Marine engineering

auxiliaries and practice

R.Somasundaram
Topics to be taught
• General introduction and scope.
• Classification of ship as per propulsion
plants.
• Main engine plants and supporting
systems.
• Introduction about ship’s auxiliary
systems
• Methods of generation of fresh water
from sea water at sea.
• Principle, construction & operation of
fresh water generator, steam
evaporator, flash evaporator & reverse
osmosis plant.
• Treatment of water for obtaining
potable water.
• Storage and supply of fresh water in
ships.
• Fresh water and sanitary water.
• Hydrophore systems.
• Air compressors, uses of compressed
air.
• Storage & distribution of compressed
air.
• Types of marine steam boilers.
• Construction and operation of water
tube and smoke tube boilers.
• Boiler mountings. Accessories. Safety
features.
• Waste heat recovery boilers.
• Boiler maintenance.
• Importance of boiler feed water
chemical treatment.
Topics to be taught- contd.
• Principles of refrigeration.
• Compression refrigeration cycle.
• Components & operation.
• Working principle, construction of
different types of pumps.
• Selection of pumps for different duties on
board the ship.
• Hydraulic aggregate pump. (Hydraulically
driven submerged pump- Framo)
• submergible and deep well pumps.
• Fire pump & emergency fire pump ad its
pumping arrangement.
• Typical bilge & ballast system of a ship.
• Common types of steering gear, electro-
hydraulic steering gears.
• 2 ram 4 ram systems.
• Safe-matic steering gear.
• Telemotor and control system.
• Safety features.
• Emergency arrangements.
• Legislation national & international.
• Hydraulic equipment- operation and
maintenance. Hydraulic systems. Ram &
rotary actuators.
• Common failures of hydraulic systems and
remedial measures.
• Necessity for cooling/ heating of hydraulic
oil
 Main deck

Second deck

Bottom
floor Third deck

Tank top

Engine room layout

Classification of ships based on main propulsion plants
• Steam ships: they use steam generated in the boilers (nuclear
powered or fuel oil fired) for the propulsion purpose. Steam is used to
run turbines. They represent less than 1% of total marine traffic.
• Motor vessels: they have large reciprocating diesel engines for the
propulsion.
• We may have gas turbines for the propulsion although it is very rare
• We also have complete electric propulsion on test and trail basis.
Types of engines
• Based on combustion: • Based on number of strokes for one
Internal combustion engines cycle of operation:
External combustion engines (e.g. 2 stroke engines
steam engines, steam turbines) 4 stroke engines

• Based on engine speed: • According to piston connection:

Slow speed engines run up to 150 Trunk type

RPM
Medium speed engines have arrange Cross head type
of 300-1000 RPM
Engines running at RPM higher than • According to running mode:
1000 are called as high speed engines. Reversible
Unidirectional
Terms used in diesel engine
• Piston
• Cylinder
• Connecting rod
• Crank shaft
• Propulsion shaft
• Top dead centre
• Bottom dead centre
• Stroke
• Bore
• Inlet and exhaust valves
• Fuel injector
 Working Principle 4 stroke engine

Induction stroke
Compression stroke (pressure and temperature at the end 35 bar & 540 º C)
Power stroke (temp. around 1650º C)
Exhaust stroke
Diesel engine operation
1. Air is drawn through as the piston goes down from TDC to BDC
(inlet valve is open and exhaust valve is closed)
2. It gets compressed as the piston moved from BDC to TDC (bot inlet
and exhaust valves are closed)
3. Fuel is injected into hot compressed air and it burns. Chemical
energy in the fuel gets converted into useful mechanical work
driving the piston downwards with force.
4. Burnt products are expelled out of the cylinder as the piston moved
from BDC – TDC (exhaust valve is open, inlet valve closed)
Complete cycle of events take place in 4 strokes of the piston so 4
stroke engines (2 revolutions of crank shaft)
• 2 stroke engines do not have intake valves.
• Instead they have scavenge ports.
• The piston is moving up the cylinder, compressing
the air.
• At TDC fuel is injected. Power is produced driving
the piston to BDC
• Before the piston reaches the BDC, exhaust valve
opens and allows the burnt products to escape.
• Further down the piston uncovers air intake
ports.
• Fresh air is driven into the cylinder.
• As the piston from BDC to TDC, piston covers the
intake ports and then exhaust valve closes. Air
gets compressed.
• So the cycle gets completed in 2 strokes
Cross head type Trunk type
Reasons for wide use of diesel engines
• Capable of using cheap fuel
• Higher power due to compression of air
• Compact in size
• Quick starting
• Easy for maneuvering
• Efficient at low loads as well at full load
Main propulsion engine
• It is the main engine meant to propel the ship i.e. to move the ship
from one port to another.
• Most of the ships have low speed engines for marine propulsion as
the propeller is efficient at rpm up to 120
• Slow speed engines are directly connected to the propellers.
• Medium speed and high speed engines need a reduction gear and
clutching arrangement.
• Fixed pitch propellers will normally have a medium speed engine as
there is a clutch is already provided for the reduction gear drive.
• Slow speed engines are mostly reversible.
• Most of the ships have slow speed cross head type main engines.
Layout of 4 stroke diesel propulsion engine
 Auxiliary engines

