COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

PURIFIER 7-1

AIM: To learn about the Purifier.

INTRODUCTION

A high-speed centrifuge is a type of separator which is used on a ship to remove contamination from
liquids such as fuel and lube oils. It is imperative to carry out this treatment in order to remove solid
impurities and water before they are supplied to the marine engine. Thus, the task of the centrifuge is
to remove solid contamination from liquid and to remove undesirable liquid (water) from useful
liquids (fuel).

PRINCIPLE OF WORKING

The separation principle of high-speed centrifuge depends on the difference in the specific gravity of
two different liquids. To understand, let’s take a settling tank where fuel is stored and because of the
difference in the gravity of water and fuel (water is heavier) the water gets collected at the bottom part
of the due to the effect of gravity.

Types of centrifuges
1. PURIFIER: Centrifugal separators used for the separation of
two liquids of different densities (fuel and water) are known as
purifiers. .

When a centrifuge is set up as a purifier, a second outlet pipe is

used for discharging water as shown. In the fuel oil purifier, the
untreated fuel contains a mixture of oil, solids and water, which
the centrifuge separates into three layers. While in operation, a
quantity of oil remains in the bowl to form a complete seal around
the underside of the top disc and, because of the density
difference, confines the oil within the outside diameter of the top
disc. As marine fuel oil normally contains a small quantity of
water, it is necessary to prime the bowl each time that it is run,
otherwise all the oil will pass over the water outlet side to waste.
The water outlet is at greater radius than that of the fuel. Within the water outlet there is a gravity
disc, which controls the radial position of the fuel water interface
A set of gravity discs is supplied with each machine and the optimum size to be fitted depends on
the density of the untreated oil. When the fuel centrifuge is operating, particulate matter will
accumulate on the walls of the bowl. If the centrifuge is set as a clarifier, the particulate matter will
be a combination of water and solid material. If it is set as a purifier, the free water is continuously
discharged, therefore, the particulate matter will consist of solid material. In older machines it is
necessary to stop the centrifuge to manually clean the bowl and disc stack, however, the majority of
machines today can discharge the bowl contents while the centrifuge is running.

1
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

2.CLARIFIER: centrifugal separators used for the separation of solid

impurities from the fuel are known as clarifiers.
The addition of an inlet and an outlet connection forms a simple
clarifier. Rotational speeds vary according to designs and are of the order of
7,000 to 9,000 rpm. Efficiency is increased by the inclusion of a number of
discs (up to 150) that increase the surface area and thus help separation.
Discs are separated at a distance of 0.5-0.6 mm. After passing down the
central passage, the untreated oil is carried by centrifugal forces towards the
periphery of the bowl and then passes up through the disc stack. Here is
where the actual separation takes place, in the channel formed between two
discs. Two forces act on each solid or liquid particle. The particle is pushed
upwards with the oil stream towards the centre while the centrifugal force
directs it to the periphery. The residual force on denser particles (impurities)
will drive them towards the periphery, while the less dense particles (oil)
will be directed towards the centre of the bowl and raise to the outlet
connection.

CONSTRUCTION OF HIGH-SPEED CENTRIFUGE:

Basic components of the centrifuge are as follows:

Exterior framework:

The exterior framework is normally made up of cast iron

which supports the internal bowl and disk parts and carries
water line, feed line, and outlet line connections.

Bowl and disk:

There are bowls inside the frame, which can be a solid

assembly operating noncontinuous and have space enough to
retain the separated sludge. There can also be an arrangement
in which the upper and lower parts are separated for
discharging the accumulated sludge by a continuous
operation. These parts are normally made up of high tension
stainless steel.

Vertical shaft:

The Vertical shaft is used to transform the electrical motor

output into rotational motion for rotating the bowl at high
speed through spur gear and horizontal shaft or belt. The
material used for vertical shaft construction is an alloy of
steel.

2
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

Attached Gear pump:

A general construction of centrifuge consists of a horizontal shaft driven attached supply or discharge
gear pump.

The horizontal shaft or belt drive:

The electrical motor drives the horizontal shaft through clutch pads and is used for transmitting the
rotational motion to bowl assembly.

A special belt having elastic character is used in some models in place of horizontal shaft, thus
removing the use of the gear assembly. The horizontal shaft material is a special alloy of steel.

Spur gear:

A spur gear is placed between the horizontal and vertical shafts for the transfer of rotational motion.
These gears are manufactured from the special aluminum bronze material.

Clutch or friction pads:

An electric motor will get overloaded if it is connected directly to the bowl assembly for the rotation of
the same as the complete assembly is very heavier. To avoid this, clutch or friction pads and drum
assembly are installed on the horizontal shaft. Normally the number of pads varies from 2 to 4
depending upon the frequency supply to the motor
As the motor starts, the pads inside the drum moves out gradually due to centrifugal force and cause
friction in the internal wall of the drum resulting in rotation of the shaft and the bowl gradually without
overloading and damaging the motor and gears.

Automation:

Apart from the mechanical parts, the latest centrifuge comes with full automation circuit involving
three-way valves, detectors, monitors, transducers, solenoid valves, pneumatic valves etc, along with a
control panel, which ensures the centrifuge fulfills all the criteria required for operation in an
unmanned engine room.

Result:
Thus the study about the Purifier carried out.

3
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

FRESH WATER HYDROPHORE SYSTEM 7-2

AIM: To learn about the Fresh Water Hydrophore System.

INTRODUCTION
Fresh water hydrophore system is a system used to provide fresh water for various uses in various
spaces of ship. Simply the system is increasing the pressure of water flowing through the pipes to
various decks. Pressurization is done by service air in hydrophore compartment supplied by air
compressors. The pump which supplies the hydrophore compartment is started automatically by a
pressure switch, which operates as the water level falls to a pre-determined level. The fresh water
system has in addition a calorifier or heater which is heated usually by steam.

