23 AuxiliaryMarineMachinery 000 PDF
23 AuxiliaryMarineMachinery 000 PDF
23 AuxiliaryMarineMachinery 000 PDF
http://www.machineryspaces.com/deck-machineries.html
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.
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.
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.
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.
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.
5. Coolers
Coolers at sea
Coolers at sea fall into two groups, shell and tube type coolers and the plate type. Both are
considered below.
6. Centrifugal pumps
practical load for at least 15 minutes and all electrical load, relevant
temperature and pressure readings records.
The instructions given for main machinery are also applicable to auxiliary
engines, generally the routine inspections must be carried out at much more
frequent periods. The crankcase inspection is most important and must be
carried out after a machine is shut down following a long run. Maintenance
completed on the diesel generators is to be recorded on the Maintenance
Report Diesel Generators .
The lubricating oil in the engine system must be treated with the same care as
the oil in the main engine system but with auxiliary engines there is usually
more risk of fuel contamination and special care must be given in this respect.
Oil cleaning arrangement such as filters or similar equipment must be kept in
use the whole time the engine is working. If for any reason this equipment is not
kept in use while an engine is running a note must be made in the log book that
the equipment was not used and the reason given for not using it. The auxiliary
diesel engine alarms and shutdowns are to be tested at monthly intervals and
the relevant details noted in the Work Book. An entry should be made in the
Machinery Log Book whenever such tests have been carried out.
consulted regarding the deck requirements in port. The reduction in the number of auxiliary
engines will not only result in fuel saving but primarily a reduction in auxiliary maintenance and
will allow better engine performance. It must be stressed that in emergency situations, the
possibility of a blackout must not delay the decision to shut down dangerous machinery.
When the vessel is in confined waters the above should not apply as enough auxiliary engines should
be run to provide an ample supply of power to cope with any such emergency.
When not being maintained, all non-running engines should be kept in STAND BY condition to
allow quick starting in cases of emergency. Regular checks should be made by an Engineer Officer
to ensure that the cylinders of these engines are clear of water or fuel. Diesel engines should be
barred over once a day. Serious damage may be caused by water leaking from defective turboblower casings into the cylinders via the exhaust manifolds. Water accumulation may also occur
from leaking cylinder heads or cylinder liners. Fuel may also accumulate from leaking fuel
combustion equipment.
Drain cocks in exhaust and inlet manifolds are to remain open when machines are at rest and should
be regularly tested and proved clear of blockages, especially prior to stopping machines. Every
month, each main diesel generator is to be load tested and figures recorded. The load test is to be
carried out at the maximum sustainable load, the limits being taken from the parameters in the
makers manual. This load is to be maintained for one hour before readings are taken.
During the load test , the engine should be brought up to 100% load for a few seconds, or long
enough to prove that it can sustain this power/frequency during starting of machinery or in an
short term emergency. If the continuous load achieved is less than 90% of the rated load of the
engine, or the 100% test is not possible then an explanation must be sent to the superintendent
with the reason for the low load achieved, and clearly stating which is the limiting parameter(s) and
with a plan to correct the situation.
Either mechanical indicators, peak pressure gauges or ideally, electronic indicators should be used
to record cylinder conditions.
It is essential that power balance between cylinders is maintained by proper analysis of cylinder
conditions and that maintenance and adjustments are carried out to maintain operating conditions
as close as possible to the design figures.
Results should be compared to the previous set of results and to the test bed (shop trial) results in
order to determine if adjustments or maintenance are required. During the load test, attention
should be paid to the electrical power factor ( i.e reactive load) balance achieved by all of the
generators on load as this gives a good indication of the condition of the AVRs. A monthly report
on the Auxiliary Machinery should be completed and returned to the Managing Office.
8. Steering gear
Ships steering gear information
Every ocean going cargo ship need to be provided with a main steering gear and an
auxiliary steering gear unless the main steering gear comprises two or more identical
power units. The main steering gear is to be capable of putting the rudder over from 35
on one side to 35 on the other side with the ship at its deepest draft and running ahead
at maximum service speed, and under the same conditions from 35 on either side to
30 on the other side in not more than 28 seconds. It is to be power operated where
necessary to meet the above conditions and where the stock diameter exceeds 120mm.
The auxiliary steering gear is to be capable of putting the rudder over 15 on one side to
15 on the other side in not more than 60 seconds with the ship at its deepest draft and
running ahead at half the maximum service speed or 7 knots whichever is greater. Power
operated auxiliary steering gear is required if necessary to meet the forgoing
requirement or where the rudder stock diameter exceeds 230 mm.
Steering gear control for power operated main and auxiliary steering gears is from the
bridge and steering gear compartment, the auxiliary steering gear control being
independent of the main steering gear control (but not duplication of the wheel or
steering lever).
Steering gear on ocean-going ships is generally of the electro-hydraulic type.
