A report about

PRINCIPLES, OPERATION
and
USES ONBOARD
Of;

 Auxiliary and Composite Boiler

 Fuel/Oil Purifier
 Main Air Compressor and Working Compressor
 Ships Refrigeration Plant
 Ships Air Conditioning Plant and Ventilation System

Submitted by:

E/Cd. Warren Carlo C Grona

Batch Alpha - Engine(2020)/ISNTC/HCP

Submitted to:

C/E. FELICITO ZINGAPAN JR.

Head Engine Department /ISNTC/HCP

OVERVIEW

1
Due to un availability to discuss it physically this project has been possible for us Pre-Sea Cadets
to continuously be trained in time of Pandemic. This is an introductory lecture which explains
the uses of Auxiliaries and its application onboard a vessel. This Report will give the readers an
insight of how are the operational procedures and basic principle of each said Auxiliaries.

Table of Contents
Auxiliary Boiler and Composite Boiler

Objectives......................................................................................................... Page 4

Usage of Steam onboard................................................................................ Page 5

Heat transfer.....................................................................................................Page 5

Boiler Types......................................................................................................Page 7

Boiler Efficiency ........................................................................... ...................Page 9

Steam Cycle......................................................................................................Page 12

Steam Diagram................................................................................................ Page 14

References....................................................................................................... Page 15

Fuel and Oil Purifier

Objectives........................................................................................................ Page 16

Basic Principle ............................................................................................... Page 17

Working principle............................................................................................ Page 18

Starting and stopping operation.................................................................... Page 19

References .......................................................................................................Page 22

Air Compressor

Objectives .....................................................................................................Page 23

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What is Air compressor .............................................................................. Page 24

Usage of Air compressor .............................................................................Page 24

Classification.................................................................................................Page 26

Parts of Air compressor ...............................................................................Page 26

Different Air Compressors........................................................................... Page 27

Working Principle...........................................................................................Page 28

Air compressor system/ References ......................................................... Page 29

Ships Refrigeration Plant

Objective.................................. .......................................................................page 30

Maintenance....................................................................................................Page 31

Basic Components..........................................................................................Page 31

Properties of Refrigerant ...............................................................................Page 32

Working Principle............................................................................................Page 33

References................................................................................ ......................Page 34

Ships Air Conditioning Plant and Ventilation System

Objectives.........................................................................................................Page 35

Function............................................................................................................Page 36

Types of Air Conditioning Systems ...............................................................Page 37

Single Duct....................................................................................................... Page 38

Double Duct......................................................................................................Page 39

Typical Refrigeration System......................................................................... Page 40

References........................................................................................................Page 41

Auxiliary Boiler and Composite Boiler

3
OBJECTIVE
Upon completion of this topic , readers should be able to:

 Know the need for steam on a vessel.

 Know the types of Boiler available onboard.
 Know the principles involved in heat transfer and in generating steam in a boiler.
 Know the various ways the boilers can be classified.
 Know the basic constructional features of some of the popular boilers used.
 Know the basic operational system of steam onboard.

INTRODUCTION
Steam is one of the very important system onboard a vessel, some uses it primarily as form of
propulsion system but most of the diesel engine vessels require some steam for auxiliary use. It
is mainly for heating duties on conventional cargo vessels and for cargo handling in case of
tanker vessels where use of electrical equipment close to the oil carrying tanks is considered
dangerous. So, an oil fired auxiliary boiler is normally fitted on all motor ships. Furthermore, the
main diesel engine exhaust, instead of being released to the atmosphere, has been made use of
to produce steam, using an exhaust gas economiser or composite boiler. Steam is thus available
at sea or in port, using these boilers.

USAGE OF STEAM ONBOARD

 Heating duties: ME Fuel oil heater, Purifier heater, Oil tank heating, Cargo heating, Air
conditioning & heating plant, Calorifier, Galley supply, seachests, tracer lines for pipeline
heating etc.
 Run Turbine Generators
 Run Cargo pump turbines in Tankers
 Drive steam driven deck machinery like winches etc.

4
  Operate bilge, stripping and other steam driven pumps
 Drive boiler feed pump turbines
 Evaporator/Fresh water generator heating media
 Tank washing in tanker ships and general cleaning
 For boiler Soot blowing and for the steam atomised burners
 Fire fighting as used in steam smothering system
 Main engine Jacket F.W. preheater and Lub oil sump and drain tanks
 Use in the waste oil, incinerator, slop tanks
 Use as a steam ejector media for ejector pumps and
 vacuum devices

BASIC PRINCIPLE OF HEAT TRANSFER

"Radiant heat" is heat radiated from a hot medium,

i.e.

