Opearion Manual For Co Gas Boosting Station (Tata Kpo)

TLT ENGINEERING INDIA PVT. LTD.
OPERATION & MAINTENANCE MANUAL FOR CO GAS BOOSTING STATION PHASE - I
TATA STEEL LTD. KALINGANAGAR PROJECT
P.O. NO. - 3800008195/118, DT: 31/12/2012

TLT JOB NO. - 710024
CONTENTS
SECTION 1 - CO GAS BOOSTER
1.1. Introduction
1.2. General Instruction
1.3. Data Sheet of Booster
1.4. Performance Curve of Booster
1.5. Motor
1.6. Data Sheet of Motor
1.7. Performance Curve of Motor
1.8. Startup Curve
1.9. HCV
1.10. Booster Erection Procedure
1.11. Fan Description
1.12. Shaft Description
1.13. Impeller Locking Arrangement
1.14. Impeller Description
1.15. Impeller Seal Description
1.16. Booster Casing Description
1.17. Bearing & Motor Pedestal Description
1.18. Fan Operation
1.19. Bearing Storage & Handling
1.20. Oil Lubricating Bearing
1.20.1. Description
1.20.2. Erection
1.20.3. Maintenance
1.21. Fluid Coupling
1.22. Resilient Coupling
1.23. Coupling Alignment
1.24. Shaft Axial Alignment
1.25. Shaft Radial Alignment
1.26. Maintenance
1.27. Troubleshooting
1.28. Assessment of vibration Behavior
1.29. Vibration Chart
1.30. Nitrogen Purging Procedure
1.31. Boosting Station Start-up Procedure
1.32. Piping and Instrumentation Diagram
1.33. Do’s & Don’ts
1.34. Control Philosophy
1.35. List of Instruments
1.36. Contacts
TLT ENGINEERING INDIA PVT. LTD. Page 1 of 68

SECTION 1
CO GAS BOOSTER
1.1 INTRODUCTION
The fans are dispatched in dismantled condition with proper packing. The entire fan parts
to be handled with care. Lifting Lugs to be used and never pass slings and timber through
casing and impeller in order to assist in rigging. Proper care to be taken particularly to the
impeller, hub, shaft, bearing housings and bearings during the transportation. Always
avoid any shocks to the fan parts that could damage the fan parts. If impeller is damaged
slightly, it should be repaired and to be balanced again.
When packages are received at site, check all the parts with the help of the packing list
and drawing. If necessary make a list of missing parts (in case of short supply) and
initiate action for replacement. Check the condition of the parts that may have been
damaged during transport. In case of damages, take steps to repair the damage in
consultation with manufacturer.
1.2 GENERAL INSTRUCTION

As soon as received the different parts of the fan should be placed in clean and dry
covered premises. Never keep the rotor parts in open and dusty areas.
Storage for a period of more than couple months must be ensured in the best possible
condition basically protected from dampness so as to avoid oxidization of the different
parts of the fan unit.
The mechanical parts with machined surfaces are coated with anti-corrosion varnish. In
case of prolonged storage, before putting in to service, the equipment will be inspected
periodically and the machined parts will be protected from time to time using protective
coating in case of need. The equipment’s should be kept sufficiently large premises, thus
providing space for inspection and easy maintenance. Moreover, the storage premises will
protect the equipment from sudden changes in temperature, dust, foreign matter, etc.
Always keep the rotor on temporary pedestal at the site prior erection.
Correct way of resting the rotor at the site

1.3. DATA SHEET OF BOOSTER

Fan Application: CO GAS BOOSTER
Fan Type: 2825B/534
Fan Job No: 710024 Mfg No.: 3486 - 3488 Built In: 2013
Direction of Rotation: Counter Clock Wise
Volumetric Flow Rate: 15.8 m³/sec (50000) Nm³/Hr
Pressure rise: 1251 mmWG

Gas Temperature: 45 deg
Fan Speed: 2882 RPM
Motor Speed: 2950 RPM
Power at Shaft: 236 KW
Motor Power: 275 KW
Moment of Inertia (GD²): 580 Kg/m²
Type of Transmission: Fluid Coupling
Coupling Size: 410 DFC Make: Premium Transmission
Type of Bearings:
1) Fixed Bearing - Housing Type: SONL 220

Bearing Size: 22220 E/C3
Impeller Diameter: 1504 mm
Weight of Fan: 4110 Kg
Weight of Motor: 4500 Kg
Characteristic Curve No: KLN-58763 G.A Drawing No: 11584.7.B
Manufacturer: Works-Survey Nos. 788 & 793, Opp-Torrent Laboratories,
Kalol-Mehasana Highway, Indrad. Tal Kadi,

1.4. PERFORMANCE CURVE OF BOOSTER

1.5. MOTOR
 DESCRIPTION
Type 1MJ7, Flame proof squirrel cage introduction motors are designed to operate
satisfactory in hazardous locations such as mines, petrochemical plant, boosting stations
etc. classified as division 1 areas. The motors are designed to meet IS/IEC60079-1 for gas
groups IIA,IIB & IIC and are certified by statutory bodies like CIMFR, Dhanbad etc. and
approved by PESO (formerly CCOE)
Even through motors are designed to operate satisfactory in most arduous conditions,
best result are obtained only by carefully planned maintenance as outlined in this
instruction manual. The help may be taken from IS/IEC 60079-17 for installation
inspection and maintenance and IS/IEC 60079-19 for repair, Overhaul and reclamation.
The construction features of flameproof motors type 1MJ7 are similar to 1LA7 series
motors which are elaborated in this manual.
 STATOR FRAME AND WINDING
The stator frame id of welded construction. The stator core pack is fitted centrally in the
stator frame and secured against rotation and displacement.
The stator winding of the HV machines is a double layer coil winding and is provided with
MICALASTIC insulation complying with class F insulation requirements. This insulation
system is based on integrated mica and is made by a special synthetic resin impregnation
process. The insulation possesses high electric strength, high resistance to moisture and
aggressive gases and vapors, excellent mechanical stability and long life.
 ROTOR AND ROTOR WINDING
The shafts have two bearings (drive end & non-drive end) and a cylindrical shaft extension
at the drive end. A second shaft extension may be provided at the non-drive end. The
laminated rotor core is pressed on to the shaft, clamped and secured against axial
displacement, and carries the rotor winding.
The rotor winding consists of copper or copper alloy single or double cage as reqd.
consisting of conducting bars inserted in the slot & short circuited with copper ring at
both through brazing.
 END SHIELDS
The end shield at the drive and non-drive ends are disk shaped and arranged for taking
the bearing assembly which is appreciate for the type variant of the machine.
 BEARINGS
Depending on the design and the operating conditions specified in the order, the
machines are fitted with grease-lubricated rolling-contact bearings or with sleeve bearings
with or without force-oil lubrication.
Sleeve bearing of machines are of the floating type without axial restraint. Axial restraint
for the rotors of such machines must be provided from the locating bearing of the driven
machine via a suitable coupling having limited play.
For a full description and special instruction, reference should be made to the relevant GA
drawings and data sheets of motors.
 MAIN TERMINAL BOX
Connection from stator winding are brought into flame proof terminal box which houses
bushing type terminal studs front cover is bolted type with allen screws. Clearance and
flame path length are maintained as per IS/IEC 60079-1 (Group IIC). Complete box with
front cover is of robust construction to contain explosing pressure. It is suitable up to a
cable size 1 x 3 core x 185 mm² XLPE cables. Suitable flame proof cable glands are also
provided.

 NEUTRAL TERMINAL BOX

 AUXILARY TERMINAL BOX
The auxiliary terminal boxes for flame proof motors are made of special grade cast iron
and house ‘KLIP ON’ type terminals. Here also front cover is bolted type with allen screws.
Clearance and flame path lengths are maintained as per IS/IEC 60079-1 (Gas groups IIC)
suitable flame proof cable glands are provided at bottom. Separate boxes are provided for
space heaters, ETD, BTDs.
 STATOR WINDING RTDS
The temperature of the stator winding is monitored by resistance thermometers embedded

in the stator winding to protect the winding against thermal over loads. These RTDs can
be connected to temperature scanner/transmitter to monitor the winding temperature.
Thermal overloading means a prolonged excess temperature which may destroy the
winding insulation or considerably reduce the life of the insulation.
If the winding temperature at the points where the temperature sensors are
installed reaches of exceeds the permissible limit value ab alarm signal is given of the
machine shut down automatically, depending on the temperature attained.
The bifilar thermometer resistor is wound on a core, covered with glass fibre tape
and potted in cast resin, and thus has a high mechanical length. The temperature sensors
are installed in separators of the stator winding. Replacement of the sensors would be
difficult.
The number of sensors and their distribution over the slots in the stator core are
indicated in the dimension drawing.
 BEARINGS RTDs
Bearing are also provided with resistance temperature detector to allow for monitoring of
bearing temperatures. They can be connected to temperature scanner/transmitter to
monitor the bearing temperature. If bearing temperature reaches or exceed to permissible
limit value, the same can be use generate a alarm/trip of the motor.
 DISMANTLING AND RE-ASSEMBLY PROCEDURE
To maintain the flame proof features, ensure the components are marked with motor s.no.
from which they are dismantled, in case several identical machines are dismantled at a
time. Those parts which from proof enclosure should not be interchanged. No clearance
should be altered, not any bores modified without manufactures consent. Parts such as
bearing caps, DE & NDE, should not be interchanged.
NOTE :
It is recommended to dismantle flame proof motors at site in consultation
with BHEL.
 MOTOR DISMANTLING
Vertical machines may be dismantled in horizontal condition. No attempt should be made

on top bearing in vertical condition for these machines even if rotor is supported at the
bottom (driving end) shaft face.
Remove the coupling at driving end before attending the work on the motor. Refer motor
sectional arrangement drawing and the bearing assembly sketches. Study them carefully
before attempting the attempting the dismantling of motor/bearing assemblies.
 SEQUENCE OF DISMANTLING
NON-DRIVE END BEARING ASSEMBLY
 Remove the fan casing.

 Remove the external blower along with hub.
 Extract the dust seal along with the shaft seal in case of vertical machine. Remove
circlip, extract grease flinger.
 Remove the end shield carefully after unscrewing socketed cap screws fitted to the
bearing housing and those fitted in sequential manner i.e. two diagonally opposite
bolts at a time. After supporting the end shield by a sling through an eye bolt, draw
out the end shields. Care should be taken so that air guide is not damaged while
passing through the stator frame bore. Remove the bearing housing along with the
outer race with rolling elements of the bearing. Care must be taken so that no
damage occurs to the long floating labyrinth of the bearing housing.
DRIVE END BEARING ASSEMBLY
 Remove the flexible coupling

 Follow the sequence indicated for NDE bearing assembly.
 While removing the bearing assembly by a stud arrangement the complete ball
bearing and outer race of rolling bearing with rolling element will be drawn out.
 Now the rotor can be de-threaded using steel tube. Utmost care must be taken that
the stator winding does not come into physical contact with rotor due to latter’s
movement in the slung position. The rotor after dismantling is preferably kept on
wooden or soft/padded V blocks.
 Do not remove/disturb any of the balancing weights which are screwed / bolted on
to the rotor.
 REASSEMBLY
Reassembly of the motor is reverse of the above procedure. It is recommended that new
rolling bearings be installed as follows: Heat the bearings of the inner ring of the roller
bearings in oil or air to a temperature of approx. 110°C-120°C and slip them onto the
shaft. Heavy blows may damage the bearing and must be avoided.
1.6. DATA SHEET OF MOTOR

GENERAL
Application CO Booster Fan
Quantity 03 Nos.
Make BHEL, Bhopal
Frame Size 1MJ7560-2
Applicable Standard IS : 325 / 1996
TYPE AND RATING

