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ENGINE ROOM LAYOUT AND FITTING

The ship’s engine room watch-keeping engineer must be familiar with main engine layouts,
including their components optimum operating pressures and temperatures. This familiarization
should include a B&W engine room layout, as this is a modern, popular two stroke marine diesel
engine.

We have been talking about the various platforms of the ship engine room and have discussed about
the bottom platform as well as the middle platform of the engine room layout. Now it is time to get
on to the higher level and talk about the top platform of the ship engine room. As usual, there are
lots of tanks, and other equipment on the top platform as well.
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1st platform:

Fuel tanks
LO tanks
Spare piston, liner
Refer/ AC units
Workshop
ECR
Store room (spares for different machines)
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2nd Platform:
Air bottles
Air compressor
Coolers
Purifiers
FO booster/supply pumps
M/E mountings

3rd Platform:
DB tanks
sea water pumps
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ows
sounding pipes
valves
bilge pumps, fuel oil/DO trans pump
bilges
Main/aux SW pumps, Ballast pumps
sea chest (high low)

Steam condensate system:

A boiler in one form or another will be found on every type of ship. Where the main machinery is
steam powered, one or more large watertube boilers will be fitted to produce steam at very high
temperatures and pressures. On a diesel main machinery vessel, a smaller (usually firetube type)
boiler will be fitted to provide steam for the various ship services. Even within the two basic design
types, watertube and firetube, a variety of designs and variations exist.
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Water which is required for the production of the steam is initially maintained at approx 85 degree
centigrade. Water temperature is maintained in order to over come the thermal stress problems.
Water is treated with chemicals to reduce scale formation in boilers. Chemical treatment reduces the
water hardness.
Water is supplied to the boiler through feed pumps. Multistage centrifugal pumps are used for this
process. Exhaust gas boiler uses waste heat from the engine exhaust and convert it to useful work by
generating steam in EGB.
Steam is collected in the steam drums. From here, steam is supplied to the fuel oil heaters, purifier,
Jacket water preheat, bunker tank heating, viscometer, fuel oil modules etc
Steam from the return line comes back to the hot well after passing through the condenser. Same
water is reused. Water in the hot well can be replenished by fresh water as per requirement.

Water hammering:
Water hammer (or, more generally, fluid hammer) is a pressure surge or wave caused when a fluid
(usually a liquid but sometimes also a gas) in motion is forced to stop or change direction suddenly
(momentum change). A water hammer commonly occurs when a valve closes suddenly at an end of
a pipeline system, and a pressure wave propagates in the pipe. It is also called hydraulic shock.
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steam hammering:
In a steam system, a water hammer most often occurs when some of the steam condenses into water
in a horizontal section of the piping. Steam picks up the water, forming a "slug", and hurls this at
high velocity into a pipe fitting, creating a loud hammering noise and greatly stressing the pipe. This
condition is usually caused by a poor condensate drainage strategy.
The velocity of the steam flowing over the condensate causes ripples in the water.

Expansion joints:

Pipe expansion joints are necessary in systems that convey high temperature substances such as
steam or exhaust gases, or to absorb movement and vibration.
A typical joint is a bellows of metal (most commonly stainless steel), plastic (such as PTFE), fabric
(such as glass fibre) or an elastomer such as rubber. A bellows is made up of a series of
convolutions, with the shape of the convolution designed to withstand the internal pressures of the
pipe, but flexible enough to accept axial, lateral, and angular deflections. Expansion joints are also
designed for other criteria, such as noise absorption, anti-vibration
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Bilge system:

Bilge :

 Lowest part of the ship

 It is the area where two sides of ship meet
 Corners of the lowest compartment of ship constitute bilge

Bilge Water :

 It's a mixture of (fresh water+sea water+fuel oil+lube oil+chemicals+sludge etc.)

 Source : water-leakage from fresh water and sea water pipelines, Oil-leakage from fuel oil
system and lube oil systems, Chemicals-from various machinery and sludge.
 Place where bilge water gets accumulated is called bilge well.

Aim: To remove bilge water as per international standards

Overflow of bilge:

 It may cause smells, dirty surroundings etc.

 Stability of ship affected
 Interrupts daily engine room activity
 That's why we have to pump out by Bilge pump periodically.

Bilge Pump :

 Generally Reciprocating type

 It is fitted below the sea water level
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 If we use Reciprocating pump then priming of pump will not be required (self-priming) and
if we use Centrifugal pump then priming will be required.
 Reciprocating pump is complicated and of less capacity but self primed.
 Now a days, Reciprocating pump as a bilge pump is being used. Because it reduces the
churning effect of liquid and there by reduces the mixing of oil and water.
 Bilge pump is always fitted with strainers to prevent chocking of solid impurities in pump or
Oily Water Separator.

