Design of an 82 MW Power Barge Fuel System

University of the East
College of Engineering
Caloocan Campus
Mechanical Engineering Department
DESIGN OF A 82 MW POWER BARGE
In Partial Fulfilment for

The Final Requirement in the Subject
NME 522 – 1ME
Submitted by:
Hayase, Yoshihiro
Icaranom, Robert John
Submitted to:
Engr. Diosdado C. Doctor
March 23, 2019
1
Table of Contents
Acknowledgement.................................................................................................................................i
Definition of Terms..............................................................................................................................ii
List of Tables .......................................................................................................................................vi
List of Figures.......................................................................................................................................x
CHAPTER I Introduction ..................................................................................................................1

1.1 Introduction .................................................................................................................................1
CHAPTER II Engine Selection ..........................................................................................................4
2.1 Engine Selection...........................................................................................................................4
2.2 Engine Generator Set..................................................................................................................12
2.3 Black Start Engine .....................................................................................................................13
CHAPTER III Air Starting System .................................................................................................16
3.1 Compressed Air System ............................................................................................................16
3.2 Engine Start-Up System ............................................................................................................19
3.3 Air Vessel Specifications ..........................................................................................................20
3.4 Summary ....................................................................................................................................23
CHAPTER IV Fuel Consumption....................................................................................................24
4.1 Fuel Flowrate..............................................................................................................................24
4.2 Bunker Fuel Consumption .........................................................................................................25
4.3 Diesel Fuel Consumption...........................................................................................................27
4.4 Summary ....................................................................................................................................29
CHAPTER V Fuel Treatment and Conditioning ...........................................................................30
5.1 Fuel Treatment ...........................................................................................................................30
5.2 Suction Strainer..........................................................................................................................32
5.3 Transfer Pump............................................................................................................................32
5.4 Settling Tanks.............................................................................................................................32
5.5 Separator.....................................................................................................................................34
5.6 Service Tank...............................................................................................................................38
5.7 Sludge Tank................................................................................................................................41
5.8 Sludge Separation System..........................................................................................................44
5.9 Fuel Conditioning System..........................................................................................................46
5.10 Viscometer ...............................................................................................................................47
5.11 Fuel oil Service Heater.............................................................................................................47
5.12 Fuel oil Service Pump ..............................................................................................................48
5.13 Filters........................................................................................................................................48
5.14 Separator Pump Section Strainer..............................................................................................49
5.15 Separator Heaters .....................................................................................................................49
CHAPTER VI Fuel Storage System ...............................................................................................53
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6.1Tank Farm ...................................................................................................................................53
6.2 Untreated Bunker Fuel Storage Tank.........................................................................................55
6.3 Diesel Fuel Storage Tank ...........................................................................................................56
6.4 Sludge Tank................................................................................................................................57
6.5 Tank Selection ...........................................................................................................................58
6.6 Selected Storage for Untreated Bunker Fuel..............................................................................58
6.7 Selected Storage for Diesel Fuel ...............................................................................................61
6.8 Selected Storage Tank for Sludge Removed .............................................................................63
6.9 Bundwall ....................................................................................................................................64
6.10 Tank Selection .........................................................................................................................67
6.11 Auxiliary Equipment................................................................................................................68
6.12 Unloading Pump.......................................................................................................................68
6.13 Transfer Pump..........................................................................................................................69
6.14 Offloading Pump and Circulating Pump..................................................................................72
6.15 Tank Selection .........................................................................................................................73
6.16 Pipelines ...................................................................................................................................73
6.17 Line heaters ..............................................................................................................................73
6.18 Filters........................................................................................................................................73
6.19 Back Pressure Valves ...............................................................................................................74
6.20 Valves.......................................................................................................................................74
6.21 Fire Protection..........................................................................................................................74
6.22 Alarm........................................................................................................................................75
6.23 Outdoor Fire Protection Measures ...........................................................................................75
6.24 Fire Protection Equipment .......................................................................................................76
6.25 Tank Cooling............................................................................................................................78
6.26 Bed Form Blanketing ...............................................................................................................78
6.27 Thermal Tank Insulation ..........................................................................................................80
6.28 Protective Measures in Buildings.............................................................................................80
6.29 Protective Measures in Electrical Rooms.................................................................................81
6.30 Earthquake Safety.....................................................................................................................81
6.31 Personal Protection...................................................................................................................81
6.32 Summary ..................................................................................................................................82
CHAPTER VII Engine Cooling System .........................................................................................85
7.1 Engine Cooling System..............................................................................................................86
7.2 Circulating Coolant System .......................................................................................................88
7.3 Seawater Filtering ......................................................................................................................90
7.4 Engine Cooling System..............................................................................................................90
7.5 Circulating Coolant System .......................................................................................................91
7.6 Seawater Filtering ......................................................................................................................92
7.7 Combustion Air Cooling System ...............................................................................................94
7.8 Coolant Make-up Storage and Dispensing System ....................................................................95
7.9 Major Component for Cooling System ......................................................................................96
7.10 Cooling Tower..........................................................................................................................99
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7.11 Lubricating Oil Cooling System ............................................................................................101
7.12 Cooolant Quality ....................................................................................................................103
7.13 Coolant Pretreatment Process.................................................................................................106
7.14 Heat Balance...........................................................................................................................108
7.15 Chapter Summary...................................................................................................................110
CHAPTER VIII Exhaust System ..................................................................................................114
8.1 Air Intake System.....................................................................................................................115
8.2 Exhaust Air System..................................................................................................................115
8.3 Major Component for Air Intake and Exhaust System ............................................................115
8.4 Internal Exhaust System...........................................................................................................118
8.5 External Exhaust System..........................................................................................................120
8.6 Component for the Exhaust Gas System..................................................................................123
8.7 Ultimate Analysis.....................................................................................................................125
8.8 Combustion Analysis ...............................................................................................................127
8.9 Stack.........................................................................................................................................131
CHAPTER IX Barge and Mooring System ..................................................................................135
9.1 Component and Equipment Weight .........................................................................................135
9.2 Barge Design and Weight Balancing .......................................................................................138
9.3 Utility Barge.............................................................................................................................143
9.4 Mooring System .......................................................................................................................144
9.5 Environmental Forcing and Design Consideration ..................................................................147
9.6 Inspection .................................................................................................................................149
9.7 Maintenance .............................................................................................................................150
9.8 General Mooring Guidelines....................................................................................................150
9.9 Barge Mooring System.............................................................................................................151
9.10 Summary ................................................................................................................................154
Bibliography .....................................................................................................................................169
ANNEX A .........................................................................................................................................170
ANNEX B..........................................................................................................................................183
ANNEX C .........................................................................................................................................187
ANNEX D .........................................................................................................................................191
ANNEX E..........................................................................................................................................194
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ACKNOWLEDGEMENT
This research design would not be possible without the aid of individuals behind us supporting,
and so we would like to dedicate a simple part of this research to thank, first of all,
The ALMIGHTY FATHER who constantly shower us unending graces and incomparable love
everyday and nurtures our skills, talents and wisdom that helped and enlightened us to reach this point.
Our beloved families and their continuous love, care and support in every step of the way and
presently volunteering to cater our needs.
For our friends who cheered us whenever we’re down and lightened up our emotions when
stressed and who gave us advices and most important information for the completion of this research
design.
And to our dear Professor, Engr. Diosdado Doctor, who always answers our inquiry and supply
us information that aided a huge part to make this research a possibility. To his share not only on the
principles and norms concerning the academe but to his share of personal experience of the real world.
Again THANK YOU! And may all of you be granted with graces and be filled with joy!
5
Anthracite
is the highest quality coal and is characterized by low volatile matter (always less than 10%) and high
carbon content - it contains about 90% fixed carbon, more than any other form of coal. Anthracite has
a semi-metallic lustre and is capable of burning without smoke (smokeless fuel). It is used in domestic
and industrial applications. Anthracite is the least plentiful of all the coals.
Air – Fuel Ratio
Is the mass ratio of air to fuel present during combustion.
Ash Pond
A facility for storing the coal combustion by-product of a power plant.
Bituminous Coal
A dense coal, usually black, sometimes dark brown, often with well-defined bands of bright and dull
material, used primarily as fuel in steam electric power generation, with substantial quantities also
used for heat and power applications in manufacturing and tom make coke.
Boiler
A tank in which water is heated to produce either hot water or steam that is circulated for the purpose
of heating and power.
Breeze
The fine screenings from crushed coke. Usually breeze will pass through a ½ inch or ¾ inch screen
opening.
Btu (British thermal unit)
The amount of heat needed to raise the temperature of 1 pound of water by 1 degree Fahrenheit. The
Btu is a convenient measure by which to compare the energy content of various fuels.
Calcination
The process of adding limestone to react with the SO2 in the flue gas to form calcium sulphate.
Calorific Value
The heat liberated by the combustion of a unit quantity of a fuel under specific conditions; measured
in calories.
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Capacity
The load that a power generation unit or other electrical apparatus or heating unit is rated by the
manufacture to be able to meet or supply.
Carbon Dioxide (CO2)
A colourless, odourless, incombustible gas formed during combustion in fossil-fuel electric generation
plants.
Captive Coal
Coal produced and consumed by the mine operator, a subsidiary, or parent company.
Clean Coal Technologies
Processes designed to burn coal with little or fewer emissions, including coal with either high sulfur
content or high ash content that might make it unattractive as a fuel.
Coal
A readily combustible black or brownish-black rock whose composition, including inherent moisture,
consists of more than 50 percent by weight and more than 70 percent by volume of carbonaceous
material.
Coal bed
A bed or stratum of coal.
Coal-Fired Power Plant
A power plant that uses coal as the fuel to generate electricity.
Coal Rank
The classification of coals according to their degree of progressive alteration from lignite to anthracite.
Coal Zone
A series of laterally extensive and (or) lenticular coal beds and associated strata that arbitrarily can be
viewed as a unit.
Coke (Coal)
7
A solid carbonaceous residue derived from low-ash, low-sulfur bituminous coal from which the
volatile constituents are driven off by baking in an oven at temperatures as high as 2,000 degrees
Fahrenheit so that the fixed carbon and residual ash are fused together.
Combustion
Chemical oxidation accompanied by the generation of light and heat.
Conveyor
A mechanical apparatus for moving articles or bulk material from place to place (as by an endless
moving belt or a chain of receptacles)
Cooling water
The water used in a condenser as the medium of removing latent heat from steam.
Deaerator
Is an equipment used to remove gases particularly oxygen and carbon dioxide in the feed water.
Density
Mass per unit volume
Economizer
A heat exchanger located in the gas passage between the boiler and the stack, designed to recover some
of the heat from the products of combustion.
Electricity
A form of energy generated by friction, induction, or chemical change that is caused by the presence
and motion of elementary charged particles from which matter consists.
Electricity Generation
The process of producing electric energy or transforming other forms of energy into electric energy.
Also, the amount of electric energy produced or expressed in watthours (Wh).
Electric Power Plant
A station containing prime movers, electric generators, and auxillary equipment for converting
mechanical, chemical, and/or fission energy into electric energy.
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Electric Power Sector
The electric power sector (electric utilities and independent power producers) comprises electric-only
and combined-heat-and-power (CHP) plants whose primary business is to sell electricity, or electricity
and heat, to the public.
Emission
A discharge or something that is given off; generally used in regard to discharges into the air or releases
of gases to the atmosphere from some type of human activity (cooking, driving a car, etc). In the
context of global climate change, they consist of greenhouse gases (e.g., the release of carbon dioxide
during fuel combustion
Energy
The capacity for doing work as measured by the capability of doing work (potential energy) or the
conversion of this capability to motion (kinetic energy).
Energy Consumption
The use of energy as a source of heat or power or as an input in the manufacturing process.
Exhaust
The expulsion of steam or spent gasses from the cylinder of a heat engine after their expansion; the
pipe through which the spent gases are expelled.
Fixed Carbon
The non-volatile matter in coal minus the ash. Fixed carbon is the solid residue other than ash obtained
by prescribed methods of destructive distillation of a coal.
Feed water
This refers to the water used on the steam generator that underwent treatment externally and internally,
then heated and pressurized.
Flue gas
It refers to the combustion exhaust gas produced
Fluidized
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Is formed when a quantity of a solid particulate substance (usually present in a holding vessel) is placed
under appropriate conditions to cause the solid/fluid mixture to behave as a fluid.
Furnace
An enclosed structure in which heat is produced for the purpose of heating a house or a building.
Generator
A device that turns mechanical energy into electrical energy. The mechanical energy is sometimes
provided by an engine or turbine.
Greenhouse Emissions
Waste gases given off by industrial and power plants, automobiles and other processes.
Higher Heating Value
The amount of heat released by a specified quantity
Hydrogen
A colorless, odorless, highly flammable gaseous element. It is the lightest of all gases and the most
abundant element in the universe, occurring chiefly in combination with oxygen in water and also in
acids, bases, alcohols, petroleum, and other hydrocarbons.
Lignite
The lowest rank of coal, often referred to as coal, used almost exclusively as fuel for steam-electric
power generation.
Load
The power and energy requirements of users on the electric power system in a certain area or the
amount of power delivered to a certain point.
Megawatt
A unit of electrical power equal to 1000 kilowatts or one million watts.
Metric Ton
A unit of weight equal to 2,204.6 pounds.
Metallurgical Resources
10
Coking coal and pulverized coal consumed in making steel.
Moist (Coal) Basis
"Moist" coal contains its natural inherent or bed moisture, but does not include water adhering to the
surface. Coal analyses expressed on a moist basis are performed or adjusted so as to describe the data
when the coal contains only that moisture which exists in the bed in its natural state of deposition, and
when the coal has not lost any moisture due to drying.
Pneumatic
The use of pressurized gas to affect mechanical motion.
Pressure
Force per unit area exerted by a body or fluid.
Primary air
The air that is supplied to the combustion chamber of a furnace.
Pulverize
Make into a powder by breaking up or cause to become dust
Short Ton
A unit of weight equal to 2,000 pounds.
Stack
Name given to a steel chimney, a tall vertical pipe or chimney.
Steam
Water in vapor form; used as the working fluid in steam turbines and heating systems.
Steam Coal
All nonmetallurgical coal.
Steam Generator
A generator in which the prime movers (turbines) are powered by steam.
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Subbituminous Coal
A coal whose properties range from those of lignite to those of bituminous coal and used primarily as
fuel for steam-electric power generation.
Sulfur
One of the elements present in varying quantities of coal that contributes to environmental degradation
when coal is burned
Thermal efficiency
Under the First Law of Thermodynamics, efficiency is the ratio of work or energy output to work or
energy input, and cannot exceed 100 percent.
Transmission Line
A set of conductors, insulators, supporting structures, and associated equipment used to move large
quantities of power at high voltage, usually over long distances between a generating and receiving
point and major substations or delivery points.
Turbine
A device which blades, which is turned by a force, e.g. that of wind, water, or high pressure steam.
The mechanical energy of the spinning turbine is converted into electricity by a generator.
Vacuum
A volume of space where the gaseous pressure is much less than atmospheric pressure.
Ventilation
A system of ensuring the circulation of fresh air in a room, building or other confined space.
Volatile Matter
Those products, exclusive of moisture, given off by a material as gas or vapour.
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List of Tables
CHAPTER I INTRODUCTION .......................................................................................................1
CHAPTER II ENGINE SELECTION...............................................................................................4
Table 2.1:Diesel Engine Specification .............................................................................................4
Table 2.2: Score Percentage for Specific Fuel Oil Consumption.......................................................6
Table 2.3: Score Percentage for Specific Lubricating Oil Consumption .........................................7
Table 2.4: Score Percentage for Nitrogen Oxides Emission..............................................................8
Table 2.5: Score Percentage for Weight.............................................................................................9
Table 2.6: Score Percentage for Area ..............................................................................................9
Table 2.7: Total Score Percentage of the Criterions .....................................................................10
Table 2.8: Specifications of Selected Engine Generator Set ...........................................................11
Table 2.9: Black Start Engine Specifications...................................................................................14
Table 2.10: Summary of Selected Engines ...................................................................................15
CHAPTER III AIR STARTING SYSTEM ...................................................................................16
Table 3.1: Compressor Specifications .............................................................................................19
Table 3.2: Vertical Air Vessel Specification....................................................................................21
Table 3.3: Air Starting System General Specifications ..................................................................23
CHAPTER IV FUEL CONSUMPTION .........................................................................................24
Table 4.1: Bunker Fuel Specifications ...........................................................................................25
Table 4.2: Engine and Bunker Fuel Parameters...............................................................................26
Table 4.3: Bunker Fuel Specifications ...........................................................................................27
Table 4.4: Black Start and Diesel Fuel Parameters ........................................................................28
Table 4.5: Bunker and Diesel Fuel Consumption ...........................................................................29
CHAPTER V FUEL TREATMENT AND CONDITIONING ....................................................30
Table 5.1: Performance Data ..........................................................................................................34
Table 5.2: Components of the Sludge .............................................................................................35
Table 5.3: Centrifugal Separator Specification ...............................................................................37
Table 5.4: Standard API Tank Sizes ...............................................................................................39
Table 5.5: Summary of Computed Values .....................................................................................51
CHAPTER VI FUEL STORAGE SYSTEM .................................................................................53
Table 6.1: Selected Storage Tank Specification...............................................................................59
Table 6.2: Selected Storage Tank Specifications ............................................................................61
Table 6.3: Selected Storage Tank for Sludge Removed...................................................................63
Table 6.4: PSME Code Standards ..................................................................................................65
Table 6.5 Bund Wall Design Parameters ......................................................................................66
Table 6.6 Unloading Pump Specifications.......................................................................................70
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Table 6.7 Selected Transfer Pump Specifications ........................................................................72
Table 6.8 Fire Protections and Type of Operation ........................................................................77
Table 6.9 Summary of the Fuel Storage Tank Data ......................................................................82
CHAPTER VII ENGINE COOLING SYSTEM ...........................................................................85
Table 7.1: Parameters for Central Cooling Water System ...............................................................91
Table 7.2: Circulating Water Treatment ......................................................................................107
Table 7.3: Typical Full-load Heat Balance of a Diesel Engine ...................................................109
Table 7.4 Summary of the Components of the Cooling System .................................................111
Table 7.5: Summary of the Compound Values .............................................................................113
CHAPTER VIII EXHAUST SYSTEM .........................................................................................114
Table 8.1: Internal Exhaust Air System Components .................................................................118
Table 8.2: Exhaust Pipe Diameters ...............................................................................................121
Table 8.3: Spark Arresting Chamber Specifications ...................................................................124
Table 8.4: Shell Diesel and Bunker Oil Ultimate Analysis ...........................................................125
Table 8.5: New Mass of Bunker Fuel ...........................................................................................126
Table 8.6: Ultimate Analysis of Treated and Untreated Bunker Oil ...........................................127
Table 8.7: Air Fuel Ratio ...............................................................................................................128
Table 8.8: Gas Fuel Ratio ..............................................................................................................129
Table 8.9 SO2 Concentration ......................................................................................................130
Table 8.10 Stack Dimensions ........................................................................................................131
Table 8.11 Compensator Specifications .......................................................................................133
Table 9.1: Total Weight at each Deck Level ...............................................................................136
Table 9.2: Total Weight in each Deck Level ...............................................................................138
Table 9.3: Weight Distribution in each Deck Level ......................................................................139
Table 9.4: Total Weight Distribution in each Quadrant ..............................................................141
Table 9.5: Utility Barge Specifications .......................................................................................143
Table 9.6: Equivalent Barge Specifications ................................................................................144
Table 9.7: Mooring Parameters ....................................................................................................145
Table 9.8: Environmental Forces Acting on Moored Barge .......................................................147
Table 9.9: Mooring Operational Design Considerations ............................................................149
Table 9.10: Design Recommendations ........................................................................................150
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List of Figures
CHAPTER I INTRODUCTION .......................................................................................................1
Figure 1.1 Photo Showing the Power Barge ......................................................................................1
CHAPTER II ENGINE SELECTION...............................................................................................4
CHAPTER III AIR STARTING SYSTEM ...................................................................................16
Figure 3.1: Diesel Engine Compressed Air Starting System ..........................................................17
Figure 3.2: Oil-Lubricating Piston Compressor...............................................................................19
Figure 3.3: Vertical Starting Air Vessel...........................................................................................21
CHAPTER IV FUEL CONSUMPTION ........................................................................................24
Figure 4.1: Bunker Fuel Specifications ..........................................................................................25
Figure 4.2: Engine and Bunker Fuel Parameters..............................................................................26
Figure 4.3: Bunker Fuel Specifications ..........................................................................................27
Figure 4.4: Black Start and Diesel Fuel Parameters .......................................................................28
Figure 4.5: Bunker and Diesel Fuel Consumption ..........................................................................29
CHAPTER V FUEL TREATMENT AND CONDITIONING ....................................................30
Figure 5.1: Fuel Oil Treatment Schematic Diagram ......................................................................31
Figure 5.2: Settling Tank Schematic Diagram ................................................................................33
Figure 5.3: Photo Showing the Diagram of the Fuel Treatment System ........................................45
Figure 5.4: Fuel Conditioning Schematic Diagram ........................................................................46
Figure 5.5: Photo Showing the Summary Diagram of Fuel Conditioning System ........................49
Figure 5.6: Photo Showing the Summary Diagram of Fuel Treatment…….………….50
CHAPTER VI FUEL STORAGE SYSTEM .................................................................................53
Figure 6.1Tank Farm Schematic Diagram .......................................................................................53
Figure 6.2: Photo Showing the Selected Unloading Pump .............................................................69
Figure 6.3: Photo Showing the Selected Transfer Pump .................................................................71
CHAPTER VII ENGINE COOLING SYSTEM ...........................................................................85
Figure 7.1: Diagrams of the Cooling System...................................................................................87
Figure 7.2: Engine Cooling System ................................................................................................88
Figure 7.3: Circulating Coolant System ..........................................................................................89
Figure 7.4 Engine Cooling System Diagram ..................................................................................93
Figure 7.5: Combustion Air Cooling System Diagram ...................................................................94
Figure 7.6: Coolant Make-up Storage and Dispensing System ......................................................95
Figure 7.7: Lubricating Oil Cooling System Diagram...................................................................104
Figure 7.8: “Sankey” Diagram ......................................................................................................108
Figure 7. 9:Diagrams of the Cooling System ................................................................................110
15
Figure 8.1: Diesel Engine Exhaust System .................................................................................114
Figure 8.2: Internal Exhaust Gas System Diagram .......................................................................118
Figure 8.3: Exhaust Gas System ...................................................................................................120
Figure 8.4: External Exhaust Gas System Diagram ......................................................................122
Figure 8.5: Stack Integrated with Silencer ....................................................................................131
Figure 8.6: Moment Compensator ..............................................................................................132
Figure 8.7: Photo showing the Silence .......................................................................................... 133
Figure 9.1: Power Barge Main and Lower Deck ..........................................................................142
Figure 9.2: Power Barge Mooring Illustration ..............................................................................152
Figure 9.3: Power Barge Mooring System ....................................................................................155
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CHAPTER 1
INTRODUCTION
A power barge is a power plant installed on a deck barge. These are sometimes called "floating
power plants" or "barge-mounted power plants". They perform in a variety of applications such as base
load, emergency and temporary power, and transportable power or in power generation projects where
local construction costs and risks run high. Power barges can also be permanently installed and will
operate similarly to a land-based plant for the same duration. Figure 1.1 presents an example of a power
barge.
Source:
Figure1.1: Photo showing the Power barge

