1.

INTRODUCTION

In this project, we will be studying, analysis and discussing the

conversion of a LNG vessel. Thus, this report discuss on the engine selection
and the involving criteria suitable to fit the requirement needed for a LNG
vessel. The actual data is been given based on the actual specifications of
the LNG vessel. The engine requirement to be fulfilled are such as the power,
speed, torque and energy balance. The actual engine power given is the
27571 kW and speed of 89.7 rpm and from the information, other
requirements are fulfilled. Some of the result calculated might be vary from
actual requirement, thus some modification must be made.
Apart from that, in this report will also discuss on the cooling water
system and bilge system. By using the selected engine, the system is
reconstructed by using the parameter based on the new engine. We will go
through in details in each step during completing this project. This will
includes the rules and regulations, requirement calculation, machinery
selection,

schematic

diagram,

general

arrangement

and

finally

the

discussions and overall conclusions for this project.

1.1

OBJECTIVE

1) To select suitable engine for LNG vessel

2) To calculate the energy balance for selected engine
3) To assess the understanding of cooling water system and bilge system
based on rules and regulations
4) To design schematic diagram and general arrangement for both system

1.2

PHYSICAL CHARACTERISTICS
Table 1.1: MAN B&W G70ME-C9.5-GI Power, Speed and Fuel Oil

*The selected engine is 8 cylinders G70ME-C9.5-GI with power of 29120 kW

and 83 rpm.

Table 1.2: MAN B&W 8G70ME-C9.5-GI-TII List of Capacities

Figure 1.3: 8G70ME-C9.2-GI Illustration

Figure 1.2: Engine Outline of 8G70ME-C9.2-GI

4

Designed Torque;
Torque , T ( N . m) =

Torque , T ( N . m) =

Power( kW )
2 ( Speed ( rpm ))
60
29120 k
2 ( 83)
60

Torque , T ( N . m ) =3350.31kN . m

Required Torque;
Torque , T ( N . m) =

Torque , T ( N . m) =

Power( kW )
2 ( Speed ( rpm ))
60
27571 k
2 ( 89.7)
60

Torque , T ( N . m) =2935.05 kN .m

1.3

ENERGY BALANCE CALCULATION

Pump and cooler capacities for a derated 6G70ME-C9.5-GI-TII with 1 high

efficiency MAN TCA77-21 turbocharger, high load, fixed pitch propeller and
central cooling water system.
Nominal MCR, (L1) PL1: 29.120 kW (100.0%) and 83 r/min (100.0%)
5

Qair %,

Q jw % and

Qlub % reduction factors for the corresponding heat

dissipations for the coolers, relative to the values stated in the List of
Capacities valid for nominal MCR (L1).
Heat dissipation of scavenge air cooler
Qair % = 87.4% heat dissipation,
Qair , M = Qair ,L1 x

Qair % / 100

Qair , M = 10380 x 0.874 = 9072 kW

Heat dissipation of jacket water cooler

Q jw % = 92.2% heat dissipation,
Q jw , M

Q jw ,L1 x

Q jw % / 100

Q jw , M

= 3870 x 0.922 = 3568 kW

Heat dissipation of lube oil cooler

Qlub % = 95,8% heat dissipation,
Qlub, M % = Qlub , L1 x

Qlub % / 100

Qlub, M % = 2300 x 0.958 = 2203.4 kW

Specific Fuel Consumption: 166 g/ kWh = 0.166 kg/kWh

Low Caloric Value (LCV) : 42700 kJ/kg (using 100% diesel fuel)
Brake Power:

Power output=29120 kW
Power input=m x LCV

Power input=

kg
kJ
( 29120 ) x 42700
( 0.166
)
3600
s
kg

Power input=57335.66

Brake Power =

kJ
s

29120
x 100 =50.8
57335.66

Exhaust gas:
Q=mc (T 1T 2)
M g=215020
C p =1.00

kg
h

kJ
kgK

T 1T 2=25130=221

Q=

kJ
x 1.00 x 221=13199.8
( 215020
)
3600
s

Exhaust =

13199
x 100 =23.02
57335

Cooling Water:
Heat Dissipation , Q=3568 kW

CoolingWater =

3568
x 100 =6.223
5733

Scavenge air cooler:

Heat Dissipation , Q=9072 kW
Air cooler =

9072
x 100 =15.8
57335

Lubricating Oil:
Heat be removed ,Q=2203.4 kW

Lub Oil =

2203.4
x 100 =3.84
57335

Figure 1.3: Energy Balance for 8G70ME-C9.2-GI Engine (using 100% diesel
fuel)

1.4

DISCUSSION

The basis ship original power plant are steam power plant. In this
project, based on the propulsion of the basis ship for the power plant
conversion, a two stroke slow speed dual-fuel diesel engine from the MAN
B&W. in a ship conversion project, the important part is to retain the original
propulsion power of the basis ship. The 8 cylinder engine of G80-C9.5 type
with MCR power of 29,120 Kw with 83 rpm is selected due to the torque
produce by this engine is adequate to cover the original propulsion power of
the basis ship. Since the LNG ship will produce a boil of gas in its cargo tank,
it is more economical to utilize the boil of gas as a fuel instead of installing
reliquefaction plant that are require more power from the ship which will
increase the cost of operation. This engine also use an electronically
controlled injection to give more accurate injection for more efficient
combustion which will reduce the fuel consumption. Other than that, this
engine also are in tier 2 which are EEDI requirement for newly build ship,
although it not a new ship, this can ensure the efficiency of the vessel is
comparable to a newer ship for an efficient voyage operation.
Based on the specific fuel consumption and the capacities of the
engine, the energy balance is calculated with reduction factor of heat
dissipation for the air, water and lube air cooling medium by referring to the
technical guide of the selected engine. This will give indication of usable
power produce by the engine and the waste energy that can be recover to
save the operation cost. As the duel engine used both gas and diesel fuel,
the energy balance for both conditions is calculated. The two conditions used
is when the engine using 100% of diesel fuel and the other one is 100% of
gas fuel. The two conditions is calculated to see which one conditions are
most efficient to be used on the engine. From the calculation, it seems that
by using 100% of gas fuel, the radiation loss is a lot higher than using 100%
9

of diesel fuel. Form the energy balance, we can also will indicate the
capacities of other machineries to fulfill the engine requirement.
1.5