WORKING

In ships the tank is charged with compressed air in such a way that it full of water upto
mark, the pressure at the tank pressure gauge is 3.5 bar and pressure switch will actuate the motor
starter to keep pump off

No somewhere in the fresh water line a tap is opened, the water will rush out from the
tank pressure. As the tank level drops to mark, the pressure of tank would have dropped to 2.5bar or
so. Pressure switch will now activate the motor starter and pump will start pumping. Pump will supply
water to the open tap and once the tap is closed, the tank level will rise back to mark T. Pressure will
rise back to 3.5 bar and pressure switch will actuate the motor starter to put of the pump.

The pump will cut-in and cut-off too often if the initial compressed air pressure is less
in this case if the pressure is less than 3.5 bar when tank is full up to matk T. In extreme cases when
there is no air pressure, the pump will cut-in & cut-off every time when there is a leakage of even a
few drops of water from the system.

Again if initial compressed air pressure is to high, the air may be blown through the
taps along with water.

Fresh water supplied for drinking and culinary purposes must meet purity standards.
Water produce may not meet these standards and must be treated to ensure it is biologically pure and
neutral or slightly alkaline

4
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

Result:
Thus the study about the Fresh water Hydrophore system is carried out.

5
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

10KVA GENERATOR 7-3

AIM:

To learn and work with the 10 KVA GENERATOR OVERHAULING

Introduction:

 Normally the following should be done during a decarb to free the engine from anomalies
 Every 3000hrs take out cylinder head, take the worn out mountings and/or over haul the
mountings
 All units cylinder head, piston, connecting rod, and turbocharger to be overhauled
 Clean sump tank and fill with fresh lube oil
 Take crank shaft deflection before and after removal of bearings
 What ever actions taken should be recorded in the maintenance record book

Preparation

 Make sure the all stand by auxiliary engines are ready

 Keep all the special tools and other tools ready
 Go through the previous records/manual for clearance and adjustments
 Put the display card "MEN AT WORK", "DON'T START"
 Close air bottle valve to auxiliary engine and engine start and stop valve
 See that the turning bar is not in the flywheel and should be in place
 Open the indicator cocks
 If the main bearing is to be removed, check crank shaft deflections
 Close lube oil, fuel oil, fresh water inlet/outlet valve, drain the cooling water line and remove
connections

Removal of cylinder head:

 Scavenge manifold, exhaust manifold rocker arm, lube oil drain connection from rocker arm,
rocker arm tank and cover connection to be removed
 Fuel oil high pressure connection from fuel pump to the injector, fuel valve cooling
connections in and out (either diesel or water) to be removed
 Remove the rocker arm assembly and the push rod. Remove all the mountings such as starting
valve, indicator cock, relief valve and exhaust valve assembly
 Remove the rocker cover and check any marking on cylinder head nuts and studs. If no torque
spanner is available, note down the markings.
 Open the cylinder head nut with box spanner and extension rod. Never use the torque spanner.
With box spanner available note down the marking .
 Put the cylinder head lifting tool and before lifting make sure all the connections are removed.
Also ensure that the liner is not removed along with the cylinder head
 Take out the copper joint between the head and the liner

6
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

Piston removal pictures

Removal of piston and connecting rod:

1. After lifting the head, check the liner surface for score marks, blow past etc. Crack remove the
ridges or deposits if any on the top surface to avoid the lifting of liner along with the piston and
breakage of piston rings while lifting piston
2. Open the crank case door and remove the bottom end bearing bolts after removing the lock
arrangement and the remove the bolts
3. Remove the bottom half of the bottom end bearing
4. Bring the piston to TDC. Make sure the bolt holes on the piston top, lifting tool holes must be
cleared from carbon deposits. Threads should also be checked and cleared
5. Put the piston lifting tools and tighten the bolts
6. Lift the piston and remove top shell of bottom end bearing
7. Place the piston on the piston stand and cover the crankcase pin to avoid the foreign material
damaging the crank-pin.

Cylinder liner and other parts:

7
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

Cleaning the carbon content on all the parts of engine;

1. Clean the piston rings, measure dimensions and keep them in order
2. Clean the piston ring grooves thoroughly and measure the groove
thickness at 3 different points
3. Check for the deposits on piston crown (Sulphur, carbon or thick
vanadium deposits) and measure the dimensions
4. Remove the gudgeon pin and clean the gudgeon lube oil holes as
well as the bush or small end bearing
5. Check the bolts of connection rod for any cracks
6. Every 20,000 hrs engine connecting rod bolt must be replaced
7. If new piston rings are going to be replaced, then there is no need
for measurement
8. Calibrate the liner thickness by using template

Assembly of the engine parts;

1. First put the piston rings one by one and measure the butt
clearance for all the rings
2. Then measure the axial clearance between piston rings &
grooves
3. Place the piston guide on top of the liner and bring the
particular crank shaft to TDC. Apply sufficient lube oil
and start lowering the piston. Make sure that butt gap
should not be in line it may cause blow past
4. Before engaging check the crankpin for any cracks or
scratch
5. Check the bottom end bearing clearance and if needed
measure the main bearing clearance as well
6. Taper clearance is checked
7. Check for any cracks in the water jacket and in the cylinder head
8. Replace all rubber joints and copper gasket to be put on the cylinder cover
9. Put the cylinder head gasket in the top of the cylinder
10. Anti-seizure coating or powder like molycote, copper slip should be used. It is applied to avoid
any seizure mainly on the threads or joints and it will be easier while removal
11. Tighten the cylinder mounting according to torque specified as in manual and make all
connection like lube oil, fuel, jacket cooling water connections etc
12. Fit the rocker arm back

Result:
Thus the study about the 10 kva generator overhauling is carried out.

