Auxiliar y Marine

Machinery

Engr. Dave J. Tabornal

RENAME, Mar-E
Marine Machinery

• is designed to ensure the proper functioning of a ship’s main engines,

piping systems, and equipment.

• includes pumps, compressors, and blowers for circulating fuel and the
fresh water and seawater used in cooling systems, for supplying air to
the starting system of the main engine, for cooling refrigerated holds,
and for air-conditioning various parts of the ship and for refrigeration
machinery.
• also includes separators for removing water and other contaminants
from fuel and oil, steering machinery, capstans, windlasses, winches
for anchoring, mooring, and cargo loading, and cranes.

• Other items include heat exchangers used to condense vapors and to

heat and cool working fluids, such as water, oil, and air, filters for the
seawater and fuel supplies, and separators for bilge water.
1. Marine auxiliary machinery - various
installations on board

• Ships are large, complex vehicles which must be self-

sustaining in their environment for long periods with a high
degree of reliability. A ship is the product of two main areas
of skill, those of the naval architect and the marine engineer.
The Naval Architect

• is concerned with the hull, its construction, form, habitability and

ability to endure its environment.
The Marine Engineer

• is responsible for the various systems which propel and operate the
ship. More specifically, this means the machinery required for
propulsion, steering, anchoring and ship securing, cargo handling, air
conditioning, power generation and its distribution.
Some overlap in responsibilities occurs between
naval architects and marine engineers in areas
such as:

• propeller design,
• the reduction of noise
• and vibration in the ship's structure
• and engineering services provided to considerable areas of the ship.
A ship might reasonably be divided into
three distinct areas:

• the cargo-carrying holds or tanks,

• the accommodation
• and the machinery space.
Depending upon the type each ship will assume varying proportions
and functions.

• An oil tanker, for instance, will have the cargo-carrying region divided
into tanks by two longitudinal bulkheads and several transverse
bulkheads. There will be considerable quantities of cargo piping both
above and below decks.
• The general cargo ship will have various cargo holds which are usually
the full width of the vessel and formed by transverse bulkheads along
the ship's length. Cargo handling equipment will be arranged on deck
and there will be large hatch openings closed with steel hatch covers.
The accommodation areas in each of these ship types will be
sufficient to meet the requirements for the ship's crew, provide a
navigating bridge area and a communications centre. The machinery
space size will be decided by the particular machinery installed and
the auxiliary equipment necessary.
• A passenger ship, however, would have a large accommodation area,
since this might be considered the 'cargo space'. Machinery space
requirements will probably be larger because of air conditioning
equipment, stabilisers and other passenger related equipment.
2. Machinery Arrangement

• Three principal types of machinery installation are to be found at sea

today. Their individual merits change with technological advances and
improvements and economic factors such as the change in oil prices.
It is intended therefore only to describe the layouts from an
engineering point of view.
The three layouts involve:
• the use of direct-coupled slow-speed diesel engines,
• mediumspeed diesels with a gearbox,
• and the steam turbine with a gearbox drive to the propeller.
• A propeller, in order to operate efficiently, must rotate at a relatively
low speed. Thus, regardless of the rotational speed of the prime
mover, the propeller shaft must rotate at about 80 to 100 rev/min.
• The slow-speed diesel engine rotates at this low speed and the crankshaft
is thus directly coupled to the propeller shafting.

• The medium-speed diesei engine operates in the range 250—750 rev/min

and cannot therefore be dircci'f coupled to the propeller shaft.A gearbox is
used to provide a low-speed drive for the propeller shaft.