Type of Motor SCIM
Hazardous Area Classification Ex ‘d’ (gas Gr. IIA & IIB)
Duty Cycle / Designation Continuous (S-1)
Rated Continuous output (kW) 275
Ambient Temperature (°C) 50
Rated speed/Syn. Speed(rpm) 2972 / 3000
Rated voltage (v) and variation 6600 (+)10% (-)15%
No. of phases 3
Rated frequency(Hz) and variation 50 ± 6%
Combined voltage and Frequency variation 10% abs.
Full load current(amps) 29.5
No load current(amps) 9.0
Type of Enclosure TETV
F.L. ¾ F.L. ½ F.L.
Power factor 0.87 0.84 0.78
Efficiency (%) at rated voltage and frequency 93.5 92.0 90.0
Locked rotor / starting current % of FLC 600%
PERFORMANCE
Method of starting DOL
Torque at rated voltage (%of FLT)
a) Breakaway starting torque 92%
b) Pull-up torque 60%
c) Pull-out torque 250%
Starting time at 80% RV 100% RV 110% RV
a) Load coupled (sec) 16.0 7.0 5.8
b) Load un-coupled (sec) 8.5 3.7 3.1
Locked rotor withstands time (hot) in sec. 31 20 16
Locked rotor withstands time (cold) in sec. 41 26 21
Starting requirement
a) No. of equally spread starts per hour 3
b) No. of cold starts 3
c) No. of hot starts 2
Thermal time constant (Heating/cooling) (Min) 30 / 120 minutes
Whether motor suitable for bus transfer Yes
Noise Level As per IS: 12065
Vibration Level As per IS: 12065

CONSTRUCTION
Degree of protection IP-55
Method of cooling IC-511
Motor suitability for rotation Uni-Directional
DOR facing DE in case of unidirectional motor Clockwise (Viewed from DE Side)
Insulation class F, Temp. Rise limited to class B
Permissible temp. rise above an ambient by
70
resistance method (Deg. C)
Tropicalized (Yes/No) Yes
Winding connection Star
BEARING
Make SKF / FAG
Type Antifriction
Recommended lubricant Grease (IOC-SERVOGEM-3/EQV)
Catalogue No. (DE/NDE) NU218M + 6218C3 / NU216M
Life 40000 Hrs.
For FOL system
a) Oil flow (LPM) per bearing NA
b) Max / Min. oil pressure (kg-m2) NA
MISCELLANEOUS
Type of mounting Horizontal
Moment of inertia (GD2) KG-M²
a) Load (referred) to motor speed 600 Kg-m² but the motor shall be coupled with
fluid coupling having MI=4.95 Kg-m² for
primary part
Motor 22.8
OGA Drawing no. 34020046203
Surge Withstand Voltage (Stator winding/coil) As per IEC: 60034-15
a) 0.3/ 3 Microsecond Surge (kVp) 20.41 (For inter turn insulation)
b) 1.2/ 50 Microsecond Surge (kVp) 31.40 (For main insulation)
WEIGHTS (APPROX)
Stator (KG) 4010
Rotor (KG) 490
Total (KG) 4900
 Motor is suitable for operation at 6.3KV and shall deliver full power.
1.7. PERFORMANCE CURVE OF MOTOR

1.8. STARTUP CURVE

1.9. HCV
 SMART POSITIONER
YT-3400/3450 series Smart Valve Positioner accurately controls valve stroke in response
to an input signal of 4-20mA from the controller. Built-in micro-processor optimizes the
positioner’s performance and provides unique functions such as Auto-Calibration, PID
Control, Alarms, and HART Protocol Communications.
 MAIN FEATURES & FUNCTION

 LCD display enables users to monitor the positioner status.
 Positioner operates normally during sudden changes in supply pressure and / or
high vibration environment.
 Low air consumption level and low voltage use (8.5 V) yield to lower plant operating
costs. The YT-3400/3450 is compatible with most of controllers.
 Variable orifice can be used to minimize the hunting occurrence and optimize
operating conditions.
 Valve system feedback is greatly improved by the accuracy and fast response of the
YT-3400/3450.
 Different valve characteristics can be adjusted – Linear, Quick Open, Equal
Percentage, and Custom which user can make 16 points characterizations.
 Tight Shut – Close and Shut - Open can be set.
 PID parameters can be adjusted in the field without any additional communicator.
 A/M switch can be used to direct supply air to the actuator or to manually operate
the positioner or valve.
 Split range 4-12mA or 12-20mA can be set.
 Operating temperature is -40 ~ 85’C.
 LABEL DESCRIPTION
A. Model : Indicates the model number of the positioner.
B. Supply : Indicates the supply pressure range.
C. Ambient Temp. : Indicates the allowable ambient temperature.
D. Input Signal : Indicates input signal range.
E. Protection of Enclosure : Indicates protection grade.
F. Explosion Proof : Indicates certified explosion proof grade.

 PARTS & ASSEMBLY
1. Pilot Cover 6. Potentiometer
2. Pilot Unit 7. Main Body
3. Main Cover 8. Terminal PCB
4. Main PCB 9. Terminal Cover
5. Feedback Lever 10. Manifold
 INSTALLATION
SAFETY
When installing a positioner, please ensure to read and follow safety instructions.
1. Any input or supply pressures to valve, actuator, and / or to other related devices
must be turned off.
2. Use bypass valve or other supportive equipment to avoid entire system “shut
down”.
3. Ensure there is no remaining pressure in the actuator.
YT-3400/3450R INSTALLATION
YT-3400/3450R should be installed on rotary motion valve such as ball or butterfly type
which uses rack and pinion, scotch yoke or other type of actuators which stem rotates 90
degrees. Before proceeding with the installation, ensure following components are
available.
1. Positioner unit
2. Fork lever and lever spring
3. Standard rotary bracket (included with the positioner)
4. 4 pcs x hexagonal headed bolts (M8 x 1.25P)
5. 4 pcs x M8 plate washer
INSTALLATION STEPS
1. Please check the actuator’s stem height and adjust the

bracket by referring to the bracket table.
2. Attached the bracket onto the actuator. It is recommended to
use spring washer so the bolts will not be loosen from
vibration.
3. Set rotation position of the actuator stem at 0%. For single acting actuator, it is
easy to check 0% point by supplying no pressure to the actuator. For double acting
actuator, check actuator stem’s rotation direction – clockwise or counter-clockwise
- by supplying pressure to the actuator.
4. Install the fork lever after setting actuator’s stem at 0%. Check the actuator stem’s
rotation direction – clockwise or counter-clockwise. Installation angle of the fork
lever should be 45 degrees in relation to the linear shaft. For NAMUR shaft
installation, the angle does not matter.
5. After setting fork lever position, assemble lock nuts which are located on the
bottom of the fork lever. Ensure to set the height of the upper fork lever between
6~11mm, which is lower than the upper bracket’s height.
6. Attach the positioner to the bracket. Fix the clamping pin on the main shaft’s
center of the positioner and insert connection pin into the fork lever slot. This will
lock to the fork lever spring. Setting alignment of the main shaft of the positioner
and center of the actuator’s stem is very important. Poor alignment of the main
shaft and the actuator’s stem decreases the positioner’s durability due to
unnecessary forces on the main shaft.
7. Tighten the positioner and the bracket with hexagon-headed bolts and plate washer
after checking the positioner’s position.
 CONNECTIONS Counter-clockwise and clockwise rotation
Safety
 Supply pressure should be clean and dry air – avoiding moisture, oil or dust.
 Always recommended to use air filter regulator (i.e. YT-200 series).
  Young Tech Co., Ltd has not tested positioner’s operation with any other gases
other than clean air. Please contact Young Tech Co., Ltd for any questions.
Supply Pressure Condition
 Dry air with at least 10℃ lower than ambient temperature.

 Avoid from dusty air. Positioner’s inner filter can only filter 5 micron or larger.
 Avoid oil.
 Comply with ANSI/ISA-57.3 1975(R1981) or ISA S7.3-1975(R1981).
 Supply pressure range is 1.4 ~ 7 kgf/cm2 (140-700 kPA)
 Set air filter regulator’s pressure level 10% higher than actuator’s spring range
pressure.
Piping Condition
 Ensure inside of pipe is clean of obstructions.

 Do not use pipeline that is squeezed or shows any type of damamges.
 Pipeline should have more than 6mm of inner diameter (10mm outer diameter) to
maintain flow rate.
 The length of pipeline system should not be extremely long. Longer pipeline system
may affect flow rate due to the friction inside of the pipeline.
Connection – Actuator
Double acting actuator
Double acting type positioner is set to use OUT1 and OUT2 port. As input signal
increases, the supply pressure will be supplied through OUT1 port.
Double acting linear (left) and rotary (right) type actuator

1.10. BOOSTER ERECTION PROCEDURE
1. The concrete foundation to be made at site as per general assembly drawing.
2. Check elevation of foundation and its different levels. It’s must be as per drawing.
3. Mark Center line of the booster and the pockets on the foundation.
 FOUNDATION BOLTS AND BASE FRAME

4. Place the foundation bolts in their foundation pockets.
5. Clean the threaded portion of the bolts with rust cleaner.
6. Generally the concrete block foundation provided to support the booster unit should
be at a level lower than the final installation level by about 50 mm. This clearance
allows correction of the civil engineering false level. It is therefore necessary to
maintain the Center of the fan and the level of installation.
7. Place the steel packers of 50mm height on either side of each pocket in between the
foundation bolts. (NOTE: Steel packers should be of 150mm x 100mm and not more
than 5nos. packers are allowed)
8. Place the motor and bearing common pedestal on the packer plate and bolt it together.
Taper washer to be used with foundation bolts.
9. Adjust the horizontal level of the pedestal by adjusting steel packers placed in between
the base frame and the foundation.
 BEARING PEDESTAL & CASING

10. Check the horizontal level of the pedestal by using water level.
11. Match the center line on the base frame with the center line marked on the civil
foundation.
12. Put the grouting materials for the foundation bolts up to the pocket level.
NOTE :
Make sure that non-shrinkage type grout materials are used.
POCKET GROUTING SHOULD BE CARRIED OUT IN PRESENCE OF TLT’S

REPRESENTATIVE AND ONLY AFTER GETTING WRITTEN CLEARANCE FROM
HIM.
13. Allow the grout to dry long. (Min. 72Hrs)

14. Tighten the foundation bolt to maximum and check the level and height of bearing
pedestal and record the values.
NOTE :
Top surface level of bearing pedestal should be check by master level.
Permissible deviation is 2 division of master level having accuracy
0.05mm/meter. This level should be obtained by adjusting steel packers in
between base frame and foundation.
15. Installed bottom half of the casing on the packer plates and bolt it.
16. Check the casing Centerline, level and center height with respect of bearing
pedestal.
 ROTOR ASSEMBLY
17. Sling the booster rotor assembly consisting of impeller, hub, shaft, bearing and
bearing housings.
NOTE :
Do not use metal sling directly on the shaft during the installation.
18.Position the booster rotor assembly on the bearing pedestal and bolt it.
19.Check shaft alignment in respect of bearing pedestal Centre line by shifting bearing
housing.
20.Check bearing skews on both sides bearing housing with filler gauge.
21.Tight all housing fixing bolts.
22.Check shaft levels on coupling seating area by using master level. This level should be
within 0.05mm/meter. For adjust the level brass shims or SS shims to be used in
between bearing pedestal and bearing housing.
23.Tight all housing fixing bolts. Booster shaft should not be disturbed throughout the
installation hence after.
24.Check pedestal level once again.
25.Apply a thick layer of rubber solution (Pedilite 998) on the parting flanges of casing
and inlet cone and use neoprene rubber gaskets for sealing purpose.
26.Install top half of casing with inlet cone and bolt it.
27.Tighten the parting flange bolts.
28.Position the inlet cone and check the cone gap and overlap.
NOTE :
If desired gap & overlap between inlet cone & impeller is not achieved then
casing can be adjusted in order to achieve the same.
29. Check the distance between the shaft and the PCD of the flange welded on the
casing for labyrinth seal. Equidistance to be achieved all around by adjusting the
casing. Maximum deviation of 2mm is permissible.
30. Insert the coupling half on the fan shaft by heating the coupling hub in hot oil
bath up to 130~135°C and insert the other half of coupling on motor shaft.
31. Place the motor on base frame and align motor shaft with respect to booster shaft.
Brass shims or SS shim to be used for alignment. Align of coupling should be
done using two axial dial gauge and one dial gauge for radial. Coupling gap must
be as per drawing.
Allowable radial misalignment max. 0.05mm
Allowable axial misalignment max. 0.05mm
32. Arrange for final grouting of fan and motor base frame & pockets for casing by
using non-shrink type grout material.
FINAL GROUTING SHOULD BE CARRIED OUT IN PRESENCE OF TLT’S

REPRESENTATIVE AND ONLY AFTER GETTING WRITTEN CLEARANCE FROM
HIM.
33. Allow the grout to dry long. (Min. 72Hrs). Proper curing of the grouting should be

ensured.
34. Check the coupling alignment once again and adjust if required.
 ACCESSORIES
35.Fix the inlet damper with the inlet cone.
36.Fix the inlet & outlet flexible connection.
37.Fix the Labyrinth shaft sealing arrangement.
NOTE :
Ceramic Rope Gasket with sealant should be on the flanges of above.
38.Fix the actuator linkage after actuator alignment.