8
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

SHELL AND TUBE HEAT EXCHANGER 7-4

AIM:

To learn and work with the Shell and Tube Heat Exchanger

Different types of heat exchangers are used extensively and almost everywhere, and ships are no
exception and use heat exchangers in different circuits. We will have general discussions about
different types of heat exchangers in this article

What is heat exchanger?

Heat exchanger is an equipment, where heat is transferred from one fluid to another. A heat exchanger
can be used for exchanging heat between liquid and gas, gas and gas, liquid and liquid etc. You can see
small heat exchanger in your CPU just below the fan, radiator of your car and condenser of your
refrigerator are also examples of heat exchanger.

What types of heat exchangers are normally used in ships?

Large size engines (normally diesel engines) are used in ships for propulsion and electricity
generation. These large engines are having different systems, like water system, lube oil system, fuel
oil system, starting air system etc. Different types of heat exchangers play important roles for
controlling temperatures of these different systems.
Two types of heat exchangers most commonly used in ships are:
· Shell and tube heat exchanger
· Plate type heat exchanger

Shell and tube heat exchanger

As the name implies, this types of heat exchangers are
made up of large numbers of tubes and a shell,
covering the bundles of tubes. Shell and tube heat
exchangers are useful for pressurized application. Heat
is transferred between the fluid in the tubes and the fluid
inside the shell. Design of the tube bundle is such that,
all the entry sides of the tube could be connected to a
common header and similarly all the exit sides of the
tubes also form another common header.

Single pass heat exchanger: If the fluids get only one

chance to exchange heat, then it is called single pass heat
exchanger. Single pass heat exchangers are
constructed normally by using straight tubes, where fluid
enters from one side of the heat exchangers and exits from
the other side.

Multi pass heat exchanger: If the design of heat exchanger is such that the fluids get more than one
chance to exchange heat, then this types of heat exchangers are called multi pass heat exchanger. The
shape of the tubes of multi pass heat exchangers is like “U” or multiple of “U”, mans, the U shape

9
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

tubes are for two pass heat exchangers as numbers of parallel sides increase, the number of pass will
also increase.

Single phase heat exchangers: The heat exchangers with only one phase at each side are called single
phase heat exchangers. In single phase heat exchangers, phase changes don’t take place. Lube oil
cooler of ship is a single phase heat exchanger, where lube is cooled by sea water.

Two phase heat exchanger: If more than one phase of fluids

exists in any side of a heat exchanger, then that is called two
phase heat exchangers. Condenser is an example of two phase
heat exchanger.

Tubes of Aluminium-brass (76% copper; 22% zinc;

2% aluminium) are commonly used. Ordinary brasses and
other cheap materials have been used with unsatisfactory
results. Successful use of aluminium-bass has apparently depended on the presence of a protective film
formed along the tube length by corrosion of iron in the system. Thus unprotected iron in water
boxes and other parts, while itself corroding, has prolonged tube life. This was made apparent when
steel was replaced by other corrosion resistant materials or protected more completely. The remedy in
these systems is to fit sacrificial soft iron or mild steel anodes in water boxes or to introduce iron in the
form of ferrous sulphate fed into the seawater. The latter treatment consists of dosing the seawater to a
strength of 1 ppm for an hour per day over a few weeks and subsequently to dose before entering and
after leaving port for a short period.

Early tube failures may be due to pollution in coastal waters or to turbulence in some cases.
Many coolers are fitted with tubes of 70/30 Cupro-Nickel. More expensive materials are available.
Tubes are expanded into tube plates and may be further bonded by soldering.

How leaks are detected?

In a shell and tube type heat exchanger, leaks can be detected by following the procedure below:

Isolating the heat exchanger from the system and draining the sea water

Removing the end covers or headers to expose the tubes or plates

If the surface is clean and dry, inspection of the liquid flow is made from around the tube ends and
through the perforations. However, in large coolers it is difficult to get the coolers extremely dry to
visualize any perforation. In such cases special fluorescent dye is added to the shell side of the cooler.
The dye glows when an ultraviolet light is shone on the tube, revealing the tube leaks.

Result:
Thus the study about the Shell and tube Heat Exchanger is carried out.

10
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

PLATE TYPE HEAT EXCHANGER 7-5

AIM: To learn about the plate type heat exchanger.

A heat exchanger is a device used to transfer heat between two or more fluids. The fluids may
be separated by a solid wall to prevent mixing. Plate type heat exchangers are composed of many thin,
slightly separated plates that have very large surface areas and small fluid flow passages for heat
transfer. Advances in gasket and brazing technology have made the plate-type heat exchanger
increasingly practical.

The basic plate consists of a thin, rectangular, metal sheet into

Construction

 Corrugated plates and gaskets are the key elements of a plate type heat exchanger.
 The plates and gaskets, along with the front and back plates, are joined and held together by
bolts and nuts. The function of the front and back plates is providing rigidity to the whole plate
heat exchanger assembly.
 Gaskets ensure leak-proof joining of the plates and guide the fluids properly.

Plate Corrugation Types

A wide range of corrugation types are available and the pattern and
geometry are proprietary. The most widely used corrugation types are the
intermating (or) washboard type, and the chevron or ‘herringbone’ type.

The plates are corrugated for two basic reasons:-

1. Corrugation increases the effective surface area of the plate and

promote turbulence. In the washboard type, turbulence is promoted by a continuously changing flow
direction and velocity of the fluid. In theherringbone type adjacent plates are assembled such that the
flow channel imparts a swirling motion to the fluid.