CONCLUSION

As a conclusion, the objectives of this report are achieved. The first

objective which is to select a suitable engine based on the power, speed and
torque requirement if the actual LNG vessel is achieved. The selected engine
is 8 cylinder engine of G80-C9.5 with MCR power of 29,120 Kw with speed of
83 rpm. The engine selected is nearly the required power and speed of the
LNG vessel which are 27571 kW and 89.7 rpm respectively. The energy
balance of the selected engine also have been achieved. The total energy in
and out calculated by using energy balance formula for both 100% diesel
fuel and gas fuel is 100%. Throughout conducting this project, we have
studied engine criterion selection and how to calculate the energy balance of
an engine.

10

2.0

COOLING SYSTEM

Central Cooling system

The central cooling water system is characterized by having only one

heat exchanger cooled by seawater, and by the other coolers, including the
jacket water cooler, being cooled by central cooling water. A low-temperature
and high-temperature circuit exist in the fresh water system. The fresh water
in the high-temperature circuit circulates the main engine and may, if
required, be used as a heating medium for an evaporator. The lowtemperature circuit circulates the main engine air coolers, the lubricating oil
coolers and all other heat exchangers. A regulating valve controls the mixing
of water between the high-temperature and low-temperature circuits.

2.1

RULE AND REGULATION

The rule and regulation for the central water cooling system are discussed in
this part of the report which is referred based on the DNV GL class. The rule is used
in designing the system by fulfilling the requirement by the class on central cooling
water system.

K Fresh Water Cooling Systems

K.1 General
K.1. Fresh water cooling systems are to be so arranged that the engines
1
can be sufficiently cooled under all operating conditions.
K.1. Depending on the requirements of the engine plant, the following
2
fresh water cooling systems are allowed:
a single cooling circuit for the entire plant
separate cooling circuits for the main and auxiliary plant
several independent cooling circuits for the main engine
components which need cooling (e.g. cylinders, pistons and
fuel valves) and for the auxiliary engines
separate cooling circuits for various temperature ranges
K.1.

The cooling circuits are to be so divided that, should one part of the
11

K.1.
4
K.1.
5

K.1.
6

system fail, operation of

the auxiliary systems can be maintained. Change-over
arrangements are to be provided for this purpose if necessary.
As far as possible, the temperature controls of main and auxiliary
engines as well as of different circuits are to be independent of
each other.
Where, in automated engine plants, heat exchangers for fuel or
lubricating oil are incorporated in the cylinder cooling water circuit
of main engines, the entire cooling water system is to be monitored
for fuel and oil leakage.
Common engine cooling water systems for main and auxiliary
plants are to be fitted with shutoff valves to enable repairs to be
performed without taking the entire plant out of service.

K.2 Heat exchangers, coolers

K.2.1 The construction and equipment of heat exchangers and coolers
are subject to the requirements.
K.2.2 The coolers of cooling water systems, engines and equipment are
to be so designed to ensure that the specified cooling water
temperatures can be maintained under all operating conditions.
Cooling water temperatures are to be adjusted to meet the
requirements of engines and equipment. (Refer to list of
capacities)
K.2.3 Heat exchangers for auxiliary equipment in the main cooling water
circuit are to be provided with by-passes if in the event of a failure
of the heat exchanger it is possible by these means to keep the
system in operation.
K.2.4 It is to be ensured that auxiliary machinery can be maintained in
operation while repairing the main coolers. If necessary, means are
to be provided for changing over to other heat exchangers,
machinery or equipment through which a temporary heat transfer
can be achieved.
K.2.5 Shut-off valves are to be provided at the inlet and outlet of all heat
exchangers.
K.2.7 Keel coolers, box coolers
K.2.7 Arrangement and construction drawings of keel and box coolers
.1
are to be submitted for approval.
K.2.7 Permanent vents for fresh water are to be provided at the top of
.2
keel coolers and chest coolers.
K.3
K.3.1

Expansion tanks
Expansion tanks are to be arranged at sufficient height for every
12

K.3.2

K.4
K.4.1
K.4.2

K.4.3
K.4.4
K.4.7

K.4.8

cooling water circuit. Different cooling circuits may only be

connected to a common expansion tank if they do not interfere
with each other. Care is to be taken here to ensure that damage to
or faults in one system cannot affect the other system.
Expansion tanks are to be fitted with filling connections,
aeration/de-aeration devices, water level indicators and drains.

Fresh water cooling pumps

Main and stand-by cooling water pumps are to be provided for
each fresh water cooling system.
Main cooling water pumps may be driven directly by the main or
auxiliary engines which they are intended to cool provided that a
sufficient supply of cooling water is assured under all operating
conditions.
The drives of stand-by cooling water pumps are to be independent
of the main engines.
Stand-by cooling water pumps are to have the same capacity as
main cooling water pumps.
A stand-by cooling water pump of a cooling water system may be
used as a stand-by pump for another system provided that the
necessary pipe connections are arranged. The shut-off valves in
these connections are to be secured against unintended operation
Equipment providing emergency cooling from another system can
be approved if the plant and the system are suitable for this
purpose.