 The flame, to a cold body,

 The boiler tube, and it depends on the difference in absolute temperature of the body
which receives heat.

"Conduction heat" is heat which passes from the hot medium. The heat then passes from
molecule to molecule of the metal with no displacement of molecules and it depends on the
temperature difference across the tube thickness and the tube material.

i.e.

 The boiler gas, to cold body.

 The tube by physical contact.

"Convection heat" is heat transmitted from the hot medium.

i.e.

 The boiler gas, to the cold body.

5
  The boiler tube, by movement of the hot medium and it depends on the heat transfer
coefficient and the temperature difference.

In a fuel fired boiler, chemical energy in the fuel is converted into heat in the furnace and the
function of the boiler is to transfer this heat to the water in the most efficient manner. A boiler
is designed to absorb the maximum amount of heat released in the process of combustion. This
heat is transmitted to the water in the boiler by radiation, conduction and convection.

In the boiler furnace, the radiant heat waves are transmitted from the hot flame and gases, to
the boiler heating surfaces such as the plates and tubes. On striking these surfaces, most of the
radiant heat is absorbed and passed by conduction to the water inside the tube. Convection
current in the water itself complete the transfer of the heat from the burning fuel to the water
and steam. Hence all three forms of heat transmission occur simultaneously. The amount and
arrangement of heating surfaces determine the size, shape and form of the boiler. The gases
can be made to flow through flues or tubes surrounded by water, hence the name firetube
boiler, or they can be arranged to flow over the tubes with water circulating through them,
hence the name watertube boiler.

BOILER TYPES

6
Main Boiler

Propulsion of the vessel

Auxiliary Boiler

Aids the propulsion in some way; e.g., heating of heavy fuel oil using a steam heater, necessary
for propulsion would qualify the supplying boiler to be referred to as an auxiliary boiler.

Tank Boiler

A boiler with large water carrying capacity where the shell is being used as the pressure vessel.
Most low pressure auxiliary boilers will come into this category.

Exhaust Gas Boiler / Economizer / Composite

Boiler operated by hot gas from engine or other exhaust gas sources.

Drum Type Boiler

Water tube boilers employing steam and water drums. They are also known as bent tube type
boilers.

Package Boiler

Fully automatic, low capacity boilers packaged inside a box type casing, capable of quick steam
production and flexible in being positioned anywhere; could be coil type or fire tube type.

Composite Boiler

7
Composite boilers are combination of oil-fired boilers and exhaust gas economizers. When the
diesel engine is at full load the fuel oil burner only starts if the steam demand exceeds the
steam production achieved from the diesel engines exhaust gases. Most composite boilers
nowadays have separated sections for the diesel engines exhaust gases and the flue gases from
the fuel oil burners.

Composite boilers also works as a silencer for the diesel engine, but often an additional silencer
is required.

Composite boilers are often used in

conjunction with Diesel machinery, since if

the exhaust gas from the engine is low in

temperature due to slow running of the

engine and reduced power output; the

pressure of the steam can be maintained

by means of an oil fired furnace. Steam

supply can also be maintained by these

types of boilers when the engine is not in

operation

8
9
10
.

11
12
STEAM SYSTEM (FEED WATER, STEAM AND FUEL LINE)

13
In the given Diagram above, we can see the typical Steam System on board a vessel. For this,
we'll start with the feed water coming from the Hot well and being refilled by a daytank or refill
tank if the supply is less than the minimum, it will pass through the economizer which is being
preheated before entering the Boiler (take note that economizer can only be used while the
Main engine is running i.e. At sea navigation, because it uses the exhaust of the Main engine as
the heating process.). Some of the other system has a bypass for it to be directly to Auxiliary
Boiler when economizer is not in use.

For the Fuel Line, it is being fed by MDO and HFO, usually before start up or at the pre mature
heating, MDO is being used (also complying to the ANNEX IV of marpol which prohibiting the
usage of High Sox emition within port area or 12NM neareast land). And it is being change over
to HFO upon navigation.

And for the steam it produce, it is being ditributed for heating purposes going to pre heaters of
Oil, fuel etc. and also to deck. The waste steam is being converted to condeser for it to be
reused as feed water.