11
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

2. TO enable such thin plates to withstand differential pressures up to at least 10 bar, and in
special case up to 25 bar, the corrugations are essential for strengthening and mutual support of the
plates.

Gaskets

The periphery of each plate is grooved to house

moulded gaskets, which are usually cemented in, some are
‘snap-on’ type. The gasket is designed to provide a tight joint
without local distortion of the thin plate. The integrity of the
complete units depends greatly on gasket performance.

Typical gasket materials. Together with their

maximum operating temp are applications range from nitrile
rubber (max. Temp. 135oC) to Viton (175oC) and
compressed asbestos fibre (260oC). Compressed asbestos
fibre gaskets, however are not widely used.

The Figure shows a typical gasket arrangement from

which it will be seen that there is a double seal between
liquid streams so that intermixing cannot occur. The inter
space between seals is vented to the atmosphere through suitable vents moulded into the gasket.
Leakage from either stream occurs only to the atmosphere.

Frame

The frame consists of a fixed head or fixed frame at one end, and a movable head or pressure
plate at the other. The vertical side of both the fixed frame and pressure plates are notched at intervals
to engage tie

12
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

Working Principle:

 Plates are corrugated in such a way that the fluids get space to flow through the corrugation of
the plates.
 Gaskets are designed and placed in between two plates to direct same fluid between alternate
plates. So, if fluid-2 is there between first and second plate, then fluid-1 will be there in
between second and third plate, and so on.
 In this way, Hot and cold fluids (Fluid-1 &2) are separated by a thin metal plate. The fluids
thus have large surface areas for exchanging heat.
 Also, turbulent flow of the fluids is ensured by the design of the corrugated plates. This further
increases the heat transfer efficiency of the PHE.
 A plate heat exchanger can have an approach temperature as low as 1 degree centigrade.

Advantage of Plate Heat Exchanger:

 The separating wall between hot and cold fluid is very thin sheet metal plate in plate heat
exchangers, hence higher conduction heat transfer is facilitated. Also, turbulent fluid flow
between the plates gives higher convection heat transfer. Altogether, heat transfer efficiency for
plate heat exchanger is quite high.

 A plate heat exchanger is more compact in comparison with a shell and tube heat exchanger of
the same capacity.
 The assembly and dismantling of a PHE is easier.
 The capacity of a plate heat exchanger can be increased or decreased easily by increasing or
decreasing the number of plates.

Result:
Thus the study about the Plate type Heat Exchanger is carried out.

13
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

FRESH WATER GENERATOR 8-1

AIM: To learn about the Fresh water Generator.

Introduction

The equipment used on board for the production of freshwater from seawater is known as fresh water
generator. Fresh water production from sea water for domestic and auxiliary purposes is an essential
requirement aboard ships. But the quality of this water will be too poor for use in water tube boilers
and for filling expansion tanks. It is common practice to take on only a minimum supply of potable
water and make up the rest by distillation of sea water.

Fresh Water Generator Arrangement

The main body of a fresh water generator on the ship consists of a large cylindrical body with two
compartments. One of the compartments is the condenser and the other is the evaporator. The fresh
water generator also consists of an educator which helps in generating the required vacuum. The fresh
water pump and ejector pump helps in transfer of water to and from the fresh water generator.

Various types of fresh water generators used on board ships are mainly:

 Submerged tube type fresh water generator

 Plate type fresh water generator, and
 Reverse osmosis plant

Submerged Tube Type Fresh Water Generator

The shell and tube freshwater generator consist of heat exchanger, separator shell and condenser. In
addition to this water ejector, ejector pump, distillate pump, salinity indicator, demister or mesh
separator, solenoid valve and water flow meter are also fitted as accessories.

Fresh Water Generator Working Principle

Basic principle of all low pressure freshwater

generator is that, boiling point of water can be
reduced by reducing the pressure of the
atmosphere surrounding it. By maintaining a
low pressure, water can be boiled at low
temperatures say 50 degree Celsius. The source
of heat for the fresh water generator could be
waste heat rejected by main engine jacket
cooling water. Hence using energy from a
heating coil, and by reducing pressure in the
evaporator shell, boiling can takes place at about
40 to 60 degree Celsius. This type of single
effect plant is designed to give better economy than obsolete Boiling Evaporators.The submerged tube
type fresh water generator explained below uses the heat from main engine jacket cooling water to
produce drinkable water by evaporating seawater due to the high vacuum, which enables the feed
water to evaporate at a comparative low temperature. Steam can also be used as a heat source instead
of main engine jacket cooling water. This type of fresh water generator is based on two sets of shell
and tube heat exchangers, one acting as evaporator or heater and other as condenser.The combined

14
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

air/brine ejector creates evaporator chamber vacuum condition by driving sea water pass through
air/brine ejector, and sea water supplied by the ejector pump to be delivered to ejector for taking out
the brine (concentrated seawater) and air. A simple fresh water generator diagram is shown below.

While entering to the evaporator chamber temperature of feed water will be around 50 degree Celsius.
Because of the vacuum condition inside evaporator feed water evaporates at this temperature. The
water spray and droplets are partly removed from the vapour by the deflector mounted on top of the
evaporator and partly by a build in demister. The separated water droplets fall back into the brine,
which is extracted by the water ejector. The desalted vapour, which passes through the demister, will
come in contact with the condenser, where it will be condensed by means of incoming cold seawater.