From the rule stated above, there few significant requirements that are
going to be used in the systems design. First, for redundancy where all
pump will have a backup pump with the same power or more install in a
situation where the main pump cannot be operated. Next, the central cooler
will be install with bypass in a situation where the central cooler is leaking or
broken to able maintain the operation while repairing in progress. Finally, the
valve is to be install at each inlet and outlet of cooler.
2.2

SCHEMATIC DRAWING

Based on the rule of and regulation, a final schematic diagram is draw

with all the component are in place. The central cooling system consist of
high temperature circuit which is the jacket water line and low temperature
circuit which are the main central water line. The heat exchanger is placed in
13

the drawing in according to the increasing temperature of the cooling water

along the low temperature circuit.

14

Figure 2.1: Schematic diagram for central cooling system.

15

2.3

COOLING SYSTEM COMPONENT

In this part of the report, the component for the central cooling water
system are calculated and determined with the requirement and the
speciation of the components are listed

2.3.1 PUMP
1) Central cooling water pumps
The pumps are to be of the centrifugal type.
Central cooling water flow

680

Pump head
Delivery pressure

m3 /h

2.5 bar
depends on location of
expansion tank
80 C
100 C

Working temperature
Design temperature
Sili EMD -400c (-132*6)
Capacity

690

Pressure

2.7 bar

m /h

2) Seawater cooling pumps

The pumps are to be of the centrifugal type.
Seawater flow
Pump head
Working temperature, normal
Working temperature, maximum

830

m3 / h

2.5 bar
0-32 C
50 C

Sili EMD -400 -75*6

Capacity
Pressure

690

m3 / h

2.7 bar

16

Figure 2.2: Sili EMD pump and size

3) Jacket water cooling pump
The pumps are to be of the centrifugal type.
Jacket water flow

200

Pump head
Delivery pressure
Working temperature
Design temperature

m /h

2.5 bar
depends on location of
expansion tank
80 C
100 C

Sili cis centrifugal pump (special mechanical seal type)

capacity
pressure
Max temperature
Flange size:

10-540

m3 /h

0.5-14 bar
140 C
DN32mm to DN200mm

Figure 2.3 : Sili cis centrifugal pump

17

4) Lubricating oil pump

The lubricating oil pump can be of the displacement wheel, or the
centrifugal type:
Lubricating oil viscosity
Design pump head
Lubricating oil flow

75 cSt at 50 C
4.5 bar
3
570 m / h

Max. working temperature

70 C

Sili KCB horizontal gear oil pump

capacity

1.1-570

Pressure
Viscosity range
Max temperature
Port size (inlet and outlet)

m3 /h

3.3-6 bar
5-1500 cst
120 C
Flange type DN50mm to DN350mm

Figure 2.4: Sili KCB horizontal gear oil pump

2.3.2 HEAT EXCHANGER (COOLER)

1) Lubricating oil cooler
Heat dissipation, Q = 2390 kw
Q = m x Cp x T1-T2

Temperature
Inlet
Outlet

Lub oil ( C)
45
41.7 ~ 42

Central cooling ( C)
36
42

Q = U x A x LMTD
LMTD = (T1 - T2) / ln(T1/T2)

18

T1 = T_Hot_In - T_Cold_Out
= 45.00 - 42.00
= 3.00
T2 = T_Hot_Out - T_Cold_In
= 42.00 - 36.00
= 6.00
LMTD = 4.33
U = 3000
Q = U x A x LMTD

2390 = 4000 x A x 4.33

A = 137.9 ~ 138

m2

Funke PHE FFDW31

Area per plate

m2

0.3

Max number plate

Max used area

500
470

200
141

m2

2) Jacket water cooler

Heat dissipation, Q = 3880 kw
Q = m x Cp x T1-T2

Inlet
Outlet

Jacket water ( C)
80
60.6 ~ 62

Central cooling ( C)
42
58.4~ 59

Q = U x A x LMTD
T1 = T_Hot_In - T_Cold_Out
= 80.00 - 59.00
= 21.00
T2 = T_Hot_Out - T_Cold_In
= 62.00 - 42.00
= 20.00

19

LMTD = 20.50
U = 2000
Q = U x A x LMTD

3880 = 2000 x A x 31.62

A = 61.4 ~ 62

m2

Funke PHE FFDW19

Area per plate

m2

0.19

Max number plate

Max used area

500
350

100
66.5

m2

3) Central cooler
Heat dissipation, Q = 17020 kw
Q = m x Cp x T1-T2

sea water ( C)
32
40.8 ~ 41

Inlet
Outlet

Central cooling ( C)
61
36

Q = U x A x LMTD
T1 = T_Hot_In - T_Cold_Out
= 61.00 - 41.00
= 20.00
T2 = T_Hot_Out - T_Cold_In
= 36.00 - 32.00
= 4.00
LMTD = 9.94
U = 2000
Q = U x A x LMTD

17020 = 2000 x A x 31.62

A = 269.1~ 270

m2

20

Funke PHE FP 41
Area per plate
0.4

m2

Max number plate

Max used area

700
700

280
280

m2

2.3.2.1 Dimension of Plate Heat Exchanger (Cooler)

Figure 2.5: dimension of Funke Heat exchanger

TYPE
LO
COOLE
R
JACKET
WATER
COOLE
R
CENTR
AL
COOLE
R

TYPE
FFDW
31

A
1080

B
440

C
650

D
202

E
200

L2
50025000

LPP
3.3 X
470mm

FFDW
19

1332

480

894

225

204

5003000

3.1 X
350mm

FP41

1470

620

941

290

225

5004000

3.5X
280mm

The cooler for the ship are al calculated from the list of capacities. The
calculated inlet temperature to the cooler are according to the increasing
water temperature along the central cooling system. For the cooler size
there are extra plate installed in the cooler as a margin for the cooler to
operate in optimum condition in the ship lifetimes.
21

4) Scavenge air cooler

The scavenge air cooler is an integrated part of the main engine.
Heat dissipation
Central cooling water flow
Central cooling temperature, inlet

10 750 kW
3
390 m / h
36 C

The scavenge air cooler are placed in the engine after the turbocharger,
thus the cooler are already integrated with the main engine.