Where the rudder stock is greater than 230 mm an alternative power supply is to be
provided automatically from the ships emergency power supply or from an independent
source of power located in the steering gear compartment.
The steering gear provides a movement of the rudder in response to a signal from the
bridge. The total system may be considered made up of three parts, control equipment, a
power unit and a transmission to the rudder stock. The control equipment conveys a
signal of desired rudder angle from the bridge and activates the power unit and
transmission system until the desired angle is reached. The power unit provides the
force, when required and with immediate effect, to move the rudder to the desired
angle. The transmission system, the steering gear, is the means by which the movement
of the rudder is accomplished.
'telemeter', or with electrical control equipment. The power unit may in turn
be hydraulic or electrically operated. Each of these units will be considered in
turn, with the hydraulic unit pump being considered first. A pump is required
in the hydraulic system which can immediately pump fluid in order to provide a
hydraulic force that will move the rudder. Instant response does not allow time
for the pump to be switched on and therefore a constantly running pump is
required which pumps fluid only when required. A variable delivery pump
provides this facility.
Generally, work should not be done on steering gear when a ship is under way.
If it is necessary to work on steering gear when the vessel is at sea, the ship
should be stopped and suitable steps taken to immobilise the rudder by closing
the valves on the hydraulic cylinders or by other appropriate and effective
means.
Before going UMS, the Duty Engineer must ensure that all day service tanks for fuel, cylinder oil
and header tanks for cooling water, lubricating oil, etc are full. An inspection of all active and
operational machinery and systems in all the machinery spaces, particularly for fuel and lubricating
oil leakage, is to be carried out. That the main engine is on bridge Control
Check that all bilges and seawalls are empty.
Test Oil Mist Detector alarm on M.E , test bilge wells High Levels Alarms , test Boiler
High/Low/Cut out alarms where applicable
Check that bilge pump is in auto position.
Check that Emergency DG is in stand-by position.
Check that Stand-by DG is on auto-start.
Check that steering gear motors are in stand-by position.
Check that all stand-by pumps are on auto-start.
Check that OWS overboard valve is secured (OWS stopped when E/R unmanned and if not
automatic discharge).
Check that all fire loops are activated.
Check whether all watertight and weather doors/openings are closed.
Check that the Purifier Room and Steering Gear door is closed
Check cabin / public rooms alarms prior to the engine room being
unmanned.
Inform bridge and confirm UMS before leaving E/R
Check that all flammable liquids are in sealed canisters.
Check that all oil spills etc have been cleaned up.
Check that all waste, rags and other cleaning materials are stowed away.
Check that all Engine Room gear, spare parts etc are properly secured.
Check that all alarms are active.
Check that all fire detection sensors are active.
Check that all fire doors are closed.
Test the Deadman alarm and Engineers Call Alarms, ensuring they are
sounding in public rooms, Bridge, Cargo Offices and appropriate cabins.
Safety precautions
Personnel required to work in machinery spaces which have high noise levels should
wear suitable hearing protectors .
Where a high noise level in a machinery space, or the wearing of ear protectors, may
mask an audible alarm, a visual alarm of suitable intensity should be provided, where
practicable, to attract attention and indicate that an audible alarm is sounding. This
should preferably take the form of a light or lights with rotating reflectors. Guidance
may be found in the IMO Code on Alarms and Indicators.
The source of any oil leakage should be located and repaired as soon as practicable.
Waste oil should not be allowed to accumulate in the bilges or on tank tops. Any leakage
of fuel, lubricating and hydraulic oil should be disposed of in accordance with Oil
Pollution Regulations at the earliest opportunity. Tank tops and bilges should, wherever
practicable, be painted a light colour and kept clean and well-illuminated in the vicinity
of pressure oil pipes so that leaks may be readily located.
Great caution is required when filling any settling or other oil tank to prevent it
overflowing, especially in an engine room where exhaust pipes or other hot surfaces are
directly below. Manholes or other openings in the tanks should always be secured so that
should a tank be overfilled the oil is directed to a safe place through the overflow
arrangements.
Particular care should be taken when filling tanks which have their sounding pipes in the
machinery spaces to ensure that weighted cocks are closed. In no case should a weighted
cock on a fuel or lubricated oil tank sounding pipe or on a fuel, lubricating or hydraulic
oil tank gauge be secured in the open position.
Engine room bilges should at all times be kept clear of rubbish and other
substances so that mud-boxes are not blocked and the bilges may be readily and
easily pumped.
Remote controls fitted for stopping machinery or pumps or for operating oiltank quick-closing valves in the event of fire, should be tested regularly to
ensure that they are functioning satisfactorily. This also applies to the controls
on fuel storage daily service tanks (other than double bottoms) and lubricating
oil tanks.
Cleaning solvents should always be used in accordance with manufacturers'
instructions and in an area that is well ventilated.
Care should be taken to ensure that spare gear is properly stowed and items of
machinery under overhaul safely secured so that they do not break loose and
cause injury or damage even in the heaviest weather.