The distilled water is then taken out by integral freshwater pump (distillate pump) and controlled by
salinometer and solenoid valve. If the salt content of produced water is high, solenoid valve diverts the
freshwater to the shell side of freshwater generator, and issues an alarm signal. In order to get better
suction head, distillate pump is placed at the lowest possible location in the fresh water generator plant.
This is because the fresh water generator shell is at a lower pressure. Distillate pump get maximum net
positive suction head with the height of liquid column in the suction line.

Plate Type Fresh Water Generator

Working principle of plate type fresh

water generator is same as that of
submerged tube type. Only difference is
the type of heat exchangers used. Here
plate type heat exchangers are used for
condenser and evaporator unit. Heat
from the diesel engine cooling water is
used to evaporate a small fraction of the
seawater feed in the plate type
freshwater generator or evaporator.
Unevaporated water is discharged as
brine (by combined air /brine ejector).
The evaporated water passes through
the demister to the plate type vapour
condenser. Here, after condensation it
is discharged to fresh water storage
tank by fresh water distillate pump.
During entire operation the feed rate to
the evaporator is fixed by the orifice plate at the feed inlet to evaporator.In the event of salinity of fresh
water exceeding a predetermined value (maximum usually 10 ppm) the solenoid controlled dump
valve diverts the flow back to the shell. This prevent contamination of the made water. Excess salinity
could be used by many factors include leakage of seawater at condenser or priming of evaporator or
malfunctioning of demister, or many other reasons.

What cannot be condensed at the condenser are called ‘incondensable gases’ like air and these gases
are continuously ejected out by air/brine ejector. This way the shell of fresh water generator is
maintained at high vacuum, a must requirement to boil water at low temperatures.

15
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

Materials of Construction for Fresh Water Generator

The shell is usually fabricated steel (or non-ferrous metal like cupro-nickels) which has been shot
blasted then coated with some form of protective. One type of coating is sheet rubber which is rolled
and bonded to the plate then hardened afterwards by heat treatment. The important points about
protective coatings are:

 They must be inert and prevent corrosion.

 They must resist the effect of acid cleaning and water treatment chemicals
 They must have a good bond with the metal

Heat exchangers use aluminium brass tubes and muntz netal tube plate in the case of tube type fresh
water generator. For plate type, titanium plates are used for condenser and evaporator. Demister is
made of layered knitted wire of monel metal.

Starting the Fresh Water Generator

 Before starting the fresh water generator we have to check that the ship is not in
congested water, canals and is 20 nautical miles away from the shore. This is done
because near the shore the effluents from factories and sewage are discharged into the
sea can get into the fresh water generator.
 Check whether engine is running above 50 rpm, the reason for this is that at low rpm
the temperature of jacket water which is around 60 degrees and not sufficient for
evaporation of water.
 Check the drain valve present at the bottom of the generator is in close position.
 Now open suction and discharge valves of the sea water pump which will provide water
for evaporation, cooling and to the eductor for creating vacuum.
 Open the sea water discharge valve from where the water is sent back to the sea after
circulating inside the fresh water generator.
 Close the vacuum valve situated on top of the generator.
 Now start the sea water pump and check the pressure of the pump. The pressure is
generally 3-4 bars.
 Wait for the vacuum to build up. Vacuum should be at least 90% which can be seen on
the gauge present on the generator. Generally the time taken for the generation of
vacuum is about 10 minutes.
 When vacuum is achieved open the valve for feed water treatment, this is to prevent
scale formation inside the plates.
 Now open hot water (jacket water) inlet and outlet valves slowly to about half. Always
open the outlet valve first and then inlet valve. Slowly start to increase the opening of
the valves to full open.
 Now we can see that the boiling temperature starts increasing and the vacuum starts
dropping.
 The vacuum drop to about 85% which is an indication that evaporation is started.
 Open the valve from fresh water pump to drain.
 Switch on the salinometer if it has to be started manually. Generally it is on auto start.
 Now start fresh water pump and taste the water coming out of the drain.
 When fresh water starts producing it is seen that the boiling temperature drops again
slightly and vacuum comes back to the normal value.
 Check the water coming out of the salinometer is not salty and also check the reading of
the salinometer. This is done to see if the salinometer is working properly or not and to
prevent the whole fresh water from getting contaminated with salt water. The value of
salinometer is kept below 10ppm.

16
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

 After checking the taste of the water coming out of the salinometer, open valve for tank
from the pump and close drain valve.

Stopping the Fresh water Generator

 Close the jacket water inlet valves. Generally inlet is closed first and then the
outlet valve.
 Close the valve for feed water treatment.
 Stop fresh water pump.
 Switch off the salinometer.
 Stop sea water pump (also known as ejector pump).
 Open vacuum valve.
 Close sea water suction valve and overboard valve. This is generally not
required as they are non- return valves. However, in case of valve leaking or
damage, these valves are to be closed without fail.

Result:
Thus the study about the Fresh water Generator is carried out.

17
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

STEERING GEAR 8-2

AIM: To learn about the Steering Gear.

A hydraulic steering gear consists of a bridge control which applies helm, an engine control which is
operated jointly by the helm and hunting gear (when fitted) and a power pump and rudder actuator
which constitutes the steering engine.

Telemotor systems:

The telemotor system consists of a transmitter on the bridge and a receiver fitted on the steering gear
forming a part of the hunting gear. The system may be electrical or hydraulic or a combination of the
two.

Most modern vessels are fitted with electric or electro-hydraulic systems. Due to the increasing size of
vessels pipe runs have lengthen causing lags in the operation of the receiver in hydraulic systems. In
addition hydraulic only systems generally require more maintenance.

Hydraulic transmitter:

Shown above is a typical hydraulic transmitter unit. The pinion driving the pistons
is turned by the bridge wheel.