39.Connect the inlet, outlet & individual bypass pipe line with the booster and tighten all
the bolts.
40.Check the free rotation of the impeller.
41.Tighten the casing foundation bolts and arrange for final grouting.
42.Check the free rotation of the impeller and fix the inspection door.
NOTE :
Whenever welding is carried out on the fan parts during erection at site
condition, direct earthing to be given, to avoid current passes through the
bearings.

1.11. FAN DESCRIPTION
The unit involved is a single Inlet Centrifugal fan of TLT INDIA makes centrifugal type. i.e.
the impeller (1) is arranged on middle of shaft and supported with two bearings (3 & 4).
The bearings themselves are designed as oil-lubricated anti-friction bearings. The fan is
substantially of welded construction.
The stator section consists of the following components: Inlet cone (8.1) & Casing (8).
Control is by inlet butterfly damper.
All stator parts are spilt so that an impeller change is possible without any difficulty.
The housing rests on a separate support, which ensures a sufficiently constant position of
the shaft penetration points even in case of large expansion by temperature (centerline
support).
The rotor consists substantially of the following parts: Shaft (2), Impeller (1) with hub
attachment & Fluid Coupling (5).

1.12. SHAFT DESCRIPTION
The shaft is turned from solid and is supported between the bearings. It accommodates
the impeller and the coupling half/fan pulley on fan side. Key according to IS2048 serve
for transmission of the power from coupling/pulley to shaft and shaft to impeller.
1.13. IMPELLER LOCKING ARRANGEMENT

The impeller is attached to the shaft by washer (1), bolt (2) and securing plate (3) the
washer being secured additionally by pin (4) for preventing it from twisting towards the
shaft or hub, respectively.
At each end the shaft is provided with a center hole. The threaded center bore holes are
used for mounting the bearing, the coupling and the impeller. They must in no case be
used for transport purpose.
4
3
1.14. IMPELLER DESCRIPTION

This is a single-flow centrifugal impeller, i.e. an impeller with double inlet.
It consists of the back plate (1) with hub (5) and support cone (4), the shroud (2) and the
interposed blade (3). Impeller and shaft are dynamically balanced in the assembled
condition.
A
VIEW AT A-A
(CLOCKWISE)
5
1.15. IMPELLER SEAL DESCRIPTION
The fan impeller sealing consists of a sealing tape which is stretched around the inlet cone
by means of two clamping angles and hexagonal bolts.
The sealing tape end projecting beyond the inlet cone engages into the groove of the fan
impeller and inlet ring.
The sealing tape is addirionaly maintained in position by clamping attachment in order to

ensure nonskid of the sealing means on the inlet cone.
1.16. BOOSTER CASING DESCRIPTION

The fan casing has the form of a volute. A lockable inspection opening is arranged in the
casing for checking the impeller as well as the impeller sealing means, if any, between
inlet cone and impeller. The shaft sealing means seals the casing at the passageway. The
side walls of the casing are reinforced by SS stiffeners. Lifting hooks at suitable places are
provided for lifting the casing. Pipe with plug socket/flanges is provided at lower most part
of casing for draining purpose. The casing is spilt for removal of the rotor. The joints are
sealed by a neoprene rubber gasket.
1.17. BEARING & MOTOR PEDASTAL DESCRIPTION

For the accommodation of the bearings and the motor, a free bearing and a fixed bearing
pedestal as well as for motor pedestal are used. The support surfaces for the bearings
housings as well as for the motor are machined. Shims in various thicknesses are
available for the correct alignment of the motor and the coupling. The frame and the
pedestal are designed for enabling them to transmit the forces from the weights as well as
from the unbalance, if any, to the foundation. According to the accident prevention
regulations all rotating parts are protected against contact by removable protection hoods.
The foundation bolts established a fixed connection between pedestal and the foundation.

1.18. FAN OPERATION
 GENERAL
The ready-to-operate condition of the booster fans is established only when the work and
tests described under. “MAINTENANCE” is completed and has been entered into protocols.
Fan operation comprises of the following phases
1. Checking prior to starting the Booster Fans

2. Starting the Booster Fans
3. Continuous operation of the Booster Fans.
The work to be performed under point 1 until start-up of the machines has to be done in a
chronological order which is not interrupted. When interruption is absolutely necessary,
the checks and tests have to be repeated.
The “CHECKS” under points 1, 2 and 3 have to be made and entered into protocols upon
each and every start-up. Confirmations to this effect have to be entered into the checklist.
 CHECKS PRIOR STARTING
The following checks have to be made prior to starting the fan.
The installation dimensions of the fan rotor, the coupling half distance and the position of
the impeller sealing means, if any, have to be checked on the basis of the instructions for
installation.
The sense of impeller rotation and the position of the blades with respect to the volute
have to be checked on the basis of the accompanying sketch. Casing and inlet box, if any,
shall be free from foreign matter and water. Inspection doors shall be closed tightly. The
sense of motor rotation shall agree with the sense-of-rotation arrow on the design.
All bolts on motor, bearings, and casing as applicable, shall be tightened up firmly.
The protective hood for the coupling/belt drive shall be mounted. The bearings shall be
checked with correct quantity of lubricant.
The dampers in the line upstream and/or downstream of the fan shall be closed
 CONTINUES OPEARTION
Fan running shall be steady and free from trouble; steady running and noise produced by
running shall carefully be observed during the initial operating hours.
The bearing temps shall be supervised until constant temp has been established after
some hours.
When unsteady running is observed or the bearing temps. are raising permanently or
exceed 100ºC., the fan shall be shut down for finding and eliminating the cause.

 STARTING OF BOOSTER FAN
The fan shall be started with closed damper flaps / vanes in order to avoid over loading of
the driving motor. For safety reasons no persons should stay in the coupling / pulley and
rotor zone during start – up procedures.
The damper flaps / vanes shall be opened after operating speed has been reached.
Operation with closed damper should not be continued for too long time, because the fan
would be heated to an excessive extent.
 MECHANICAL TRIAL RUN
Running Time: Approx. 4 Hrs.
The conditions for carrying out the trial run are given when erection of the fan is
completed, the work described under 2.2 “checks prior to starting have been performed
and the concrete grout has fully set.
Driving motor to be switched on slowly open the damper flaps/vanes after the motor has
run up-to the speed.
The bearing assembly has to be supervised during the initial running hours.
The checks are to be based on the instruction for installation, operation and maintenance
of the bearings.
 BEARING TEMPEARTURE
During the initial hours, the bearing temperature shall raise evenly up to 95ºC with
ambient temperature around 40 – 45 ºC.
When the bearing temperature is raising beyond 120ºC, immediately switch off the driving
motor and determine the causes of high temperature.
 STEADY RUNNING OF FAN
Permanently supervise the noise and vibrations produced during the initial running
hours.

1.19. BEARING STORAGE & HANDLING
Rolling bearings should be stored in a cool, clean, low humidity environment free of dust,
shocks and vibrations. Storing bearings directly on the floor should therefore be avoided.
If stocks of bearings are kept, it is important to impose the practice of stock rotation.
Bearings are preserved and packaged to ensure that when complying to these storage
circumstances the storage life will be several years.
The simplest and most effective bearing maintenance is to keep the bearing clean.
Contamination will shorten the life of any bearing and the importance of cleanliness
cannot be overstressed.
The following considerations are important for bearing maintenance:
1. All components should be clean and dry.

2. Cleaning material should be readily available.
3. Cotton waste should not be used to clean or dry bearings.
4. Clean hands and tools when mounting are a must.
Before mounting the bearing the following should always be observed:
1. Make sure that housing and shaft are clean and not damaged.
2. Make sure that the new bearing is identical to the one being replaced
3. Ensure that the lubricant to be used is clean and of the correct specification.
4. Make sure the necessary tools and equipment are at hand.
5. Keep the work area clean.
When mounting the bearing the following should always be observed:
1. Do not try to wash the bearing. The preservative used is compatible with mineral
based oils and greases and should only be removed from the bore and the outside
diameter of the bearing's outer ring. A lint-free cloth dampened with a cleaning
agent is suitable for this purpose.
2. Ensure that the mounting forces are only applied to the bearing ring with the
interference fit.
3. Use a minimum force with maximum control method.
4. Lightly coat the mating surfaces with oil.

1.20. OIL LUBRICATING BEARING
1.20.1. DESCRIPTION
Oil Lubricated anti-friction bearings are installed into the horizontally split housings. The
Bearings are seated with their cylindrical bore directly on the shaft.
LOE bearing housings are specially designed for fixed and free bearings so that it is not
necessary to install fixing rings. The total axial displacement of the free bearing amounts
approx. 20mm.In the LOE housing the upper part is connected with the lower part by four
bolts. Two tapered centering pins prevent incorrect assembly of the housing part. The
housing lids are undivided. The oblong holes in the housing feet for attachment enable
subsequent alignment on the sub base. Pinholes are provided for avoiding re-alignment of
the housing upon erection after a plant revision, if any.
 OIL SLINGER RING
For bearing applications where speeds and operating temperature are such that oil
lubrication is necessary and high reliability is required the oil slinger ring lubrication
method is recommended. The slinger ring serves to bring about oil circulation. The ring
hangs loosely on labyrinth ring on the shaft at one side of the bearing and dips into the oil
in the lower half of the housing. A bolt keeps in the lower part of the housing so that it
may not leave the groove of the labyrinth ring during operation. As the shaft rotates, the
ring follows and transports oil from the bottom to a collecting trough. The oil then flows
through the bearing back into the oil sump at the bottom.
 LUBRICATION
The frequency with which it is necessary to change the oil depends mainly on the
operating conditions and the quantity of oil. The lube oil may be introduced through the
breather existing in the upper part of the housing. The oil level may be checked by means
of oil level indicator threaded into a lug, which is integrated cast to the lid. After the initial
300 to 500 operating hours it is advisable to drain the oil and to check the lubricity. The
result of this check constitutes a reference point for determining the oil change intervals.
In the case of hot gas fans it is advisable to carry out a further oil change after
(approximately) 1,000 operating hours. The further oil changes shall be established
according to the results of the oil investigations. The following course guidance value may
be given: approximately 2,000 hours in the case of hot gas fans. In order to prevent
impurities from penetrating into the housing a grease chamber with re-lubricating
capability is located by the side of the labyrinth rings.
1.20.2. ERECTION
 PRE ERECTION CHECKS

1. Bearings should be thoroughly checked after opening from the packing and if found
any dirt or foreign matter, it should be given thorough petroleum wash to remove the
same.
2. The shaft diameters at the seats of anti-friction bearings are within the prescribed
tolerances.
3. All the elements should be perfectly clean and machining chips or moulding sand
residues do not any longer sticks to them especially on the shaft where the bearing
seats. Any rust found in shaft or rust remover should clean bearing housing.
4. The anti-friction bearings shall be removed from the original packing only immediately
prior to erection after completion of the whole preparatory work. After erection
bearings shall immediately be oiled again.
 FITTING THE ANTI-FRICTION BEARINGS TO THE SHAFT
Prior to fitting the anti-friction bearing (1) the housing lid (7 or 8, respectively),one sealing
disc.(15) as well as the labyrinth ring (11) will be pushed on to the shaft, while the oil
feeding ring (13) is placed in the groove of the labyrinth ring. The anti-friction bearings (1)
shall be heated to a temperature of approximately 80 to 90ºC different methods may be
chosen for heating e.g. SKF heaters, oil bath, heating cabinet. Be sure that the bearing

temperature does not exceed 120ºC because otherwise the stability of the bearing
dimensions would be lost.
The anti-friction bearing (1) will now be pushed onto the shaft. Immediately thereafter
screw on the shaft nut (2) with the securing plate (3) and tighten it up to an extent
ensuring that the bearing inner race, with the labyrinth ring (11), fully rests on the shaft
collar during cool down.
Nut (2) has to be re-tightened and secured after cool down of the bearing (1), with one lug
of the securing plate (3) being into one groove of the shaft nut (2). The labyrinth ring (12)
will be pushed on as far as the shaft nut (2) and will be secured by means of the threaded
pin (20)
 FITTING THE HOUSING
The maximum possible shifting of the outside bearing ring in axial sense in the casing
ranges between 0 to 0.9 mm.
On the one hand the allowance is required for manufacturing reasons and on the other
hand it safeguards that the seals rest perfectly between the casing body and the casing
covers.
Shaft with the mounted bearings to be placed into the housing bottom (4) , fixing bolts to
be un-tightened (in order to prevent warping of the bearing assembly),housing to be
aligned and to be bolted again tightly to the foundation.
Securing pin (18) , provided for preventing the oil slinger ring (13) from jumping out of the
labyrinth ring groove, to be slipped into the housing bottom (4)
The housing top (4a) to be mounted both tapered pins (19) for centering the housing parts
(4 and 4a) to be driven home, the pull-off nuts (23), with the washers (26) to be screwed
on. They will be tightened slightly so as to prevent the tapered pins from loosening.
Housing top and bottom to be screwed up with hex bolts (16) and lock washers (24)
Sealing faces of the housing body (4 and 4a) as well as of the housing lids (7 to10) to be
coated with a non-hardening sealing compound, e.g. Wpple 39 of Hylomar SQ 32/M.
After the venting time prescribed by the producers of the sealing compound, firmly screw
the housing lids (7 to 10) with the sealing disc (15) and the housing body (4 and 4a). The
hex screw (17) with the lock washers (25) are provided screw in and tighten screw plug
(14) with sealing ring.
The angular oil level indictor (30) , the plug screws (22) and one angular thermometer, to
be fitted into one plug screw drill hole with one sealing ring each.
In order to ensure that the bearing housing will occupy the same position when being
fitted again in future, the foundation will be drilled through the pre-drilled pinholes in the
housing feet and the housing will be fixed by means of pins.