REFERENCES

Leslie Jackso, Thomas D. Morton, REED’S GENERAL ENGINEERING KNOWLEDGE FOR MARINE
ENGINEERS

14
Morton, Thomas D, Steam Engineering Knowledge for Marine Engineers (1994), Thomas Reed
Publications

Flanagan, G T H, Marine Boilers Question & Answers (1995)

Operation Manuals, Aalborg Boilers

Operation Manuals, Miura Boilers

Milton, J H and Leach, Roy M, Marine Steam Boilers (1995)

Fuel and Oil Purifier

OBJECTIVE
Upon completion of this topic , readers should be able to:

 Know the importance of Purifier onboard.

 Know the difference between the clarifier and purifier.
 Know the principles involved in the operation of the purifier.
 Know the basic parts of the purifier.
 Know the basic operational system of the purifier.
 Know the schematic diagram in relation with Oil and HFO.

INTRODUCTION
Most of the system onboard a ship uses loop flow or the reusage of the product to maintain the
less costing of it to the owner and using low grade of fuel also because of its cost. That's why
engineers make a machinery that can maintain the efficiency of the machines but still you will
save money by buying low cost products and one way of doing it is by means of purification.
Purifier is being used to maintain the good quality of oil and fuel circulating in each system
onboard.

15
Basic Principle

The purpose of the seperation is to

 Free a liquid of solid particles.

 Seperate tw mutually insoluble liquids with difference in
density and removing any solid at the same time.

Seperation by gravity:
continuous separation & sedimentation can be achieved in the
settling tank having theoutlet arranged at levels suitable to their
density ratio of two liquid phases. Separation of heavy & solid
particles are also achieved over here. Liquids with specific gravity
difference can be separated by gravity.

Centrifugal seperation: in a rapidly rotating vessel the gravity is

replaced by the centrifugal force, which can bethousand times greater. Separation and
sedimentation are more continuous and faster. As the separation isachieved by the gravity has
a smaller separating force differential than the centrifugal force

How does purifier works?

Bunker oil for combustion on ships engines is very low grade. They
contain various impurities and water droplets. Large particlss in the
fuel oil are allowed to settle down in the settling tank before they are
pumped into the combustion process piping. After the particles have
settled down, the fuel oil will be passed through some sort of filtration
using coarse and fine filters.

However, these processes are not sufficient to remove very fine

particles and water droplets in the oil

purifier uses the same principle for separating dirt or water from oil. Instead of using gravity, it
uses centrifugal force.Through a system of gears, a centrifugebowl is rotated at high speeds. Oil
to bepurified is allowed to enter thebowl while it is rotating. The heavier components in theoil

16
are thus forced outwards. The solidparticles that are too fine to be removed by filtration are
forced towards the circumference of the bowl.

purifiers usually maintain a layer of water inside the bowl to act as a seal for the oil.Without the
water layer to act as seal, the oilcan flow out together with the particles andbe lost.

If removal of water is not needed, the centrifuge can be modified so that no water layer is
needed. The centrifuge then becomes a clarifier.

Basic diagram on how the Oil is being processed in the purifier

17
Starting and stopping operation of Purifier
Before starting the purifier the correct sized gravity ring must be in place for the light phase
specific gravity at required delivery temperature.

Most units have a brake arrangement fitted acting on the bowl to slow during stopping. This
should be check to be disengaged.

The use of this brake is determined by manufacturers recommendations. The brake should be
seen as an emergency device to slow the bowl in the event of some problem, typically an out of
balance of the bowl caused by sludge not being evenly removed from the bowl.

Where no preference is given it is the authors recommendation that the brake be used. The
reason for this is to allow the bowl to pass as quickly as possible through any critical vibration
harmonics.

Correct operating and sludging water supply pressure should be checked

The light phase (oil) supply, discharge valves may be opened, the flow control valve and back
pressure valve may be set at approximate initial settings. The three way valve is set to recirc
(dump)

Remember that when the oil is introduced to the bowl the bowl is cool and so the oil will be
cooled and will tend to pass over with the heavy phase. This action may be reduced by having
the back pressure discharge valve slightly more open than required closing as the bowl warms.

The bowl may be started. Drive to the bowl is via a centrifugal clutch arrangement reducing the
starting current on the motor. The start up time is determined by the slippage of this clutch
which is in turn determined by the number of pads. The oil is now being circulated though the
heater. The heating medium may be introduced to bring the oil to purifying temperature

It should be noted that for some designs the motor is non-standard being able to carry high
starting currents over a longer period. When requesting replacements this should be noted.