The casing is usually gun metal, with bronze rams, and copper pipes are led in by
frilled leads on the casting.

To test the system, with the steering gear actuating pumps stopped, the wheel
may be lashed at hard over and the pressure recorded. It should maintain this
pressure for some time

To allow for expansion in the system and to allow topping up a 'by-pass valve'
is fitted. It will also act as a safety valve.

The main problem appears to be the effect of air entrained within it. Thus regular venting of the system
is required.

By-pass valve:

The operating rod is pushed down making both lines common whenever the
wheel is at midships, generally by a cam fitted to the pinion. This ensures they
system is always balanced.

The charging valves are opened only when filling or flushing.

18
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

The moving cylinder is attached to the hunting gear.

When the bridge wheel is turned hydraulic pressure
acts on the cylinder causing it to move. This in turn
moves the hunting gear. The steering gear is then
moved to compensate until the hunting gear is moved
back to the neutral position. The total movement of the
receiver is limited by stops.

Electro-hydraulic type telemotor system:

Shown is a very simple system capable of operating a steering hunting gear. A pressure relief valve
would normally be fitted after the valve and across the pump to prevent over pressurization of the
system.

The signal is derived from the action on the steering wheel, created by the
autopilot or directly from the non-follow up control levers.

Telemotor fluids should be a good quality mineral oil with the

following properties:

1. low pour point

2. non sludge forming
3. non corrosive
4. good lubricating properties
5. high flash point
6. low viscosity

Hunting Gear

The steering gear system above consists of the telemotor which receives a signal from the bridge
wheel. This acts on the hunting gear.

The hunting gear moves displacing a control rod, this rod acts on the pump displacement control gear
to alter the delivery from the pump. The delivery from the pump causes the ram to move rotating the
rudder stock and hence the rudder. The other end of the hunting gear is mounted on the rudder stock.

19
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

The rotation of the rudder stock moves the hunting gear returning the operating rod for the pump to the
neutral position once the rudder has reached the correct angle.

Rudder Actuators
There are many different mechanisms by means of which hydraulic power can be converted into
torque at the rudder stock some of which are as follows;

Rapson Slide Actuators - Ram type

Steering gear incorporating the rapson slide principle are the most common in use on heavy duty
applications.

The rapson slide acting on either a fork tiller or the more common round arm. The tiller drives the
rudder stock by means of a key or keys. The crosshead is free to slide along the circular arm of the
tiller so that the straight line effort of the rams is applied to the angular moving tiller. Each set of two
cylinders in line are connected by a strong steel girder usually called a "Joist" which stiffens the
system and forms a "guide bar" for the crosshead guide slippers to slide along. The joist is often
designed to incorporate the steering engine stops.

An important consideration in all steering gears is the "wear down" of the rudder carrying bearing; this
bearing takes all the weight of the rudder. Therefore there must be adequate clearance between the

20
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

bottom of the tiller and the crosshead bearing, so as the rudder bearing wears down in service the tiller
and crosshead bearing do not touch, clearance when new can be 22 mm at bottom and 12 mm at top;
the top clearance is a precaution to stop the tiller bumping up the steering rams in the unlikely event of
the rudder lifting in heavy weather. Should the bottom of the tiller and the crosshead bearing touch,
then the weight of the rudder will be transferred from the rudder bearing to the steering rams with
disastrous results such as leaking of working fluid from the cylinders and shearing of the rams.

In the case of forked tiller design, the thrust from the rams is transmitted to the tiller through swivel
blocks. One advantage of this arrangement is that the overall length of pairs of rams is reduced
compared to the round arm tiller design and this can be an important consideration in some cases. A
disadvantage is that where as any slight misalignment in the case of the round arm tiller is not vitally
important, it could lead to uneven loading of the swivel blocks in the forked tiller design and it is
essential that the line of the rams be exactly at right angles to the rudder stock centre line if this is to be
avoided.

With the Rapson Slide the torque reaction from the rudder is taken on the tiller by a force which is
balanced by an equal and opposite force having two components one of which is produced by the ram
and acts in the line of the ram, whilst the other is at right angles to the line of the ram and is produced
by the guide reaction.

Result:
Thus the study about the Steering Gear is carried out.

21
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

REFRIGERATION PLANT 8-3

AIM: To learn about the Refrigeration Plant

It works on the 3rd law of thermodynamic. (i.e) it is impossible to transfer heat from cold body to hot
body without any external aid.

It works on vapor compression cycle.

Basic components of refrigeration plant:

1. Compressor
2. Condenser
3. Thermostatic expansion valve
4. Evaporator

Main components and its purpose:

1. Compressor: Reciprocating single or two stage compressor is commonly used for compressing and
supplying the refrigerant to the system.

2. Condenser: Shell and tube type condenser is used to cool down the refrigerant in the system.

3. Receiver: The cooled refrigerant is supplied to the receiver, which is also used to drain out the
refrigerant from the system for maintenance purpose.

4. Drier: The drier connected in the system consists of silica gel to remove any moisture from the
refrigerant

5. Solenoids: Different solenoid valves are used to control the flow of refrigerant into the hold or
room. Master solenoid is provided in the main line and other solenoid is present in all individual cargo
hold or rooms.

6. Expansion valve: An Expansion valve regulates the refrigerants to maintain the correct hold or
room temperature.

7. Evaporator unit: The evaporator unit act as a heat exchanger to cool down the hold or room area
by transferring heat to the refrigerant.

8. Control unit: The control unit consist of different safety and operating circuits for safe operation of
the refer plant.

22
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

Working cycle of refrigeration system:

The main purpose of ship’s refrigeration plant is to avoid any damage to the cargo or perishable
material so that it is transported in good and healthy condition. Refrigeration prevents growth of micro-
organisms, oxidation, fermentation and drying out of cargo etc.