The oil slinger rings (13) are subjected to wear and tear. This is the reason why they shall
be checked for their condition at certain intervals of time. This may be done in
combination with usual checks, e.g. upon an oil change, by taking off the housing top.
PRIOR TO START-UP AFTER A MAJOR DOWNTIME, THE ROTOR SHALL BE

TURNED SEVERAL TIMES PER WEEK IN ORDER TO PREVENT CORROSION.
 DISMANTLING
Lube oil to be drained:
Screws (16 and 17) to be un-tightened and tapered pins (19,23 and 26) to be removed:
Housing top (4) to be taken off:
Removing the securing pin (18) shall not be overlooked, because otherwise the oil slinger
ring (13) will be damaged.
Shaft to be removed:
Lug of securing plate (3) to be bent up, shaft nut (2) to be loosened and to be removed
with the securing plate:
Bearing (1) to be dismantled by means of a press or by a withdrawal device applied to the

inner race. The withdrawal force shall not be applied to the outer race, because otherwise
the tracks and rolling bodies of the bearing would be damaged. Otherwise dismantling
shall be accomplished with necessary changes, in reverse sequence to fitting.
 START-UP
After the vent top (31) has been screwed off prior to start-up, oil shall be introduced into
the pedestal bearing housing until the oil level prescribed has been reached. It is
advisable to mark this oil level on the oil level indicator (30). The oil level shall be checked
during downtime, because in operation it will fall by some millimeters.

1.20.3. MAINTENANCE
The bearing assembly shall be checked every day for quiet running (by listening) and for
normal temperature (by touching or by means of a thermometer). Irregular noise and
temperatures rising beyond the normally measured value indicate troubles the cause of
which shall be eliminated immediately (e.g. unbalance). Also the oil level shall be
supervised every day on the sight glass (30), preferably during downtime.
After the initial 300 to 500 operating hours it is advisable to drain the oil and to check the
lubricity. The result of this check constitutes a reference point for determining the oil
change intervals. In the case of hot gas fans it is advisable to carry out a further oil
change after (approx) 1,000 operating hours. The further oil changes shall be established
according to the results of oil investigations. The following course guidance value may be
given: approx 2,000 hours in the case of hot gas fan.
The oil slinger rings (13) are subjected to wear and tear. This is the reason why they shall
be checked for their condition at certain intervals of time. This may be done in
combination with usual checks, e.g. upon an oil change, by taking off the housing top.
In order to prevent impurities from penetrating into housing, the side of the labyrinth
rings locates a grease chamber with re-lubricating capability.
After the first fill, introduce sealing grease through grease fittings (29) only upon
requirement and in quantities, which are not too large in order to prevent the penetration
of grease into the inner oil space.
The intervals for re-lubrication shall be established on the basis of the operating
experience and the danger of contamination. Upon so doing, the shaft should slowly be
turned by hand so as to achieve better distribution of the grease.

 RADIAL INTERNAL CLEARANCES OF OIL LUBRICATED SPHERICAL ROLLER
BEARINGS WITH CYLINDRICAL BORE
BEARING HOUSING REDUCTION IN RADIAL

TYPE INTERNAL CLEARANCES
Min (mm) Max (mm)
LOE 214 0.040 0.050
LOE 217 0.045 0.060
LOE 218 0.045 0.060
LOE 219 0.045 0.060
LOE 220 0.045 0.060
LOE 222 0.050 0.070
LOE 224 0.050 0.070
LOE 226 0.065 0.090
LOE 228 0.065 0.090
LOE 230 0.075 0.100
LOE 232 0.075 0.100
LOE 234 0.080 0.110
LOE 236 0.085 0.110
 SCHEDULE OF LUBRICATION
OIL
OIL LEVEL
LEVEL QTY.
(MM) QTY.
HOUSING HOUSING (MM) (LTR
(LTRS)
Ma S)
 Min Max Min
x
LOE 214 50 65 1.3 LOE 226 55 75 2.3
LOE 217 50 65 1.4 LOE 228 55 75 3.7
LOE 218 50 65 1.5 LOE 230 65 90 4.2
LOE 220 50 65 1.7 LOE 232 65 90 4.7
LOE 222 50 70 2.1 LOE 234 90 105 6.0
LOE 224 50 70 2.3 LOE 236 90 110 6.0
SCHEDULE OF LUBRICATION
BRAND GRADE OF OIL

Bharat Petroleum Enklo 68
Indian Oil Servo system 68
Hindustan Petroleum Parthan ep – 5 or 4
Tide water Veedol apreslube 90 or 86
Caltex Meropa 5 or 4
 First oil change: 500 operating hours

 Second oil change after: 2000 operating hours

1.21. FLUID COUPLING
The PREMIUM FLUID COUPLING type “PST” is an adjustable speed fluid coupling designed for
mounting between an electric motor and a driven machine (such as a pump or a fan), to enable
the speed of the driven machine to be varied over a wide & stepless range while the motor runs
at constant speed. The power of the motor is transmitted smoothly & shocklessly by the kinetic
energy in the oil flowing between the input and output elements of the coupling.
The “PST” type of fluid coupling provides the ability to control continuously while the set is
running, the quantity of oil circulating between the input & output elements, thus enabling the
torque transmitted and/or the output speed to be controlled. With a constant speed electric
motor therefore, the speed of the driven machine can be varied infinitely over a speed range of as
much as 5 to 1 by the operation of the scoop control of the “PST” fluid coupling. With constant
torque drives, the speed range available could be upto 3 to 1. Automatic control can be easily be
arranged to enable the correct output of the pump of fan (or other machine) to be maintained at
all times according to the demands of the system.
The efficiency of drive is high - full load is carried with a very small speed loss.
For other applications, the PST type fluid coupling can be used as a reliable, non-wearing
alternative to clutch, with smooth pick-up and release of the load, while the motor runs
continuously.

 BEARING ARRANGEMENT
The bearings supporting the rotating parts are carried in housings which are detachable
from the coupling box. For maintenance, therefore, the rotating parts and bearings can be
lifted out without disturbing the motor, coupling box or driven machine.
 INPUT & OUTPUT FLEXIBLE COUPLING
As the input and output shafts of the type PST fluid coupling are fully supported within
the box, the connections between the fluid coupling and the driving motor and the driven
machine must be made by fully flexible couplings.
o OIL CIRCULATING PUMP (FULL DUTY)
The oil circulating pump is provided for circulating oil in to the working circuit.
o OIL FILTER
A 100 % oil filter is provided in oil flow circuit.
 OIL COOLER
Flanged connections are provided on the coupling box for pipework to the external oil
cooler (oil coolers).
 OIL LEVEL
The fluid coupling has site window in the side of the box, to indicate oil level.
 SCREW THREADS
The threads used on this fluid coupling are of Grade 8.8/10.9 asper IS - 1367.
(NO DRIVE) (INTERMEDIATE SPEED) (FULL SPEED)

 NO DRIVE
Tip of the scoop tube extended to a Radius slightly Greater than that of the working
circuit scoop 'Trims' All the oil from rotating members and returns it to the sump for
recirculation, Output shaft stationary.
 INTERMEDIATE SPEED
Scoop tip withdrawn to intermediate radius. Working circuit and scoop casing partially
filled to level determined by scoop tip. Output shaft and driven machine running at
reduced speed.
 FULL SPEED
Scoop tip retracted to inner radius of scoop casing. Working circuit full of oil and full
power is transmitted to the output shaft at maximum speed.
 OPERATION
The impeller, driven by the motor, and the runner, which is connected to the driven
machine, both have a large number of straight radial vanes. When running, the working
circuit of the fluid coupling is filled with oil and the impeller behaves like a centrifugal
pump, creating an outwardly flowing stream of oil, which crosses the gap to the runner,
which acts as a turbine. The oil stream given up power as it returns to the impeller again,
the cycle is repeated.
Thus, when running, power is transmitted from the motor to the Driven machine through
the rotating vortex of oil.
When the fluid coupling is at rest, the oil is well below the openings in the box through
which the shafts pass. Before starting up the set, the main oil pump driven by the electric
motor should be started, - on starting up the set, the main oil pump of the fluid coupling
raises the oil from the coupling sump and delivers it through the heat exchanger. The oil
then flows through scoop housing into the working circuit via drilled ports of the impeller.
A 100% oil filter is provided between the fluid coupling and the heat exchanger.
All the time the coupling is running, oil is escaping from the working circuit through ports
in the impeller into the scoop chamber. The tip of the adjustable scoop, sliding radially in
the scoop housing, has its open tip projecting into the scoop chamber. The movement of
this scoop is controlled externally and the radial position of the tip determines the depth
of oil permitted to remain in the scoop chamber, and hence in the working circuit. The oil
trimmed out of the scoop chamber by the scoop tube returned to the sump (tank) for re-
circulation.
The speed of the output shaft is determined by the volume of oil in the working circuit and
it may be seen that this, is controlled by the depth of the ring of oil in the scoop chamber
and regulated by the position of the tip of the scoop tube.
Moving the scoop tube into the rotating ring of oil, progressively removes the oil from the
scoop chamber and from the working circuit and discharges it into the sump (tank).

Conversely, retracting the scoop allows the depth of the oil ring to build up and hence,
more oil to be retained in the working circuit.
 FILLING THE FUILD COUPLING
Before the set is started up, the sump tank of the fluid coupling must be correctly filled
with oil. Approved oils for use in PREMIUM FLUID COUPLING are as below:
MAKE GRADE
Indian Oil Company Servo System-46
Hindustan Petroleum Enklo-46
Bharat Petroleum Tellus-46
If climatic or operational conditions or local requirements dictate any variance from the
recommended oil please contact PREMIUM or their local representative.
GREAT CARE SHOULD BE TAKEN TO ENSURE THAT A MIXTURE OF OILS

IS NEVER USED, AND THAT OIL OF A DEFFERENT GRADE IS NEVER ADDED
ADDED TO THAT ALREADY IN THE COUPLING.
Absolute cleanliness of all containers used for handling the oil is essential, especially
freedom from fluffy and gritty particles.
The approximate quantity of oil required to fill the fluid coupling and oil cooler is shown in
DATA SHEET. Oil for the cooler is additional.
Open the inspection plate of the coupling box and pour oil in until the oil level shows
MAXIMUM STATIC (cold oil).
Start up the set (see Section 6) with the scoop in the MINIMUM SPEED position, and run
it for a short while, to circulate the oil through the pipes and cooler and to oil-wet the
system. Shut down and add more oil until the level again shows MAXIMUM STATIC.
DO NOT OVERFILL

IT IS IMPORTANT THAT TOO MUCH OIL IS NOT PUT INTO THE SUMP
OF THE COUPLING BOX, AS IF THE OIL LEVEL IN THE BOX IS TOO HIGH,
THE ROTATING PARTS MAY DIP IN THE OIL, RESULTING IN SEVERE
OVERHEATING.
The level of oil in the sump of the fluid coupling box should be checked periodically. There
are two level in the sump of the fluid coupling box which indicate (by observation) the
following conditions:-
(i) TOP LEVEL
With the fluid coupling stationary and the oil cold, the oil level should read MAXIMUM
STATIC
(ii) BOTTOM LEVEL
With the fluid coupling running at operational speed the oil level should not show less
than MINIMUM RUNNING

NOTE :
If the oil level is observed below MINIMUM RUNNING position while the fluid
coupling is operational, then it is permissible to add oil to bring its level up
to the MINIMUM RUNNING position only. Care must be taken not to overfill
under this condition which could result in subsequent over heating.
 OPERATING / INSTRUCTION
 STARTING UP
Before starting up the set it is important to check:-
o The oil level in the top window which should read MAXIMUM STATIC when the oil
is cold.
o The coolers; water or air, are functional
The motor can be started with the scoop control set in any position. We suggest during
commissioning that the scoop is set to 'Min. Speed' position for starts, allowing the
drive motor to run upto speed under no-load with the fluid coupling transmitting very
low torque.
 RUNNING
When the set is running, the speed of the driven machine is adjusted by operation of
the scoop by the external control. Automatic control can be provided, coupled to the
scoop connection, by means of which the speed of the driven machine is automatically
maintained at the required value.
NOTE :
When running at very low speeds of the output shaft i.e. with the control
near the MINIMUM SPEED position it is possible that a noise may be heard
which does not occur in the normal speed range. This noise is a 'siren' effect
caused by the passage past the scoop tip of the communicating holes
between the working circuit and the scoop chamber, at this particular
position of the scoop. The presence of this sound is normal and does not
indicate any malfunctioning of the fluid coupling.
 OIL LEVEL
The level of the oil in the sump tank of the fluid coupling should be checked
periodically by referring to the level. This check should, if possible, be made with the
set shut down, and preferably with the oil cold.
Oil of the correct grade - TELLUS 46 oil is recommended (See Section 5) - should be
added, when necessary, to bring the oil level to the MAXIMUM STATIC position.