mandieselturbo
Power barges are in demand for their short construction cycles, flexibility in deployment, minimal
land requirements and unique maritime financing. The capital costs of constructing and operating
power barges are very competitive with their land-based equivalents. Power Barges as they are more
commonly called, have been around for many years. They are more advantageous than any other power
plant as stated below:
17
Simple and straight forward location of power station where power is required;
Supports rapid infrastructure development in remote regions;
Short building times such as a 70 MW power station can be installed in less than 12 months;
Reduced reliance on poor or nonexistent local capabilities;
Floating power stations can take advantage of financing incentives from shipbuilding regions;
Unaffected by landslides and earthquakes;
Minimal environmental impact as only a small area of coastal or up-river land is required;
Independence from local infrastructure;
The floating Diesel power station can be supplied with two cooling alternatives: sea water
cooling or roof-mounted radiator equipment; and
Minimum operator‘s investment risk due to the mobility, versatility and adaptability of this
type of plant.
Heavy fuels were selected as the fuel of choice mainly due to cost and availability, with
consideration being given to simply meeting emissions standards being made at the time. The power
barge is the integration of the technical elements of two industries, marine and power generation. While
diesel engines have been installed on ships for electrical generation and propulsion since the diesel
engine was invented.
Power barges are typically moored in protected harbors, and may be entirely self-contained with
step-up transformers or connected with land-based transformers that send electricity to domestic
consumers (see Figure 1.2). If the purchaser defaults, the manufacturer or intermediary can tow the
barges away and sell the plant to another customer. Floating power plants are usually constructed off-
site at a shipyard, and then transported via dry tow to the end-use location. This lowers labor costs
because the manufacturers do not have to pay their skilled workers to go to a distant site for a long
time.
18
Diesel engines generate substantial amounts of vibration both during start-up and operations.
Foundation designs seek to either isolate the deck barge and the power island raft or to combine the
structures of the power island and deck barge to gain the same structural rigidity. The difference is that
the integrated structural approach yields a direct path for vibration, while the isolated structural
approach seeks the rigidity in an independent foundation and utilizes spring mounts or other mat type
vibration dampening.
The deck barge will tend to exhibit thermal growth during the diurnal cycles as will and possible
out-of-trim conditions referred to as hogging and sagging caused by changes in ballast or fuel. The
power island design requires certain deflection limitations at the generator coupling and vibration
dampening from start-up or out-of-phase operations, as well as significant trip loads mostly in the
generator section. The power barge systems engineer must integrate power island engineering with
naval architecture and marine engineering.
19
CHAPTER 2
ENGINE SELECTION
Diesel engines are internal combustion engines that use the heat of compression to initiate
ignition to burn the fuel, which is released into the combustion chamber. The engine converts the
thermal energy released from fuel as mechanical work. Diesel engines have the highest thermal
efficiency of any regular internal or external combustion engines due to its very high compression
ratio. And they are more reliable and long-lived piece of equipment compare to other types of power-
generating units. (Morse, 1953)
The power barge will be powered by diesel engine. The diesel engines will use both Diesel and
Bunker Fuel. Diesel fuel will be used during the start-up and shut-down of the engines while the bunker
fuel will be used during their operations. Diesel engines have major roles in automotive and stationary
applications, both large and small scale.
2.1 ENGINE SELECTION
In selecting the engines that are to be used in the power barge, comparison of the products of
different manufacturers would be difficult but it would also very essential to have a good choice. In
order the select an engine and generator set, three generator set from different manufacturers are
compared. Table 2.1 shows characteristics of the three engines and generator sets.
Table 2.1 Diesel Engine Specifications

SPECIFICATION A B C
Engine Type 4-Stroke 4-Stroke 4-Stroke
Cylinder Configuration 18V 16V 18V
Bore 420 mm 320 mm 340 mm
Stroke 600 mm 440 mm 400 mm
Stroke/Bore Ratio 1.42 1.38 1.18
Swept Volume 67.82 L/cy 32.17 L/cy 32.17 L/cy
20
Maximum Continuous
9000 kW 9450 kW 8900 kW
Rating
Engine Output 9000 kW 9450 kW 8900 kW
Generator Output 8890 kW 9195 kW 8895 kW
Alternator Efficiency 96% 96% 96%
Frequency 60 Hz 60 Hz 60 Hz
Engine Speed 720 rpm 720 rpm 720 rpm
Specific Fuel
185 g/kWh 184 g/kWh 185 g/kWh
Consumption
Specific Lubricating Oil
0.5 g/kWh 0.4 g/kWh 0.5 g/kWh
Consumption
Cooling System Water Cooled Water Cooled Water Cooled
Maximum Starting
3000 kPa 3000 kPa 3000 kPa
Pressure
Air Consumption per Start 3800 L 3600 L 3800 L
Nox Emission 9.3 g/kWh 9.2 g/kWh 9.5 g/kWh
Weight 152 tons 117 tons 101 tons
11360x3050x4290 11431x4200x5000 9305x3305x3950
Dimensions
mm mm mm
Source: (A) Caterpillar, (B) MAN, (C) Wartsila
The engine to be selected is based on the capacity. It can be either small or large capacity.
There are many diesel engines available in the market, however these engines may differ in rated
speed, bore diameter, stroke and capacity or output power .based on the design of the manufacturers.
The diesel engine generator set will be chosen the highest percentage to the given criteria. (Wolfgang,
2004)
Specific Fuel Consumption (55%)