• They are meant to generate the electrical power the ship’s use.
• As they generate alternating current ( A/c) electrical power, they are
called as alternators.
• There are turbo alternators used along with steam and gas power
systems.
• Most of the alternators have diesel engine as the prime mover.
• These engines are usually medium speed engines of trunk type.
Supporting systems for the main propulsion plant
• A main engine needs to supported by various machinery.
• They are known as auxiliary machinery.
• Main sea water system
• Jacket water cooling system
• Main lubricating oil system
• Fuel oil & diesel oil transfer, purification and supply system
• Various pumps, coolers, valves etc. associated with the above systems
Other auxiliary machinery for the safe working of a ship

• Fresh water generator

• Sewage treatment plant
• Bilge pumping system with Oily bilge separator
• Steering system
• Boiler and steam system
• Compressed air system with compressors
• Air conditioning plant
• Refrigeration plant
• Fire main system
• Ballast water system
 Main deck

Second deck

Bottom
floor Third deck

Tank top

Engine room layout

Generation of fresh water from sea water at sea
• Sea water is vaporised in a heat
exchanger called as evaporator and
then condensed by sea water in a
cooler condenser.
• Following types are used on board
ships:
• Shell type: single effect and double
effect
• Vacuum type
• Flash type
• The other method is reverse
osmosis
 Vacuum type FWG

Double effect shell type

Functioning of FWG
• Purpose of ejector system:
To create vacuum by removing air and other gases from the shell
To maintain vacuum by continuously removing the air & suspended
gases from the boiling water
As the water evaporates it leaves the salt content in the evaporator
shell. So the salinity keeps increasing.
To remove the high saline water called as brine, from the evaporator
shell to maintain he salinity level.
• Steam can be used as heating medium in the evaporator but that will
need some energy spent on it.
• Normally Main engine jacket cooling water is used as heating
medium. So it recovers some of the heat energy from JCW system.
Multi stage flash evaporator
• Osmosis is the natural
process in which a weaker
solution will pass into a
strong solution through a
membrane.
• There is no need to apply any
energy for natural osmosis.
• RO uses a semi-permeable membrane RO
(polyamide) which retains the salt and
impurities of sea water allowing only the
water molecules pass through the
membrane.
• Semi-permeable membrane will allow
some of the atoms or molecules to pass
through but others.
• High pressure needs to be applied in RO
 Potable water
• RO plants can’t filter the dissolved gases. treatment
• Low temperature evaporation can’t kill all the
contaminants.
• Harmful organic growth inside fresh water tanks
need to be treated.
• Treatments carried out:
• Boil the water to 80 °C
• Add sodium hypochlorite (1 ppm) & then pass
that water thro’ carbon bed to remove the
chlorine odour.
• Use UV sterilization.
• UV is along with any other method to be more
effective.
• The tank which supplies to the Hydrophore system
consumer is partially filled.
• Space above water level is filled
with pressurised air.
• Mountings on a hydrophore:
• Air gives the necessary head to
the highest point of the ship. • Pressure switch to start/stop pump
( pp starts at 2.5 & stops at 3.5 bar)
• Pump need not to run
continuously. • Safety valve to release the
abnormal pressure.
• Pumps are started and stopped
by pressure switches which are • Pressure gauge
set to supply water within a • Gauge glass
range of pressures depending • Manhole door
upon the height and type of
ship. • Drain valve
Hydrophore
Main sea water system
Sea chest is a large box
type structure from which
number of connections
can be taken. Low sea
chest is used during ballast
voyage or at times of
heavy rolling.
Jacket water cooling system
Main L.O. system
FUEL OIL SYSTEM
USES OF COMPRESSED AIR