 WORKING TEMPERATURE
The most favorable characteristics for the fluid coupling are obtained when the
temperature of the oil leaving the fluid coupling to the cooler is within the limits
quoted below :
° °
Minimum temperature for most favorable operating characteristic 50 C (122 F)
° °
Maximum normal permissible continuous operating temperature 85 C (185 F)
When a fluid coupling is used for clutching duties rather than speed control, these
observations on minimum temperature are of less significance.
TLT ENGINEERING INDIA

DISMANTLING ANDPVT. LTD.
ASSEMBLY Page 39 of 68
 MAINTENANCE
 OIL LEVEL
The oil level in the coupling box must be checked by inspecting the appropriate level
every 150 operating hours.
 OIL CONDITION
Every 3,000 hours or 6 months, it is recommended that the oil condition is checked.
 OIL FILTER
The filter fitted in the oil flow line. It is recommended that the filter element is to be
cleaned or changed when the differential pressure between inlet and outlet reaches 12
p.s.i. (0.80 kg/cm2) or every 1,000 operating hours whichever is sooner.
 SCOOP ACTUATOR
Check for correct operation, lubricate as indicated in manufacturer’s instructions,

every 5,000 operating hours or annually.
 MOUNTING AND ALIGNMENT
Check mounting bolts and general alignment maintain connecting couplings as

indicated in manufacturer’s instructions, every 5,000 operating hours or annually.
 DISMANTLING AND RE-ASSEMBLY
Before working on the fluid coupling, ensure that the motor is isolated and the set
immobilized.
During maintenance / service, protect the open coupling to prevent entry of dust and
dirt.
Disconnect the shaft coupling.
Drain operating oil :-
o Removing and remounting coupling cover
First disconnect the actuator from the scoop operating shaft by removing the
Linkage and Fork. Open the inspection plate (170) by removing the screws (291).
Disconnect the scoop operating shaft (130) from the rod end bearing male (111) by
removing nut (113) and bolt (112) . Remove the coupling box/cover mounting
hexagonal screws (155).
Carefully lift away the coupling cover, using the two lifting holes provided. Store on
wooden blocks to avoid damage to joint face.
Before remounting, clean the sealing surfaces and coat with new sealing
compound, lower cover onto coupling box. Follow the above procedure in the
reverse order to complete the remounting of the coupling cover.
o Removing and remounting scoop assembly

Remove the coupling cover as specified in 7.7.1. Disconnect the discharge
collector (109), Scoop tube (106), Guide tube (107) and Scoop mounting plate
(108) forms a sub assembly. This sub-assembly can be removed by pulling out
the Scoop mounting plate. Scoop tube and Guide tube can further be
disconnected from the Scoop mounting plate by removing the respective bolts
(116,117).
Take care not to damage the scoop tube tip.
Before remounting the scoop housing assembly, clean the sealing surfaces and coat
with new sealing compound.
Remounting should be carried out reversing the dismantling procedure. Ensure

that the scoop tube is installed correctly for the direction of rotation, Fit the scoop
assembly and guide arrangement.
Check scoop tip clearance, if necessary adjust clearance with the fork and lock nut
(202,115).
Connect the scoop operating shaft and check that scoop tube assembly moves
freely.
Re-connect actuator and check operation as described.
o Removal, dismantling & re-installation of rotating parts
Remove the input half and output half coupling as specified by the manufacturer.
Remove the coupling cover and scoop assembly. Disconnect the Internal pipe (142)
and lubrication pipe of Input bearing.
Note : Hold the Rotating assembly by using crane, before disconnecting Rotating
assembly mounting screws (81).
Remove the Bolts (81) and disconnect Input housing (48) and Scoop Housing
Mounting Plate (91) from the Box both input and output side respectively and
remove Cylindrical Pins (77).
Lift the complete rotating assembly out of the coupling box and lower onto a
wooden cradle or floor.
The assembly now needs to be maintained in vertical position resting on the scoop
casing with the input shaft upwards.
Now take out the Input housing(48) with Roller Bearing outer track (12) located in
it. When the circlip (28) have been removed, jack off the bearing inner track.
The remaining assembly should now be lifted and turned over to rest on the Back
Casing (2) with the output shaft (29) up in the vertical position.
Remove the hex head screw (81) between Housing/Mounting Plate. Remove the hex
head screws (101) of the end cover. Disconnect the External Circlip (40) of the
output Ball Bearing (46).

Special jacking arrangement is required to take out the scoop housing (90).
Withdraw the hexagonal bolts (18) and Cylindrical pins (16) between impeller (4)
and Scoop Casing (3) and lift off Scoop Casing (3). Jack off the impeller Ball Bearing
(11). Withdraw the bolts (20) and lift off impeller Bearing Sleeve (5).
Now take out the Input housing (48) with Roller Bearing outer track (12) located in
it. When the circlip (28) have been removed, jack off the bearing inner track.
The remaining assembly should now be lifted and turned over to rest on the Back
Casing (2) with the Output shaft (29) up in the vertical position.
Remove the hex head screw (81) between Housing/Mounting Plate. Remove the hex
head screws (101) of the end cover. Disconnect the External Circlip (40) of the
output Ball Bearing (46).
Special jacking arrangement is required to take out the scoop housing (90).
Withdraw the hexagonal bolts (18) and Cylindrical pins (16) between Impeller (4)
and Scoop Casing (3) and lift off Scoop Casing (3). Jack off the Impeller Ball
Bearing (11). Withdraw the bolts (20) and lift off Impeller Bearing Sleeve (5).
Now the Impeller (4) can be made free and taken out by removing the Cylindrical
pins (16) between the Impeller and Back Casing. Now the input shaft
(1) is dismantled by removing the Cylindrical pins
(17) and Socket head screws (19).
Remove the screws (204) with Retaining washer (203)
Output Shaft (29) (with Runner (30)) is removed from the Back Casing(2).
Disconnect Output Shaft (29), Runner (30) and Baffle (31) by removing the fitted
Bolts (37) and Nuts (41).
Remove the Ball bearings (38) and (46) from Back Casing (2) and Scoop Housing
(90).
o General Guidance Notes on Re-Assembly.
Thoroughly clean all components removing any deposits of sludge, loctite or old
sealing compound.
Carefully examine all components for signs of damage.
During the assembly of bearings, we suggest the use of oil bath or induction heater
as follows.
Assembling bearings to housing, heat housing to 600C.
Mounting bearings (pre-assembled in housings where necessary) on shafts 1200C.
Loctite when specified use Screwlock (Fevicol-121 or Anabond-124) Sealing

compound when specified use heat resistance Super Gasket.
Replace all joints, seals, washers etc. by new ones. All bolts and screws must have
the same number and type of washers etc. as used originally.

Correctly align all match marks during re-assembly.
Peen locally, all exposed Cylindrical pins.
o Re-assembly
Fit the bearings (38 & 40) in Back Casing (2) and scoop hsg. (90) respectively.
Connect the baffle (31) and Runner (30) to the output shaft (29) by tightening the
bolts (37) and Nuts (41).
Place the Back Casing with Bearing (38) pointing in the downward direction. Lower
the Output Shaft (29) and attached with the Runner (30) into the Back Casing. Fit
the External Circlip (39) after proper positioning of the Output Shaft in the Ball
Bearing (38).
Invert the present assembly with Output Shaft (29) in vertical position pointing
downwards. Lower the Input Shaft and position on the Back Casing (2). Position
the Cylindrical pins (17) and tighten the Socket head screws (19).
Reposition the current assembly with output shaft in vertical position pointing
upwards. Lower the Impeller (4) and position the dowels between the impeller and
back casing. Now lower the scoop casing and position to fit the cylindrical pins (16)
between scoop casing and impeller. Now lower the Scoop Casing (3) and Impeller
(4). Tighten the bolts by applying the loctite use the washers for locking purpose.
After fitting the Ball Bearing (11) on the Impeller Bearing Sleeve (5) position the
sleeve on to the Impeller (4). Tighten all Screw (20).
Great care is required to mount the Scoop Housing (90) since it is located on the
two ball bearings. After positioning the scoop housing on the Impeller Bearing
Sleeve (5). Fit external circlip to lock the Output Bearing (40) in the position.
Attach the End Cover (92) with Joints (92F & 92G) by tightening the Set Screws
(101). Fit the Seal (92A) with Cover Plate (92D) and Hex Head Screw (92E) in the
End Cover (92). Lower the Scoop Housing Mounting Plate (91) with Joint (91A) and
attach it to the Scoop Housing (90) by tightening the Bolts (81) with washer (82).
o Fit output half coupling
This completes the assembly of the output side parts. Now turn the assembly and
place it to rest on the scoop casing with input shaft in vertical and
upward direction.
Position the Bearing abutment ring (1A). Fit the Inner Race of Roller Bearing (12)
and Circlip (28).
Input Housing (48) fitted with Joint (48A) and Roller bearing outer track arrested
by Internal Circlip (89), lower it on Input Shaft (1). Fit the Felt Seal (92A) with
Cover Plate (92D) and Hex Screw (92E) to Input Housing (48).
o Fit input half coupling

Now this whole assembly is lifted and carefully lowered into the coupling box.
Remounting of scoop tube assembly, internal pipe (142) with 'O' Ring (143), input
bearing lubrication pipe & fittings and coupling cover can be done by reversing the
procedure as described earlier.
1.22. RESILIENT COUPLING
 ASSEMBLY
The sequence of assembly of resilient coupling at site has been illustrated in the pictures.
Method of assembly is the same for both standard type and split-cover type couplings,
except for the fitment of the covers.
Both the hubs of coupling must be fitted on respective shafts in perfect parallel and
angular alignment and simultaneously positioned with correct gap between the inner
faces of the two hubs.
Grooves of both the hubs are to be fully packed with recommended grease before insertion
of the grid spring and also after its insertion in the grooves, liberal quantity of grease
should be applied on the spring along the entire periphery of the hubs. Further maximum
when these are placed in position, through grease nipple provided.
After an initial run at full speed for about an hour, the coupling assembly should be
topped up with further quantity of grease regular run.
 MAINTENANCE
1. To top up with grease periodically as may be necessary.

2. To open up covers at regular intervals for checking hubs alignment and gap and
simultaneously, to ensure proper lubrication of springs.
3. To wash off used grease, preferably, every 12 months, and replenish with new
grease in the same manner as for new coupling assembly.
4. Worn out or damaged grid springs and other parts be replaced with
corresponding new spares which are readily available.
 DISMANTLING OF COUPLINGS
Whenever it is necessary to disconnect the coupling for carrying out repair on the driven
machines, the two cover halves to be first unbolted followed by removal of the grid spring.
A round rod or screwdriver of convenient size is inserted into the loop end of the spring
next to one of its free ends and the spring be pried out radially in even, gradual stages.
The same procedure be followed alternatively from side to side until the full spring is
cleared off the grooves. The coupling hubs are now free from each other.
 LUBRICATION
Indian Oil “Servogem 2” or any equivalent grease is recommended for use.
1.23. COUPLING ALIGNMENT
 INTRODUCTION
Shaft misalignment is the deviation of relative shaft position from a collinear axis of
rotation measured at the points of power transmission when equipment is running at
normal operating conditions. The deviation of relative shaft position accounts for the
measured difference between the actual centerline of rotation of one shaft and the
projected centerline of rotation of the other shaft.