Description:

Bilge water is taken from Bilge wells (port side, starboard side, aft side of E/R) by Bilge
pump (Bilge transfer pump).

 Bilge pump delivers bilge water to a Bilge holding tank.

 Bilge holding tank is for storing the bilge water for separation.
 From Bilge holding tank, bilge water is supplied to Oily Water Separator (OWS) by oily
bilge pump (bilge pump).
 Oily water separator separates oil from bilge water and reduces the oil content in bilge water
up to maximum 15 ppm or less.
 An oil content monitoring system is installed to monitor the oil content. Oil Discharge
Monitoring (ODM).
 A 3-way valve is fitted to the discharge side of OWS.
 Separated waste oil is collected in a tank for use accordingly.
 Bilge water containing less than or equal to 15 ppm oil content, discharged into sea.
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 But if oil content is more than 15 ppm, then it is taken back to Bilge holding tank and again
repeat same processes.

Ballast system:

The ballast system is arranged to ensure that water can be drawn from any tank or the sea and
discharged to any other tank or the sea as required to trim the vessel.

Combined or separate mains for suction and discharge may be provided where a tank or cargo
space can be used for ballast or dry cargo then either a ballast or bilge connection will be
required. The system must therefore be arranged so that only the appropriate pipeline is in
service; the other must be securely blanked or closed off.

Usually ballast pump will have huge capacity (approx 120 to 250 m3/hr). So, the pipelines used
in this systems are obviously of huge size.So, In ballast system motorized butterfly valves are
used which can be operated in Cargo control room by VRC system (valve remote control
system). Led bulbs are used, which indicates the position of the valve by glowing with different
colors.

Bunkering procedures:

Before Bunkering

1. The chief engineer should calculate and check which bunker/fuel oil tanks are to be filled
after he receives confirmation from the shore office about the amount of fuel to be received.
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2. It might be required to empty some tanks and transfer the oil from one tank to other. This is
required so as to prevent mixing of two oils and prevent incompatibility between the previous oil
and the new oil.
3. A meeting should be held between the members that will take part in the bunkering process
and they should be explained about the following:-

Which tanks are to be filled.

Sequence order of tanks to be filled.

How much bunker is to be taken.

Emergency procedure in case oil spill occurs.

Responsibilities of each officer are explained.

4. Sounding is taken before bunkering and record is made.

5. A checklist is to be filled so that nothing is missed on.

6. All deck scuppers and save all trays are plugged.

7. Overflow tank is checked to be empty.

8. Adequate lighting at bunker and sounding position is to be provided.

9. No smoking notice should be positioned.

10. On board communication between the people involved in bunkering is made.

11. Opposite side bunker manifold valves are closed and blanked properly.

12. Vessel draught and trim is recorded before bunkering.

13. All equipments in SOPEP(shipboard oil pollution emergency plan) locker are checked to
be in place.

14. When barge is secured to the ship side, the persons involved on barge are also explained
about the bunker plan.

15 Barge paperwork is checked for the oil’s grade and the density if they are as per the
specification.

16. The pumping rate of bunker is agreed with the barge.

17. The hose is then connected to the manifold.

18. All the valves required are open and checked.

19. Proper communication between the barge and the ship is to be established.
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20. Sign and signals are to be followed as discussed in case of communication during
emergency.

21. After this, the manifold valve is open for bunkering.

During Bunkering

1. During start of the bunker the pumping rate is kept low, this is done so as to check that
the oil is coming to the tank to which the valve is opened.

2. After confirming the oil is coming to the proper tank the pumping rate is increased as agreed
before.

3. Generally only one tank filling is preferred because gauging of more than one tank at a time
increases the chances of overflow.

4. The max allowable to which tank is filled is 90 % and when the tank level reaches about to
maximum level the barge is told to pump at low pumping rate so as to top up the tank, and then
the valve of other tank is opened.

5. During bunkering, sounding is taken regularly and the frequency of sounding is more when
the tank is near to full. Many vessels have tank gauges which show tank level in control room
but this is only to be relied if the system is working properly.

6. The temperature of bunker is also to be checked; generally the barge or supplier will provide
the bunker temperature. Temperature above this may lead to shortfall in bunker.

7. A continuous sample is taken during bunkering with the help of sampling cock at the
manifold.

After Bunkering

1. Draught and trim of the ship is checked.

2. Take sounding of all the tanks bunkered.

3. The volume bunkered should be corrected for trim, heel and temperature correction.

4. In general for each degree of increase in temperature the density should be reduced by 0.64
kg/m3.

5. Four samples are taken during bunkering. One is kept onboard, one for barge, one for analysis,
one for port state or IMO. One sample is given to barge.