2.3.3 PIPING
The piping material used for the cooling system is depend on the type,
pressure and temperature of the fluid flowing through the pipe. Based on
the rule in DNV GL the minimum thickness of the pipe is calculated.

2.3.3.1 Pipe class

Classification of pipes into pipe classes
Medium/type
of pipeline
Pipe class
Air, gas
Non-flammable
hydraulic fluid
Boiler feed
water,
condensate
Seawater and
fresh water for
cooling
Brine in
refrigerating
plant

Design pressure PR [bar]

Design temperature t [C]
II
III
PR > 40
R =40
PR =16
or
and
and
t > 300
t =30
t =200

22

Liquid fuels,
lubricating oil,
flammable
hydraulic fluid

PR > 16
or
t > 150

PR =16
and
t =150

PR =7
and
t =60

Since the pressure of the system did not over 16 bar and the maximum
temperature are not more than 100C (80C at jacket water), thus class III
s chosen to be used in piping system. The piping for the lubricating oil
also will be class III based on working temperature and pressure.

2.3.3.2 Selection of material

Material or
application
steels
Pipes

Pipe class
I
Steel pipes for high
temperatures above 300 C,
pipes made of steel with
high/low temperature
toughness at temperatures
below
10 C,
stainless steel pipes for
chemicals

Nonferrous
metals
(valves,
fittings,
pipes)

n cargo lines on chemical

tankers only with special
approval, low-temperature
copper-nickel-alloys by
special
agreement

Copp
er,
coppe
r
alloys

II
Pipes for
general
applicati
ons

III
Steel not
subject to
any
special
quality
specificati
on,
weldabilit
y in
accordanc
e with
Rules for
Welding
For seawater and
alkaline water only
corrosion
resistant copper and
copper alloys

From the extracted data from the DNV GL, the fresh water line piping
system will be using the steels pipe and the seawater line will be using
copper alloys which are corrosion resistance to seawater.

23

2.3.3.3 Minimum pipe wall thickness

From the table, freshwater line is placed on the N category in minimum

wall thickness. In the case of seawater line which using the cooper alloy,
the minimum thickness is as in the table below.

24

Minimum wall thickness for steel pipes

Minimum wall thickness for copper and copper alloy pipes

25

Selection of pipe diameter

Recommended maximum velocities on delivery side of pump pipe
(wartsila project guide)
Piping
Lubricating oil piping
Fresh water piping
Sea water piping

Pipe material
Black steel
Fresh water piping
70/30 copper-nickel

pipediameter=

Max velocity [m/s]

1.5
2.5
4.5

4 flowrate
velocity

Freshwater piping
Velocity
Flowrate

2.5 m /s
680

m /h

26

Diameter
Minimum wall thickness

310.6 mm
6.3 mm

Seawater piping
4.5 m /s

Velocity
Flowrate

830

Diameter
Minimum wall thickness

255.41 mm
3.5 mm

m3 / h

Jacket water piping

Velocity

2.5 m /s

Flowrate

200

Diameter
Minimum wall thickness

168.21 mm
4.5 mm

m3 / h

Lubrication oil piping

1.5 m/ s

Velocity
Flowrate
Diameter
Minimum wall thickness

570

m3 / h

366.6mm
6.3 mm

The calculation is based on the maximum recommended velocity to

give an insight on the highest requirement for the piping system. The
schedule used in this project are schedule 40 for both steel pipe and
copper alloy pipe due to the marine application which are suitable with
the schedule. With the minimum thickness and pipe diameter are
calculated, the pipe sizing according to Schedule 40 can be found.
2.3.4 VALVE
1)

Central cooling water thermostatic valve

The low temperature cooling system is to be equipped with a threeway valve, mounted as a mixing valve, which bypasses all or part of the
fresh water around the central cooler. The sensor is to be located at the
27

outlet pipe from the thermostatic valve and is set so as to keep a

temperature level

Figure 2.6: thermostatic valve

AMOT G valve 01v
Flowrate

3000

Maximum internal valve pressure

Maximum temperature of fluid
quantity

10 bar
100C
1

2)

m3 /h

Globe valve

Open and close to control the flow of water through the water line
based on the designated location in the schematic diagram. Not include
valve at pump.

28

Figure 2.7: Globe valve

ITS globe valve

Maximum internal valve pressure
Maximum temperature of fluid
quantity

16 bar
180C
5

2.4 FRESHWATER SUPPLY

Fresh water maker calculation

In this part the required capacity for freshwater generator are
calculated from the rule and required water per day for 22 crew. The
freshwater maker is selected from the calculated capacity.
2.4.1 Merchant shipping regulations
Fresh water supply
1)
In every ship to which these regulations apply, there shall be
fitted an adequate number of fresh water tanks having an aggregate
capacity sufficient for the total number of passengers that the ship is
certificated to carry or is intended to carry, whichever is the greater
number, and for the voyages anticipated.
3)
Where facilities referred to in paragraph (1) are available for
distilling water on board a ship the total capacity of available fresh
water storage tanks may be reduced; but at least half the total
quantity required shall be supplied from sources other than the
distiller.