 OBJECTIVES
Simply stated, the objective of shaft alignment is to increase the operating lifespan of
rotating machinery. To achieve this goal, machinery components that are most likely to
fail must operate within their design limits.
Since the components that are most likely to fail are the bearings, seals, coupling, and
shafts, accurately aligned machinery will achieve the following results...
1. Reduction excessive axial and radial forces on the bearings to insure longer
bearing life and rotor stability under dynamic operating conditions.
2. Minimize the amount of shaft bending from the point of power transmission in
the coupling to the coupling end bearing.
3. Minimize the amount of wear in the coupling components
4. Eliminate the possibility of shaft failure from cyclic fatigue
5. Lower vibration levels in machine casings, bearing housings, and rotor
Coupling No. Approximate Grease Capacity

102 30 grams.
110 30 grams
120 30 grams
124 60 grams
126 75 grams
130 120 grams
136 120 grams
152 150 grams
158 200 grams
168 250 grams
212 500 grams
218 500 grams
236 750 grams
266 750 grams
290 1250 grams
318 1250 grams
366 2000 grams
422 2500 grams
431 2750 grams
432 2750 grams
477 3500 grams
478 3500 grams
482 4250 grams

556 5000 grams
600 5750 grams
634 7750 grams
666 10 kilos
706 17 kilos
722 23 kilos
734 30 kilos
762 37 kilos
788 43 kilos
Type of Grease: “SERVOGEM 2”

Make: INDIAN OIL
1.24. SHAFT AXIAL ALIGNMENT
TOP BOTTOM RIGHT LEFT

INITIAL 0º READINGS 0 0 0 0
AFTER ROTATING BOTH SHAFTS
a b c d
180º
AMOUNT MISALIGNMENT (a-b)/2 (c-d)/2
Check alignment in one plane at a time. One dial gauge is mounted at the top and the
other indicator at the bottom 180º position. Both the dial gauges are to be set in zero,
and the shafts are rotated together through 180º and the readings a and b taken. The
magnitude of misalignment is (a-b)/2. On further rotation of the shafts back to their
original position, the dial gauges must read zero; otherwise the checks are not valid.
This process is repeated until the face misalignment is less than 0.05mm. Note that the
distance F1 & F2 in the vertical plane as shown in the figure are related to a & b thus:
F2=F1(a-b)/2

1.25. SHAFT RADIAL ALIGNMENT
TOP BOTTOM LEFT RIGHT

a b c d
1
2
3
Mount the dial gauge as shown in the figure and adjust to zero i.e a=0
Rotate the shafts together in the same direction say to the left by 90º and take the reading
C. rotate the shafts together by another shaft 90º in the same direction, so that the dial
gauge is at the bottom and the reading B is taken. 90º further turn the shafts in the same
direction (total 270º) and the reading D is taken: The two shafts are turned again 90º(total
360º) and the second top dial gauge reading should again be zero. If not, alignment check
is not valid.
1. If b is greater than a, center line of driven shaft is lower than that of motor shaft
by (b-a)/a
2. If a is greater than b, center line of driven shaft is higher than that of motor
shaft by (a-b)/2
3. If d is greater than c, center line of driven shaft is to the right of that of motor
shaft by (d-c)/2
4. If c is greater than d, center line of driven shaft is to the left of that of motor
shaft by (c-d)/2
Shift the center line of motor shaft or that of driven shaft properly, so as to obtain the
correct alignment.

Repeat the above operation until the values (a-b)/2 and (c-d)/2 are each less than
0.05mm.
1.26. MAINTENANCE
 RUNNING MAINTENANCE
1. Fill bearing lubricant of recommended specification and quantity at the specified

intervals for bearing housings. The interval should be determined based on local
condition like working environment etc.
2. Check periodically vibration levels of the fan at both the bearings.
3. Check periodically the proper seating of the fan on the foundation and for
abnormal vibration at any location.
4. Check periodically the temperature of both the bearings.
5. Check the looseness of any bolts in the fan pedestals, casing, etc.
6. Greasing of the Multi louver vane bearings to be carried out periodically.
 SHUT DOWN MAINTENANCE
1. Open the inspection door of the casing and clean the impeller blades.
2. Check the erosion of the blades.
3. Check the overlap and radial clearance between impeller shroud and inlet cone. If
found disturbed, adjust the same.
4. Remove used bearing lubricant from the housing and refill with fresh lubricant.
5. Check the bearing condition like roller clearance and the rolling surfaces of races.
6. Check the alignment of the fan & motor coupling. If found disturbed, align the
same
7. Check the Inlet damper flaps movement.
8. Check the tightness of all fixing bolts.
9. Check all electrical connections.
10.Check the condition of inlet & outlet expansion joints. If found damaged, replace
the same.
11.Replace all the used gaskets by new ones of casing parting flanges, inlet & outlet
expansion joints, inlet cone etc.
12.Apply grease after cleaning to the link rods and vane bearings.
 IMPORTANT ADVICE FOR REPAIR & MAINTENANCE WORK
In each fan, the impeller represents a source of danger as high-energy body of rotation.
Further dangers also result from hot, corrosive or toxic media conveyed in the
corresponding fans. It is therefore absolutely necessary to fulfill the following
requirements prior to work on the impeller or within the fan casing:
A) Drive motor is protected against unintentional switching on.

B) Impeller stands still.
C) The lines are shut off to avoid those gases passing through move the impeller.
D) There are no dangerous media (hot, corrosive, toxic) inside the fan.

Only when these conditions have been fulfilled and checked, the protecting hoods may be
removed and/or the fan be opened.
1.27. TROUBLESHOOTING
 VIBRATION
CAUSE TO BE CHECKED SOLUTION

-Periodic Impeller cleaning,
Material deposition on the -Action to be taken to
Unbalance Impeller
Impeller, wear & corrosion. prevent corrosion,
-In-situ impeller balancing.
Coupling alignment, Shaft
Misalignment -Correct alignment.
inclination & shaft bent.
Inadequate stiffness of the -Stiffening of the base
Fan base frame
base frame frame.
-Tightening of the
foundation bolts & coupling
Foundation bolts, Bearing &
bolts.
Looseness bearing housing, between
-Tightening of the housing
shaft & impeller.
bolts, bearing sleeves as per
prescribed tolerances.
-Duct layout to be modified
Uniform suction, system
Aerodynamics to achieve stream line flow
effect, surging effect.
of the air.
 RISE IN BEARING TEMPERATURE

-Lubrication to be filled as
Excessive Lubrication Lubrication Quantity.
per prescribed level.
Dirt in the bearing -Clean the bearings.
Bearing outer race
Loose bearing housing fitting -Replace the housing.
rotating in the housing
-Coupling alignment to be
Poor coupling alignment
set right
Pinching effect on Interference fit of bearing -Replace housing with
bearing outer race outer race correct tolerance.
 BEARING FAILURE

-Lubrication to be filled as
Lubrication Quantity & per prescribed level
Lubrication
Grade. -Correct grade of lubricant
to filled.

Unbalance Impeller -In-situ balancing of the
Vibration
impeller.
Inadequate stiffness of the - Stiffening of the base
Fan base frame
base frame. frame.
-Change lubrication,
Lubricant contamination,
Environment -Lubrication selection to
High Ambient temperature.
checked.
-Bearing selection to be
Load on the bearing Radial thrust.
checked
Overload from belt drive or - Bearing selection to be
Load
coupling. checked.
-Alignment to be set right,
Coupling & shaft alignment,
Alignment -Tighten the bearing with
Bearing tightness
specified tolerances.
Sudden change in -Controls and systems to be
Thermal Shock
operational system checked.
-Dust & water
Abrasion & Corrosion Dust & water in the system concentration to be
restricted.
 NOISE FROM THE BOOSTER

Rusted bearings, inadequate -Replace the bearings
Bearings
lubrication - Alignment to be set right,
Impeller touching with the -Adjust the inlet cone to
Mechanical interference
inlet cone impeller gap.
- Install silencer or acoustic
Airborne High velocity
insulation.
-Periodic cleaning of the
Foreign material in the
casing and impeller
casing
required.
-Bearing selection to be
Load on the bearing Radial thrust.
checked.
 FAN PERFORMANCE

System effect Un-uniform flow at the inlet -System correction required
-Motor connection to be set
Incorrect impeller rotation
right and impeller should
Impeller/motor rotation due to incorrect motor
rotate in the direction
connection
shown on the fan casing.
Faulty inlet/outlet duct - System correction
Duct
design required.
 ALARM & TRIP SET POINTS
FIELD / LOCATION ALARM TRIP

Booster Bearing
90 ºC 100 ºC
Temperature

Booster Bearing
6 mm/sec 11 mm/sec
Vibration
Suction Pressure Low 200 mmWC N/A
Nitrogen Pressure Low N/A
Instrument Air Pressure
N/A
Low
Booster Casing
85 ºC N/A
Temperature
1.28. ASSESSMENT OF VIBRATION BEHAVIOR
Assessment of radial vibration takes place according to VDI2056/ISO2372, machine class

“III”/”IV”.
The values according to VDI2056/ISO2372 are guide values, which do not at all take into
consideration the type of the machines, whereas the size and the elasticity are only
conditionally allowed for.
For vibration limits, refer to the vibration severity chart.
The set points are as followed:
Fan bearing vibration
Alarm: 6mm/sec Trip: 11mm/sec
Fan bearing Temperature
Alarm: 90°C Trip: 100°C

1.29. VIBRATION CHART

1.30. NITROGEN PURGING PROCEDURE
1. Booster Inlet U-Seal (Mkd. 3/5/7) & Outlet U-Seal (Mkd. 4/6/8) to be filled with
water.
2. Booster Inlet Suction Damper (HCV 302/402/502) to be kept open.
3. Booster Outlet Pneumatically Butterfly on-off valve (POV 306/406/506) to be kept

open.
4. All vent valves to be kept open (including booster vent valves) in between the
booster inlet U-Seal (Mkd. 3/5/7) & outlet u-seal (Mkd. 4/6/8)
5. Booster drain valves to be kept open and be sure that the booster drain line to be
terminated at drain pit.
6. Then purging to be done via purging valves and continuous monitoring the
pressure in the pressure transmitter (PT 301,303 / PT 401,403 / PT 501,503) and
the range of purging pressure to be kept at around 2000 mmWC – 3000 mmWC.
7. Purging to be continued till the time O2 level and CO level are at accepted limit.
1.31. BOOSTING STATION START-UP PROCEDURE

 BEFORE START – CHECK & ENSURE FOLLOWING POINTS
1. First complete the Nitrogen purging procedure as clause 1.30 mentioned above.
2. All manual valves for purging, venting, sampling line, water line are fully closed.
3. Check Nitrogen pressure for line purging (at field PT 905) 2Kg/cm².
4. Check & ensure nitrogen pressure at shaft seal (Pressure should be more than
0.2Kg/cm² (2000mmWC) but not exceeding 0.3Kg/cm² (3000mmWC)
5. Selected booster drain line’s manual gate valve to be kept open and be sure that
the booster drain line to be terminated at bottom of drain pit (as per document).
6. For valve operation instrument air pressure shall be 5-6 Kg/cm².
7. Inlet & outlet water seal need to be broken for selected booster.
8. Allow CO gas into the system.
9. Check gas inlet pressure 350 – 500 mmWC (At HMI, check value indicate at
Engineering Station)
10. Check incoming power supply at HT MCC, LT MCC, Lighting Transformer, UPS,
SLDB, LDB, HT Transformer, RCP, ACDB, PLC.
11. Before start the booster check LOCAL/REMOTE selection for booster & all isolation
valves. To start the system from Engineering station, all selector switch to be kept
at REMOTE mode.
12. Check CO monitors level acceptable.
 BOOSTER START SEQUENCE WITH GAS
1. Two engineering station installed inside “CONTROL ROOM”. Operation can be

done from both stations.
2. At Engineering Station, go to the damper (HCV) control page for selected booster. In
this page given all safety interlock & start interlock.
SAFETY INTERLOCK
a) Vibration of fan drive end and non-drive end bearing.