6. The chief engineer will sign the bunker receipt and the amount of bunker received.

7. If there is any shortfall of bunker received the chief engineer can issue a note of protest
against the barge/supplier.

8. After everything is settled the hose connection is removed.

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9. The sample is sent for laboratory analysis.

10. The new bunker should not be used until the report from the lab.

Fuel oil service system:

A slow-speed two-stroke diesel is usually arranged to operate continuously on heavy fuel and
have available a diesel oil supply for manoeuvring conditions.

In the system shown in Figure , the oil is stored in tanks in the double bottom from which it is
pumped to a settling tank and heated. After passing through centrifuges the cleaned, heated oil is
pumped to a daily service tank. From the daily service tank the oil flows through a three-way
valve to a mixing tank. A flow meter is fitted into the system to indicate fuel consumption.
Booster pumps are used to pump the oil through heaters and a viscosity regulator to the
engine-driven fuel pumps. The fuel pumps will discharge high-pressure fuel to their respective
injectors.

The viscosity regulator controls the fuel oil temperature in order to provide the correct viscosity
for combustion. A pressure regulating valve ensures a constant-pressure supply to the
engine-driven pumps, and a pre-warming bypass is used to heat up the fuel before starting the
engine.

A diesel oil daily service tank may be installed and is connected to the system via a three-way
valve. The engine can be started up and manoeuvred on diesel oil or even a blend of diesel and
heavy fuel oil. The mixing tank is used to collect recirculated oil and also acts as a buffer or
reserve tank as it will supply fuel when the daily service tank is empty.

Engine lubricating system:

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Lubricating oil for an engine is stored in the bottom of the crankcase, known as the sump, or in a
drain tank located beneath the engine . The oil is drawn from this tank through a strainer, one of a
pair of pumps, into one of a pair of fine filters. It is then passed through a cooler before entering the
engine and being distributed to the various branch pipes.

The branch pipe for a particular cylinder may feed the main bearing, for instance. Some of this oil
will pass along a drilled passage in the crankshaft to the bottom end bearing and then up a drilled
passage in the connecting rod to the gudgeon pin or cross-head bearing.
An alarm at the end of the distribution pipe ensures that adequate pressure is maintained by the
pump. Pumps and fine filters are arranged in duplicate with one as standby. The fine filters will be
arranged so that one can be cleaned while the other is operating. After use in the engine the
lubricating oil drains back to the sump or drain tank for re-use. A level gauge gives a local read-out
of the drain tank contents. A centrifuge is arranged for cleaning the lubricating oil in the system and
clean oil can be provided from a storage tank.

The oil cooler is circulated by sea water, which is at a lower pressure than the oil. As a result any
leak in the cooler will mean a loss of oil and not contamination of the oil by sea water.

Where the engine has oil-cooled pistons they will be supplied from the lubricating oil system,
possibly at a higher pressure produced by booster pumps, e.g. Sulzer RTA engine. An appropriate
type of lubricating oil must be used for oil-lubricated pistons in order to avoid carbon deposits on
the hotter parts of the system.
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Cylinder lubrication

Large slow-speed diesel engines are provided with a separate lubrication system for the cylinder
liners. Oil is injected between the liner and the piston by mechanical lubricators which supply their
individual cylinder, A special type of oil is used which is not recovered. As well as lubricating, it
assists in forming a gas seal and contains additives which clean the cylinder liner.

In small 4stroke engine, lubrication is carried out in different way. There will be a film of oil
between the piston rings and the liner also so that any acid produced by combustion of the fuel is
neutralized by the oil and does not cause corrosion. Some of this lubrication will be supplied by so
called "splash lubrication" which is the oil splashed up into the liner by the rotating crankshaft. In
4 stroke engine, same oil will be used for both cylinder lubrication and bearing lubrication.

2stroke engine will have high TBN(total base number) oil as cylinder oil. Low TBN oil as crankcase
oil. In 4stroke engine, same TBN oil is used for sump and cylinder lubrication (splash cylinder
lubrication)
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Engine cooling system:

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The water circulated around the engine is fresh water which is then itself cooled using sea water.
This fresh water is treated with chemicals to keep it slightly alkaline ( to prevent corrosion) and to
prevent scale formation. Of course, if distilled water, which some ships can make from sea water
using evaporators, is used then there is a reduced risk of scale formation.

