicon-steel
having high permeability and low hysteresis loss.

The steel sheet is thoroughly coated on both sides of each sheet with insulating properties to
reduce eddy current losses to minimum.

Structural rigidity is given to the core by the use of steel plates at the bottom of the core. So
that distortion due to short circuit stresses or transport handling is prevented.

Page 42 of 53
12.2.2 Winding
Coil is designed and manufactured to withstand the impulse voltage, prevent it from distortion
when a short circuit occurs.

Permanent current carrying joints or splices will be welded or clamped, formed, finished and
insulated to avoid concentration of dielectric stresses.

The conductors will be transposed at sufficient intervals to minimize currents and equalize the
current and temperature distribution along the winding.

The material of conductor is copper.

12.2.3 Tank
The transformer is provided with a suitable steel tank of substantial construction which is oil-
tight and gas-tight. All gaskets are made of materials which do not deteriorate under service
conditions.

The tank has sufficient strength to withstand an internal pressure of full vacuum and vacuum
drying without damage or permanent deformation.

The transformer tank is provided with manholes and hand holes of suitable size to afford easy
access to the lower ends of bushing terminals, upper portions of the coils and side position of
tap changer.

In the case of core-form transformer the joint between the tank and cover is provided with
suitable flange and gaskets at top of the tank so that the assembly service is oil-tight and gas-
tight.

The transformer is provided with lugs for lifting the essential parts also for lifting the
completely assembled transformer filled with oil.

12.2.4 Forced air fan

The fan assembly is designed specially for use with radiators. Groups of fan are mounted on the
side of a radiator bank and provide forced air circulation through the continuous ducts formed
by the parallel mounting arrangement of the radiators.

Page 43 of 53
12.2.5 Conservators
Conservator oil preservation system will be available with air seal cell rubber bag. In air seal cell
type conservator, the oil surface is completely isolated from the atmosphere by installing an oil-
resistant rubber cell in the interior of the conservator, so that atmospheric pressure is always
maintained without the necessity of employing intervening mediums.

The outside of the rubber cell attached on the inside of the conservator is filled with insulating
oil. The inside is open to the atmosphere through the silica gel breather. Namely, during the
operation the insulating oil is always isolated from the air by the oil-resistant rubber and there
is no oxidation or moisture contamination of the oil at all. And this type conservator allows also
the main tank to remain full oil level despite of oil expansion and contraction with temperature
changes.

A pipe connection between the lowest part of the conservator and the cover of main tank
permits the gas from main tank to pass into the conservator through Buchholz relay, so that the
transformer tank will be completely filled with oil.

Page 44 of 53
13. Substation:

Substation contains Transformer, Lighting Arrester, CT, PT, Isolator, Circuit breaker.

13.1 Lighting Arrester

120 KV, 10 KA Outdoor LA

13.2 CT

Type : Outdoor
CT ratio : 600‐400/1/1/1/1A

13.2 PT

Outdoor oil cooled, hermatically sealed Voltage transformer, 132 KV

Single pole ratio: 132KV/√3/110V/√3/110V/√3/110V/√3

13.2 Isolator

Rated Voltage : 145 KV

Rated Nominal Current : 1250 A
Rated Frequency : 50 Hz
Control Voltage : DC 110 V

13.2 Circuit Breaker

Rated Voltage : 145 KV

Rated Nominal Current : 1250 A
Rated Frequency : 50 Hz
Control Voltage : DC 110 V

Page 45 of 53
14. Water Management
14.1 Incoming Supply

Water supply of SPGCL comes from two deep tube well

- One is under the banyan tree
- Other is beside the HFO Service Tank

14.2 Water Condition of the Plant

14.3 Water Softening plant:

Water softening plant is used to reduce hardness of Water.

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14.4 RO System
RO System is used to supply Boiler & Jacket Water.

Fig. 14.1: RO System

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14.5 Chemical Injection System:

14.6 Recommended value of Water Quality

Page 48 of 53
15. Operational Parameter
Engine-Generator Alarm & Trip Parameters
Delay Alarm Shutdown
System Name Value
(sec.) Status Status
L.O Temp. High Inlet 65°C 3 YES NO
L.O Temp. High Inlet 70°C 3 NO YES
L.O Pressure Low Inlet 5 bar 3 YES NO
L.O Pressure Low Inlet 4 bar 3 NO YES
Pre-Lubrication Pressure Low 0.1 bar 60 YES NO
T/C Lub Oil Pressure Low Inlet (A-Bank) 1.1 bar 3 YES NO
T/C Lub Oil Pressure Low Inlet (B-Bank) 1.1 bar 3 YES NO
F.O Pressure Low after Filter DO 0.5 bar 5 YES NO
F.O Pressure Low after Filter HFO 2.5 bar 5 YES NO
H.T Water Low Pressure Inlet 1 bar 3 NO YES
H.T Water Low Pressure Inlet 1.5 bar 3 YES NO
H.T WaterTemp. High Outlet 95°C 3 YES NO
H.T WaterTemp. High HighOutlet 97°C 3 YES NO
H.T WaterTemp. High Outlet 100°C 3 NO YES
Exh. Gas Temp. High Outlet Cyl. (A1~B8) 500°C 3 YES NO
Exh. Gas Temp. Diff. Between Individual Cyl. 30°C 60 YES NO
Exh. Gas Temp. Diff. Between Individual Cyl. 60°C 60 YES NO
Exh. Gas Temp. High Before T/C (A-Bank) 550°C 10 YES NO
Exh. Gas Temp. High Before T/C (B-Bank) 550°C 10 YES NO
Exh. Gas Temp. High Before T/C (A-Bank) 580°C 5 YES NO
Exh. Gas Temp. High Before T/C (B-Bank) 580°C 5 YES NO
Exh. Gas Temp. High After T/C (A-Bank) 470°C 3 YES NO
Exh. Gas Temp. High After T/C (B-Bank) 470°C 3 YES NO
Compressed Air Pressure Low Inlet 18 bar 15 YES NO
Over Speed Control 690 RPM 0 NO YES
Over Speed Safety 678 RPM 0 NO YES
T/C Over Speed RPM (A and B Bank) 23150 RPM 0 YES NO
Gen. Winding Temp ( R ) 145°C 3 YES NO
Gen. Winding Temp ( R ) 150°C 3 NO YES
Gen. Winding Temp ( S ) 145°C 3 YES NO
Gen. Winding Temp ( S ) 150°C 3 NO YES
Gen. Winding Temp ( T ) 145°C 3 YES NO
Gen. Winding Temp ( T ) 150°C 3 NO YES
Gen. Bearing Temp. D.E. 95°C 3 YES NO
Gen. Bearing Temp. D.E. 100°C 3 NO YES
Gen. Bearing Temp. N.D.E. 95°C 3 YES NO
Gen. Bearing Temp. N.D.E. 100°C 3 NO YES
Over Voltage Trip 145 KV 2 NO YES
Under Voltage Trip 105 KV 2 NO YES
Over Frequency Trip at 11KV bus 52.5 0.5 NO YES
Under Frequency Trip at 11 KV bus 47.5 1 NO YES

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16. Fire & Safety:
16.1 Definition of fire:
Fire is the visible effect of the process of combustion–a special type of chemical reaction. It occurs
between oxygen in the air and some sort of fuel. The products from the chemical reaction are
completely different from the starting material

16.2 Common fire classification:

“Ordinary” combustibles
Paper, wood, rubber, plastics and textiles.

“Flammable liquids”
Oil, gasoline & common organic solvents used in the laboratory

“Energized circuits”
Electrical equipment and computers

16.3 How they work:

Works by cooling.
NOTE: Area of Class A fire which a “non-expert” can extinguish, with proper training.

Works by blanketing the fuel.

Note: Interrupts chemical reaction at fuel surface.

Works by displacing oxygen, smothering fire.

Note: Only indicates that the extinguishing agent is non-conductive, safe on energized equipment.

16.4 Common types fire extinguishers:

 Water & Sand

 Dry Chemical
 CO2

WATER
Water + CO2propellant
ONLY for Class fires Fabrics, wood, paper etc.

Spreads burning liquids!

DANGER of electric shock if used on live circuits!

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16.5 Extinguisher Common features

16.6 REACT upon discovery of fire or smoke & employee persons in immediate danger
Ensure doors are closed! (Confine fire/smoke)
Activate the building alarm.
Call the Fire Department.
Treat ALL fires as DANGEROUS!

Do not attempt to fight a fire UNLESS you are trained in use of a fire extinguisher !

16.7 When encountering a fire remember

RACE
R=Rescue-Remove Person to safe area.
A=Alarm-Call Emergency No. or set of fire Alarm.
C=Confine-Confine the fire to one area by closing doors & windows.
E= Extinguish-If fire is small enough use a fire extinguisher & put fire out.

16.8 Large scale fire fighting

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17. Performance Indicator for the Amnura 50 MW HFO Power Plant

17.1 Actual Fuel Consumption:

Total Fuel consumption from COD Jan. 2012 till March, 2013= 30,908,509 liter

Total generation during above month = 133,662,671 KWH

Unit fuel consumption average= 231 ml/kwh

17.2 Actual Lube Oil Consumption:

Total Lube oil consumption from COD Jan. 2012 till 20th April, 2013= 91,807 liter = 84,003.41 kg

Total generation during above month = 142,052,782 KWH

Unit Lube oil consumption average= 0.51 gr/Kwh at 132 KV end

= 0.446 gr/Kwh electric generation

17.3 Plant Outage:

As per Power Purchase Agreement with BPDB 10% outage is allowed.

That means 50 MW X 8760 hrs X 10% a year = 43,800 MWH per year

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18. Responsibilities of Shift Engineer:
1. Start & stop Engine and auxiliary system when required.
2. Monitoring Engine & Auxiliary parameters.
3. Check leaks from piping, filter condition, pump and troubleshoot.
4. Time to time fuel oil & Lube oil measurement.
5. Calculating Fuel oil and Lube oil consumption.
6. Maintain Engine & Auxiliary log sheet.
7. Maintain chemical dosing in cooling tower, WTP, Boiler etc.
8. Check water quality of Boiler & cooling water system.
9. Check sludge level & transfer to required position.
10. Check the safety equipment such as fire fighting.
11. Making daily report.
12. Time to time communicate with LDC, PGCB and BPDB personnel.

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