b) Temperature of fan drive end and non-drive end bearing & casing.
c) Nitrogen Flow.
START INTERLOCK
a) Selected booster’s inlet u-seal to be broken.

b) Selected booster’s pneumatic operated on-off valve (POV 306/406/506) to be
kept close.
c) Damper shall be opened slowly.
3. Check all safety and start interlock and ensure GREEN right mark. Green right
mark means OK, booster is ready to start.
4. AUTO / MANUAL selection has given. Select AUTO / MANUAL mode.
5. Select booster page, check all the condition to start the booster. Motor should be
started only manually and from boosting station only.
6. At Engineering station select motor manual start button and then motor will start.
7. After start the selected booster, POV 306/406/506 will open automatically after
selected time delay.
8. Inlet HCV 302/402/502 open to minimum lockable position (say 25%) to reach
outlet pressure.
9. PCV 203 of Bypass line will work automatically, when process value is lower then
set pressure, then PCV 203 will close automatically and when process value is
higher than set pressure then PCV will open to maintain the set pressure. Under
normal operating condition of PCV 203, POV 202 & POV 204 will be in full open
condition. These two POVs are provided with “Stay Put” logic.
 EMERGENCY STOP PRESSED
1. Emergency Push Button has given at Local Push Button inside booster house. Any
emergency condition press emergency push button to stop the booster then motor
will go dead stop condition after pressed the emergency push button.
2. Emergency Button given at booster page (Engineering Station).
3. With a delay (180 second) outlet POV 306/406/506 and inlet HCV 302/402/502
and PCV 203 (at bypass line) close automatically. Even all gas boosting station
valve will close automatically.
4. When Emergency Stop pressed, other Booster should not be started till the time
Operator investigates all probable causes and satisfies himself – reset Emergency
Button – then go for startup of other Booster.
1.32. PIPING AND INSTRUMENTATION DIAGRAM

1.26. DO’S & DON’TS
 DO’S
1. Fill bearing lubricant of recommended grade and quantity at the specified intervals.
2. Check the vibration levels periodically on both the bearings of the fan.
3. Check the both the bearing temperatures periodically.
4. Check periodically the proper seating of the fan foundation, bearing housing seating
area, Motor base sitting area & for abnormal vibration at any location.
5. Looseness of any bolts in the fan pedestal, base frame & casing etc should be checked.
6. At the time of erection & commissioning bearing housing should be cleaned by
removing old oil. Check if any dirt or dust is settled inside the housing & if found so
clean thoroughly before pouring fresh oil.
7. Actuator, linkage operation should be checked manually or electrically.
8. Periodic cleaning of the impeller should be carried out in case of fan handling high
dust containing gas.
9. Proper earthing of the motor should be carried out.
10.Always maintain water level in water pit to its max level.
11.Always keep fire extinguisher within boosting station & MCC control room.
 DON’TS
1. Don’t remove the inspection door when the booster is in running condition
2. While shutting down the booster, it has to be ensured that the motor power connection
is removed before anybody enters in to the fan for any verification/inspection.
3. Do not start the booster before ensuring the damper is in full closed condition.
4. In case of in-situ balancing of the fan, welding should not be carried out on the
impeller by providing direct earthing to the impeller.
5. Do not stop N2 purging to Lab seal while booster in operation.
6. Never charge CO gas to the line without N2 purging and O2 level below 1%.
7. Do not dead stop the booster before complete N2 purge out.
8. Do not enter into the boosting station area without CO detector. Stop all the jobs if CO
leakage goes beyond 50ppm.
9. Do not do any hot job near CO boosting area without checking the gas leakages by CO
detector and without proper fire fighting arrangements.
10.Do not operate any equipment in DE-COUPLING mode without detaching the motors
from driven equipment.
11.Do not isolate the drip pots from the main gas line header while gas is charged in the
line.
1.27. CONTROL PHILOSOPHY

 Control philosophy of Instrumentation and Control for CO Gas Boosting Station (2 nos.
Working & 1no. Standby) shall be as follows (please refer P&I Diagram Drawing No.
102410005.1, Rev.3)
PLC Panel shall be installed in the Control Room located in the CO Gas Boosting Station.
All DI/DO/AI/RTD/AO signals of the Gas Boosting Station will be hardwired from the
equipment/instruments upto the field JBs and subsequently from Field JBs to PLC Panel.
There should be one PC based Engineering Cum Operator Station and one PC based
Operator Station with appropriate HMI and Programming software. These PCs will be
located in the Control Room. The function of this PLC system should be as follows :
i. Control of the entire Gas Boosting Station through user interfaced graphics.
ii. ‘Remote / Local’ Selection for all Electrical Drives (Motors & Electrical Actuators)
will be made from local Push Button Station by a Selector Switch provided in the
field and Permission of ‘Local’ needs to come from HMI to enable the person in field
to operate in Local Mode. The detailed Write-up of Auto / Manual and Local /
Remote is attached in Annexure – I.
iii. The Auto/ Manual Selection will be provided on HMI at Operator Console. Under
the Remote Manual Mode, the individual Booster Motors, POVs, MOVs, PCV and
HCVs can be operated from Operator Console of HMI manually.
iv. Real-Time Trending of important parameters.
v. Historical Logging of critical parameters.
vi. Real-Time Alarm Generation and Alarm Logging.
vii. On-Line parameter value and status display on the HMI graphics.
viii. Facility of editing of Ladder Logic and HMI pages, if any changes are required.
a) CO gas shall be available at the Boosting Station Inlet Header from the network at
a Pressure of 350 - 500 mm. Wg. through 1 No. Motorised Valve
b) For Pressure & Temperature measurement at common suction, a PT and RTD is
provided on the main suction Header.
c) For Individual Booster, PT is provided at Inlet of each Booster. An alarm will raise
in the event of pressure falling below 200 mm. Wg. This alarm will call for
corrective action at client’s end to look into the reason for pressure fall.
d) Booster Motor Start / Stop / Trip conditions will be as follows :-
i. Booster Motor Starts with following conditions :-

 Local Stop or Emergency Stop Button not operated
 Motor Feeder Healthy
 Inlet HCV closed
 Outlet POV closed
 Steam Line SOV closed
 Motor Feeder healthy
 Nitrogen Line PT healthy
ii. Booster Motor stops, following conditions achieved :-

 Local Stop or Remote Stop operated

 Inlet HCV closes
 Outlet POV closes
 Auxiliary Motor contactor picks up through a Time delay set in PLC
 Steam Line SOV is ready to accept ‘Open’ command
iii. Booster Motor trips under following conditions :-

 Local Emergency Stop or Remote Emergency Stop operated
 Motor Winding Temperature ‘High High’
 Motor Bearing Temperature ‘High High’
 Motor Feeder not healthy or trips
 Booster Bearing Temperature ‘High High’
 Booster Vibration ‘High High’
 Nitrogen Supply not healthy
e) Each Booster will have Pneumatically operated Butterfly type Suction Control
Damper (HCV 302, HCV 402, HCV 502). In the event of Booster Motor ‘STOP’ or
‘TRIP’ or ‘Emergency Stop’, corresponding Booster Suction Control Damper will
close automatically and thereby isolate the Booster Inlet to large extent. There is
logic fed to the PLC that the Booster Motor will start if the Booster Suction Control
Damper for respective Booster is close. The HCVs will have “STAY-PUT” logic
f) In the event of Booster Motor STOP or TRIP, after the Suction Control Damper is
automatically closed, positive Isolation is done subsequently by filling the Water
Seal with water by manually operating the water line valves.
g) Each Booster will have 1 No. PT, 1 No. RTD and 1 No. Venturi with Flow
Transmitter at outlet for flow measurement through Individual Booster
h) The Export Header Pressure will be maintained at a set value of 1500mm.WC

(configurable at site as per downstream requirement ) as follows :-
iv. When the pressure falls below the set value, it indicates that downstream
flow requirement increases. It will first check the position of Bypass Line
PCV (PCV 203) – if PCV is open, it will start closing till the set value is
achieved in Export Gas Line Pressure. If set value is not achieved by fully
closing the PCV also, the control will be transferred automatically to Booster
Inlet HCV ( HCV for all working Boosters will be getting same signal
simultaneously) which will start opening till the set value is achieved. If set
value is not achieved by fully opening of HCV also, then “Export Header
Pressure Low” alarm will be generated.
v. When the pressure increases in the Export Header (more than set value), it
indicates that downstream flow requirement is decreased. The PLC will first

start closing the Booster Inlet HCV (all HCVs of working Boosters will get
same signal simultaneously) upto a set value of approximately 30% (to be
configured at site during commissioning). If pressure is more than set value
after closing HCV to its minimum position, the PCV (PCV 203) in the Bypass
valve will start opening and thereby allowing the Gas to be recirculated
through Bypass Line. If Pressure is more than set value after fully opening
the PCV also, “Export Header Pressure High” alarm will be generated.
vi. PCV 203 will also have “STAY-PUT” logic
vii. There will be Restricted Orifice in the System Bypass line
i) For Booster Motor ‘STOP’ or ‘TRIP’ or ‘Emergency Stop’ condition, the

Damper (HCV) will close automatically. When Booster Motor starts, through
a Time delay set in PLC, the Positioner will be Ready to Accept the signal
from PLC to open the Damper (HCV) as per input 4 – 20 mA Signal.
j) The individual Booster will have Discharge Pneumatically operated Butterfly type
ON-Off Valve (POV 306 or POV 406 or POV 506). Motor will not start if the Valve for
corresponding Booster is not closed. When the Motor trips or stops including
emergency stop, this valve will be automatically closed. Subsequently, positive
sealing will be done by filling the Water Seal with water by operating the valves
manually. This Discharge Isolation Valve of Booster Outlet will also have “STAY
PUT” logic.
k) We have provided RTD type Temperature Element for each Booster Bearing
Housing (Both Fixed & Free Bearing) to sense the temperature of the bearings and
also to get alarm and trip signal through PLC, in case the temperature exceeds the
set limits. Interlocking will be there with the main motor.
l) We have also provided Vibration Transmitter with probe for both Fixed & Free
Bearing Housing for each Booster in order to obtain the vibration measurement in
‘X’ & ‘Y’ Direction for Booster Bearings. The alarm and trip signal will be generated
in PLC and the main motor will be tripped if the vibration exceeds the set point.
Vibration Level Indication will be available in HMI for continuous monitoring.
m) Each Motor will have 12 Nos. Simplex Winding RTDs & 2 Nos. Duplex Bearing
RTDs which will be fed to a Multi-Channel Scanner (fitted in the HT Board inside
Electrical Room). Grouping will be done in the Scanner in such a way that 1 no.
Alarm and 1 No. Trip will be generated for each of the winding and bearing ( Total 3
Nos. for winding and 2 nos. for Bearing of each Motor). These Alarm and Trip
contacts will be connected to PLC panel.

n) At the Export Header, venturi with Flow Transmitter is provided for Flow
Measurement. A Pressure Transmitter and Temperature Element (RTD) are also
provided for both measurement and compensation.
o) In the event of any problem cropped up in the Control Valve PCV 203, 2 Nos.
POVs (POV 202 & POV 204) are provided across the PCV 203 to enable Client to
attend short time maintenance of the PCV 203. However, during the maintenance,
it should be ensured that Boosters are run at optimum level only through the HCVs
Remote Manually from PLC HMI. This means during this time, Boosting Station is
put on Manual Mode. Under normal operating condition of PCV 203, POV 202 &
POV 204 will be in full open condition. These two POVs are provided with “Stay
Put” logic
p) RTD is provided on the Booster Casing Scroll location to monitor the casing
temperature which is likely to rise and then stabilize due to excessive re-circulation
of gas through Bypass line for longer time. Alarm will be generated in case it
exceeds set value.
q) A Pressure Reducing Valve with an Isolation Valve is provided at the common

Nitrogen Line to bring down the pressure from 9-11 Kg/Cm2 to 2 Kg/Cm2. 1 No.
Globe Valve is also put in a parallel bypass line of PRV. This will be used for the
Purging purpose. There will be 1 no. Upstream Pressure Gauge, 1 No. Downstream
PT and FT with Orifice in this line.
r) Nitrogen to be used for :-
 Purging the Labyrinth Seal of each Booster through manual valve with
standard Filter Regulator Set.
 Purging the Booster after shut down and isolating it, if necessary through
separate manual valve.
 Purging the water Seals as will be detailed in water Seal Drawings being
submitted separately.
s) Instrument Quality Air will be provided by Tata Steel at Take Over Point at 6
Kg/Cm2(g). Manual Globe Valve will be provided by us at the Inlet main Header. PT
and FT with Orifice are provided at downstream of Globe Valve
t) Venting arrangement will be as shown in the P&I Diagram through Manual valves.
During Nitrogen purging in the Pipe line, the Manual Vent valve must be kept
opened. The Vent Pipe should be installed at certain height above Booster Station.
After the purging is over and before starting the Booster, Vent Valves must be
properly closed to avoid ingress of air.