Specific Lubricating Oil Consumption (20%)
Nitrogen Oxide Emission (15%)
Weight (5%)
Area (5%)
The engine’s characteristics discussed in table 2.1 are used as the basis for the point system. In
order to select the most promising among the three, the designers created a percentage system
evaluation of the said engines and generator sets.
21
The computation for the score percentage are given below:
Lowest Value
Score Percentage = ( )(Criteria Percentage)
Value
Source: Statistics Percentile Computation
To get the criteria for the Generated Output, the criteria formula is given below:
Value
Score Percentage = ( )(Criteria Percentage)
Highest Value
Source: Statistics Percentile Computation
A. Specific Fuel Consumption (55%)
The specific fuel consumption comprises 55% of the criteria, and the selection is based such
that a lower value for specific fuel consumption is more advisable. This is because the specific fuel
consumption has a very high impact on the fuel costing. Sample computation for the score percentage
of engine A, B and C are shown below.
184 184 184

퐀= ( ) (55%) 퐁= ( ) (55%) 퐂= ( ) (55%)
185 184 185
Table 2.2 Score Percentage for Specific Fuel Oil Consumption
ENGINE A B C
SPECIFIC FUEL
OIL
185 184 185
CONSUMPTION,
g/kWh
SCORE
PERCENTAGE 54 55 54
(%)
22
The computation shows that engine B has the highest score percentage of 55 percent, and the
other manufacturer A and C has the same score percentage of 54 percent.
B. Specific Lubricating Oil Consumption (20%)
The specific lubricating oil consumption comprises 20% of the criteria, and the selection is
based such that a lower value for lubricating oil consumption is more advisable. This is because the
lubricating oil consumption has a very high impact on the emission of the particulate matter from the
diesel engine. Sample computation for the score percentage of engine A, B and C are shown below.
퐁= (
0.4 0.4 0.4
퐀= ( ) (20%) ) (20%) 퐂= ( ) (20%)
0.5 0.4 0.5
Table 2.3 Score Percentage for Specific Lubricating Oil Consumption
ENGINE A B C
LUBRICATING
OIL
0.5 0.4 0.5
CONSUMPTION,
g/kWh
SCORE
PERCENTAGE 16 20 16
(%)
other engines A and C has the same score percentage of 16 percent.
23
C. Nitrogen Oxides Emission (NOx) (15%)
The NOx emission comprises 15% of the criteria, and the selection is based such that a lower
value for NOx emission is more advisable. This is because the NOx emission has a very high impact
on the emission of this kind of pollutants on the environment. Sample computation for the score
percentage of engine A, B and C are shown below.
9.2 9.2 9.2

퐀= ( ) (15%) 퐁= ( ) (15%) 퐂= ( ) (15%)
9.3 9.2 9.5
Table 2.4 Score Percentage for Nitrogen Oxides Emission

ENGINE A B C
NITROGEN
OXIDES
9.3 9.2 9.5
EMISSION,
g/kWh
SCORE
PERCENTAGE 14.84 15 14.53
(%)
other engines A and C has the score percentage of 14.48 and 14.53 percent respectively.
D. Weight (5%)
The weight of the generator set comprises 5% of the criteria. This is because the lighter engine,
the smaller barge can be used. Sample computation for the score percentage of engine A, B and C are
shown below.
101 101 101

퐀= ( ) (5%) 퐁= ( ) (5%) 퐂= ( ) (5%)
152 117 101
Table 2.5 Score Percentage for Weight
24
ENGINE A B C
WEIGHT, TONS 152 117 101
SCORE
PERCENTAGE 3.3 4.3 5
(%)
The computation shows that engine C has the highest score percentage of 5 percent, and the
other engines A and B has the score percentage of 3.3and 4.3 percent respectively.
E. Area (5%)
The area also known footprint of generator set comprises 5% of the criteria. This is because the
smaller area required by the engine, a smaller barge can be utilized. Sample computation for the score
percentage of engine A, B and C are shown below.
9305 x 3050 ) (5%) 퐂9305

퐀 = (11431 푥4200) (5%) 퐁 = (11360 x 3050 = (x 3305) (5%)
9305 x 3305
9305 x 3305
Table 2.6 Score Percentage for Area
ENGINE A B C
AREA, mm 11360 x 3050 11431 x 4200 9305 x 3305
SCORE
PERCENTAGE 4.4 3.2 5
(%)
Computation shows that engine C has the highest percentage score of 5 percent, and the other
manufacturers A and B have the score percentage of 3.2 and 4.4 percent respectively.
From the result of the evaluations, engine A shows the highest percentage of the selections. Table 2.8 shows the score
percentage of engines A, B and C.
25
Table 2.7 Total Score Percentage of the Criterions
ENGINE A ENGINE B ENGINE C

CHARACTERISTICS
Value % Value % Value %
SPECIFIC FUEL
CONSUMPTION 185 54 184 55 185 54
(55%)
SPECIFIC
LUBRICATING OIL
0.5 16 0.4 20 0.5 16
CONSUMPTION
(20%)
NOX EMESSION
9.3 14.84 9.2 15 9.5 14.53
(15%)
WEIGHT (5%) 152 3.3 117 4.3 101 5
11360 x 11431 x 9305 x
AREA (5%) 4.4 3.2 5
3050 4200 3305
TOTAL 92.54 97.5 94.53
The table shows that engine B has the highest percentage score of 97.5 percent, and the other
manufacturers A and C have the score percentage score of 92.54 and 94.53 percent respectively. The
table below shows the specification of the selected engine.
26
Table 2.8 Specification of Selected Engine Generator Set
Specification B
Engine Type 4-Stroke
Cylinder Configuration 16V
Bore 320 mm
Stroke 440 mm
Stroke/Bore Ratio 1.38
Swept Volume 32.17 L/cy
Maximum Continuous Rating 9450 kW
Engine Output 9450 kW
Generator Output 9195 kW
Alternator Efficiency 96 %
Frequency 60 Hz
Engine Speed 720 rpm
Specific Fuel Consumption 184 g/kWh
Specific Lubricating Oil Consumption 0.4 g/kWh
Cooling System Water Cooled
Maximum Starting Pressure 3000 kPa
Air Consumption per Start 3600 L
Nox Emission 9.2 g/kWh
Weight 117 tons
11431x4200x5000
Dimensions
mm
Source: MAN Diesel
2.2 Number of Engine Generator Set
The total number of engines needed to be able to produce the maximum amount of power is
greatly affects the total costs requirement. The power capacity of this design depends on the total
number of engines needed to produce an 83.5 MW of power production.
To determine the number of engine needed for power production the formula and computation
is shown below.
Desired Plant Output

No. of Engines = Generator Output
83500 kW
No. of Engines =
9195 kW
No. of Engines = 9.08 engines
Standby Engine = 1 engine
27
No. of Total Engines = 9.08 + 1
No. of Total Engines = 10.08 engines = 10 engines
Based on the computation, 9 engines will be using for the operation with 1 additional engine
with the same capacity on the design to be used to provide the necessary power needed to run the
power barge. For a total of 10 engines.
To obtain the actual of output of the generator sets, their generator output will be multiplied
to the number of generators being used. The formula and computation is shown below.
Plant Capacity = Selected Generator Output × No. of Engines
Plant Capacity = 9195 kW× 9
Plant Capacity = 82760 kW = 82.76 MW = 82 MW
The power barge also utilizes power for various purposes such as for Bunker Fuel Treatment
and Conditioning, Cooling System, Lightings and other pieces of equipment being used in the power
barge. In practice, the power usage plant is approximately equal to 4%. This power usage will be
deducted to the plant power output. Their difference will be the contract capacity or sellable power of
the power barge. The formula and computation is shown below.
Contract Capacity = Plant Capacity × (100 − 4)%
Contract Capacity = 82.76 MW× (100 − 4)%
Contract Capacity = 79.4496 MW
Contract Capacity = 79.45 MW
2.4 Black Start Engine
The process of restoring the power system in the event that all or part of the system shuts down
is commonly referred to as Black Start. The Black start engine is primarily used to provide initial
power for the compressor to produce the compressed air to start the diesel engines. Therefore, the
power of the black start engine can be based on the compressor chosen. Also the compressor is based
on the air pressure needed and required by the chosen Diesel engine. The capacity of the black start
28
engine can be kept to a minimum, provided that it can reach necessary power requirement for the
power barge’s lights and other power needs.
In order to start the compression, the compressor can be coupled to an electric motor. The
electricity will be coming from a small generator set. During start-up and shutdown of the engines, the
black start engine powers the lighting and monitoring equipment in the power barge. They usually
contribute to 1-2% of the plant power usage (Wartsila, 2016).
푃푏푠= (푁푐푥푃푐) + (푃푙푎푛푡퐶푎푝푎푐푖푡푦푥%푝푙푎푛푡푢푠푎푔푒푥

%푙푖푔h푡푖푛푔푠)
Where:
Pbs = power required during Black Start, kW
Nc = number of active compressors, 1 compressor (see Chapter 3)
Pc = power requirement per compressor, 15 kW
Plant Capacity = 82760 kW
%plant usage = plant’s power usage percentage, 4%
%lighting = lighting’s power consumption percentage, 2%
Substituting the values to the formula will obtain the power requirement during Black Start of
82.76 MW contract capacity of 79.45 MW. The computation is shown below.
푃푏푠= (1 푥15 푘푊) + (82760 푥4% 푥2%)
푃푏= 81.208 kW
The chosen Black Start engine has a power rating range of 310 kW and has advanced electronic
fuel injection with low vibration. Figure 2.10 shows the specification of the Black Start engine.
29
Table 2.9 Black Start Engine Specifications
SPECIFICATIONS BLACK START ENGINE
Cylinder Configuration 6 In-Line
Engine Type 4-Stroke
Power Output 310 kW
Frequency 60 Hz
Bore 105 mm
Stroke 135 mm
Sp ecific Fuel
219.4 g/kWh @ 100%
Consumption
Weight 1.8 Mton
Dimensions (L x W x H) 2116 x 1263 x 956
Source: MAN Diesel
To summarize, number of diesel engines to be used in the power barge must be 10 units with
1 auxiliary in case of maintenance and repair. Also there must be a black start engine of 310 kW
capacities to run the compressor which will eventually start the diesel engines. Table 2.11 shows the
summary of the chosen engines.
Table 2.10 Summary of Selected Engines
Description Power Capacity Quantity
Diesel Engine 9195 kW 10
Black Start Engine 310 kW 1
30
CHAPTER 3
AIR STARTING SYSTEM
The starting air system is mainly composed of air compressor and air vessel. Their functions
are to provide the necessary amount of pressure and volume flow rate needed.
The outstanding characteristic of the diesel engine is compression ignition. It is possible to

raise the air sufficiently in temperature, by polytrophic compression, to ignite hydrocarbon fuels.
Control of ignition timing is obtained by injecting fuel into the air after compression. Atomization
rather than carburetion is employed for dispersal, and inexpensive low-volatile liquid fuel, such as
petroleum distillate, can be used in place of the gasoline of spark ignition engines. Timing of
combustion is accomplished by timing of fuel injection (Morse, 1953).
3.1 COMPRESSED AIR SYSTEM
The purpose of the Compressed Air System is to provide all the compressed air requirements
throughout the power plant. Compressed air is used as the starting method for the diesel engines. The
compressed air systems will include service air and instrument air systems.
The compressed air system consists of the following components: Compressor Units with
drives, controls, intercoolers, and inlet air filtration, compressed air-conditioning equipment comprised
of after-coolers, receivers, filters, separators, traps and drains, and air dryers; and air distribution
systems which include piping, valves, control valves, filters, pressure regulators, drains, lubricators,
etc. The schematic diagram which presents the said components for this system is shown in Figure 3.1.
31
Source: MAN Diesel
Figure 3.1: Diesel Engine Compressed Air Starting System
To obtain the require number of compressor, the starting air consumption is multiplied by the
number of active Engine. Their value will be dividing by product of the charging capacity of the
compressor and the charging time. Their relationship is shown below.
푉푎푐 × 푁
No. of Compressor =
푉푐푐× 푡
푐
Source: Man Diesel
Where:
32
푉푎푐 = Volume of Start-up Air Consumption per Engine, 3.6 푒푛푚
푔3
N = Number of Engines, 9 Engines

/hr
푉푐푐 = Charging Capacity of the Compressor, 70.8 m3
푡푐 = Charging time, 30 mins
Substituting the values to the formula will obtain the required number of compressor of 2
compressors. The computation is shown below.
3.6 푒푛
푚3
푔 × 9 퐸푛푔
No. of Compressor =
70.8m3 /h ×(30 mins× 1ℎ표푢푟)
60푚
No. of Compressor = 0.92 Compressor

No. of Compressor = 1 Compressor
No. of Compressor = 1 Compressors + 1 Spare Compressor
Total No. of Compressor = 2 Compressors
To reduce the wear and tear on the compressors, an additional compressor rated for the same
pressure will be installed that will reserve as the Backup Compressor.
33
3.2 Engine Start-Up System
To start up the engine, compressed air is introduced to the cylinders of the engine. Since the
engine requires 3000 kpa. The duration of 30 minutes is allotted for all the start-up of the engines.
With the start-up of each engine occurs almost instantaneous, the whole duration of the start-up will
be dedicated to the charging time of the starting air vessel. An oil-lubricated piston compressor shown
in Figure 2.2 rated for 3000kPa will be used to deliver the needed air pressure. Table 3.1 shows the
specifications of the compressor.
Source: Atlas Copco
Figure 3.2: Oil-Lubricated Piston Compressor
Table 3.1: Compressor Specifications
Specification Compressor
Maximum Working Pressure 3000 kpa
Charging Capacity 70.8 Nm3 /hr
Motor Rated 15 kW
Noise Level 80-83 db (A)
Approx. Weight 0.50 Mton
Dimension 686 x 533 x 497 mm
Source: Atlas Copco
34
3.3 Air Vessel Specifications
An air vessel, in a reciprocating pump, is a cast iron closed chamber having an opening at its
base. These are fitted to the suction pipe and delivery pipe close to the cylinder of the pump. The
vessels are used to get continuous supply of liquid at a uniform rate. To save the power required to
drive the pump. This is due to the fact that by using air vessels, the acceleration and friction heads are
reduced. Thus, the work is also reduced. The formula for the required air vessel capacity is given
below.
푃퐸 × 푉
퐸 × 퐹푠
푉푅 =
푃푅푚푎푥 − 푃푅푚
Source: Man Diesel
Where:
푉푅 = total starting air vessel volume
푃퐸 = normal barometric pressure, 100 kPa
푉퐸 = air consumption per start, 3.6 푚3
FS = Factor of Safety, 300%
푃푅푚푎푥 = maximum starting air pressure, 2260 kPa
푃푅푚 = minimum starting air pressure, 1800 kPa
Substituting the values to the formula will obtain a volume of 0.8푚3 . The computation is shown
below.
100퐾푝푎× 3.6푚
3
× 300%
푉푅 =
3000퐾푝푎− 1800퐾푝푎
푉푅 = 0.8 푚3
Starting air vessel shown in Figure 3.3 is a pressure vessel that acts a buffer to eliminate the
pulsating output of the compressor and increases the volume flow rate before injecting to the engine’s
cylinders (Atlas Copco, 2013). Table 3.2 shows the specifications of the selected starting air receiver.
Figure 3.3: Vertical Starting Air Vessel
35
Source: Atlas Copco
Table 3.2: Vertical Air Vessel Specification
Specification Unit Starting Air Vessel