2.4.2 Freshwater generation capacity calculation

Quote text from
http://www.eng-tips.com/viewthread.cfm?qid=91089
In my experience aboard tankers with a crew of 22 persons, 10-12
tons per day was average. This equates to about 145 gpd/person
29

include water for showering, black and grey water, water for laundry
and galley/cooking
Based on the information from the text;
1 person =145 gallon = 548.885 liter ~ 550

22 crew = 22 x 550
=12100

per day = 12.1

m /day

(regulation: at least half total quantity required shall be supplied from

sources other than the distiller.)
Total quantity required 0f 36 days of voyage
= 36 x 12.1
= 435.6

m3

m3

2.4.3 Selected Freshwater generator

ALFA LAVAL AQUA Blue c80
An AQUA Blue freshwater generator can be dimensioned to suit any jacket
water temperature from 55 to 95C at cooling water temperatures from -2 to
36C.

Figure 2.8: Production freshwater on temperature

30

Figure2.9 : Freshwater generator dimension

Size
L
W
H

Table: Aqua Blue c80 dimension

Dimension (mm)
14921692
882
1395

2.5 TANK CAPACITY CALCULATION

2.5.1 Distilled water and Freshwater tank Calculation

From the capacity plan of sister ship PUTERI DELIMA, the tank capacity for
distilled water and freshwater is estimated.

31

Figure 2.10: Puteri Delima tank capacities

Freshwater tank
Total tank volume

162.8

Distilled water tank

Total tank volume

3
269.4 m

The tank capacity is to cover half of the usage of freshwater and

distilled water from the required calculation done above. Thus the location
and size of the tank is kept the same as the original ship. The freshwater
generator is able to cover the use of all crew per day and bigger capacity to
top-up the used water in the tank.

2.5.2 Central Cooling Systems tank calculation:

Engine of 29120 KW = 39050.6 hp(I)
1. jacket water header tank =1.5 l/Hp, 13 m above
(top of engine)
1.5 39050.6
58575.9l

1. drain tank

= 58.57

=0.5 l/Hp
0.5 39050.6

19525.3l=19.53 m3

32

2.6

GENERAL ARRANGEMENT

33

34

35

36

3.0

BILGE SYSTEM
In this chapter, we will discuss on the bilge system, which apart of

the Marine System Design Project. Aside from rules and regulations, we
will also discuss on the pumps selection and also drawing the schematic
diagram and general arrangement of this system.

3.1

RULES REQUIREMENT
In this part, we will discuss on the rules and regulations used to

design the bilge system. Rules and regulations played important part in
deciding the parameter, location, specifications and other important
design in a ship construction. The rules and regulations are created by
bodies and organization which concern about the sea safety and
environment. In our system design, we decide to choose DNV GL rules and
regulations. We will discuss on the importance regulations taken and
highlighted in designing the system. Below are the rules and regulations
highlighted from DNV GL.
Part
Bilge

Code
N.1.1.2

Lines

Description
Bilge suctions are normally to be located on both
sides of the ship. For compartments located fore
and aft in the ship, one bilge suction may be
considered sufficient provided that it is capable
of completely draining the relevant

N.1.2.2

compartment.
Bilge pipes from spaces not accessible during the
voyage if running through fuel tanks located
above double bottom are to be fitted with a nonreturn valve directly at the point of entry into the

N.1.3.2

tank.
Emergency bilge suctions are to be arranged
such that they are accessible, with free flow and
37

at a suitable distance from the tank top or the

N.1.5.1

ship's bottom
A screw-down non-return valve or a combination
of a non-return valve without positive means of
closing and a shut-off valve are recognized as

N.1.6.2

reverse flow protection

The direct bilge suction and the emergency
suction need only one means of reverse-flow

N.1.6.4

protection as specified in N.1.5.1.

The discharge lines of oily water separators are
to be fitted with a reverse flow protecting valve
at the ship's side.

Part
Bilge

Code
N.3.3

Pumps

Description
One bilge pump with a smaller capacity than that
required according to formula is acceptable
provided that the other pump is designed for a
correspondingly larger capacity. However, the
capacity of the smaller bilge pump is not to be

N.3.4.1

less than 85 % of the calculated capacity.

Ballast pumps, stand-by seawater cooling pumps
and general service pumps may also be used as
independent bilge pumps provided they are selfpriming and of the required capacity according to

N.3.4.2

formula.
In the event of failure of one of the required bilge
pumps, one pump each is to be available for

Oily Water

O.1.2

firefighting and bilge pumping.

Ships of 10.000 GT and above are to be fitted in

Separatin

with an oily water separator or filtering

equipment for the separation of oil/water

Equipment

mixtures with a 15 ppm alarm system.

There shall be no interconnections between the

O.2.4

sludge tank discharge piping and bilge water

piping other than possible common piping
leading to the standard discharge connection.
38

Part
Oily bilge

Code
O.3.3.2

Description
Oil residues (sludge) and oily bilge water tanks

water tank
Oily bilge
O.3.5.1

shall be independent of each other

The oily bilge system and the main bilge system

water and

shall be separate of each other

Suction lines of the oily bilge separator shall be

sludge

O.3.5.2

provided to the oily bilge water tank. A suction

pumping

connection to the oil residues (sludge) tank is not

and
discharge

O.3.5.6

permitted
The oil residues discharge pump shall have a
capacity to discharge the calculated capacity of
the oil residue (sludge) tank within 4 hours.