u) For Booster Main Motors, we shall provide Local pushbutton Station (Start, Stop &
Emergency Stop) next to each Booster Motor as well as Selector switch for ‘Local /
Remote’ selection. For Motorised Valves also, there will be a Selector switch for
’Local / Remote’ selection and ‘Open / Close / Stop’ Push Buttons. The purpose of
these local Push Buttons and Selector Switch is described in Annexure-I. All above
push button stations will be flameproof suitable for Gas Group IIA & IIB. The
Emergency Push Button might be in a separate Station next to Motor or may be
integral with Start / Stop / Selector Switch Push Button Station. In case of
pressing the Stop Button, the Main Motor will stop and through a time delay set in
PLC (configurable at the time of Commissioning), the Auxiliary Motor will start. As
the Auxiliary Motor is required to keep the Rotor rotation at very low idle speed, a
Gear Box is provided at output shaft of Auxiliary Motor to drastically reduce the
speed of the Booster. When the speed of the main motor shaft reduces to the level
of output shaft speed of Gear Box, the overrunning clutch is engaged automatically
and will keep the whole rotor assembly idling at a set low speed of approximately
150 RPM and at this condition, Inlet/Outlet Isolation Valves will be closed ( HCV &
POV will be closed), Booster Rotor will be idling at the set low speed on continuous
basis and at this condition, if required, Steam Cleaning Solenoid Valve may be
activated. In case of pressing Emergency Stop Button, it will override all selections
and control and will stop the Booster Motor. Auxiliary Motor will not start in this
situation. At this condition, all the isolation & Control Valves at inlet / outlet of the
particular Booster will also close and alarm will be generated.
v) When the Booster is running at low RPM, the steam cleaning operation may be
started (if required) by manually opening the Solenoid Operated Steam Line Valve
from HMI. Once the steam cleaning operation is put on, through a time delay set in
PLC, the Solenoid Operated Steam Valve will be closed automatically. There will be
also an interlock so that during the steam cleaning valve “ON”, the Main Booster
Motor cannot be switched ‘ON’.
w) Selection of booster running and changeover functions will be controlled through

PLC with an Auto/Manual Selection in HMI as and when required. The details are
as follows :-
 Starting of Booster
o The Water Seals at inlet of selected Booster should be drained completely
from Seal and related valves are closed.
o The Nitrogen Purging should be carried out to drive out the trapped air, if
any accumulated during the shut down maintenance etc. Close the Nitrogen
purging valve and close the Manual Vent Valve after purging
o Outlet isolation Valve, Inlet HCV to be manually kept open and closed from
HMI to allow flooding of CO gas in the system.
o The Water Seals at outlet of selected Booster should be drained completely
o Start the Booster and take the control in PLC.

 Change Over from Running Booster to Standby Booster
o Before Change over, the Water Seals at inlet and outlet of selected Booster
should be drained completely and ensure that drain and related valves are
closed.
o The Nitrogen Purging should be carried out to drive out the trapped air if any
accumulated during the shut down maintenance etc. Close the Nitrogen
purging valve and close the Manual Vent Valve.
o Outlet isolation Valve, Inlet HCV to be manually kept open and closed from
HMI to allow flooding of CO gas in the system.
o The Water Seals at outlet of selected Booster should be drained completely
o Start the Booster and take the control in PLC.
o When it stabilizes, stop the other Booster which is intended to be taken as
Stand-By. Fill the Water Seals by operating the Water Line Valves manually
to physically isolate the Booster from the Gas stream. At this condition, the
Booster is completely isolated and is run continuously with Auxiliary Motor
on and at a low speed through Turn Gear Mechanism.
x) The water at Take Over Point will be taken through a Manually Operated Isolation
Valve and a Pressure Switch will be provided at downstream of manually operated
Valve
y) Steam will be also taken through a manually operated Valve (IBR) and downstream
of this Manual Valve, the Pressure Reducing Valve will be installed to bring down
the steam pressure at 2.5 Kg/Cm2. The IBR Certified valves will be installed
suitably at a location very close to Take Over Point of steam so that downstream of
PRV becomes Non-IBR Steam Line. Pressure Gauge with Steam Trap will be at the
downstream of IBR Valve.
z) For the Booster Drain Line, we shall provide 2 nos. manual gate type Isolation
Valves in parallel and Drain Line will be finally terminated to Drip Pot or Drain Pit
outside the Booster House as shown in the P&ID.
 The following indications shall be provided in HMI for continuous monitoring :-

o Temperature for each Booster Bearing Housing (Fixed & Free Bearings)
o Indication of FT 703, PT 701 & TE 702
o PT 804 for Steam Line, PT 905 for N2 and PT 1002 for Instrument Air
o PT 301/ PT 401 / PT 501
o PT 303 / PT 403 / PT 503
o FT 305 / FT 405 / FT 505
o TE 304 / TE 404 / TE 504
o Position Feedback of all Control Valves
o OPEN / CLOSE Feedback for all MOVs & POVs

1.28. LIST OF INSTRUMENTS - (Refer Approved Doc. No. 202434064.1.2)
INSTRUMENT TAG NO. SERVICE MAKE SCOPE

PT 102,301,401,501,303,
Air, Steam,
Pressure Transmitter 403,503,701,1002905,80 Emersion TLT
CO Gas
4
Pneumatic Power
Cylinder type Actuator HCV 302,402,502 For Booster OM
TLT
for Booster Suction Inlet CONTROL
Control Damper
TE
103,308,408,508,326,426 Booster
RTD ,526, Bearings & Tempsen TLT
312,412,512,304,404,504 Casing
,702
VT
307,309,407,409,507,509 Booster Forbes
Vibration Monitor TLT
, Bearings Marshall
310,311,410,411,510,511
Solenoid operated valve S 805,806,807 Steam Line Rotex TLT
Nitrogen, Forbes
Pressure Gauge PG 902,802 TLT
Steam Marshall
Boosting
Pneumatically
PCV 203 System By Dembla TLT
Operated Control Valve
pass
Venturi FE 305,405,505,703 CO Gas Line ESPL TLT
FT
Air, N2, CO
Flow Transmitter 904,1003,303,405,505,70 Emersion TLT
Gas
3
TLT
Orifice FE 1003,904 Air, N2 ESPL
Booster
AT 601,602,603,604,605 Industrial
CO Monitor Station TLT
Scientific
Building
New Boosting
----
PLC Panel Station Rockwell TLT
Control Room
1 No.
Operator
HMIs For 1 No. Station in
---- Real Time TLT
Operator Station Booster
Station
Control Room.

1.29. CONTACTS
PHONE, FAX NOS.

LOCATIONS ADDRESS
& E-MAIL ADDRESS
CORPORATE HEAD QUARTERS
204, Sumer Kendra,
MUMBAI Pandurang Budhkar Marg, Worli. Tel: (091) 22 - 2496 5031 – 36
Mumbai - 400 018, Fax: (091) 22 - 2496 1073
INDIA. E-mail : [email protected]
REGIONAL OFFICES
31B Lake Place Tel: (091) 33 – 4073 4091/92

KOLKATA
Kolkata - 700 029, Fax: (091) 33 -2466 9418
INDIA. E-mail : [email protected]
Tel: (091) 11- 26161217
(091) 11 - 26197824
NEW DELHI B-4/222 Safdarjung Enclave
(091) 11 - 26105473
New Delhi - 110 029
Fax: (091) 11 - 26193156
INDIA.
E-mail : [email protected]
5, Shreehari Apts,
Tel: (0265) 234 08 34
BARODA 13 Anand Society,
Fax: (0265) 233 83 19
Vadodara - 390005,
E-mail : [email protected]
INDIA.
3-6 - 14/3/1, Ratan Mahal, Tel: (040) 2322 01 89
HYDERABAD Viccajee's Estate, Himayat Nagar, Fax: (040)2 322 45 39
Hyderabad - 500 029, E-mail :
INDIA. [email protected]
14, 7th Main,
Binnamangala Indira Nagar,
BANGALORE
2nd Stage, Tel: (080) 2528 0063
Bangalore - 560 038,
INDIA.
Unit No.-29, Block II,
Tel: (0091) 44-2231 7402/03
Electronic Complex,
CHENNAI Fax: (0091) 44-2231 6903
Thiru-vi-ka Industrial Estate,
E-mail :
Guindy, Chennai-600 032
[email protected]
INDIA
MANUFACTURING UNIT
Survey No. 788,
Tel: (0276) 233502/233497
Oppo. - Torrent Laboratories,
Fax: (0276) 233501,233503
AHMEDABAD Kalol- Mehsana Highway,
E-mail: [email protected]
Indrad-383 341
INDIA

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TLT ENGINEERING INDIA PVT. LTD.

OPERATION & MAINTENANCE MANUAL FOR CO GAS BOOSTING STATION PHASE - I

TATA STEEL LTD. KALINGANAGAR PROJECT

P.O. NO. - 3800008195/118, DT: 31/12/2012

TLT ENGINEERING INDIA PVT. LTD. Page 1 of 68

1.2 GENERAL INSTRUCTION

Correct way of resting the rotor at the site

TLT ENGINEERING INDIA PVT. LTD. Page 2 of 68

Pressure rise: 1251 mmWG

1) Fixed Bearing - Housing Type: SONL 220

Impeller Diameter: 1504 mm

Weight of Fan: 4110 Kg

Weight of Motor: 4500 Kg

Characteristic Curve No: KLN-58763 G.A Drawing No: 11584.7.B

Manufacturer: Works-Survey Nos. 788 & 793, Opp-Torrent Laboratories,

Kalol-Mehasana Highway, Indrad. Tal Kadi,

TLT ENGINEERING INDIA PVT. LTD. Page 3 of 68

TLT ENGINEERING INDIA PVT. LTD. Page 4 of 68

 STATOR FRAME AND WINDING

 ROTOR AND ROTOR WINDING

 MAIN TERMINAL BOX

TLT ENGINEERING INDIA PVT. LTD. Page 6 of 68

TLT ENGINEERING INDIA PVT. LTD. Page 7 of 68

 STATOR WINDING RTDS

The temperature of the stator winding is monitored by resistance thermometers embedded

Vertical machines may be dismantled in horizontal condition. No attempt should be made

NON-DRIVE END BEARING ASSEMBLY

 Remove the fan casing.

DRIVE END BEARING ASSEMBLY

 Remove the flexible coupling

TLT ENGINEERING INDIA PVT. LTD. Page 9 of 68

TYPE AND RATING

TLT ENGINEERING INDIA PVT. LTD. Page 10 of 68

1.7. PERFORMANCE CURVE OF MOTOR

TLT ENGINEERING INDIA PVT. LTD. Page 14 of 68

 MAIN FEATURES & FUNCTION

A. Model : Indicates the model number of the positioner.

B. Supply : Indicates the supply pressure range.

C. Ambient Temp. : Indicates the allowable ambient temperature.

D. Input Signal : Indicates input signal range.

E. Protection of Enclosure : Indicates protection grade.

F. Explosion Proof : Indicates certified explosion proof grade.

TLT ENGINEERING INDIA PVT. LTD. Page 15 of 68

1. Pilot Cover 6. Potentiometer

2. Pilot Unit 7. Main Body

3. Main Cover 8. Terminal PCB

4. Main PCB 9. Terminal Cover

5. Feedback Lever 10. Manifold

1. Please check the actuator’s stem height and adjust the

 CONNECTIONS Counter-clockwise and clockwise rotation

 Dry air with at least 10℃ lower than ambient temperature.

 Ensure inside of pipe is clean of obstructions.

Double acting actuator

Double acting linear (left) and rotary (right) type actuator

TLT ENGINEERING INDIA PVT. LTD. Page 18 of 68

 FOUNDATION BOLTS AND BASE FRAME

 BEARING PEDESTAL & CASING

POCKET GROUTING SHOULD BE CARRIED OUT IN PRESENCE OF TLT’S

13. Allow the grout to dry long. (Min. 72Hrs)