Capacity L 1000
Maximum Working Pressure Kpa 33000Kpa
Weight Mton 0.65
Dimension Mm 650 x 3360
Source: Atlas Copco
The air starting system will be composed of the 1 active and 1 reserve compressor, 2 air vessels,
and 310 kW Black Start Engine. During start-up, the electricity generated by the black start engine
will be used to provide power for the compressors and the lightings in the vicinity of the plant. Table
3.3 shows the general specification of the air starting system.
The required air starting volume is 0.8 cubic meter. The vessel capacity on the other hand is 1
cubic meter. Therefore, the computation of the number of air starting bottles is shown below:
36
푵풐.풐풇푺풕풂풓풕풊풏품푨풊풓
푹풆풄풆풊풗풆풓풔= VC VR
/
푵풐. 풐풇푺풕풂풓풕풊풏품푨풊풓푹풆풄풆풊풗풆풓풔=31 m3
0.8 m
푵풐. 풐풇푺풕풂풓풕풊풏품푨풊풓푹풆풄풆풊풗풆풓풔=
1.25
Or
2
No. of starting air receivers = 2 + 1 (As reserved)
3
The number of starting air receiver for the air start-up system of the power barge is only 2 with
a capacity of 1 cubic meter. The number of starting air receivers will be required as 3. Another starting
air receiver will be used, with the same specifications, as the back-up vessel. Table 3.3 shows the
summary of the air start system of the plant.
37
Table 3.3 Air Starting System General Specifications
Specification Unit Values

No. of Compressors (Active) - 1
No. of Compressors (Reserve) - 1
Discharge Pressure of the Compressor kPa 3000
Charging Capacity of Compressor Nm^3/hr 70.8
Power Requirement of the Compressors kW 15
No. of Starting Air Vessels - 3
Total Capacity of the Starting Air Vessels L 2000
Power Requirement of the Lightings kW 68.31
Charging Time (Start-up) Hr 0.5
Charging Time (Shutdown) Hr 0.5
Minimum Vertical Clearance mm 3948
Total Weight of the Compressor Kg 1000
Total Weight of the Starting Air Vessel Kg 1300
Total Weight of the Starting System Kg 2300
Source: Atlas Copco
38
CHAPTER 4
FUEL CONSUMPTION
The diesel engines utilize heavy fuel oil as the main fuel. The engines transform the chemical
energy stored in the fuel to produce electrical energy. Heavy fuel oils are blended products based on
the residues from various refinery distillation and cracking processes. They are black viscous liquids
which require heating for storage and combustion.
4.1 FUEL FLOWRATE
The Fuel Mass flow is a dynamic mass/time unit measured in grams per minute. It is common
in the industry to specify mass flow in terms of volumetric flow units at standard conditions. By
referencing a volumetric flow to a standard temperature and pressure, an exact mass flow for the fuel
can be calculated from volumetric flow (Shaha, 2013). The fuel consumption of a diesel generator is
based on the engine rated power and the load at which the engine is operating. The specific fuel
consumption will be used to solve for the fuel flowrate needed for the engine. To compute the fuel
mass flow rate consumption for both bunker and diesel fuels, the equation is shown below:
푴푭 = 푺푭푪풙푷푬
Where:
푀퐹= Mass Flow rate of the fuel, kg.hr
SFC = Specific Fuel Consumption, g/kWh
푃퐸= Engine Output, kW
39
4.2 BUNKER FUEL CONSUMPTION
Bunker Fuel is a general term and other names commonly used to describe this range of
products include: residual fuel oil, heavy fuel, fuel oil No 6, industrial fuel oil, marine fuel oil and
black oil (CONCAWE, 2000). The chosen fuel for the design Shell Fuel. Table 4.1 shows the technical
data of the Shell heavy fuel selected.
The engines will be using treated Bunker Fuel during majority of its operation which is about
23 hours. The chosen fuel for the design is Shell Heavy Fuel. Table 4.1 shows the engine and bunker
fuel parameters used for the computation of the fuel flowrate of engines.
Table 4.1 Bunker Fuel Specifications
Property Bunker Fuel Data

Flash Point (°C, min) 60
Water Content (% mass) 0.5
Kinematic Viscosity (mm2/s @ 50°C) 180
Density @ 15 °C (kg/m3) 991
Ash Content (% mass) 0.15
Sulfur (% mass) 4.50
Carbon Residue (Conradson) 15
API Gravity 12
Heating Value (MJ/kg) 42.47
Source: Shell
The engines will be bunker fuel during majority of its operation which is about 23 hours. The
chosen fuel for the design is Shell Fuel. Table 4.2 shows the engine and bunker fuel parameters used
for the computation of the fuel flow rate of engines.
Table 4.2 Engine and Bunker Fuel Parameters
Parameter Diesel Engine

No. of Engines 9
Engine Output per Engine 9195 kW
Total Engine Output of the Engines 82755 kW
Fuel Type Bunker Fuel
40
Specific Fuel Consumption 184 g/kw-hr
Fuel Density 991 kg/m
Substituting the values to the formula below will give the mass flow rate per engine for
bunker fuel.
푴푭= SFC x PE
푔 1 푘푔
푴푭= 184 x x 9195 kW
푘푊ℎ푟 1000 푔
푘푔
푴푭= 1691.88 per engine
ℎ푟
The fuel mass flow rate of each engine for the treated bunker fuel oil is 1691.88 kilograms per
hour.
4.3 DIESEL FUEL CONSUMPTION
Diesel fuel oil is also called as MFO (marine fuel oil) in the industry. The diesel fuel will be
consumed during start-up and shutdown of the engines. It will also be utilized for black start engine.
During the Black Start, duration of 30 minutes is provided to charge the starting air receivers. The
Black Start engine uses diesel fuel to provide electricity to the compressor and the lighting system.
Charging time during shutdown of the engines also required 30 minutes. Without a source of treated
bunker fuel, the generator sets also utilize diesel as its fuel. The engines then switch fuel with the
treated bunker fuel after 30 minutes. Table 4.3 technical data of the Shell diesel fuel selected.
Table 4.3 Bunker Fuel Specifications
Property Bunker Fuel Data

Flash Point (°C, min) 55
Water Content (% mass) 0.5
Kinematic Viscosity (mm2/s at 40°C) 3.75
Density @ 15 °C (kg/m3) 841.5
Ash Content (% mass) 0.02
Sulfur (% mass) 0.35
Carbon Residue (Conradson) 0.35
41
API Gravity 37.9
Heating Value (MJ/kg) 45.77
Source: Shell,2011
The engines will be using treated bunker fuel during majority of its operation which is about
23 hours. The chosen fuel for the design is Total S.A. fuel. Table 4.4 shows the black start engine and
diesel fuel parameters used for the computation of the fuel flow rate of engines.
Table 4.4 Black Start and Diesel Fuel Parameters
Parameter Black Start Engine Diesel Engine

No. of Engines 1 9
Engine Output per Engine 310 kW 9195 kW
Total Engine Output of the 310 kW 82755 kW
Engines
Fuel Type Diesel Diesel
Specific Fuel Consumption 219.4 g/kw-hr 184 g/kw-hr
Fuel Density 841.5 kg/m 841.5 kg/m
Substituting the values to the formula below will give the mass flow rate per engine for diesel
fuel.
Black Start Engine:

푔 1 푘푔
푴푭= 219.4 x x 310 kW
푘푔
ℎ푟
Diesel Engine:
푔 1 푘푔
푴푭= 184 x x 9195 kW
푘푔
ℎ푟
42
4.4 SUMMARY
The amount of Treated Bunker Fuel consume by a Generator Set is equal to 1691.88 kg/hr
while the amount of diesel fuel consumed by the Black Start Engine is equal to 68.014 kg/hr. Table
4.5 shows the summary of the diesel fuel oil and treated bunker fuel consumption of the plant.
Table 4.5 Bunker and Diesel Fuel Consumption
Parameter Diesel Engine Black Start
Fuel Type Treated Bunker Diesel Diesel Fuel

Fuel Fuel
No. of Active Engines 9 1 9
Mass Flowrate per Engine 1691.88 kg/hr 68.014 kg/hr 1691.88kg/hr
Total Mass Flowrate 15226.92 kg/hr 68.014 kg/hr 15226.92 kg/hr
Operating Time 23 hrs/day 0.5 hr/day 0.5 hr/day
Total Mass of Fuel per Day 350219.16 kg/day 34.007 kg/day 7613.46 kg/day
In a day, the black start engine and generator set are to be supplied with 34.007 kg and 7613.46
kg of diesel fuel, respectively, during the black start. In the remaining operating time of the plant which
is about 23 hours, the fuel is switched to treated bunker fuel to minimize fuel cost. The engines are
supplied with a total mass of 350219.16 kg/day of bunker fuel.
43
CHAPTER 5
FUEL TREATMENT AND CONDITIONING
It is vital for power plants that utilize diesel engines for power generation to have a good fuel
oil treatment system. A fuel treatment system is used to refine the bunker oil to prevent the engine
from excessive ware and corrosion and to increase combustion efficiency.
Firstly, it is particularly of great importance since it provides the cleaning of the fuel oil by
removal of water, solid and suspended matter to protect the engine from excessive wear and corrosion.
Secondly, it plays an important role in the conditioning of the fuel oil to prepare the best possible
properties for injection of the engine as well as for attaining a good combustion. Lastly, it offers ways
to take care of oily sludge streams from separators or self-cleaning filters with the task to reduce sludge
volume which has to be landed or incinerated, recover usable fuel oil and extract water to be transferred
to the bilge water system (CIMAC, 2006). Figure 5.1 shows the diagram of the fuel treatment system.
5.1 FUEL TREATMENT
A fuel treatment system is used to refine the bunker oil to prevent the engine from excessive
ware and corrosion and to increase combustion efficiency. The external fuel system design may vary
for ship to ship, but should provide correct pressure and viscosity to each engine. Temperature
control is required to maintain stable and correct viscosity of the fuel before the injection pumps.
Sufficient circulation through every engine connected to the same circuit must be ensured in all
operating conditions.
44
Source: MAN Diesel
Figure 5.1 Fuel Oil Treatment Schematic Diagram

The fuel treatment system should comprise at least one settling tank and two separators. Correct
dimensioning of HFO separators is of greatest importance, and therefore the recommendations of the
separator manufacturer must be closely followed. Poorly centrifuged fuel is harmful to the engine and
a high content of water may also damage the fuel feed system (MAN Diesel).
45
5.2 SUCTION STRAINER
Duplex suction strainers protect fuel oil transfer pumps from solid debris that could cause them
mechanical damage. The suction strainers are duplexed to permit continuous service. Typically, they
are equipped with reinforced, corrosion resistant steel mesh baskets with a 20 to 40 mesh rating.
Crossover valve at the strainers provides continuous flow to the transfer pumps when one strainer is
down for cleaning. (ABS, 2001).
5.3 TRANSFER PUMP
A transfer pump is normally installed to move fuel oil from storage tanks to settling tanks. One
positive displacement transfer pump, protected by suction strainers and a pressure relief valve, and a
pump bypass line, is normally fitted. The transfer pump flow rate is dependent upon engine fuel
consumption rate and service and settling tank size. Proper arrangement of valve adds distribution
flexibility to the transfer system. This valve normally permits fuel oil from any storage tank to be
pumped to either settling tank, to either service tank, to the remainder of the fuel oil storage tanks or,
in some systems, overboard to a barge or other storage facility (ABS, 2001).
5.4 SETTLING TANKS
Settling tanks have several important functions in the proper treatment of heavy fuel oil. They
provide a settling function for gross water and solids, a heating function, a de-aeration function, and a
thermal stabilizing function. Ships’ settling tanks are designed to accept fuel oils with a 60 degrees
Centigrade minimum flash point. The two settling tank concept is the most common arrangement, with
each tank holding up to one day’s required fuel oil supply at full power. Normally, one tank is being
filled from the transfer system and holding fuel while the other tank is supplying fuel to service tanks
via heaters and separators. As soon as a settling tank is filled, it is heated to 72 degrees Centigrade, or
6 degrees Centigrade below the flash point, whichever is lower.
46
Source: MAN Diesel
Figure 5.2 Settling Tank Schematic Diagram
It is important to secure the settling tank heat source once its contents are up to temperature,
because continuous heating will produce thermal currents within the tank which interfere with the
settling process (Stokes’ law). Because of constant heat loss from a settling tank, it may be necessary
to reactivate the tank heating system periodically in order to maintain its contents at 60 degrees
Centigrade or better. Settling tanks should have bottom drains for water and sludge stripping. And,
water and sludge should be removed on a regular basis by means of these drains. The sludge taken
from the bottom of the settling tanks ranges from 4-8% of the amount of bunker fuel. The average of
6% will be used in order to obtain the amount of sludge removed by the settling tank. (ABS, 2001)
47
5.5 SEPARATOR
Centrifugal separators have proved to be the most effective means of removing fuel
contaminants that are dangerous to the diesel engine. Both water and solids can be effectively removed.
The separation efficiency is strongly influenced by the size and density of the contaminants, and so the
centrifugal separator has a natural bias towards removing the most harmful impurities. Thus the
centrifugal separators are the most important part of the treatment plant and good results very much
depend on correct selection, installation and operation. The separator performance data is given on
Table 5.1.
Table 5.1: Performance Data
Elements Reduction
Sodium + potassium 80-99%
Calcium 20-80%
Magnesium 40-60%
Water 80-90%
Ash 10-50%
Particles / Sulfur 70-99%
Source: Alfa Laval, 2014
The given data on Table 5.1 can be used to compute for the percentage of impurities contained
in the heavy fuel before undergoing the separation process. The data can help to determine the overall
separation efficiency of the centrifugal separator. For the components of sludge. Let m o be the original
mass of the fuel. Table 5.2 below shows the details about the components of sludge.
48
Table 5.2 Components of the Sludge
Component Description Term
Sulfur Content 84.5% of the total sulfur 0.845(0.015mo)

content
Ash Content 30% of the total ash content 0.30(0.0005mo)
Water Content 85% of the total water content 0.85(0.005mo)
The total impurities removed from the heavy fuel after the process is the summation of the
amount removed at each of the components of the sludge.
mo = 0.845(0.015 mo) + 0.30(0.0005 mo) + 0.85(0.005 mo)
mo = 0.01708 mo
The ratio of the impurities removed to the original mass of heavy fuel yields the equivalent
percentage.
0.01708 m o
% Impurities Removed = × 100
mo
% Impurities Removed = 1.708%
The overall efficiency of the separator is the ratio of the actual impurities removed to if the
separator is 100% efficient.
Fuel Consumption
Actual Fuel consumption = (1− %Impurities)
184
Actual Fuel Consumption = (1− 0.01708)
Actual Fuel Consumption = 187.2 g/kW-h (Untreated Fuel)
49
It should be remembered that between the outlet of the separator and the day tank, there should
be no equipment that influences the separator outlet pressure. For trouble-free operation, the discharge
of water and sludge from the separator must take place without any restriction. The discharge pipe
should be of large diameter, short in length and preferably vertical. The sludge pipe must end above
the liquid level in the sludge tank.
Correct sizing of the centrifugal separators is of utmost importance. It is necessary that

centrifugal separators must be properly sized, adjusted, and operated. When operating at the
recommended flow rate, the separators can reach their maximum separating efficiency. The said flow
rate can be computed by using the formula:
푁푥푃푥푏 푥24
Q=
pxt
푄
No. of units =
Qalfa
Where:
Q = Flow required (L/hr)
Qalfa = Centrifugal Separator Capacity (L/hr), 22100 L/hr
N = Number of Engines, 9
P = Engine Output (kW), 9195 kW
b = Actual Fuel Consumption (g/kW-h), 187.2 g/kW-h
p = Density of fuel (kg/m ), 991 kg/m

