Auxiliary Marine Machinery: Under Construction
Auxiliary Marine Machinery: Under Construction
Auxiliary Marine Machinery: Under Construction
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 second-
stage 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
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.
Fig:Typical 4 ram steering gear arrangement for
cargo ships
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.
Steering gears can be arranged with hydraulic control equipment known as a
'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.
9. Unmanned machinery space operations on board
cargo ship
Personnel should never enter or remain in an unmanned
machinery space alone, unless they have received permission from,
or been instructed by the engineer officer in charge at the time.
They may only be sent to carry out a specific task which they may
be expected to complete in a comparatively short time.
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.
Entering / Leaving the Engine Room During Unmanned Period
The Duty Engineer Officer must report to the Bridge when he is entering and leaving the
Machinery Spaces.
Whenever the duty engineer is required to enter the machinery spaces during UMS periods,
including attendance for evening rounds and to respond to alarms, the Deadman alarm system is
to be operated, where fitted. On vessels without a Deadman alarm system, the duty engineer
must contact the bridge every 15 minutes to verify his safety.
In the case of an alarm, the Duty Engineer Officer must verify the cause of the alarm, and take
necessary measures to rectify the cause. If necessary he is to call another Engineer Officer.
In the case of fire, flooding, serious machinery or electrical generation malfunction or similar threat
to safety, the Duty Engineer Officer must call the Bridge and the Chief Engineer.
Two full log entries of the engine room machinery parameters are to be made during the 8 hr
manned period, and one log entry for the unmanned period.
The Chief Engineer is to issue standing instructions specific to the vessel detailing the operation of
the machinery during the unmanned period.
Means are to be adopted to ensure that entry into unmanned machinery spaces outside normal
working hours is restricted to the Duty Engineer and any other persons as authorised by the Chief
Engineer. Access doors are to carry appropriately worded "Entry Prohibited" signs indicating the
times during which the special restrictions are applicable.
10. Engine room safety
Safety precautions
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 oil-
tank 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.