• The steam turbine rotates at a very high speed, in the order of 6000
rev/min. Again, a gearbox must be used to provide a low-speed drive for
the propeller shaft,
3. Air compressor arrangement - working
principles and operational guideline
• Use of compressed air for ships machinery
➢ Compressed air has many uses on board ship, ranging from diesel
engine starting to the cleaning of machinery during maintenance. The
air pressures of 25 bar or more are usually provided in multi-stage
machines. Here the air is compressed in the first stage, cooled and
compressed to a higher pressure in the next stage, and so on. The
two-stage crank machine is probably the most common.
➢ Air is drawn in on the suction stroke through the first-stage suction
valve via the silencer/filter. The suction valve closes on the piston
upstroke and the air is compressed. The compressed air, having
reached its first-stage pressure, passes through the delivery valve to
the first-stage cooler. The second-stage suction and compression now
take place in a similar manner, achieving a much higher pressure in
the smaller, second-stage cylinder.
➢After passing through the second-stage delivery valve, the air is again
cooled and delivered to the storage system. The machine has a rigid
crankcase which provides support for the three crankshaft bearings.
The cylinder block is located above and replaceable liners are fitted in
the cylinder block. The running gear consists of pistons, connecting
rods and the one-piece, two-throw crankshaft.
Two stage air compressor —
• The first-stage cylinder head is located on the cylinder block and the
second-stage cylinder head is mounted on the first: each of the heads
carries its suction and delivery valves. A chain-driven rotary-gear
pump provides lubricating oil to the main bearings and through
internally drilled passages in the crankshaft to both connecting rod
bearings. Cooling water is supplied either from an integral pump or
the machinery space system. The water passes into the cylinder block
which contains both stage coolers and then into the first and second
stage cylinder heads.
• A water jacket safety valve prevents a build-up of pressure should a cooler
tube burst and compressed air escape. Relief valves are fitted to the first
and second-stage air outlets and are designed to lift at 10% excess
pressure. A fusible plug is fitted after the secondstage cooler to limit
delivered air temperature and thus protect the compressed-air reservoirs
and pipework. Cooler drain valves are fitted to compressors. When these
are open the machine is 'unloaded' and does not produce compressed air.
A compressor when started must always be in the unloaded condition. This
reduces the starting torque for the machine and clears out any
accumulated moisture in the system. This moisture can affect lubrication
and may produce oil/water emulsions which line the air pipelines and
could lead to fires or explosions.
• To stop the compressor, the first and second-stage cooler drain valves
should be opened and the machine run unloaded for two to three
minutes. This unloaded running will clear the coolers of condensate.
The compressor can now be stopped and the drains should be left
open. The cooling water should be isolated if the machine is to be
stopped for a long period.
• Automatic compressor operation is quite usual and involves certain
additional equipment. An unloader must be fitted to ensure the
machine starts unloaded, and once running at speed will load' and
begin to produce compressed air. Various methods of unloading can
be used but marine designs favour either depressors which hold the
suction valve plates on their seats or a bypass which discharges to
suction. Automatic drains must also be fitted to ensure the removal of
moisture from the stage coolers. A non-return valve is usually fitted as
close as possible to the discharge valve on a compressor to prevent
return air flow: it is an essential fitting where unloaders are used.
4. Refrigeration system for cargo ships

✓Refrigeration process for cargo spaces and store rooms

Refrigeration is a process in which the temperature of a space or its
contents is reduced to below that of their surroundings.

Refrigeration of cargo spaces and storerooms employs a system of

components to remove heat from the space being cooled. This heat is
transferred to another body at a lower temperature. The cooling of air
for air conditioning entails a similar process.
• Refrigerated cargo vessels usually require a system which provides for
various spaces to be cooled to different temperatures.

❑The arrangements adopted can be considered in three parts:

✓the central primary refrigerating plant,
✓the brine circulating system,
✓and the air circulating system for cooling the cargo in the hold.
• An automatic direct expansion refrigeration system is shown in Figure
below. The refrigerant flow through the chiller splits into four circuits,
each with its own expansion valve. The four circuits are used to
control the amount of evaporator surface, depending on the degree
of condenser loading at the time, thus giving greater system flexibility.
The large oil separator is a feature of screw compressor plants and
the circuit for oil return is shown in the illustration.
• Each primary refrigerant circuit has its own evaporator within the
brine chiller which results in totally independent gas systems. There
will probably be three such systems on a cargo or container ship
installation. Since they are totally independent each system can be
set to control the outlet brine at different temperatures. Each brine
temperature is identified by a colour and will have its own circulating
pump. The cold brine is supplied to the cargo space air cooler and the
flow of this brine is controlled by the temperature of the air leaving
the cooler.
• The cooler in the cargo space is arranged for air circulation over it and
then through the cargo before returning. An arrangement of fans and
ducting direct the air to the cooler and below the cargo . The cargo is
stacked on gratings which allow the passage of cooled air up through
the cargo.
• For small refrigerated cargo spaces or provision rooms a direct expansion
primary refrigerant system may be used . The twin circuit arrangement for
each cooler (evaporator) provides flexibility and duplication in the event of
one system failing. The back pressure valve maintains a minimum constant
pressure or temperature in the evaporator when working a space in
hightemperature conditions to prevent under-cooling of the cargo. If one
space is operating at a low-temperature condition at the same time the
back pressure valve would be bypassed. The liquid cooler illustrated in the
diagram is necessary where an abnormal high static head has to be
overcome between the machinery and the coolers. In this vessel the liquid
is sub-cooled to prevent it flashing off before reaching the thermostatk
expansion valve .
• Vessels designed for specific refrigerated container trades have built-
in ducting systems. These can be in two forms: a horizontal finger
duct system in which up to 48 containers are fed from one cooler
situated in the wings of the ship or, alternatively, a vertical duct
system in which each stack of containers has its own duct and cooler.
This type of system is employed for standard containers having two
port holes in the wall opposite the loading doors. Air is delivered into
the bottom opening and, after passing through a plenum, rises
through a floor grating over the cargo and returns via another section
of the plenum to the top port. The connection between the duct arid
containers is made by couplings which are pneumatically controlled.
5. Shell and Tube type Coolers, and Plate type
Coolers