Too few pads causes an overly long start up time. In addition, the drag of the liquid as it leaves
the bowl during a sludge cycle causes a reduction in speed. For automated systems, this speed
must be regained before the oil is reintroduced otherwise carryover can occur. With some
designs correct sludging is determined by an expected rise in drive current caused by the motor
trying to bring the bowl back to speed. Too few pads may cause problems in both these cases.

18
Too many pads leads to excessive force on the drive gear leading to premature failure
especially of the wheel and the electric motor.

When the bowl has reached it operating speed the bowl may be closed by introducing closing
operating water.

this may be checked by viewing the external speed indicator or by observation of a reduction in
amps as the bowl reaches its operating speed. The best method is a combination of the two.
Observe the amp reduction and visually check the speed indicator to confirm that a fault has
not occurred in the clutch.

Once correct oil temperature is observed the purification process may begin. Seal water is
introduced to the bowl. The three way valve is operated to supply oil to the bowl. Correct flow
and back pressure should be set once full flow is achieved. The amount of heating medium to
the heater should be increased as required

The sludge port should be viewed to ensure no leakage from bowl- remember to close port
before sludging. Check heavy phase (water) shute to ensure no oil overflow. Check operating
water shute to ensure valves have isolated

It is unlikely that the bowl will immediately come " on-line ", this is generally due to the bowl
being cold, cooling the oil, increasing its specific gravity and causing it to pass over the heavy
phase (water) shute.

The amount of carryover may be reduced by opening the back pressure valve. The best solution
is to removed the cool oil that is in the bowl by sludging. This may be repeated couple of times
before the bowl has reached operating temperature.

The correct function of the desludging mechanism should be checked.

Sludging

 Change three way valve to recirculation (dump). Reduce heating medium to heater if
required
 Introduce displacement water. This removes the oil from the bowl preventing wastage
 Open bowl open operating water
 Observe amps ( increase), check sludge port ( see discharge). Close sludge port. There is
normally an audible indication that the bowl has opened
 Operate bowl closing water

19
 Once amps has returned to normal running the bowl can be assumed closed, again
there is generally an audible indication of this
 Bring unit back on line

Once the unit has been proved on line and operating correctly the alarms and shutdowns
should be tested. Where the units overflow to a sludge tank the correct operation of the
alarm should be checked.

The testing of the alarms and shut downs is paramount. Once completed, especially for
main engine lube oil purifiers, a note should be made in the engineroom log book

It is common to find dedicated sludge tanks for the purifiers. The level in which is kept
artificially high and just off the high level alarm. In this way the tank acts as a back up alarm
for the purifier

20
References
“Operation and Maintenance of Machinery in Motor Ships” by N.E. Chell

MarineInsight.com

Marine Engineering by Muhammed M.Phil

purifier manual of wartsila

Main Air Compressor and Working Compressor

OBJECTIVE
Upon completion of this topic , readers should be able to:

21
  Know the importance of compressed air onboard.
 Know the principles involved in Air compressor .
 Know the starting procedure of air compressor.
 Know the basic constructional and types of air compressor.
 Know the basic operational system air compressor.
 Know the difference between the Main Air Compressor and the Aux. Compressors.

INTRODUCTION
One of the important system on board a ship is air, but its not the typical air that human needs,
this air has pressure within a smal volume.Air compressor, it's main purpose is to supply a
pressurized air for the diesel engine fod its start up but it also has many purposes like cleaning,
drying, etc. Within this topic we will elaborate the process of Air compressor, its components
and the working principle of specifically main air compressor and aux. Compressors.

What is AIR COMPRESSOR

 A compressor is a mechanical device that increases the pressure of a gas by reducing

its volume.
 It is similar to pumps: both increase the pressure on a fluid and both can transport the
fluid through a pipe. As gases are compressible, the compressor also reduces the
volume of a gas.

Usage of Air compressor on board

22
  Air compressor is used to provide the starting air to various machines and main engine.
 Other than the main engine other systems also require compressed air. These systems
are Control valves. Throttle controls and other monitoring systems which work on
pressurized air.
 This compressed-air controls many operations in the auxiliary engine as well.
 In pneumatic tools like cleaning, devices compressed air is required to keep the devices
running and serve the purpose efficiently.
 In whistling operation of ships also compressed air is employed and the fog horns
operate on the compressed air.
 Hydraulic jack in the ship also uses compressed air to perform lifting operations.
 Many times boilers; refrigerants and heat exchangers in ship are started using
compressed air.
 Sometimes compressed air is used in kicking the propellers of the ship manoeuvring
system.