• For starting main engine

• For starting auxiliary engines & emergency generator
• For various automation & control systems
• For operating pneumatic tools like chipping hammers, spray guns etc.
• For blowing ship’s siren
• For general cleaning
COMPRESSED AIR SYSTEM
• There are two main air compressors and air reservoirs.
• There will be an emergency air compressor for starting the emergency gen.set
• There may be a control air compressor or control air may be supplied from main
air reservoirs.
BOILERS
• Boiler is a machinery to convert chemical energy stored in the fuel
into heat energy by the process of combustion.
• Uses of steam onboard:
For heating up fuel oil
For heating up lubricating oil
For warming up main engine
For supplying hot water to accommodation areas
For galley use (steam rice cookers etc.)
It is used for driving steam turbines to produce electricity
It is used for propulsion in steam ships driving steam turbines
Types of boilers:
Water tube boilers WATER TUBE BOILER
Smoke tube boilers

Water tube boiler:

• Water is circulated inside tubes.
• Hot gases flow around the tubes.
• Mostly used in steam ships to
generate high pressure steam.
• Very economic.
 SMOKE TUBE BOILER

• It is called as tank type boiler as

it has a large tank to hold the
water.
• Hot gases are circulated inside
the tubes hence known as
smoke tube or fire tube boilers.
• Scotch boiler is an example of
fire tube boiler.
WASTE HEAT RECOVERY BOILER Auxiliary boiler burns fuel oil/diesel oil to
• It uses the waste heat energy from produce steam when the main engine is
the main engine exhaust gases. stopped or running at low load conditions.
• It is also known as exhaust gas
boiler.
• It is used to produce low pressure
steam for heating purposes.
• It can produce steam only when
the engine is running at high RPM
• It is normal to have one more
auxiliary boiler separately to
produce when the main engine is
not running or under manoeuvring.
• It is often combined to a single unit
called as composite boiler.
Cochran boiler
It is a typical tank boiler of vertical
type.
It is best suitable for producing
small amount of low-pressure
steam for auxiliary purposes.
Fuel is burnt in a furnace.
The products of combustion pass
from furnace through smoke tubes
into the oil fire uptake.
A composite boiler generates
steam using heat either from main
diesel engine exhaust gas or from
oil firing or from both.
Cochran boiler is an example of
composite boiler.
• They are the fittings provided for the safe BOILER MOUNTINGS
operation of boiler.
Gauge glass: to check the water level inside the
boiler
Safety valve: minimum 2 safety valves are
provided to release the excess pressure
Steam stop valve: to supply steam for steam
turbines and various heating purposes.
Salinometer cock: to take water sample to
measure its salt content.
Air vent valve: to remove air from the boiler
when raising steam
Feed valve: to supply water to the boiler
Pressure gauge cock: to connect a pressure
gauge to monitor the pressure inside boiler
Blow down valve: to remove the water and
impurities from the boiler
IMPORTANCE OF BOILER FEED WATER TREATMENT

• When the water boils it leaves the salt contents back inside the tubes
and boiler shell.
• It leads to heavy scale formation.
• This scale is a poor conductor of heat.
• So the tube gets overheated leading to its failure.
• For long safe operation of boiler, it is important to maintain the salt
content of the boiler water.
• Boiler feed water is chemically treated to remove the suspended
solids.
Advantages of WT over ST boiler
1. High efficiency
2. Reduced fuel consumption.
3. Capable of high evaporative rate.
4. Higher pressures and temperatures improve turbine plant efficiency.
5. Steam can be raised rapidly from cold if the occasion demands
6. They are compact and relatively light in weight.
 Comparison between smoke tube to waster tube type boilers.
• Smoke tube
Heavy in construction.
Efficiency is less
Suitable for low or medium
pressure applications only
Occupies more space
Takes more time for steam
producing
Can be run with poor quality water.
• Water tube
Light in construction
Higher efficiency
Can produce large pressures
Occupies less floor space
Faster steam production rate.
Higher quality of water s
needed.
REFRIGERATION
• Refrigeration is a process in which the temperature of a space or its
contents is reduced to below that of surroundings.
• Air conditioning is the control of temperature and humidity in a space
together with the circulation, filtering and refreshing of the air.
• So air conditioning may reduce/increase the temperature inside the
conditioned space and also maintains the R.H. & cleanliness of air.
• Ventilation system is to supply fresh air from atmosphere by supply
blowers and removing bad used air by exhaust blowers.
Principle of Refrigeration