Part
Fire

Code
E.1.1.2

Pumps

Description
Cargo ships of 500 GT and over are to be
equipped with at least two, and cargo ships of

E.1.2.1

less than 500 GT with at least one fire pump.

The minimum capacity and the number of fire

E.1.2.3

pumps is to be as specified in Table 12.2.

Each fire pump is to be capable of supplying
sufficient water for at least two of the nozzles
used on board the ship. The capacity of a fire

E.1.2.4

pump is not to be less than 25 m3/h.

The total required capacity of the fire pumps excluding emergency fire pumps - need not
exceed 180 m3/h on cargo ships.

39

Table 3.1: Number and minimum capacity of fire pump

Part
Emergency

Code
E.1.4.1

Fire Pump

Description
The emergency fire pump is to be capable of
delivering at least 40 % of the total capacity
specified for the main fire pumps, but in any case not
less than 25 m3/h for passenger ships of less than
1000 GT and for cargo ships of 2000 GT and over,
and in any case not less than 15 m3/h for cargo ships

E.1.4.1

of less than 2000 GT.

The emergency fire pump is to be of self-priming

E.1.4.2

type.
The emergency fire pump must be capable of
supplying water to all parts of the ship from two
hydrants simultaneously at the pressure stated in
Table 12.3; see also E.2.2.1.

Table 3.2: Pressure at nozzles

40

From the rules and regulations highlighted, we consider the design

based on the requirement given. For bilge lines, we focus more on the
lines of the piping of the bilge system, to avoid intersection with other
part of piping system. Next we discuss on the bilge pump requirement.
The formula to calculate the diameter of the main bilge and branch bilge
is given and from the formula, the initial diameter was calculated. The
required capacity of the pumps also was calculated from the given
formula. The oily bilge system also discuss in this part where the involved
division was the oily bilge water tank, sludge tank, and oily water
separator. The most important part is the emergency system which is the
fire pump and emergency fire pump. The system requirement for this two
is crucial and must follow the rules and regulations.

41

3.2

SCHEMATIC DIAGRAM
In this part, we will discuss on the schematic diagram and general

arrangement for the bilge system. After all the rules and regulations is
considered, the next step in designing the system is to find the available
bilge system schematic diagram from secondary sources such as internet
and books. The purpose is to get a brief understanding on the system.
Based on the sources, together with the design rules and regulations, the
new bilge system schematic diagram is design. The designing process
take a lot of process where the system must be always refer to rules,
regulations, equipment and ship general arrangement.
The figure shows the final schematic diagram created by referring to
rules and other sources. The location of the bilge system is mainly at the
aft machinery part of the ship, lower deck. The location is decided after
referring to lot of secondary sources and rules. As stated in the rules, the
bilge line and oily bilge line have to be separated as shown in the
schematic. The numbers of pumps are arrange accordingly based on the
sample schematic diagram and the ships general arrangement. The bilge
lines

also based on secondary sources

because the line is

too

complicated. Some of rules applied such as the location of the sea suction
whereas in the rules, it required to have sea suction at both port and
starboard site near the bilge pump. Each of the pump in the schematic
represent 2 pumps, which also in the rules where each of the pump must
have at least one backup pump.

42

Figure 3.1: Schematic Diagram of Bilge Lines System at Aft Machinery part, Lower Deck

43

Figure 3.2: Schematic Diagram of Oily Bilge Lines System at Aft Machinery part, Lower Deck

44

3.3

PUMP REQUIREMENT

In this part, we will discuss on the pump requirement. From the rules
and regulations, the formula to calculate the parameter is given. The
given formula such as main and branch bilge diameter and flow rate
capacity for the pump. From the formula, the value obtain is for the
minimum required parameter to pass the rules.

Diameter main bilge, dH

d H =3.0 . ( B+ H ) . l 1 +35 ( mm )
d H =3.0 . ( 43.4 +25.55 ) .38.4 +35 ( mm )
d H =189.37 mm

Branch bilges pipes, dz

d H =2.15 . ( B+ H ) . l 1 +25 ( mm )
d H =2.15 . ( 43.4 +25.55 ) .38.4 +25 ( mm )

d H =135.63 mm

Capacity of bilge pump

Q=5.75 x 103 . d H 2

[ ]
[ ]
m3
h

Q=5.75 x 103 . 189.372

Q=206.2

m
h

[ ]
m3
h

Capacity of fire pump

3

Q=3.8 x 10 . d H

[ ]
3

m
h

45

Q=3.8 x 103 . 189.372

[ ]
3

m
h

[ ]
3

Q=136.27

46

3.4

OILY BILGE SYSTEM REQUIREMENT

In this part, we will discuss on the oily bilge system requirement.

From the rules and regulations, the formula to calculate the parameter is
given. The given formula such as dirty bilge tank capacity, sludge tank
capacity and oily water separator is given. From the formula, the value
obtain is for the minimum required parameter to pass the rules. From this
value, the value becomes the benchmark in selecting the equipment in
the next part.

Oily/dirty bilge water tank capacity

Main engine rating [KW]
Up to 1000
Above 1000 up to 20000
Above 20000

Capacity=40+

P
500

Capacity=40+

29120
500

Capacity [m3]
4
P/250
40 + P/500

Capacity=98.24 m3
Q=24.56

m3
h

Sludge tank capacity

V = K.C.D
V = 0.015(4291/35)(35)
V = 64.37 m3
Q = 16.09 m3/h

Oily bilge water separator

Up to
400 GT
0.25 m3/h

401 to
1600 GT
0.5 m3/h

1601 to
4000 GT
1.0 m3/h

4001 to
15000 GT
2.5 m3/h

Above
15000 GT
5 m3/h

47

The gross tonnage of the ship is 94446 GT. Thus, from the rules
requirement, the minimum oily water separator capacity required is 5
m3/h.