The compressor acting as a circulation pump for refrigerant has two safety cut-outs- Low pressure
(LP) and High Pressure (HP) cut outs. When the pressure on the suction side drops below the set
valve, the control unit stops the compressor and when the pressure on the discharge side shoots up,
the compressor trips. LP or low pressure cut out is controlled automatically i.e. when the suction
pressure drops, the compressor stops and when the suction pressure rises again, the control system
starts the compressor. HP or high pressure cut out is provided with manual re-set.

The hot compressed liquid is passed to a receiver through a condenser to cool it down. The receiver
can be used to collect the refrigerant when any major repair work has to be performed.

The master solenoid is fitted after the receiver, which is controlled by the control unit. In case of
sudden stoppage of compressor, the master solenoid also closes, avoiding the flooding of evaporator
with refrigerant liquid.

The room or hold solenoid and thermostatic valve regulate the flow of the refrigerant in to the room to
maintain the temperature of the room. For this, the expansion valve is controlled by a diaphragm
movement due to the pressure variation which is operated by the bulb sensor filled with expandable
fluid fitted at the evaporator outlet.

The thermostatic expansion valve supplies the correct amount of refrigerants to evaporators where
the refrigerants takes up the heat from the room and latern heat of vaporization take place so the
refrigerant boils off into vapours resulting in temperature drop for that room.This is how temperature
is maintained in the refrigeration plant of the ship.

23
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

Refrigeration cycle graph:

1-2 – superheated vapor is compressed

2-3 – superheated vapor enters the condenser

3-4 – hot vapor back to saturated liquid

4-5 – the liquid is subcooled.

5-6 – liquid refrigerant passes through the expansion valve

6-7 – low pressure liquid refrigerant in evaporator and absorbs heat and became dry
saturated vapor (latent heat of vaporization)

7-1 – becomes super heated vapor enters into the compressor.

 SAFETY DEVICE OF REFRIGERATION SYSTEM:

 LP controller on suction side of the compressor.

 HP cut out on compressor discharge side.
 Low lube oil pressure cut out.
 Air purging valve on condenser
 Master solenoid valve to prevent liquid being enter into the compressor when the plant is
stopped.

Result:
Thus the study about the Refrigeration plant is carried out.

24
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

AIR COMPRESSOR 8-4

AIM: To learn about the Air Compressor

TYPES OF COMPRESSORS USED ON BOARD

Compressors are used for compression of gases by decreasing the volume and imparting a
corresponding increase in pressure. There are a different types of compressors used for different uses
onboard. We have refrigeration compressors used in air conditioning and refrigeration. We have air
compressors for supplying compressed air; we have compressors on the engine turbochargers
supplying compressed air to the engines for combustion.

There are different types of compressors like centrifugal

compressors, rotary vanes compressors, rotary screw
compressor, reciprocating air compressors, etc. In this
article we shall be discussing the reciprocating air
compressors.

Onboard we have different types of air compressors in use.

There are main air compressors used for supplying high
pressure air for starting of the main engine and auxiliary engines, control air compressor for supplying
control air, topping air compressors for topping up and taking account of the leakages, and on some
ships we have deck air compressors to give air for the use on decks. In addition we have a special oil
free compressor for filling up the breathing air bottles known as the breathing air compressors.

Generally two pressures of air are used: 30 bars high pressure air used generally for starting of the
engines and 7 bars low pressure air used for control and general service air. In the choice of an air
compressors for applications requiring air above 7 bars, we generally use reciprocating air compressors
as it has a more positive sealing in comparison to the other types of compressors like rotary vane,
centrifugal, rotary screw etc.

In reciprocating compressors the compression ratio of 1:7 is the limit due to the rise in temperature,
thus to get 35 bars pressure the machine has to be a double stage compressor with intercooling. Most
of the marine compressors used are two staged reciprocating compressors with intercooling and after
cooling.

USES OF COMPRESSED AIR ONBOARD MERCHANT SHIPS

 On merchant ships compressed air is used for a variety of uses some of which have been
mentioned below:
 For automation and control of main engines, auxiliary engines, etc.
 For starting of the main engines, auxiliary engines, emergency generators, emergency fire
pumps, etc.
 For heaving the life boat up by the use of an air motor.
 For pressurizing the hydrophores for domestic fresh water and sanitary water used in
accommodation.

25
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

 For use in the sewage plant for conducting aerobic sewage breakdowns.
 For use in fog horns and ships whistles.
 For use in pneumatic tools like pneumatic grinder, pneumatic chisels, pneumatic drills,
pneumatic spanners, etc.
 For use in painting operations.
 For general cleaning.
 For soot blowing of the boilers.
 Used in pneumatic pumps for oil transfer.
 And used as general service air

UNLOADING OF THE COMPRESSORS

 All compressors need to be unloaded during

starting, stopping, and at regular intervals. It
is for the following reasons:
 During the starting of a motor the starting
current is very high, so to avoid further
overloading of the motor the compressor is
started unloaded. When the current comes
down to the running value, the unloader is
closed and the compressor comes on load.
 As the air is compressed in volume it
releases a large amount of moisture. This
oily water mixture is incompressible and if it is present inside the compression chamber it can
damage the piston and the valves. For this reason also the compressor is started unloaded so
that all the moisture present inside is drained.
 At stopping the same is done so as to drain all the moisture inside and in preparation for the
next starting.
 Intermittently the compressor is unloaded to remove the condensed water inside which could
go outside with the air.
 For the purpose of unloading there are different types of unloaders some of them are pneumatic
and some are solenoid operated. They all have a timer in the circuit which energizes the
solenoid at the starting, stopping, and intermittently.