• When a liquid evaporates, it has a cooling effect on its surroundings.

e.g. few drops of a volatile cologne poured on the hand gives a cold
sensation, as it evaporates rapidly, taking heat out of the skin.
• In olden times ice was kept in rooms to keep the air cool. But then
what happens when the ice melts away?
 VAPOUR COMPRESSION CYCLE

• In vapour compression system

the escaping vapour is
condensed back to liquid form
by first compressing the gas in a
compressor, followed by cooling
of the gas in a condenser.
• Liquid thus formed is collected
at the receiver and sent back to
evaporator coil through a
throttle valve.
• This way the cycle is completed
Components of vapour compression system

• Compressor: it raises the pressure and thereby the temperature of

the refrigerant to such a level that it can be condensed by the cooling
medium (sea water).
• Condenser: it is a heat exchanger where the hot gas is condensed by
circulating sea water inside the tubes. Liquid refrigerant is collected in
the lower part of condenser.
• Expansion valve: liquid refrigerant is throttled to reduce the pressure
and temperature.
• Evaporator: low temperature liquid absorbs the heat from the
evaporator and gets into hot low pressure vapour.
Different types and desirable properties of refrigerant

Different refrigerants used in the Desirable properties:

industry: • Low specific volume of vapour
• CO2 • Low freezing point
• Ammonia • Low boiling point
• Freon 11, 12, 22, 134 A, 410A, • High latent heat of evaporation
502A
• Non-corrosive
• CFC refrigerants are either
banned or phased out • Non-toxic
• R1234 YF is the new addition. • Low cost and easily availability
LAY OUT OF
MAIN
PROPULSION
SYSTEM WITH
PROPELLER AND
RUDDER
Steering gear
• Steering gear provides a movement of the rudder in response to a signal
from bridge.
• Rudder steers the vessel with help of water thrust provided by propeller.
• The steering gear system is made up of three parts :
1.Control equipment- it conveys a signal of desired angle from bridge to the
steering flat.
This signal is received to activate the power unit and transmission
system till the desired angle is reached.
1.Power unit – it unit provides the necessary force.
2.Transmission to rudder stock- it system accomplishes the movement of the
rudder.
• Control equipment can be hydraulic known as Telemotor system.
• Or it can be an electro-electronic control equipment also.
• Power unit can be hydraulic or electrical.
• Hydraulic again can be ram type or rotary vane type.
• And ram type is divided into 2 ram and 4 ram type.
 Telemotor system

• It contains a transmitter and

receiver unit.
• Transmitter sends the signal for the
change in direction of the rudder
blade.
• Receiver receives this signal and
actuates the power unit to
respond.
Telemotor transmitter and receiver
ELECTRO-HYDRAULIC
STEERING SYSTEM
 ROTARY VANE
STEERING SYSTEM

• They have a stator body with

vanes.
• Rotor part with equal
number of vanes, is
connected to the rudder
tiller.
• Equal number of vanes are
attached to the rotor and
stator alternately.
• Alternate chambers are
connected to the hydraulic
actuators to produce the
torque in either direction.
Electric Steering Gear
This steering gear has the
advantage over the others in that
all connections from the bridge to
the steering engine compartment
consists of electric cables only.

No telemotor or mechanical

control is needed.

The rudder stock is moved by

electric rudder motor, through
worm, worm- wheel, pinion and
quadrant.
Electric Steering Gear (Cont’d) The quadrant moves simultaneously
with the pinion, storing energy in buffer
springs.