48

3.5

PUMP AND OILY SYSTEM EQUIPMENT SELECTION

From the pump and oily bilge system requirement calculation, the
minimum value requirement obtain and used for pump and equipment
selection. Below is the pump selection based on the calculation.

1) Bilge Pump and General Service Pump (minimum requirement:

206.2 m3/h)
SiLi Vertical Centrifugal Pump (VSN-250-45-C45)
Suction Inlet Diameter
250 mm
Max Capacity
240 m3/h
Total Head
10m -140 m
Speed
1500 rpm
Shaft Power
70 kW
Matching Power
85 kW

Figure 3.3: SiLi Vertical Centrifugal Pump (VSN-250-45-C45)

49

Figure 3.4: Dimension of the Pump

Table
3.3: Dimension of the Pump

2) Fire Pump and Fire Emergency Pump (minimum requirement: 136

m3/h)

SiLi CISG Vertical Centrifugal Pump

Suction Inlet Diameter

100 mm

Max Capacity
Total Head
Speed
Power

160 m3/h
10 m to 140 m
1750 rpm
0.55kW to 75 kW

Figure 3.5: SiLi CISG Vertical Centrifugal Pump

50

3) Sludge Pump (minimum requirement: 16.9 m3/h)

SiLi CWF Pulverizing Centrifugal Pump (2CWF-11)

Suction Inlet Diameter
65 mm
Suction Outlet Diameter
40 mm
Max Capacity
20 m3/h
Total Head
11 m
Shaft Power
4.0 kW
Dimensions
420x250x220 mm (LxWxH)

Figure 3.6: SiLi CWF Pulverizing Centrifugal Pump (2CWF-11)

4) Oily Water Separator Pump (minimum requirement: 5 m3/h)

SiLi CWF Pulverizing Centrifugal

Suction Inlet Diameter
Suction Outlet Diameter
Max Capacity
Total Head
Shaft Power
Dimensions

Pump (1CWF-11)
65 mm
32 mm
10 m3/h
11 m
1.5 kW
400x250x220 mm (LxWxH)

51

Figure 3.7: SiLi CWF Pulverizing Centrifugal Pump (1CWF-11)

5) Reciprocating Bilge Pump (minimum requirement: 24.56 m3/h)

SiLi CWF Pulverizing Centrifugal

Suction Inlet Diameter
Suction Outlet Diameter
Max Capacity
Total Head
Shaft Power
Dimensions

Pump (3CWF-10)
65 mm
50 mm
30 m3/h
10 m
4.0 kW
500x280x250 mm (LxWxH)

Figure 3.8: SiLi CWF Pulverizing Centrifugal Pump (3CWF-10)

6) Oily Water Separator (minimum requirement: 5 m3/h)

Ocean Clean GmbH Oily Water Separator (5.0 EB)
Max Capacity
5.0 m3/h
52

Weight Wet
Weight Dry
Length
Width
Height

2110
1000
2000
1300
1650

kg
kg
mm
mm
mm

Figure 3.9: Ocean Clean GmbH Oily Water Separator (5.0 EB)

53

All of the pumps and oily water separator choose based on their
minimum requirement set as the benchmark in specification selection.
Most of the pump is choose from the same company which is Shanghai
SiLi Pump Industry from China. The reason to choose this company
because it have a wide variation selection of pump available. The pump is
categorized already in each of their specialty such as bilge pump, fire
pump, sewage pump, lube oil pump, fuel oil pump and others. The
process to choose the pumps is divided into several considerations. First
of all is the pump maximum flow rate capable of. The flow rate is taken
high a little bit from the minimum required flow rate. The precautions is
taken in order to avoid problems of the pump cannot produce the
required amount of flow rate during emergency hours. Thus, the pump
with higher flow rate is taken. Note that avoid taking a very high flow rate
than required flow rate. This is to avoid the waste of energy used.

There are several reasons to pick a vertical type centrifugal pump

for bilge, general service pump, fire pump and also fire emergency pump.
Vertical centrifugal pump requires a smaller footprint and is suitable for
installation where the ground surface area is limited. In this case, we want
to save the ships compartment spaces. With a vertical line shaft pump
the impeller setting below the ground can be lowered to increase the site
NPSHA (a hydraulic circuit, net positive suction head (NPSH) may refer to
one of two quantities in the analysis of cavitation). It also suitable for
higher temperature service. This is because of its radial-split case design
it can be centerline-mounted for thermal expansion. It also suitable for
higher pressure service because of its simplified bolting and confinedgasket design. The smaller pump which required less flow rate
requirement is choose as horizontally type centrifugal pump. Due to its
smaller flow rate produced, the size of the pump are also smaller, thus it
will eventually save cost and spaces.

The second consideration in choosing the pumps is from the

pressure head of the pumps. The pressure head is chosen based on how
much pumps are required to push the flow in the pipe. For fire pump and
fire emergency pump, the pressure head is given in some range and
based from that, the pumps specifications is chosen. While, for other
pumps, the pressure head range are not given. Thus, the consideration in
choosing the pressure head range is based from secondary sources,
which is the bilge pump sample used other ships bilge system. The range
is taken and logically deduced alongside with the ship general
arrangement and dimensions. After the range is decided, then the pumps
is selected.