General Classification
Air compressor on ships can be classified into two different types namely:

Main air compressor: These air compressors are high-pressure compressors has a minimum
pressure value of 30 bars and used to run the main engine.

Service air compressor: It compresses air to the low pressure of only 7 bars and later used in
service and control airlines.

Classification of Compressors As Per Design And Working Principle:

There are mainly four types of compressors:

 Centrifugal compressor
 Rotary vane compressor
 Rotary screw compressor

23
  Reciprocating air compressor

These types are further specified by:

 Number of compression stages

 cooling method (air, water, oil)
 drive method (motor, engine, steam, other)
 lubrication (oil, Oil-Free where Oil Free means no lubricating oil contacts the
compressed air)
 packaged or custom-built

MAIN PARTS OF A MARINE AIR COMPRESSOR USED IN SHIP

1. CYLINDER LINER

2. PISTON

3. PISTON ROD

4. CONNECTING ROD

5. BIG END BEARING AND MAIN BEARING

6. CRANKSHAFT

7. FRAME AND CRANKCASE

8. OIL PUMP

9. WATER PUMP

10. SUCTION AND DISCHARGE VALVE

11. SUCTION FILTER

12. INTER-COOLER

24
13. DRIVING MOTOR

AIR COMPRESSOR ON SHIPS

MAIN AIR COMPRESSOR - is used for supplying high pressurized air for starting of main and
auxiliary engines. The pressurized air generated by the air compressor is stored in air storage
bottle. These are high capacity compressors and the air pressure that is required from these
compressors to start the main engine is 30 bars.

Control air is also supplied from air bottle through a pressure reducing valve and a control air
filter. Normally they are twice in number and can be more than that for redundancy.

TOPPING UP COMPRESSOR- takes up the lead to cover up for the leakage in the system. This
means that as soon as the air pressure in the system goes below a particular level, the topping
up compressor replenished the system with pressurized air.

DECK AIR COMPRESSOR - is used for deck use and as service air compressor and might have a
separate service air bottle for the same. These are lower capacity pressure compressors as
pressure required for service air is in between the range of 6 to 8 bar.

EMERGENCY AIR COMPRESSOR - is used for starting auxiliary engine at the time of an
emergency or when the main air compressor has failed for filling up the main air receiver. This
type of compressor can be motor driven or engine driven. If motor driven, it should be supplied
from emergency source of power.

Working principles and operational guideline 

25
Air compressor – Usually two-stage, two-crank machine used aboard ship to supply compressed
air. The air is compressed in the first stage, cooled and compressed to higher pressure in the
next stage. Compressors must always be started at the unloaded condition since otherwise
pressures build up rapidly producing very high starting torques.

Air is drawn in on the suction

stroke through the first-
stage suction valve via
the silencer/filter.
The suction valve closes on
the piston upstroke and the
air is compressed. The
compressed air,
having reached its first-
stage pressure, passes
through the delivery valve to
the first- stage cooler. The
second- stage suction and
compression

26
now take place in a similar manner, achieving a much higher pressure in the smaller, second-
stage cylinder.

After passing through the second-stage delivery valve, the air is again cooled and delivered to
the storage system. The machine has a rigid crankcase which provides support for the three
crankshaft bearings. The cylinder block is located above and replaceable liners are fitted in the
cylinder block. The running gear consists of pistons, connecting rods and the one-piece, two-
throw crankshaft.

Air Compressor
System

27
Aswe can see in the above picture, it is the typical arrangement of Air compressor on actual
vessel. We will now elaborate the step by step of how air compressor system works.

Starting from the Main air

compressor,it
supplies pressurized air
going to Main air Reservoir (but some of the ship has its bypass going to Auxiliary Air Reservoir). In this
figure, we ony have Main air compressor for all thr Auxiliaries and Main engine so upon entering main
air reservoir, it will be distributed going to Main engine as starting ar, and other service but most of the
vessels has its Aux. Compressors for the Auxiliaries. We also have Emergency compressor, typically dual
starting (electric and air starting) which supplies air in case of emergency, and also control air for the
maneuvering operation of Main engine.