SAFETY FEATURES OF MARINE COMPRESSORS

Marine compressors have various safety features and cutouts installed so that they will trip when
running in an unsafe mode. The compressors are reliable machines, but have to be maintained properly
and in the proper intervals. There have been cases of the cylinder heads bursting and often resulting in
fatalities. The various safety devices put in a marine compressor are as follows:

 Lubricating oil low pressure trip

 Cooling water high temperature trip
 Motor overload trip and Motor overheating trip

Result:
Thus the study about the Air Compressor is carried out.

26
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

TAPPET CLEARANCE 8-5

AIM: To learn about the Tappet Clearance

TAPPET CLEARANCE

This is the clearance available between the rocker arm tip and valve stem when the valves are
closed position when engine at cooled condition,ie.at the compression stroke
WHY TAPPET CLEARANCE

Tappet clearances are necessary to allow for thermal expansion of the valve spindle length at
working temperature
ADJUSTING THE CLEARANCE

Bring the piston to TDC of compression stroke, this will ensure by the flywheel marking or
fuel pump mark or by checking the camshaft fuel or valve cam
position on this position fuel cam lobe will be touch the fuel
pump or valve cams will be on base position(off cam) that means
both valves are closed position,at this time push rod will be free
this can be check by rotating push rod. and take the clearance
between stem and rocker arm tip by using a feeler gauge and
adjusted by loosening or tightening the tappet adjusting screw

EXCESSIVE TAPPET CLEARANCE

Will cause the valve to open late and close early in the
cycle and will reduce maximum lift it will also noise and get damage from the impact of working
surface

LESS CLEARANCE
Will cause the valve to open early and close late with increased maximum lift it may prevent
the valve from closing completely as it expands this may cause valve burning and low compression

HOW TO TAKE TAPPET CLEARANCE

Taking tappet clearance is a skill, same as the adjusting it. First of all you need
make sure that the unit you are going to take tappet clearance should be in top
dead center. This is clearly marked on the flywheel. You can use turning gear to
turn that particular unit to TDC.

But usually there are 6-8 units in a four stroke engines. So at same time,
flywheel will show two units at TDC. To make sure that particular unit is at the
compression stroke and not at the power stroke, you can turn the push rods of both units by hands to

27
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

check. The one with free push rods is the one which is at compression stroke and the one with tight
push rods is at power stroke. So avoid the one which is at power stroke.

Now you need good filler gauges of different thickness. Image below show them. Now gently try to
push these filler gauges between the clearance of valve and rocker arm. You may have to try different
thickness.
Just check in the manufacturer manual as how much standard clearance should be.
HOW TO ADJUST TAPPET CLEARANCE

Now you know that your clearance is less or more. But now comes the
adjustment part. This is quite important though. You need to open the nut on the
rocker arm as shown below. After opening, you can adjust the clearance.

Note: Keep the filler gauge all the time between them, to get the perfect
clearance.
Tip: When you move filler gauges while adjusting for particular clearance, you
should be able to slide it smoothly (not too tight and not too loose). After
adjustment, tight the nut with given torque.
Keep the record for future use. Hope this will be useful for you. This was all
from this article on tappet clearance.

Result:
Thus the study about the Tappet Clearance is carried out.

28
COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

8. PISTON CALIBRATION 8
INTERDUCTION

A piston is a component of engines which is the moving component that is contained by a cylinder and
is made gas-tight by piston rings. In an engine, its purpose is to transfer force from expanding gas in
the cylinder to the crankshaft via a piston rod and/or connecting rod. In some engines, the piston also
acts as a valve by covering and uncovering ports in the cylinder wall.

REQUIREMENT:

 To withstand the mechanical stresses of combustion gas pressure and inertia forces
 To withstand the thermal stresses during combustion.

PISTONS ARE DESIGNED TO TAKE INTO CONSIDERATION THE FOLLOWING:

 The crown is directly exposed to heat and gas load and hence, has a tendency to deform. Hence
the material should not only be thick for mechanical strength, but also thin enough to minimize
thermal stress.
 The cyclic loading causes the top and the sides of the crown to flex which can lead to fatigue
failure
 The shape of the combustion space also depends on the shape of the crown. Concave or convex
pistons are used
 Wall thickness can be reduced with strength provided for by internal ribs of radial or concentric
designs.
 The top most ring undergoes the burnt of the direct flame and it is much higher in position than
the others
 The material of the crown should take into consideration the working temp, the hardness of the
ring groove landing areas, the corrosiveness of the gas mixtures and the cooling of the piston.
 A high top land helps in more effective lubrication and moving the ring pack to a cooler zone.

PISTON MATERIAL:

 Crown --- Aluminium or cast steel (4 stroke)

 Crown -- Cast chrome nickel, chromium and molybdenum alloy steel ( 2 stroke)

Nickel - for strength

Chromium - for strength and surface properties (resistant to wear and corrosion

Molybdenum - for creep resistant property

Cast iron inserts are fitted to the ring grooves to resist wear

 Skirt – Si-Aluminium alloy ( 4 Stroke ) OR Cast Iron

Cast iron has superior rubbing properties than either cast or forged steel.
To reduce weight and reduce inertia loads aluminium is used in some 4 stroke engines.

29
 COIMBATORE MARINE COLLEGE ON BOARD TRAINING & ASSESSMENT

 Rod – Forged steel

 Ring Grooves – Treated with a hardening process to reduce piston ring wear. The different
methods used are:
i) Flame hardening of the groove
ii) Chromium plating of groove at ring landing surfaces
iii) Fitting of hardened wear rings.

30