3 3
t = Daily separating time in automatic operation, 12 hours
N x P x b24
Q=
pxt
50
9 x 9195 x 187.2 x 24
Q=
991 x 12
Q = 31,264.86 L/hr
Q
No. of units =
Qalfa
31264.86 L/hr
No. of units =
22100 L/hr
No. of Units = 1.41 units = 2 units
The capacity of one Centrifugal Separator is 22,100 L/hr while the computed capacity is
31,264.86 L/hr. The computed unit is 2 and 1 unit is on stand by and for backup that gives a total of 3
units of centrifugal separator for 12 hours of operation. Table 5.3 provides the data and specification
of the centrifugal separator.
Table 5.3 Centrifugal Separator Specification
Specification Data
Max. Recommended 22,100 L/hr

Capacity
Main Supply Voltage 3-phase, 220 V up to 690 V
Control Voltage 1-phase, 100/110/115/230 V
Frequency 60 Hz
Control Air min 5 bar, max 8 bar
Operating Water Pressure min 5 bar, max 8 bar
Dimension (L x W x H) 1525 x 1250 x 1766
Net Weight 1865 kg
51
5.6 SERVICE TANK
Service tanks, or day tanks, have a very important function in the overall treatment of heavy
fuel oil for diesel engines. They provide a final settling function for water and solids, a heating
function and a thermal stabilizing function. The settling function is primarily a backup in the event
of a performance failure of the separators and/or during a by-pass of the filtration system. Two
service tanks are normally provided. While one service tank is supplying fuel oil to the system, the
other is receiving fuel oil conditioned through the separator and filtration systems. The tanks
normallyhave high and low suction lines with downturned diffusers. The cleanest fuel oil is available
from the upper (high) suction. Therefore, it should be used whenever possible. The service tanks
should have bottom drain connections for water and sludge stripping. The water and sludge from
this bottom drain should be removed at regular intervals. (ABS, 2001).
The day tank stores the treated fuel to be consumed by each engine for one day. The design
is to have one-day tank per diesel engine so that each would have an independent fuel system. To
determine the capacity of each day tank, the power and fuel consumption of one engine in one day
(for 24 hour operation) must be computed. A 10% factor of safety will be applied when sizing day
tanks.
Total Fuel Consumption of one engine in one day:
푔 1 푘푔
MBUNKER = 184 x
x 9195 kW
푘푔
MBUNKER = 1691.88 per engine
ℎ푟
푀퐵푢푛푘푒푟
Day Tank Capacity = x 1.10 x 24 hours
휌
1691.88 푘푔
Day Tank Capacity = ℎ푟 x 1.10 x 24 hours
991
Day Tank Capacity = 45.07 m3
1000 L 1 gal
Day Tank Capacity = 45.07 m3 x x
m3 3.785 퐿
Day Tank Capacity = 11,907.53 Gallons
The selected day tank has a capacity of 21,000 gallons from Standard API tank size. Table 5.4
shows the standard API tank sizes.
52
Table 5.4: Standard API Tank Sizes
Source: Standar API Tank Sizes
Computation for Number of Selected Day Tank:
Required Volume
No. of Day Tank =
Selected Day Tank Volume Capacity
53
11,907.53 Gallons
No. of Day Tank =
21,000 Gallons
No. of Day Tank = 0.65
No. of Day Tank = 1
From the list of National Board Standards tank sizes, the capacity of 11,907.53 Gallons
corresponds to a diameter of 15 ft and height of 16 ft.
1m
D = 15 ft x = 4.57 m
3.28 ft
1m
H = 16 ft x = 4.88 m
3.28 ft
54
5.7 SLUDGE TANK
The sludge tank stores the impurities accumulated from the centrifugal separators (after the
separation process) and filters. It is usually located directly below, or near with the separator units.
Sludge is deposits in fuel tanks and caused by the presence of water, ash and sulfur.
Proper design of the sludge tank should be observed so that it can contain all the impurities.
The capacity of each tank depends on the amount of impurities accumulated and the number of tank
that will be established.
For the amount of impurities removed:
ms = 0.01708 mo
Where:
mo = amount of heavy fuel stored in the tank farm
ms = amount of impurities removed, 0.01708 mo
mfc = fuel consumption of engines in 30 days
% impurities removed = 1.708
Solving for fuel consumption of engines in 30 days:
55
mfc = FCs x P x t x N x 30
Where:
FCs = Fuel Consumption, 184 g/kW-hr
P = Rated Power, 9195 kW
t = Hours of Operation, 24 hours
N = Number of engines, 9
mfc = FCs x P x t x N x 30
1 kg
mfc = 184 g/kW-hr x x 9195 Kw x 24 hrs x 9 x 30
1000 g
mfc = 10963382.4 kg/month or 15,226.92 kg/hr (Treated Fuel)
mo = mos + mfc
mo = 0.01708mo + 10963382.4 kg/month
mo = 11153890.45 kg/month or 15491.51 kg/hr (Treated Fuel)
From the Fuel Cleaning System, the amount of impurities removed is:
ms = 0.01708mo = 0.01708(11,153,890.45 kg)
ms = 190,508.45 kg/month or 264.60 kg/hr
One horizontal sludge tank will be installed. The tank holds the sludge accumulated for one
day before undergoing the sludge separation system. A 10% margin for safety is used for sludge tank
sizing.
56
푚
푠 1 1 190,508.45 kg
Sludge Tank Capacity = × FS = ( ) ( ) ( ) × 1.10
휌푓푢푒푙 2 30 991 kg/m3
Sludge Tank Capacity = 3.52 m 3
From Sludge Handling, Treatment and Disposal of Engineer Manuals, the Sludge tanks may
lengths of no less than 15 feet. The dimensions are computed and given as follows:
1m
L = (15 ft) ( )
3.2808 ft
L = 4.5721 m
Solving for the diameter of the tank:
휋
V = D2 L
4
휋
3.52 m3 = D2 (4.5721 m)
4
D = 0.99 m
57
5.8 SLUDGE SEPARATION SYSTEM
Sludge is pumped from the sludge tank via the heater to the sludge separator. The separation
temperature should be kept at 95℃ to maintain high separation efficiency (CIMAC, 2006).
After the separation process, the extracted fuel goes to the recovered oil tank; and the water
collected is being drained in the bilge water tank. The remaining sludge (super sludge) which is ready
for disposal is forwarded to the concentrated sludge tank located in the shore. The design of the
concentrated sludge tank is provided as follows:
Concentrated sludge is 2-4% of the oily sludge (CIMAC, 2006). Use 3% which is average value
for the design.
mcs = 0.03ms = 0.03 (190,508.45 kg)
mcs = 5,715.25 kg/month or 7.94 kg/hr
One concentrated sludge tank will be established. The tank holds the said sludge for one day.
A 10% factor of safety is also applied for sizing.
푚푐푠
Concentrated Sludge Tank Capacity = x FS
휌
1 5,715.25 푘푔
Concentrated Sludge Tank Capacity = ( ) ( ) x 1.10
30 991 kg/m3
Concentrated Sludge Tank Capacity = 0.211m 3
The concentrated sludge tank has significantly lesser capacity compared to the capacity of the
main sludge tank. Using the 15 feet length is not advisable as it destroys the proportion of the tank.
For a right proportion, use D = 0.5L.
휋
V = D2 L
4
휋
V = 4 (0.25)L3
휋
0.211 m3 = (0.25)L3
4
L = 1.02 m
Solving for the diameter of the tank:
58
D = 0.5L = 0.5 (1.02 m)
D = 0.51 m
The computation for the oil recovered is shown below:
ms = mor + mcs
190,508.45 = mor + 5,715.25
mor = 184,793.2 kg/month or 256.66 kg/hr
Figure 5.3 Photo Showing the Diagram of the Fuel Treatment System with
Computed Values
59
5.9 FUEL CONDITIONING SYSTEM
The fuel conditioning system supplies the fuel from the service tank to the diesel engine while
meeting the requirements for cleanliness, flow rate, pressure and viscosity specified by the
manufacturer. The system consists of a supply flow meter, supply and circulating pump, pre-heaters,
a viscosity controller, and the final filter. Figure 5.4 illustrates the diagram of a typical heavy fuel
conditioning system.
Source: MAN Diesel
Figure 5.4 Fuel Conditioning Schematic Diagram
60
5.10 VISCOMETER
The viscometer is a critical component which ensures uniform and accurate viscosity control.
The viscometer constantly samples the heavy fuel oil and produces a signal which is proportional to
viscosity. Typical sensors employ calibrated capillary tubes, falling pistons, or vibrating rods.
Irrespective of the method of determining viscosity, the viscometer output signal is utilized to modulate
an automatic steam control valve on the fuel oil service heaters.
Since, the viscometer is constantly sampling and adjusting the fuel oil heater outlet temperature
to maintain a constant preset viscosity, the accuracy of this unit must be checked and calibrated
periodically. Experience suggests that service once every six (6) months by disassembly and
recalibration is prudent. The unit should be carefully installed according to the manufacturer’s
recommendations. A valve bypass and isolation valves also should be provided to allow for service
without plant shutdown. (ABS, 2001).
5.11 FUEL OIL SERVICE HEATERS
Two fuel oil service, steam heated, shell and tube or plate-type heat exchangers with a
capability of heating heavy fuel oil to 150 degrees Centigrade should be installed. The final fuel oil
outlet temperature is controlled by the viscometer. The viscometer continuously provides a viscosity
readout and control signal to the steam control valve regulating the steam flow to the heat exchanger.
In this system, the viscosity to the diesel engine injectors is held constant even though the fuel oil
temperature might vary slightly.
When heating heavy fuel oils to almost 150 degrees centigrade the use of properly sized, steam
heat exchangers will provide the necessary heat without thermally stressing the fuel oil with hot spots
which produce coked heaters and cracked fuel. (ABS, 2010).
61
5.12 FUEL OIL SERVICE PUMPS
Two fuel oil service pumps (one standby and one operational) are provided to supply heavy
fuel oil to the downstream service system (service heaters, viscometer, flow meter and main engine).
Each fuel oil service pump is capable of supplying the total required fuel flow plus an additional
margin. (ABS, 2001).
5.13 FILTERS
A filtration system before the service tank is recommended and is currently in use in many
modern shipboard fuel treating and conditioning systems. The higher ash, solids, and catalyst particle
content being found more frequently in heavy fuels make such an installation prudent. A properly
designed filtration system would positively control solids that can damage high pressure pumps,
injection systems, and the cylinder bores of diesel engines. Under normal operating conditions,
properly designed and operated filtration systems can provide positive protection with 2000- 3000 hour
intervals between filter element replacements. (ABS, 2001).
Because heavy fuel oils may contain more sediment, dirt, ash and catalyst particles, the
separator system, preferably operating in series, can provide a sizeable initial reduction in these solids,
but not always enough to prevent an increase in engine wear rates. The remainder of the small solids,
as well as a small percentage of large particles, can be effectively stopped by a five (5) micron
(nominal), replaceable element, depth type, filtration system. The filtration units should be designed
to prevent bypassing of fuel around the end sealing cups. The filter housing should be equipped with
a bottom water drain, an air vent and a differential pressure gauge correlation to indicate the pressure
drop across the filter so that an accurate determination of filter element replacement requirement can
be made. (ABS, 2001).
In addition to solids, trace quantities of free water carried over from the separators also are
removed by these filters. Whereas removing trace water may seem unimportant, shipboard experience
has shown that injection pump life can increase by as much as 100 percent (100%) by its elimination.
The filter water sumps should be drained daily to prevent water from rising above the sump level and
“wetting” the filter elements. (ABS, 2001).
62
5.14 SEPARATOR PUMP SECTION STRAINERS
Duplex suction strainers are used to protect separator service pumps from debris in the
delivered fuel. The 20 to 40 mesh baskets should be reinforced, corrosion resistant, and protected by a
differential pressure system. The strainers should have non-interrupting, crossover valve to provide
continuous flow to the purifier service pumps on one strainer while cleaning the other. (ABS, 2001).
5.15 SEPARATOR HEATERS
Separator heaters are horizontal shell and tube or plate type units. Each heater normally services
one separator and is designed to provide an oil outlet temperature of 98 degrees Centigrade. The
temperature control circuit utilizes a temperature probe and transmitter, a steam control valve and
steam drain trap. Heaters are piped for one or two heater operation and are fitted with suitable isolation
valve for single unit servicing. Successful separator operation dictates that these heaters and associated
control circuits supply heavy fuel oils at the required temperature for reliable, efficient separator
operation. (ABS, 2001). Figure 5.5 shows the diagram of the summary of the conditioning process.
Figure 5.5 Photo Showing the Summary Diagram of the Fuel Conditioning
System with Computed Values
Figure 5.6 shows the diagram of the summary of the fuel treatment and conditioning process
with computed values.
63
Figure 5.6: Photo Showing the Summary Diagram of the Fuel Treatment
and Conditioning System with Computed Values
Calculations have been done on some specific components of the fuel treatment system. Table
5.5 provides the summary of the computed values.
64
Table 5.5: Summary of Computed Values
Components Values
Centrifugal Separator
Number of Units 3
Volume Flow Rate 22,100 L/hr
Impurities Removed 1.0708%
Separator Efficiency 98.29%
Service Tank
Capacity 45.07 m3
Height 4.57 m
Diameter 4.88 m
Sludge Tank
Number of Sludge Tank 1
Capacity 3.52 m3
Length 4.5721 m
Diameter 0.99 m
Concentrated Sludge Tank
Number of Units 1
Capacity 0.211 m3
Length 1.02 m
Diameter 0.51 m
Mass Flow Rate
From Fuel Storage 15491.51 kg/hr
To Fuel Conditioning 15226.92 kg/hr
Sludge to Sludge Tank 256.66 kg/hr
Concentrated Sludge to Sludge Tank 7.94 kg/hr
Oil Recovered 264.60 kg/hr
65
Treated Fuel per Engine 1691.88 kg/hr
66
CHAPTER 6
FUEL STORAGE SYSTEM
An oil depot or tank farm is where the diesel fuel and heavy fuel oil for the power barge are
stored. The tank farms are located near the shoreline. Health, risks and government guidelines are
considered when designing a tank farm.
6.1 TANK FARM
A tank farm is an industrial facility from the storage of oil and/or petrochemical products and
from which these products are usually transported to end users or further storage facilities. Tank farms
are also common when producing or handling acid of varying concentrations and qualities. Oil depots
are usually situated close to oil refineries or in locations where marine tankers containing products can
discharge their cargo (MAN,2012).
Figure 6.1: Tank Farm Schematic Diagram
67
Code of Practices and Standards are used in designing the tank farm and the storage tanks. It
corresponds to the standards set by the government that employ safety on the operations and design of
these facilities. Negligence to safety could cause innumerable casualties, fines, loss of property or total
shutdown of the facility.
For the design consideration of tank farm and its storage tanks, American Petroleum Institute
(API) standards to be used are the following:
• API 650 Welded Steel Tanks for Oil Storage;
• API 651 Cathodic Protection for Above Ground Petroleum Storage Tanks;
• API 652 Lining of Above Ground Petroleum Storage Tanks;
• API 653 Tank Inspection, Repair, Alteration and Reconstruction;
• API 620 Design and Construction of Large Welded Low-Pressure Storage Tanks;
• API 2000 Venting Atmospheric and Low-Pressure Storage Tanks;
• API 2350 Overfill Protection for Petroleum Storage Tanks;
• API 2015 Cleaning Petroleum Storage Tanks; and
• API 2550 Measurements and Calibration of Petroleum Storage Tanks
The following API Standards above are the main basis, together with the Philippine Society of
Mechanical Engineer (PSME) Codes, in the design of the fuel storage facility of the plant.
Nonetheless, the fuel storage facility plant will be reflected with the amount of the required
fuels which are the diesel and untreated bunker fuel oils that are computed in the chapters 4 and 5 of
the design.
68
6.2 UNTREATED BUNKER FUEL STORAGE TANK
A very useful sizing of fuel storage tanks is to have 30 days of normal consumption. Thirty
days is provided to ensure that there will be enough fuel for the engines for continuous operation since
fuel delivery can be halted by inevitable events such as natural disasters.
The amount of fuel to be stored in the tanks cannot be directly determined. On the other hand, fuel
consumption and the amount of sludge can be used as data for calculation. The tank capacity of bunker
fuels in accordance with the volume of untreated bunker fuel stored in the settling tank. The tank
capacity of the diesel fuel is in accordance with the volume of diesel fuel stored in the day tank. The
computation is shown below:
푀푢푏
Vubst = x to x FS x ts
휌푢푏
Where:
Vubst = Required Volume of Storage Tank
Mub = Mass Flow rate of Untreated Bunker Fuel, 15491.51 kg/hr
휌푢푏 = Density of Untreated Bunker Fuel, 991 kg/m3
FS = Factor of Safety, 1.1
to = Operating Time, 23 hr/day
ts = Storage Period, 30 days