References
Marine World, Vlog by endrico alastrue

Marine Insight

Compressor Handbook by paul Hanlon

Air Compressors: Their Installation, Operation and Maintenance

Book by Eugene W. F. Feller

Reciprocating compressors Book by Heinz P. Bloch

28
 Ships Refrigeration Plant

OBJECTIVE
Upon completion of this topic , readers should be able to:

 Know the importance of Refrigeration Plant onboard.

 Know the principles involved in Refrigeration System.
 Know whos responsible in maintenance and checking of the plant.
 Know the basic constructional and system of Refrigeration Plant.
 Know the basic operational system of Refrigeration .

INTRODUCTION
Most ships operate at higher cruising speeds, usually 18 - 23 knots, primarily reducing carriage
times of perishable fresh fruit and ofcourse allowing operational flexibility and to decrease turn
around times that's the reason behind Refrigeration on ship. On this topic, we will be able to
have basic knowledge of how this works onboard.

29
Maintenance
All maintenance recommendations from the makers have to be carried out regularly and
according to instructions, entered in the Refrigeration maintenance log, together with the test
of all cut outs, ie. HP, LP, LO, HT, that have to be carried out at regular intervals, generally one
month.

All the adjustment must be made according to standard good practice and records of the same
entered in the log.

Filter seperators and driers should be regularly cleaned in order to have always the circuit
moisture, dirty and oil free. When shutting down a plant, all refrigerant gas must be pumped in
the liquid receiver or condenser.

Four Basic Components

The four main components of a refrigeration system working in the vapour compression cycle
are:

 The compressor
 The condenser
 The expansion valve
 The evaporator

Compressor

The function of the compressor in a refrigerationsystem is to raise the pressure of the

vapourised refrigerant,causing its saturation temperature to rise so that it is higher thanthat of
seawater or an air cooled condenser. The compressor alsopromotes circulation of the
refrigerant by pumping it around thesystem.

Condenser

The function of the condenser is to liquefy the refrigerant and sub cool it to below the
saturation temperature bycirculating seawater or air. Latent heat originally from the evaporator
is transferred to the cooling medium. The liquid refrigerant still at pressure produced by the
compressor passes onto the expansion valve.

Expansion valve

30
The function of the expansion valve in a Refrigeration system is to regulates the flow of
refrigerant from the HP side of the system to the LP side of the system. The drop inpressure
causes the saturation temperature of the refrigerant to fall so that it will boil at the low
temperature of the evaporator. The expansion valve controls the flow of refrigerant to the
evaporator thermostatically.

Evaporator

The function of the evaporator in the refrigeration system is to cool the air in the fridge space.
It does this because the temperature of the refrigerant entering the evaporator is lower than
that of the air in the space and this causes the refrigerant to receive latent heat and evaporate.
The evaporator normally has a fan to circulate the air around it.

Three properties of the refrigerant

1. Low boiling point
2. low condensing pressure.
3. high specific enthalpy of vaporisation. (This reduces the quantity of refrigerant in
circulation and lower machine speeds, sizes, etc.)

The effects of insufficient refrigerant in the system are a low reading on the LP pressure gauge
and a lack of frost on the suction pipe.

The high pressure (HP) cut out is fitted on the discharge side of the compressor in a
refrigeration system. This will shut down the compressor in the event of an over pressure and
can only be manually reset.

31
How the system works?
Refrigeration of cargo spaces and storerooms employs a system of components to remove heat
from the space being cooled. This heatis transferred to another body at a lower temperature.
The cooling of air for air conditioning entails a similar process.

The transfer of heat takes place in a simple system; firstly, in the evaporator where the lower
temperature of the refrigerant cools the body of the space being cooled; and secondly, in the
condenser where the refrigerant is cooled by air or water. The usual system employed for
marine refrigeration plants is the vapour compression cycle as shown in diagram above.

The pressure of the refrigerant gas is increased in the compressor and it thereby becomes hot.
This hot, high pressure gas is passed through into a condenser. Depending on the particular
application, the refrigerant gas will be cooled either by air or water, and because it is still at a
high pressure it will condense. The liquid refrigerant is then distributed through a pipe network
until it reaches a control valve along side an evaporator where the cooling is required. This
regulating valve meters the flow of liquid refrigerant into the evaporator, which is at a lower
pressure. Air from the cooled space or air conditioning system is passed over the evaporator

32
and boils off the liquid refrigerant, at the same time cooling the air. The design of the system
and evaporator should be such that all the liquid refrigerant is boiled off and the gas slightly
superheated before it returns to the compressor at a low pressure to be recompressed.