The buffer springs will then release

stored movement slowly to the tiller
arm, which in turn moves the rudder.
Electrical Telemotor System
Safematic design of steering system

• Some ships (oil/gas/chemical) • Condition I: Valves to be shut:

are required to have a Safematic ‘a’,‘b’, 3,4 & 5 shut. Valves to be
design of steering system i.e. no open: 1,2& 6. system 1 is giving
single failure on a steering 50% torque. System 2 is isolated.
should make the steering of the
ship inoperative and thus give
the rudder a chance to become • Condition II: Valves to be shut:
free.
‘a’,‘b’, 1,2 & 6 shut. Valves to be
• Normally any one pump open: 3,4 & 5. system 2 is giving
operates the rudder giving 100% 50% torque. System 1is isolated.
torque. By pass valves are as
usual shut.
 Mechanical Stops & Limits in a Steering Gear

As per regulations a steering gear system should be capable of

putting the rudder from an angle of 35* on one side to 35* on the
other side

Statutory requirement is to put rudder from 35* on one to 30* of

the other side in 28 seconds.
To ensure that these limits are maintained there are a number of
stops and limit switches.
 Mechanical Stops
Mechanical stops are provided are in the following actuating order:
1. Auto pilot mechanical stop.
2. Local control mechanical stop, where local control provided.
3. Actuating system mechanical stops that limits on the ram travel,
provided as stops against tiller arm movement or some thing
similar.
4. Bridge Telemotor transmitter mechanical stop (Rack travel
limited).
5. Finally, stern- post mechanical stop. Extra movement of' the
rudder due to heavy seas or some other reasons is finally or lastly
limited by the stern post stops which are set at 36* on each side.
Safety features
• Relief valves: hydraulic actuators are provided with relief valves
between complementary pairs of cylinders or chambers of vane type
system. These valves are set to lift at abnormal pressure conditions (
rough waves striking against the rudder)
• By pass valves are normally kept closed but can be opened for
emergency steering or when the particular set of rams is ineffective..
• Isolating valves are provided on each cylinder or rotary vane chamber
which when closed will hold the rudder by trapping the oil inside the
chambers.
• Pumps are also provided with isolating valves to isolate the circuit for
maintenance.
Steering gear checks
• Following checks are to be
checked not more than 12 hours
before departure:
• Main and Auxiliary steering gear
• Remote control systems
• Bridge steering position
• Emergency power supply
• Power failure alarms for remote
control system as well as
steering gear unit
• Rudder indicators
• Full movement of the rudder
• Means of communication from
bridge to steering flat
• Manual steering to be tested
before entering busy or
restricted waters
• Once in three months
emergency drills to be
conducted.
Necessity of cooling/heating of hydraulic oil

Cooling:
• When the steering gear is continuously operated for long hours e.g.
maneuvering in Malacca straits etc. increase the oil temperature
especially in tropical climate.
• Oil starts loosing its properties and viscosity and density gets reduced
at high temperatures and hence to be kept cooled.
Heating:
• Oil viscosity and density increases when exposed to very cold climate.
• Then the motor will get overloaded.
• This is the reason to warm up the oil before using in cold climates.
Legislation requirements

• Rudder should be moved from 35° on one side to 35° on other side.
• It should be moved from 35° on one side to 30° on other side within 28 sec
at maximum service speed.
• System to be designed such a single failure of piping or one of its power
unit will not leave the gear inoperable.
• Rudder indicators to be positioned in the bridge and steering flats with a
means of communication to be provided.
• Two bridge steering controls with audible and visual alarms and a local
control in steering flat to be provided.
• Steering gear to get started automatically after a power failure.
• Emergency source of power to be connected to steering gear, bridge
control with indicator within 45 sec for a minimum duration of 30 minutes.
• It must move the rudder 15° on one side to 15° on other side in 60 sec
• A pump is a device used to lift a Pumps
liquid or gas from a low level to a
high level, to transport a liquid
or gas from one place to
another.
• The pump adds energy to the
working fluid,
• To produce velocity.
• To overcome friction.
• To overcome external pressure.
POSITIVE SUCTION HEAD