54

55

3.6

GENERAL ARRANGEMENT

After all the pumps, tanks and equipment specification is decided, then
the last part of this report design is to design the general arrangement of
the system with the machinery chosen. From figure below, the general
arrangement of the bilge system machinery is shown.

Figure 3.10: General Arrangement of Bilge Lines System Equipment at Aft

Machinery part, Bottom Flat

56

Figure 3.11: General Arrangement of Bilge Lines System Equipment at Aft

Machinery part, 1st Flat

From both of the figure, we can see the general arrangement of the
bilge system machinery. The pumps is located based on the schematic
diagram shown early in this report. The pumps, oily water separator and
tanks is scaled parallel with the ship real size. Also, the general
arrangement only shown the bilge system machinery only. Other
considerations also involves the actual general arrangement of the ship.
As we can see, the pumps is located at their original places with some
adjustment. This is because to avoid disturbing other machinery part in
the engine room. The tank also located at same places with additional
adjustment on the tank shape. The oily dirty tank and sludge tank is
design to be 118 m3 and 78 m3 respectively. 20% of free surface from
actual capacity which are 98.24 m3 and 64.37 m3 is added. This is
because to avoid tank expansion or other damaged from occur if the tank
is fully occupied by fluid. The general arrangement also shown the engine
selected by our group at the center of the engine room replacing the older
boiler engine.
57

58

5.0

DISCUSSIONS
The cooling system used in this project are central cooling system

which are common choice according to MAN B&W, there advantage of this
type compare to the seawater cooling system are the are only one heat
exchanger called by seawater which result in only that particular heat
exchanger to be overhauled. Then, other heat exchanger which are using
fresh water can be made using less expensive material. This type of
configuration also reduce the maintenances of cooler and less component
installed that will result in the increase heat utilization. The system
compromise the different circuit which are sea water circuit, low
temperature fresh water circuit and high temperature fresh water circuit.
The fresh water generator uses the heat in the high temperature
circuit to generate fresh water. This system are regulate with the high
temperature circuit to produce enough fresh water while maintaining the
optimum temperature of the engine jacket water. The capacity of the fresh
water generator per day must enough to support the need of the crew on
board. For this project, the fresh water generator system is using the
evaporation method which are more practical for a merchant ship due it
less maintenances and cost compare to reverse osmosis method.
The schematic diagram for bilge system is construct based on
reference from both available schematic diagram and rules regulations
from DNV GL. The bilge system design is typical type of system used by
most ship. The location and installation of each equipment are solely
based on the rules requirement. The only difference that differentiate this
bilge system with another are the piping size. The piping size depend on
the compartment length of the ship. This type of design have all the basic
equipment of typical bilge system which are bilge pump, fire and bilge
pump, general service pump, valve, oily water separator, sludge tank and
suction.

59

60

6.0

CONCLUSIONS

As for the conclusions, we can consider that all of the objectives

were achieved. The first objective which is to choose and select the
suitable engine for LNG vessel is a success. The selected engine is 8
cylinder engine of G80-C9.5 with MCR power of 29,120 Kw with speed of
83 rpm. The engine selected is nearly the required power and speed of
the LNG vessel which are 27571 kW and 89.7 rpm respectively. The
second objectives which is to calculate the energy balance also obtained.
The total energy in and out calculated by using energy balance formula
for 100% of diesel fuel. Throughout conducting this project, we have
studied engine criterion selection and how to calculate the energy balance
of an engine. We also have assess the understanding and knowledge of
cooling system and bilge system throughout the project. All the rules and
regulations related to the system have been mastered by us. The theory
and calculation used in this project help us in better understanding and
give us additional skills in designing a system. Apart from that, we also
have design the schematic diagram and general arrangement of the
system which gives us an experience in real ship system design based on
the actual ship. Last but not least, this project is a success.

61

7.0

REFERENCES

[1]

Barrass, B. (2004). Ship design and performance for masters and

mates. Butterworth-Heinemann.

[2]

DNV GL Rules for Classification and Construction Ship Technology,

Edition July 2015

[3]

Ferguson, C. R., & Kirkpatrick, A. T. (2015). Internal combustion

engines: applied thermo sciences, John Wiley & Sons.

[4]

Gupta, H. N. (2012). Fundamentals of internal combustion engines.

PHI Learning Pvt. Ltd..

[5]

MAN B&W G70ME-C9.5-GI-TII Project Guide Electronically Controlled

Dual Fuel
Two-stroke Engines, Edition 5, April 2014.
[6]

Shanghai SiLi Pump Industry Co., Ltd., Centrifugal Pump, April 2016

[7]

FUNKE Plate Heat Exchanger series FP, FPDW catalogue.

[8]

Suvi Kela Engine Auxiliary System Guideline: Cooling Systems, 2015.

[9]

A Masters Guide to Ship piping 2 nd edition, The Standard, February

2012.

[10] http://www.eng-tips.com/viewthread.cfm?qid=91089

62

APPENDIX A: PROJECT SCHEDULE

63

TASK

WEEK
8
9

10

11

12

13

14

15

INTRODUCTION
- Literature Review
ENGINE SELECTION
- Engine selection and
specifications
- Engine energy balance
calculation
COOLING WATER SYSTEM
- Determine schematic
diagram of cooling
water system
- Feeder Tank selection
- Refers Pipes, Pumps &
Filters Requirements
- Heat Exchanger
selection
BILGE SYSTEM
- Determine schematic
diagram of bilge system
- Piping and Pumps
Calculation
- Pumps and Oily Water
Separator Selection
- Bilge Suction and
valves
REPORT
- Detail drawing
(machinery layout)
- Detail discussion
- Presentation

64