푟
Vubst =
15,941.51 푘푔/ℎ푟x 23 ℎ x 1.1 x 30 days
991 푘푔/푚3 푑푎푦
Vubst = 12209.49 m3 or 3,225,575.34 gallons
The required volume of storage tank is 12209.49 m that is enough for a 1-month period.
3
69
6.3 DIESEL FUEL STORAGE TANK
Diesel fuel tank sizing has the same process with heavy fuel. The only difference is that diesel
fuel tanks are simpler than heavy fuel tanks since diesel fuel does not require undergoing separation
process.
The equation and computation for the required diesel fuel storage tank volume capacity is on
the same method for the untreated bunker fuel. The required diesel consumption of the engine for start-
up and shutdown is 13910.4 kg/hr. The computation for the required volume capacity of the storage
tank for diesel fuel is shown below:
푚푑 푚푏푠
퐕dst = [( × To) + ( × To)] × Ts × FS
휌푑 휌푏푠
15491.51 kg/hr 34.007 푘푔/ℎ푟

퐕dst = [( × 1 hr) + ( × 0.5 hr)] × 30 × 1.1
841.5 kg/m3 841.5 kg/m3
Vdst = 608.18 m or 160,680.85 gallons

3
The computed total volume of the storage tank for diesel fuel is 160,680.85 gallons. The total
volume capacity that has been computed will cover both the fuel requirement of the main and black
start engines.
70
6.4 SLUDGE TANK
The unwanted residue and parts of the untreated bunker, which are mainly composed of the
ash, water and sulfur contents, are the so-called sludge. The sludge in the fuel treatment process is
separated from the treated bunker from the settling and the centrifuging process. The sludge tank stores
the impurities accumulated after the separation process and filters. It is usually located directly below,
or near with the separator units. Proper design of the sludge tank should be observed so that it can
contain all the impurities. The capacity of each tank depends on the amount of impurities accumulated
and the number of tank that will be established (Wartsila, 2016).
The sludge that was removed in the settling process is 9.70 kg/hr. While the sludge removed
by the centrifugal separators is 323.39 kg/hr. With that, the total computed values for the sludge that
is removed from the fuel treatment system is
331.10 kg/hr. The computation for the storage capacity of the tank is shown below:
푚푡푠
Sludge Tank Capacity = x 23 hrs x FS x 30 days
휌푓푢푒푙
256.66 kg/hr
Sludge Tank Capacity = x 23 hrs x 1.1 x 30 days
991 푘푔/푚3
Sludge Tank Capacity = 196.57 m 3
or 5,1935.03
The sludge tank requirement volume is 5,1935.03 US gallons Liters. The computed
gallons or 196,570
volume of the sludge tank is enough for a 1-month period.
71
6.5 TANK SELECTION
Upon determining the needed amount of fuel and sludge to be stored in the fuel storage facility
for a specific period of time, tanks from the API Standards can now be selected. In the selection of the
tanks, the total volume needed in the fuel storage system is the basis, for which different tank sizes are
expected from the three different liquid to be stored. The following items below shows the selected
storage tanks for: untreated bunker fuel, diesel fuel oil, and sludge tank.
6.6 SELECTED STORAGE FOR UNTREATED BUNKER FUEL
The selected tank has a capacity of 510000 gal or 1930.56 m3 to obtain multiple
no. of tanks with an equivalent diameter and height of 48 and 42ft 6 in. respectively
from Standard API tank size. It can store the 30 days of fuel consumption of 9 engines
which is 3,225,575.34 gal. Table 6.1 shows the standard API tank sizes.
72
Table 6.1 Selected Storage Tank Specification
Source: Standar API Tank Sizes
For the number of tanks needed for the heavy fuel storage, the computation is shown below.
푉푢푏푠푡
Nst= 푉푠푡
Where:
73
Nst = Number of storage tank
Vubst = Computed volume for heavy fuel, 3,225,575.34 gal
Vst = Selected volume capacity of storage tank, 510,000 gal
3,225,575.44 푔푎푙
Nst= 510,000 푔푎푙
Nst = 6.32 ≈ 7
To efficiently estimate the number of tanks needed, the computed number of tanks is rounded-
up to its next whole number, which is 7. Computation for the volume contained by each tank is shown
below
푉푢푏푠푡
Volume per Tank =
푁표.표푓푇푎푛푘푠
3,225,575.44 푔푎푙
Volume per Tank =
7 푇푎푛푘푠
Volume per Tank = 460,796.49 gallons or 1,744.30 m3
74
6.7 SELECTED STORAGE FOR DIESEL FUEL
` The needed total volume capacity of diesel fuel for 1 month is 160,680.85 gallons. The selected
storage tank for the API Standard Tanks has a volume capacity of 41000 gallons or 155.19 m3 to obtain
multiple no. of tanks with a height of 16 feet, and diameter of 21 feet. Table 6.2 shows the
specifications of the selected tank.
Table 6.2: Selected Storage Tank Specifications
Source: Standard API Tank Sizes
For the number of tanks needed for the diesel fuel storage. The computation is
shown below.
푉푢푏푠푡
Nst= 푉푠푡
Where:
Vubst = Computed volume for diesel fuel, 160,680.85 gallons
Vst = Selected volume capacity of storage tank, 41,000 gal
Substituting the values to the formula will obtain a minimum number of fuel oil storage
tanks.
75
160,680.85 푔푎푙
Nst=
41,000 푔푎푙
Nst = 3.91 ≈ 4
below:
푉푑푠푡
Volume per Tank =
160,680.85 푔푎푙
Volume per Tank =
4 푇푎푛푘푠
Volume per Tank = 40,170.21 gallons or 152.06 m3
76
6.8 SELECTED STORAGE TANK FOR SLUDGE REMOVED
The total volume of sludge removed for 30-day period is 5,1935.03 gallons or 196.57 m3. The
selected storage tank for the API Standard Tanks has a volume capacity of 41000 gallons or 155.19
m3 and has a height of 16 feet, and diameter of 21 feet. Table 6.3 shows the specifications of the
selected tank.
Table 6.3: Selected Storage Tank for Sludge Removed
Source: Standard API Tank Sizes
For the number of tanks needed for sludge storage. The computation is shown below.
푉푢푏푠푡
Nst= 푉푠푡
Where:
Vubst = Computed volume for sludge, 5,1935.03 gal
Vst = Selected volume capacity of storage tank, 41000 gal
Substituting the values to the formula will obtain a minimum number of fuel oil storage
tanks. The computation is shown below.
77
51,935.03 푔푎푙
Nst=
41,000 푔푎푙
Nst = 1.26 ≈ 2
below:
푉푢푏푠푡
Volume per Tank =
51,935.03 푔푎푙
Volume per Tank =
2 푇푎푛푘푠
Volume per Tank = 25,967.51 gallons or 98.30 m3
6.9 BUND WALL
A bund wall is a retaining wall designed to contain the contents of a tank or a storage vessel in
the event of a rupture or other emergency. The height of the bund wall as measured from outside
ground level should be sufficient to afford protection for personnel when engaged in firefighting, and
the wall should be located so that a reasonably close approach can be made to a tank fire to allow use
of mobile firefighting equipment. Access roads over bund walls into very large compounds are helpful
in certain fire situations.
The minimum distance between shells of any two all-sheet and gas tight tanks should not be
less than one half the greatest dimension (diameter, length or height) of the smaller tank except that
such distance should not be less than 9910 mm; for tanks of 68,130 liters or less, the distance need no
exceed 915 mm. tanks should be located as to avoid possible danger from high water. When tanks are
located on a stream without tide, they should, where possible be downstream from burnable property.
From PSME Code, 2012:
• The volumetric capacity of the bund (diked) area shall not be less than the greatest amount of
liquid that can be released from the largest tank within the bund area, assuming a full tank
(Section 2216.2.3.2.B). The general policy adopted is that if a bund is installed, then it should
78
contain 110% of the total tank capacity of the biggest tank or 50% of the total capacity of all
tanks within the bund, whichever is greater.
• The walls of the bund (diked) area shall be restricted to an average interior height of 1.8 m
(6ft) above interior grade (Section 2216.2.3.2.E).
• Shell-to-shell spacing between any two adjacent aboveground tanks not over 45m (150ft)
diameter is 1/4 times sum of adjacent tank diameter but not less than 0.9 m (3ft) (Table
2216.2.2.1).
•The minimum distance between tanks and bund walls shall be 1.5 m (5ft) (Section
2216.2.3.2.E.3).
Bund wall design to be considered is based on PSME Code, 2012. Design

parameters to use are shown in Table 6.4.
Table 6.4: PSME Code Standards
Parameters Values
Minimum Volumetric Capacity (VT) 110 % of the largest tank
Max. Height of Bund Wall (HB) 1.8 m (6 ft)
1/4 (sum of adjacent tank
Shell-to-Shell Spacing (DT)
diameter)
Min. distance between tank and bund wall
1.5 m (5 ft)
(DB)
The given design parameters aid in determining the required bund wall dimensions. The table
below shows the parameters obtained from the computations above:
79
Table 6.5 Bund Wall Design Parameters
Diameter of Bunker Fuel 12.95 m

Diameter of Diesel Fuel 6.4 m
Diameter of Sludge Tank 6.4 m
Volume of Bunker Fuel 1744.30 m3
Volume of Diesel Fuel 152.06 m3
Volume of Sludge Tank 98.30 m3
Height of Bunker Fuel 14.63 m
80
6.10 TANK SPACING FOR UNTREATED BUNKER TO UNTREATED
BUNKER STORAGE
For spacing of storage tank for bunker fuel with another storage tank for bunker fuel:
1
Tank Spacing bf-bf = x (Dbf+ Dbf)
4
Where:
Dbf = Diameter untreated bunker fuel, 12.95 m
1
Tank Spacing bf-bf = x (12.95 m +12.95 m)
4
Tank Spacing bf-bf = 6.48 m < 9.91 m
Minimum Tank Spacing = 9.91 m
The tank spacing obtained from the calculation is equal to one half of the diameter of the tank
which is 6.48 m. Since it is less than 9.91 meters from the standards, the standard tank spacing provided
by PSME Code will be used as the minimum tank spacing.
81
6.11 TANK SPACING FOR DIESEL TO DIESEL STORAGE
For spacing of storage tank for diesel fuel with another storage tank for diesel fuel, the
computation is shown below:
1
Tank Spacing df-df = x (Ddf+ Ddf)
4
Where:
Dbf = Diameter untreated bunker fuel, 6.4 m
1
Tank Spacing bf-bf = x (6.4 m +6.4 m)
4
Tank Spacing bf-bf = 3.2 m < 9.91 m
Minimum Tank Spacing = 9.91 m
The tank spacing obtained from the calculation is equal to one half of the diameter of the tank
which is 3.2 m. Since it is less than 9.91 meters from the standards, the standard tank spacing provided
by PSME Code will be used as the minimum tank spacing.
6.12 AUXILIARY EQUIPMENT
Auxiliary equipment has a critical role in the safe operation of the plant and can be found in all
plant systems. Perhaps the diversity of applications is one reason why a comprehensive approach to
auxiliaries is needed to reduce their proportion of gross power and to decrease plant heat rate.
Auxiliaries include all motor-driven loads, all electrical power conversion and distribution equipment,
and all instruments and controls (ABB, 2009).
82
6.13 UNLOADING PUMP
The fuel unloading station is a link between the power plant fuel system and road tankers. The
fuel unloading station has to be able to unload several tank trucks simultaneously. There are a number
of different fuels like HFO, LFO, Bio fuels, and other emulsions to unload in use in to the power plant.
The measurement of the fuel amount from tank trucks is also executed in unloading stations. There are
two different methods to measure the fuel amount by scales or pump-specific flow meters (Makela,
2010).
For the computation of the unloading pump size, the amount of bunker fuel unloaded from the
delivery tank must be determined. The volume capacity of the greatest fuel for each tank is 1744.30
m . The equation for the pump capacity is shown below:
3
퐿푎푟푔푒푠푡 푉표푙푢푚푒퐴푚표푢푛푡 표푓퐹푢푒푙
Unloading Pump Capacity = 푇푎푛푘
푈푛푙표푎푑 푃푒푟
The largest volume amount of fuel in one tank is 1744.30 m3, which is for the untreated bunker
fuel storage tanks. The anticipated unloading period of the bunker fuel is 6 hours. The computation for
unloading pump capacity is shown below:
1744.30 m3
Unloading Pump Capacity =
6 ℎ표푢푟푠
Unloading Pump Capacity = 290.72 m /hr