Water which is cooled in the LT cooler is passed to deaeration tank through control valve (opens
according to set temp). Any dissolved gases found in the system is removed in this deaeration tank.
Cooling water pumps supply the water to the engine which cools jacket, cylinder head, exhaust
valve. Hot water goes out of the system to the cooler as well as fresh water generator where the
heating of the sea water is done by the hot jacket water.
Preheat line is provided in order to maintain the jacket temperature around 78 to 82 degree celcius
when the engine is not running.
Temperature sensors are used in the system in order to monitor the temperature of the water and
there by controlling the temperature control valve.
Header tank is used to replenish makeup water in case system leak.
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Central cooling system:

The Central Cooling System cools the engine coolant and lubricating oil indirectly by
exchanging heat with seawater via dedicated freshwater. It means, ME/AE lubricants will be
cooled by fresh water and tat fresh water is cooled by sea water. Use of this system prevents
leakages or spills of lubricating oil into the sea, because seawater does not become
contaminated with lubricating oil in this system. In the event of the cooling system failure,
leaked lubricating oil remains in the freshwater circuit only and never contaminates seawater
and is never discharged into the sea.

Air system:
Air supply is provided by opening the main air bottle valve. As the valve is opened, the air is
passed through the pilot valve and acts on top of the automatic start valve, providing a positive
closing. The other branch supplies air until the turning gear interlock as the interlock blocks the
air to go further.
To start the main engine, first turning gear has to be disengaged. This will deactivate the interlock
and the air will be supplied to the automatic start air valve.

Since there is a spring pressure and additional positive closing by the air supplied pilot valve, the air
will not go further automatic start valve until the start command is given.When the air start lever is
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operated in the ECR, the pilot valve shifts and blocks the air on top of automatic valve. It vents the
line and there is no more positive closing.

Air passed from turning gear interlock pushes the spring, opens the valve and closes the vent.

Now the air is available in the cylinder head starting air valve manifold and in the distributor. The
distributor consists of a negative type cam for positive overlap.

When the concerned unit number 4 distributor valve comes in the cam profile, air compresses the
spring and the valve is opened to operate the same unit number 4 cylinder head starting air valve.

As the camshaft rotates, unit number 4 line is vented and the cylinder head starting air valve closes.
Now unit number 1 valve will be in contact with the cam profile and the air is injected in this unit.

The air injection is done as per the firing order of the engine.
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Domestic water system:

Use of compressed air in domestic water systems

Domestic water systems usually comprise a fresh water system for washing and drinking and a salt
water system for sanitary purposes . Both use a basically similar arrangement of an automatic pump
supplying the liquid to a tank which is pressurized by compressed air.

The compressed air provides the head or pressure to supply the water when required. The pump is
started automatically by a pressure switch which operates as the water level falls to a predetermined
level. The fresh water system has, in addition, a calorifier or heater which is heated, usually with
steam.

Fresh water supplied for drinking and culinary purposes must meet purity standards specified by the
authorities. Water produced from most evaporator/distillers will not meet these standards and must
be treated to ensure it is biologically pure and neutral or slightly alkaline.So, the fresh water
produced on board is UV treated and sterilized to make it drinkable.
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 System is connected with Fresh water generator (FWG), with salinometer & ppm controller.
 There is a dump valve through which controlled fresh water is passed to Water storage tank.
 From storage tank, water is passed to hydrophore tank.
 A hydrophore tank is used which is partially filled with water and above that compressed
air is provided for head pressure.
 Compressed air builds head pressure, so that water can reach up to highest level and remote
places.
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 As the water level falls in the hydrophore tank, the air pressure also will be reduces and when
the reduced pressure is less than set pressure the hydrophore pump will start.
 As the water fills up in the tank the air pressure also rises and if it is equal to high level set
air pressure, the pump will stop.
 From 1st hydrophore tank sanitary water is supplied i.e for sanitary use.
 Now, a connection is made to chlorinate and dechlorinate the water and supplied to 2nd
hydrophore tank through another hydrophore pump. Water from this tank is compared and
finally used.
 And finally for domestic use, water is produced by the system.

Proper maintenance and frequent cleaning of the hydrophore tank is required. Water level should be
within the gauge glass. Else air should be charged or auto operation of pumps must me checked.

Fire main system:

Water is the chief fire fighting medium on a ship and the fire main is the basic installation for
fighting fires. The system shown below has two independently powered pumps which are also used
for general service and ballast. These pumps supply two engine room hydrants and the deck main
through the isolating valve.

The capacity of the fire pumps is calculated as a product of the breadth, depth and length of the
vessel but need not exceed 25m3 per hour.
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Sea water is used for fire fighting purpose. Fire pumps takes suction from the sea chest and supplies
water to the different machinery compartments (platforms) and to deck and accommodation.

Every platform will have fire hose arrangements along with the detachable nozzle arrangement
which can be used to fight the fire. Nozzle is capable of making water jet and spray depending on
the type of fire that need to be fought.

Isolation valve arrangement is used to isolate the deck and engine room compartment as per the
requirement. Emergency fire pump will have separate sea suction as per SOLAS. It should have
power supply from emergency feeder panel or separate individual driving ( diesel engine)
arrangement which can be used during emergency condition.