Thus it will be seen that heat that is transferred from the air to the evaporator is then pumped
round the system until it reaches the condenser where it is transferred or rejected to the
ambient air or water.

It should be noted that where an air cooled condenser is employed in very small plants, such as
provision storerooms, adequate ventilation is required to help remove the heat being rejected
by the condenser. Also, in the case of water cooled condensers, fresh water or sea water may
be employed. Fresh water is usual when acentral fresh water/ sea water heat exchanger is
employed for all engine room requirements. Where this is the case, because of the higher
cooling water temperature to the condenser, delivery temperatures from condensers will be
higher than that on a seawater cooling system.

References
Marine Refrigeration and Air conditiong system by james harbach

Refrigeration guide book by Lushan Kanchana

Marine Insght Vlog

Refrigeration units in marine vessels by Nordic ministry

Ships Air Conditioning Plant and Ventilation System

33
OBJECTIVE
Upon completion of this topic , readers should be able to:

 Know the importance of Air Conditioning Plant and Ventilation System onboard.
 Know the principles involved in this Systems.
 Know whos responsible in maintenance and checking of the plant.
 Know the basic constructional and system of this Plant.
 Know the basic operational system of Air Conditioning and Ventilation System.

INTRODUCTION
Air conditioning is a combined process that performs manyfunctions simultaneously. It
conditions the air, transports it, andintroduces it to the conditioned space. It provides heating
and cooling from its central plant.

The term HVAC is an abbreviation of heating, ventilating, and air conditioning.

The combination of processes in this commonly adopted term isequivalent to the current
definition of air conditioning. Becauseall these individual component processes were developed
priorto the more complete concept of air conditioning, the term HVAC is often used.

Function
An air conditioning, or HVAC, system is composed of components and equipment arranged in
sequence to condition the air, to transport it to the conditioned space ,and to control the
indoor environmental parameters of a specific space within required limits.

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Most air conditioning systems perform the following functions:

 Provide the cooling and heating energy required

 Condition the supply air, that is, heat or cool, humidify ordehumidify, clean and purify,
and attenuate anyobjectionable noise produced by the HVAC equipment
 Distribute the conditioned air, containing sufficientoutdoor air, to the conditioned space
 Control and maintain the indoor environmental parameters such as temperature,
humidity, cleanliness,air movement, sound level, and pressure differentialbetween the
conditioned space and surroundings within predetermined limits

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COMPONENTS
FREON (R22/HCFC-22)

 Chlorofluorocarbon

Compressor

 Compress the Freon to convert to gas

Outside Coil (Condensing Coil)

 Changed from gas to liquid under high pressure

Expansion Device

 Reduce pressure of liquid

 Liquid evaporates into gas

Blower

 To push the air

Plenum Coil (Evaporator Coil)

 Cool and low pressure gas

Types of Air Conditioning System

Central Unit

 Distribute to a group of spaces through ducting, system generally used in this system
are;
 Single Duct / zone control System
 Double Duct system
 Re heat system

Self Contained Unit

 Installed in space where it serves.

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  Air distribute in single Pipe.

Single Duct System and its Components

This system is widely used in cargo ship and the air is being distributed in a single pipe

1. Filter
2. Cooler
3. One, two or three-zone heater as required
4. Pre-insulated pipes delivering air to zones
5. Sound attenuating air terminal. With volumecontrol
6. Automatic steam valves one per zone heater
7. Steam trap. One per zone heater
8. Multi-step cooling thermostat
9. Compressor
10. Automatic capacity control valves
11. Condenser
12. Thermostatic expansion valve
13. Sea water pump
14. Fan starter
15. Compressor starter
16. Sea water

Double Duct System and its

Components
This system is widely used in passenger
vessels. In this system, two separate ducts
are runfrom the central unit to each of the
air terminals, as shown above.

In winter, two warm air streams, of differing

temperatures, are carried to theair
terminals, for individual mixing. The
temperatures of both air streams are
automatically controlled.

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Typical Air Conditioning System

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References
Marine Info box blog

Refrigeration and Airconditioning Technology by whitman jhonson

Refrigeration, Air Conditioning and Heat Pumps by Butterworth-Heinemann

HVAC Fundamentals by Brumbaugh, James E

THANK YOU FOR READING. GODBLESS.

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