Pumping and piping arrangements

D.J. Eyres M.Sc., F.R.I.N.A., G.J. Bruce M.B.A, F.R.I.N.A., MSNAME., in Ship Construction (Seventh
Edition), 2012

Bilge pumps and pipe systems

Cargo ships have at least two power-driven bilge pumping units in the machinery space connected to
the main bilge line, and passenger ships have at least three.

In passenger ships the power-driven bilge pumps are, where practicable, placed in separate watertight
compartments, so that all three are not easily flooded by the same damage. Where the passenger ship
has a length in excess of 91.5 m it is a requirement that at least one of these pumps will always be
serviceable in reasonable damage situations. A submersible pump may be supplied with its source of
power above the bulkhead deck. Alternatively, the pumps are so distributed throughout the length of
the ship that it is inconceivable that one might not be able to work in the event of reasonable damage.

Suction connections are led to each hold or compartment from the main bilge line. Valves are
introduced to prevent one watertight compartment from being placed in direct communication with
another, and to prevent dry cargo spaces and machinery spaces being placed in direct communication
with tanks or pumps having sea inlets. These screw-down nonreturn valves are often provided in a bilge
valve distribution chest, or may be fitted directly in the connections to the bilge main. The bilge pipes
that are used to drain cargo and machinery spaces are kept separate from the sea inlet pipes and ballast
pipes, which are used for filling or emptying tanks where the water and oil are carried. Often a separate
‘dirty ballast’ system is arranged to overcome this problem.

If possible, the bilge pipes are kept out of the double-bottom tanks, and in way of a deep tank are led
through a pipe tunnel. If the peaks are used as tanks then a power pump suction is led to each peak.
Only two pipes are permitted to pass through the collision bulkhead below the bulkhead deck and a
screw-down valve operated from above the bulkhead deck is provided for each pipe in a chest on the
forward side of the bulkhead. An indicator is provided to show at the valve operating position whether it
is open or closed.

Bilge mains in passenger ships are kept within 20% of the ship’s beam of the side shell, and any piping
outside this region or in a duct keel is fitted with a nonreturn valve. These requirements are intended to
prevent any compartment from becoming flooded when the ship is grounded or otherwise damaged
and a bilge pipe is severed. Many passenger ships are provided with divided deep tanks or side tanks
that permit cross-flooding arrangements limiting the list after a casualty. This cross-flooding is generally
controlled by valves operated from above the bulkhead deck, but self-acting arrangements can also be
adopted.

Bilge and ballast piping may be of cast or wrought iron, steel, copper, or other approved materials. Lead
or other heat-sensitive materials are not permitted. The piping is fitted in lengths that are adequately
supported and have flanged connections, provision being made for expansion in each range of pipes.

Marine engines and auxiliary machinery

In The Maritime Engineering Reference Book, 2008

6.7.2.8 Unattended machinery spaces

The sophistication of modern control systems and the reliability of the equipment used have resulted in
machinery spaces remaining unattended for long periods. In order to ensure the safety of the ship and
its equipment during UMS operation certain essential requirements must be met:

1.

Bridge control. A control system to operate the main machinery must be provided on the bridge.
Instrumentation providing certain basic information must be provided.

2.

Machinery control room. A centralized control room must be provided with the equipment to operate
all main and auxiliary machinery easily accessible.

3.

Alarm and fire protection. An alarm system is required which must be comprehensive in coverage of the
equipment and able to provide warnings in the control room, the machinery space, the accommodation
and on the bridge. A fire detection and alarm system which operates rapidly must also be provided
throughout the machinery space, and a fire control point must be provided outside the machinery space
with facilities for control of emergency equipment.

4.

Emergency power. Automatic provision of electrical power to meet the varying load requirements. A
means of providing emergency electrical power and essential lighting must be provided. This is usually
met by the automatic start up of a stand-by generator.

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Marine vehicle types

In The Maritime Engineering Reference Book, 2008

Large ferries

Ocean-going ferries are a combination of Ro-Ro and passenger vessel. The vessel has three layers, the
lower machinery space, the vehicle decks and the passenger accommodation. A large stern door and
sometimes also a bow door provide access for the wheeled cargo to the various decks which are
connected by ramps. Great care is needed to ensure these doors are watertight and proof against
severe weather. There is usually a secondary closure arrangement in case the main door should leak.
The passenger accommodation varies with length of the journey. For short-haul or channel crossings
public rooms with aircraft-type seats are provided and for long distance ferries cabins and sleeping
berths. Stabilizers and bow thrusters are usually fitted to improve seakeeping and manoeuvring. Size
varies according to route requirements and speeds are usually around 20–22 knots.
When used as ferries, vehicles usually enter at one end and leave at the other. This speeds up loading
and unloading but requires two sets of doors. There has been considerable debate on the vulnerability
of Ro-Ro ships that should water get on to their vehicle decks. Various means of improving stability in
the event of collision and to cater for human error in not securing entry doors, have been proposed.
Since the loss of the Herald of Free Enterprise regulations have been tightened up. The later loss of the
Estonia gave an additional impetus to a programme of much needed improvements.

Marine engines and auxiliary machinery

In The Maritime Engineering Reference Book, 2008

6.7.2.8 Unattended machinery spaces

The sophistication of modern control systems and the reliability of the equipment used have resulted in
machinery spaces remaining unattended for long periods. In order to ensure the safety of the ship and
its equipment during UMS operation certain essential requirements must be met:

1.

Bridge control. A control system to operate the main machinery must be provided on the bridge.
Instrumentation providing certain basic information must be provided.

2.

Machinery control room. A centralized control room must be provided with the equipment to operate
all main and auxiliary machinery easily accessible.

3.

Alarm and fire protection. An alarm system is required which must be comprehensive in coverage of the
equipment and able to provide warnings in the control room, the machinery space, the accommodation
and on the bridge. A fire detection and alarm system which operates rapidly must also be provided
throughout the machinery space, and a fire control point must be provided outside the machinery space
with facilities for control of emergency equipment.

4.

Emergency power. Automatic provision of electrical power to meet the varying load requirements. A
means of providing emergency electrical power and essential lighting must be provided. This is usually
met by the automatic start up of a stand-by generator.