3
The selected unloading pump has a volumetric capacity of 290.72 m3/hr. Only one unloading
pump was used for the design. Figure 6.2 shows the photo of the selected unloading pump and its
specification in Table 6.6.
Source: Waste Water Corporation, 2012
Figure 6.2: Photo Showing the Selected Unloading Pump
83
Table 6.6: Unloading Pump Specifications
Specification Unit Unloading Pump

No. of Unloading Pump 1
Volume Flow Rate m3/hr 317
Required Volume Flow m3/hr 290.72
Rate
Speed rpm 3600
Frequency hz 60
6.14 TRANSFER PUMP
Fuel oil is transferred from storage tanks to settling tanks via a fuel oil transfer pump and its
associated suction strainer. A transfer pump normally is installed to move fuel oil from storage tanks
to settling tanks. One positive displacement transfer pump, protected by suction strainers and a pressure
relief valve, and a pump bypass line, is normally fitted. The transfer pump flow rate depends on engine
fuel consumption rate and service and settling tank size (Ford, 2012).
For the computation of the transfer pump size, the amount of bunker fuel transferred from the
storage tank must be determined. The volume capacity of each tank is 1744.30 m . The equation for
3
the pump capacity is shown below: 푉표푙푢푚푒퐴푚표푢푛푡표푓 푇푎푛푘

Transfer Pump Capacity = 퐹푢푒푙
푈푛푙표푎푑 푃푒푟
The largest volume amount of fuel in one tank is 1744.30 m3, which is for the untreated bunker
fuel storage tanks. The anticipated unloading period of the bunker fuel is 4 hours. The computation for
unloading pump capacity is shown below:
1744.30 m3
Transfer Pump Capacity =
4 ℎ푟푠
Transfer Pump Capacity = 436.08 m3

/hr.
The transfer capacity of the pump is 436.08 m /hr. The selected transfer pump has a volumetric
3
capacity of 114.77 m3/hr. In the said rate, the settling tank would be expected to be filled within 4
84
hours. Only one transfer pump has been utilized. Figure 6.3 shows the photo selected transfer pump
and its specification in Table 6.10.
Source: Alfa Laval, 2014
Figure 6.3: Photo Showing the Selected Transfer Pump
85
Table 6.7: Selected Transfer Pump Specifications
Specification Unit Transfer Pump

Rate
Pressure Required bar 3
Power Requirement kW 150
Speed rpm 3400
Frequency hz 60
6.15 OFFLOADING PUMPS AND CIRCULATING PUMPS
Heavy fuels are best pumped using positive displacement pumps, as they are able to get the
fuel moving when it is cold. A circulation gear pump should give between 7000 – 10000 hours of
service. Diaphragm pumps have a shorter service of life but are easier and less expensive to repair.
Light fuels are best pumped with centrifugal or turbine pumps. When high pressures are
required, piston or diaphragm pumps should be used. Gear pumps are not recommended to use as they
separate out the heavy fractions of fuel that then gum up the pump.
The offloading pumps transfer the fuel from the tanker to the fuel storage tanks. They should
have a capacity of 30-50 m3/hour. This will allow the road tankers to offload in between 30-45 minutes.
Mechanical seals can be used to seal the pump drive shaft. Packed gland seals are adequate if properly
maintained and are more economical. It is very important that pumps have an unrestricted suction flow
into the pump. This greatly reduces the wear on the pump and is the reason filters should be located
after the pump.
6.16 PIPELINES
Pipelines should be sized to ensure a flow rate of 2-3 m/s. This will ensure that no scaling
occurs. Piping should be seamless and suitable for the pressures used.
86
6.17 LINE HEATERS
Heaters for heavy fuel (>150 cSt @ 50℃) installations should be of the indirect type with a
maximum heat release rate of 1.2 Watts/cm2 or 12 kW/m2. This implies heating elements that are not
in direct contact with the fuel. A typical size installation will contain one-line heater of 9 or 18 kW.
This size heater will withstand temperatures of up to 750℃. The termination ends should be sealed
with a ceramic bead to prevent the ingress of moisture or vapor, which can result in the breakdown of
the insulation and cause a dead short.
If frequent circulation pump stops are made, resulting in no-flow situations in the heaters, then
provision should be made to switch the heaters off some 15 – 20 minutes before stopping the pump.
This allows the large heat store in the heater to be removed.
When designing the heavy and light fuel system, the flow rate through the heater body should
be greater than 0.05 m/s. take note that routine cleaning of the heater and checking on the elements
cannot be over emphasized.
6.18 FILTERS
There are several types of filters available for use as in-line fuel filters. For heavy fuel oils, a
wedge-wire self-cleaning filter is preferred with a gap width of 100 microns. This may hand operated
or motorized. These filters provide more than adequate protection against wear and blockages. They
are also very easy to clean and require very little maintenance.
For light fuels, a bag filter is preferred, which will screen out to 25 microns. This will provide
the very high degree of screening necessary for extremely demanding applications.
The position of the filter is important and should be placed after the circulating pumps and the
line heater. Filters before the pumps only serve to increase the back- pressure on the pump causing
cavitation and starvation, which will accelerate wear and lead to early pump failure.
6.19 BACK-PRESSURE VALVES
The back-pressure valve or pressure sustaining valve is not a pressure relief valve. The seat
design is different as a pressure sustaining valve is made for continuous pressure control where as a
pressure relief valve operates fully open, then poor control will result.
87
The available back-pressure valves are:
• For heavy fuel oil: Cash-Acme, Zwicky, Regent, Birket-Bailey
• For light fuel oils: Birket-Bailey, Cash-Acme, Regent
6.20 VALVES
Valves should be of the cast steel, fire safe, ball or plug valve type, according to petroleum
industry standard. All equipment should have isolating valves before and after to allow for safe
servicing with minimum spillage. The valves may be of the screwed, flanged or block type. The main
criterion is that the system does not leak.
6.21 FIRE PROTECTION
Appropriate organizational measures which prevent fire and/or explosion and reduce their
effect are to be taken against a fire in a tank farm as well as in the immediate perimeter of the same.
The early detection using suitable sensors should be a matter of particular concern. In case of fire, the
storage content must be protected against inadmissible heating and equipment required to extinguish
a fire which has spread in the basin must be available. The tank farm is to be equipped, maintained,
operated and monitored so that:
• The possibility of faulty manipulation and malfunction is low;
• The normal operation does not endanger people in or outside the site; and
• In case of any perceivable incident or accident, these measures shall not endanger persons
and shall reduce or avoid any negative impact on the environment.
• Additional protective measures might be reasonable when certain factors are considered, e.g.
special tank contents, costs of a breakdown, molesting the neighborhood and poisoning. Tank
farms in closed rooms require special testing.
88
6.22 ALARM
Every tank farm must provide the possibility of quickly transmitting alarms to the plant fire
brigade or public fire brigade, at least by organizational/manual means (manual alarm button,
telephone). An early detection and / or automatic triggering of fire protection measures should be the
result of a hazard study or related consideration of the situation. An alarm and control organization is
required.
Activations of a fire fighting system must automatically also alarm the responsible fire brigade.
When using automatic gas of fire alarm systems, their suitability for the typical conditions of the
specific case must be checked.
Depending on local conditions, it may be expedient or required to provide tank beds or separate
containment basins with gas detectors or leak sensors. For high potential hazards with a possible impact
on the neighborhood a plan of the warning and protecting procedure for the population is to be set out
according to the Accident Ordinance with the authorities and fire-fighting organization. Periodical
exercises are to be carried out on this basis.
6.23 OUTDOOR FIRE PROTECTION MEASURES
The design of a tank farm contains active and passive protection measures. Passive elements
include the type of construction, layout and tank design. Active protection measures comprise both
technical detection and systems and organizational measures.
In case of an incident at a tank farm the following aspects are to be considered on principle:
• In special cases it may be an advantage to let flammable liquids burn out;
• Efficient fighting of a tank fire and/or spread fire in a tank bed and containment basins;
• Protection of the stored liquid against impermissible heating;
• Cooling of valves and pipes which are under liquid pressure (Hydraulic pressure).
6.24 FIRE FIGHTING EQUIPMENT
The following equipment must be available at tank farms for flammable liquids as well as
pertaining transfer points and pump facilities for possible fires and leaks:
89
• Mobile fire extinguishers (preferable larger powder units) and hydrants for use against
incipient fires by the respectively trained tank farm staff;
• Means to gather leaked liquids.
In case of a fire at a tank farm with an open containment beds, the goals are as follows:
• Effective fighting of a spread fire in the containment bed;
• Protection of the tanks (including tank legs/supports and valves) and pipelines against
impermissible heating.
This usually requires stationary systems. In special cases, mobile equipment may be sufficient.
The following are recommended:
1. Combined tank cooling and bed foam blanketing by a deluge spray system with the addition
of foaming agents.
2. Thermal insulation and bed foam blanketing.
3. Deluge spray system and bed foam blanketing (exception: No bed foam blanketing if an
inclination is available and the containment basin is of a sufficient size).
Advantages of foam blanketing: Apart from higher fire-fighting efficiency, the evaporation rate
of the leaking liquid is reduced resulting in decreased explosion and fire risks. The fire-fighting water
supply must be safeguarded and designed in relation to quantity, pressure and duration.
The activation of deluge spray systems and of foam blanketing systems with a fixed foam tank
should normally be automatic with the possibility of manual activation. In case of a fire, the controls
and valves for water and foaming agents must function and remain accessible. All extinguishing
systems using water or foam must be protected against frost. Minimum requirements at a glance:
Construction type I: Containment bed and Construction type II: Containment bed with separate
containment basin. Table 6.8 shows the fire protections and their type of operations.
Table 6.8: Fire Protections and Type of Operation
Construction Fire Protection Installation/Type Activation