In the shell and tube design a tube bundle or stack is fitted into a shell . The
end plates are sealed at either end of the shell and provision is made at one
end for expansion. The tubes are sealed into the tube plate at either end and
provide a passageway for the cooling liquid. Headers or water boxes
surround the tube plates and enclose the shell.
They are arranged for either a single pass or, as in Figure below, for a double
pass of cooling liquid. The tube bundle has baffles fitted which serve to
direct the liquid to be cooled up and down over the tubes as it passes along
the cooler. The joint arrangements at the tube plate ends are different. At
the fixed end, gaskets are fitted between either side of the tube plate and
the shell and end cover.
Shell and Tube type Coolers, and Plate type
Coolers
At the other end, the tube
plate is free to move with
seals fitted either side of a
safety expansion ring.
Should either liquid leak
past the seal it will pass out
of the cooler and be visible.
There will be no intermixing
or contamination.
Plate type heat exchangers
The plate-type heat exchanger is made up
of a number of pressed plates surrounded
by seals and held together in a frame . The
inlet and outlet branches for each liquid are
attached to one end plate. The arrangement
of seals between the plates provides
passageways between adjacent plates for
the cooling liquid and the hot liquid . The
plates have various designs of corrugations
to aid heat transfer and provide support for
the large, flat surface. A double seal
arrangement is provided at each branch
point with a drain hole to detect leakage
and prevent intermixing or contamination.
Shell and Tube type Coolers, and Plate type Coolers
Operation & Maintenance
Operation
Temperature control of coolers is usually achieved by adjusting the cooling
liquid outlet valve. The inlet valve is left open and this ensures a constant
pressure within the cooler. This is particularly important with sea water
cooling where reducing pressure could lead to aeration or the collecting of
air within the cooler. Air remaining in a cooler will considerably reduce the
cooling effect. Vents are provided in the highest points of coolers which
should be opened on first filling and occasionally afterwards. Vertical
mounting of single pass coolers will ensure automatic venting. Positioning
the inlet cooling water branch facing downwards and the outlet branch
upwards will achieve automatic venting with horizontally mounted coolers.
Drain plugs are also fitted at the lowest point in coolers.
Maintenance of coolers

Clean heat transfer surfaces are the main requirements for satisfactory operation. With sea water cooling the
main problem is fouling of the surfaces, i.e. the presence of marine plant and animal growth.
With shell and tube coolers the end covers are removed to give access to the tubes for cleaning. Special tools
are usually provided by the cooler manufacturer for cleaning the tubes. The end covers can also be cleaned.
Tube leakage can result from corrosion. This can be checked for, or identified, by having the shell side of the
cooler circulated while the cooling water is shut off and the end covers removed. Any seepage into the tubes
will indicate the leak. It is also possible to introduce fluorescent dyes into the shell-side liquid: any seepage will
show under an ultraviolet light as a bright green glow. Leaking tubes can be temporarily plugged at each end or
removed and replaced with a new tube.
Plate-type coolers which develop leaks present a more difficult problem. The plates must be visually examined
to detect the faulty point. The joints between the plates can present problems in service, or on assembly of the
cooler after maintenance.
Where coolers are out of use for a long period, such as during surveys or major overhauls, they should be
drained on the sea water side, flushed through or washed with fresh water, and left to dry until required for
service.