NEGATIVE SUCTION HEAD

• Positive Displacement pumps and
• Roto-dynamic / Centrifugal pumps.
Positive Displacement Pumps:
• They displace the fluid from the suction side to discharge side by the
mechanical variation of the volume of a chamber.
• They can be subdivided into reciprocating pumps and rotary pumps.
• All positive displacement pumps are self priming.
• Roto-dynamic Pumps:
• These pumps are provided with an impeller.
• The rotary motion of the impeller imparts centrifugal force to the
liquid.
• Thus the liquid is moved from suction side to the discharge side.
• These pumps are not self priming type and needs to be supplied by
gravity or to be primed before running.
Centrifugal pump
• It has a stationary casing.
• An impeller is attached with a
shaft rotates inside the casing.
• Impeller has number of blades
curved at an angle.
• The impeller has an opening in
the centre called an eye of the
impeller and is connected to the
suction branch.
• Liquid at the centre of the eye is
thrown with centrifugal force
outwards towards the casing.
• This kinetic energy is converted into Working principle of
pressure energy by the volute shape of centrifugal pump
the casing.
• Liquid at the suction point is pushed
into the eye due to formation of
vacuum at the eye.
• Then the pumping action continues.
• If the suction point is lower than eye,
then liquid may flow to the eye by
gravity.
• If eye is not filled with liquid, vacuum
can not be created and pump can not
work i.e. the pump need to be primed.
 Priming of centrifugal pump
• Pump casing and suction pipe is
filled with the working fluid at
the initial starting. This process
is called as priming.
• Or we can use an air pump to
draw out air from the suction
branch & thus make liquid rise
to the eye under atmospheric
pressure
• When stripping a cargo tank,
initial liquid can be drawn from
an oil tank, level of which is
higher than the pump.
 Reciprocating pump
• It has a piston reciprocating inside a cylinder. As the piston moves
from left to right, there is an increase of volume causing a reduction
of pressure i.e. creation of vacuum.
• It pulls or sucks the fluid in the suction pipe thro’ the suction valve.
• When the piston moves from right to left, the fluid is pushed outside
of the delivery valve.
Merits and demerits of reciprocating pump

Merits Demerits

• It can handle large portions of • Complicated construction

air, vapour without loosing • More maintenance
suction.
• More wear and tear
• No need of priming
• Can handle high viscous fluids.
• Suitable for pumping out E/R
bilges, cargo stripping duties etc.
Gear pump
Stripping

• While pumping out the last part of the cargo, pump may partially get
filled with vapor/air.
• So normal centrifugal pump will not able to continue pumping.
• Framo pump is a centrifugal pump
used for stripping out cargo oil. Framo pump
• The pump has a hydraulic motor
connected to the impeller by a
short independent shaft.
• Hydraulic oil under a pressure of
170 bar is the working force.
• Motor, shaft and bearings are
lubricated and cooled by the
hydraulic oil.
• Casing, pipeline and impeller are
made of SS to withstand corrosion.
• Cofferdam is given to separate the
hydraulic oil and cargo.
• Pump suction is placed close to the
tank drainage.
Bilge pumping system
• Bilge well is the lowermost part of the engine room where the loose water
may get collected.
• There will be 3 bilge wells, 2 in the forward and 1 in aft.
• Bilge wells are normally pumped out into bilge holding tank.
• Bilge wells, coffer dam and bilge holding tank can be pumped out through
OWS maintaining maximum content of oil not more than 15 ppm.
• Oil separated from OWS is sent to waste oil tank to be burnt in the
incinerator later.
• Bilge suction valves are of screw down non-return type to prevent sea
water flooding back the bilges when the pump is stopped.
• In emergency, bilges may be pumped out overboard directly using
emergency bilge suction valve by the largest capacity pump (ballast pump)
Purpose of Ballasting

Double bottom tanks, fore and aft peak tanks are ballasted
• (i) to reduce the vessels freeboard and to keep the propeller
sufficiently immersed.
• (ii) to give better rudder action
• (iii) to provide satisfactory stability conditions
• (iv) to reduce hull stresses in case of uneven loading
• (v) to trim the vessel by fwd to avoid pounding
Fire main system
Fire & G.S. pump
• Fire & general service pump located in engine room will keep the fire
main line pressurised to fight a fire.
• Emergency fire pump which is located away from main machinery
space can be used in case engine room is not accessible due to
fire/flooding.
• Fire main line leading to deck has isolating valve in the deck, to isolate
the fire main of engine room when E/R is not accessible.
• Number of hydrants are provided in E/R, deck and accommodation
area to connect fire hoses with nozzles.
• Fire main line in the deck has a drain valve to drain the line during
freezing conditions.