Type of Operation
90
Tank Cooling
I Containment Bed Stationary Mobile Automatically
Foam Blanketing
Thermal
Insulation Mobile Manually
Containment Bed
Foam Blanketing
Tank Cooling Stationary Semi-
II Containment Bed Stationary/Mobile Automatically
Foam Blanketing
Tank Cooling Stationary Semi-
Foam Addition to Stationary Automatically
Tank Cooling
Thermal
Insulation Semi-Stationary Manually
Containment Bed
Foam Blanketing
Source: PSME Code, 2012
Semi stationary or mobile equipment for firefighting in tank farms may be sufficient if plant or
public fire brigade constantly ready to adapt firefighting to the respective situation.
6.25 TANK COOLING
Tank cooling must start latest 1.5 minutes after the outbreak of a fire which normally requires
automatic triggering.
To keep the water consumption within limits, only the tanks in the bed compartment directly
affected by the fire should normally be cooled automatically by water spray, mostly less than 10 tanks.
If tanks in adjacent compartments are also exposed to the heat of the fire, the extinguishing system of
the adjacent bed compartments can be activated manually, or the tanks can be cooled by mobile
equipment
91
The spray water should be distributed as evenly as possible across the surface of the tank to be
protected. This means that a water film with a thickness of at least 0.4mm must be formed. Where this
film is disturbed, e.g., by valves installed on the tank, additional cooling water must be sprayed through
suitably positioned spray nozzles. The spray nozzles for tank cooling are usually of heat-resistant
materials for improved temperature resistance.
6.26 BED FOAM BLANKETING
Bed foam blanketing should start as early as possible after the breakout of a fire or triggering
of the tank cooling system. It may be activated automatically or manually and mobile equipment may
also be used in favorable conditions.
Examples:
• Fixed foam monitors with the supply of water and foaming agents by the fire brigade or from
the mains or a fixed foam agent tank;
• Semi-stationary foam blanketing system, with water and foaming agent being fed to the
system from a protected station outside of the tank containment bed;
• Fully stationary foam blanketing system with a fixed foam agent tank. For foam blanketing,
a water rate of 7.5 – 10 1/ (min*m2) bed area is required. This rate depends on the foam
compound used, which must be suitable for the stored products. Foam consumption by fire,
spray water, solvents up to approx 50% has to be taken into account.
The required concentration of the foaming agent injected into a deluge spray system or used
for bed foam blanketing can vary between 1.5 to 6 vol% depending on the type of agent and the nature
of the liquids being stored. Whenever possible, alcohol-resistant foaming agents should be used. It is
recommended that an agreement be reached with neighboring companies or the competent public fire
brigade on the selection of the foaming agent in relation to mutual assistance. The environmental
compatibility (biodegradability) is also to be taken into consideration in the selection of the foaming
agent.
In containment beds and a separately arranged containment basin of sufficient capacity, bed
foam blanketing is not required, if tank cooling is triggered automatically in case of a fire and if the
bed is such that the largest occurring quantity of water can flow to the containment basic without any
backflow at any time. It must be possible, to foam-blanket the containment basic at least manually.
92
If a containment basin does not exist and if foaming agents are added to the deluge spray system
for tank cooling, separate bed foam blanketing can be omitted. However, the water requirement must
correspond to the quantity needed for bed foam blanketing (for the calculation of the required
quantities of water).
The quantities of water and foaming agent required for tank cooling and bed foam blanketing
do not have to be available permanently. The quantities must be adequate to cover the needs of the
largest bed compartment. Sufficient water should be available for tank cooling to operate the deluge
spray system for 20 min at maximum capacity or, in case of a catastrophe, for up to 2 hours at 50%
capacity, for bed foam blanketing at least 10 min. If a suitable foaming agent is added in deluge spray,
special bed foam blanketing is not required. The quantity of foaming agent available for use should be
adequate for an extinguishing/cooling operation of 15 min in the bed compartment with the highest
spray water rate.
93
6.27 THERMAL TANK INSULATION
The thermal insulation of a tank prevents it from being heated rapidly when there is a fire on
the outside, and it is permissible as an alternative precaution instead of tank cooling.
The insulation must be designed in such a way that no dangerous conditions arise inside of the
tank for at least 30 minutes irrespective of its filling level (e.g. rates of evaporation exceeding the
discharge capacity of the vent system, or the start of a chemical reaction). Thermal insulation can
replace tank cooling but not bed foam blanketing. In addition, it prevents large fluctuations of the
temperature in the gas space above the stored liquid (reduced breathing losses).
6.28 PROTECTIVE MEASURES IN BUILDINGS
Subsequently, only tank farms are taken into consideration. Tank farms in buildings are to be
equipped with an automatic alarm system and, in case of flammable liquids, with sufficiently effective
fire extinguishing systems. Tank rooms for flammable liquids must be of a fire-resistant construction
and conform to statutory regulations.
The rooms are to be sufficiently ventilated: An average of 3 to 5 air changes per hour in terms
of the net volume of the room is recommended. In case of artificial ventilation, the arrangement of the
extraction points must be considered in relation to the relative density of the plumes/fumes.
Whenever a person enters the tank farm, the ventilation system must start its operation
automatically. In general, intermittent ventilation of at least 10 minutes per hour is sufficient. If the
ventilation is activated by a gas detection system, intermittent ventilation may be omitted.
Operationally required connecting doors to other rooms are to be designed with fire-retardant
properties, minimum EI 30. They must open towards the outside and it must be possible to open them
from inside at any time.
94
6.29 PROTECTIVE MEASURES IN ELECTRICAL ROOMS
Fire protection measures: Adjacent electrical rooms and control rooms are to be designed as
separate fire compartment. Further measures are to be determined according to the situation.
6.30 EARTHQUAKE SAFETY
The hazard zones and the building class (for framework and tank supports) as well as the
installation class (for equipment, piping and safety equipment) for tank farms is to be determined in
relations to earthquakes. The design has to be adapted to the building class and the influence on the
installation must be considered.
6.31 PERSONAL PROTECTION
Special safety measures for caustic and toxic liquids are required at locations where persons
are endangered, e.g. by:
• Guard pipes or channels;
• Spray guards on flanges;
• Flanges with groove and tongue;
• Clamped gaskets;
• Personal protection equipment;
• Emergency and eye showers.
95
6.32 SUMMARY
As this chapter discussed, bunker fuel and diesel fuel must have a placed to be stored. Since
the fuel comes from different location, it is recommended to have fuel capacity that is worth 30 days
of operation. The sludge removed by the fuel treatment must also be stored. The dike is built around
the perimeter of fuel storage facility of contain the fuel in case an oil spill or leak occurs on the storage
tanks. Fire protection and prevention must be installed in the facility in case disaster occurs that may
cause a break out of fire. Table 6.9 shows the specifications of the Fuel storage facility.
Table 6.9: Summary of the Fuel Storage Tank Data
Specifications Unit Fuel Storage

Facility
Heavy Fuel Storage Tank
No. of Tank 7
Required Volume of Tank m3 1744.30
US 510000
Maximum Capacity per Tank gal
m3 1930.56
US 3570000
Total Capacity gal
m3 13513920.84
Ft 42.48 x 47.99
Dimension (∅ x L)
M 12.95 x 14.63
Diesel Storage Tank
No. Of Tank (Diesel Fuel) 4
3
Required Volume of Tank m 152.06
US 41000
Maximum Capacity per Tank gal
m3 155.19
US 164000
Total Capacity gal
3 620.76
m
96
Ft 20.99 x 16.01
Dimension (∅ x L)
M 6.4 x 4.88
Sludge Removed Storage Tank
US gal 32435.4
Sludge Removed 3
m 98.30
US gal 41000
Maximum Capacity of
Sludge Tank m3 155.19
Ft 20.99 x 16.01
Dimension (∅ x L)
M 6.4 x 4.88
Tank Spacing
Selected
From – To Units Computed
Spacing
Bunker – Bunker m 6.48 < 9.91 9.91
Diesel – Diesel m 3.2 < 9.91 9.91
Bund Wall
Heavy Fuel Storage
Length m 49.75
Width m 49.75
Height m 1
Area m2 2475.06
Diesel Fuel Storage
Length m 25.71
Width M 9.4
Height M 0.96
Area m2 241.67
Sludge Removed Storage
97
Length m 14.24
Width m 14.24
Height m 1
Area m2 202.78
Unloading Pump
Rate
Transfer Pump
Rate
Fire Protection
System
No. of Foam Bladder Tank 12
Distance of Fire Protection
m 20
System to Tank Farm
(Width)
Length m 49.75
Area m2 995
Fuel Storage Facility
Tank Farm Area m2 2919.51
Fire Protection Area m2 995
Total Area m2 3914.51
98
CHAPTER 7
ENGINE COOLING SYSTEM
The power barge Water Loop comprises the cooling required for the diesel engines. The
purpose of the cooling system is to keep the temperature of the cylinder within safe limits. The extra
heat, not used for doing useful work, has to be removed from the engine. Otherwise, this extra heat
may disintegrate the lubricating oil film on the cylinder walls and damage the cylinder liners, heads,
walls, piston and rings. The engine cooling system of the power barge keeps the temperature of the
diesel engine cylinders within safe limits. The extra heat, not used for doing useful work, has to be
removed from the engine. very important in the power barge to have a cooling system to maintain the
overall temperature of the engine at an agreeable level, and this cooling system requires a water source,
a water pump which circulates water through a cylinder, and cooling towers which used to cool the hot
water.
Water loop includes: 1) Engine Cooling System; and 2) Circulating Coolant System. Figure
7.1 shows the whole cooling system and each system is discussed in detailed in the succeeding parts
of the chapter.
The engine cooling system has two types, the open and closed cooling system. With the
guidance of the manufacturer, the type of cooling system that would be used is the closed system. The
use of direct seawater in the engines, results to fast water jacket scaling, rust formation and marine life
growth. These factors impede efficient heat transfer in the water jackets ways.
99
7.1 ENGINE COOLING SYSTEM
The engine cooling system for the diesel engines is shown on Figure 7.1. The cooling system
consists of three cooling loops: a loop for the engine, a loop for the lubricating oil cooler, and a loop
for the combustion air aftercooler.
Heat is removed from the closed engine cooling system in the jacket water heat exchanger that
is a liquid-to-liquid heat exchanger. The cooling water supply for the jacket water heat exchanger is a
closed re-circulating cooling water system using a cooling tower. The cooling water supply for the
after-cooler and lubricating oil cooler is also from the cooling tower system.
Hot coolant from the engine flows to the jacket water heat exchanger. After cooling, the total
coolant stream enters an air separator unit. The air separator is designed to separate gas bubbles from
the coolant stream so the bubbles can be vented from the system. The coolant is then piped to the inlet
of an engine-driven coolant pump that circulates water through the engine cooling water jacket. The
expansion tank which, is connected into the system through the air separator unit serves three equally
important functions. The expansion tank provides space for coolant expansion, provides space for
entrained gases to be removed from the system, and provides a static head which controls coolant
flashing to steam in the system operating near the boiling point and prevents cavitation in the coolant
circulating pump.
The cooling system uses fresh water and sea water through reverse osmosis. The engine block
and the lubricating oil entering the engine is cooled by the cooling system. The cooling system should
also be responsive to the engine’s cooling demands under partial load conditions. Under partial load,
the cooling requirement of the engine block and cylinder heads are less than the cooling requirements
under full load; nevertheless, it may still be desirable to maintain maximum cooling efficiency of the
after cooler or other engine components. The extra heat, not used for doing useful work, has to remove
from the engine. Otherwise, this extra heat may disintegrate the lubricating oil film on the cylinder
walls and damage the cylinder liners, heads, walls, piston rings (MAN, 2016).
100
Figure 7.1 Diagrams of the Cooling System
In the engine cooling system, the combustion air or exhaust is cooled before through the
combustion air after-cooler before exiting the engine. The lubricating oil circulating in the diesel engine
is cooled by the coolant in the lubricating oil cooler.
101
Figure 7.2: Engine Cooling System
102
7.2
CIRCULATING COOLANT SYSTEM
The purpose of the circulating coolant system is to cool the coolant at each system by the
circulating water from the cooling tower through heat exchangers and coolers. Figure 7.3 presents the
schematic diagram of this system.
103
Figure 7.3: Circulating Coolant System
The circulating coolant system is an Open Recirculating Cooling System which uses the same
water repeatedly to cool process equipment. Heat absorbed from the process must be dissipated to
allow reuse of the water. Cooling towers are used for this purpose.
Open recirculating cooling systems save a tremendous amount of fresh water compared to the
alternative methods such as once-through cooling. The quantity of make-up water is greatly reduced
in the open recirculating method, and the chemical treatment is more economical.
In the process, the circulating water absorbs the heat from the coolant at each system through
heat exchangers and coolers. The hot water is then passed to the cooling tower. Cooling process uses
the evaporation of water supply from the cooling tower to remove the heat and cools the circulating
water by the air to near the wet bulb air temperature. The circulating water is again cycles in the system
after the cooling process. Water from the cooling tower is consumed through the process.
7.3 SEAWATER FILTERING
The feed water is filtered through the seawater strainer. It is a corrosion resistant mesh strainer
that eliminates large objects, particles or suspended solids. After leaving the seawater strainer, the feed
water is then moved in to the primary pre-filtration made of heavy duty twenty-micron polypropylene
sediment filter with high capacity melt blown configuration. The second pre-filtration process includes
a heavy duty sediment particle filter compromised of pleated polypropylene. Solids that are greater
than 5 microns are removed.
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7.4 DESALINATION PROCESS
The fresh water produced by seawater filtering and desalination process will then pump up to
the make-up water storage. From there, it will be pump up to the cooling tower and circulated to the
system using a circulation pump.
 Reverse Osmosis - Involves seawater being pushed through a semi-permeable membrane that traps
the salt and other impurities on one side and allows water to be filtered through a microscopic
strainer.
 Thermal Distillation - Involves boiling saline water and collecting the purified vapor.
 Electro dialysis - Involves the removal of salts by separating and collecting their chemical
components through electrolysis and is more suited to salty groundwater than seawater.
Table 7.1 shows the given parameters considered in designing the cooling water system.
Table 7.1 Parameters for Central Cooling Water System
Specifications Units Values

Volume Flow Rate per Engine m3/hr 150
Sea Water pH 7
Acidity Circulating Fresh
pH 6.5 – 8.5
Water
Sea Water dH 20
Hardness Circulating Fresh
dH 10 (Max.)
Water
Sea Water mg/L 548
Chlorides Circulating Fresh
mg/L 80 (Max.)
Water
Sea Water mg/L 150
Sulphates Circulating Fresh
mg/L 150 (Max.)
Water Source:
MAN, 2016
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7.5 REVERSE OSMOSIS
Whereas Osmosis occurs naturally without energy required, to reverse the process of osmosis
you need to apply energy to the more saline solution. A reverse osmosis membrane is a semi-permeable
membrane that allows the passage of water molecules but not the majority of dissolved salts, organics,
bacteria and pyrogens.
Basic Components of Seawater Reverse Osmosis:
 Pre-Filters – the term “pre-filter” refers to any type of filter that precedes the final barrier.
This type of filter is often prepared from depth-type media, a random matrix of glass,
cellulose, quartz or PTPE fibers. This fiber matrix may or may not include binder to
maintain integrity. Because these filters trap particles within the matrix, they have a very
high particle loading capacity. However, this type of filter does not have a clearly defined
pore rating, only a nominal designation (Advantec, 2002).
 Pump – a pump is a device used to raise, compress, or transfer fluids. The motors that power
most pumps can be the focus of many best practices. It is common to model the operation
of pumps via pump and system curves. Pump curves offer the horsepower, head, and flow
rate figures for a specific pump at a constant rpm. System curves describe the capacity and
head required by a pump system (USIMSMOA, 1998).
 Membrane Modules – the core of a RO plant is the semi-permeable membrane filter

element shown in Figure 7.16. A spiral-wrapped construction of polyamide membrane
sheets has performed well in seawater applications. Membrane sheets are:
Applied to porous backing materials;
Layered with a grooved sheet to direct permeate flow;
Glued along a common edge
Layered with mesh spacers to provide a feed water flow path; and
Wrapped in a spiral configuration around a perforated tube (SNAME, 1994).
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7.6 JACKET WATER COOLING SYSTEM
The engine cooling system consists of a loop for the engine jacket water. The figure below
shows the diagram of engine cooling system of the power barge.
Source:CICMA,2016
Figure 7.4: Engine Cooling System Diagram
The heat is removed from the engine cooling system using the jacket water heat exchanger
which is a liquid-to-liquid heat exchanger. The cooling water supply for the jacket water heat exchanger
is a closed re-circulating cooling water system from the cooling tower.
The coolant stream that is cooled by passing through the jacket water heat exchanger will enter
the air separator unit. The air separator is designed to separate gas bubbles from the coolant streams
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for the purpose of releasing the bubbles through a vent from the expansion tank. The expansion tank
serves three equally important functions. The expansion tank provides space for coolant expansion,
provides space for entrained gases to be removed from the system, and provides a static head which
controls coolant flashing to steam in the system operating near the boiling point and prevents cavitation
in the coolant circulating pump. The coolant from the air separator is then flow to the inlet of an engine-
driven coolant pump that circulates water through the engine cooling water jacket. The warm coolant
that passed through the engine water jacket will then go back to the jacket water heat exchanger to be
cooled again and continuously circulate to the system to prevent overheating of the engine.
7.7 COMBUSTION AIR COOLING SYSTEM
A combustion air cooling system has an after cooler operable to supply cooled air
to the intake manifold of an engine. The air is cooled using water as a coolant. The
coolant from the cooling tower flow to the combustion air after cooler and then flow
back to the cooling tower. The warm coolant from the system will be cooled in the
cooling tower to allow the continuous circulation of coolant. The figure below shows
the combustion air after cooler diagram.
Source:SICMA
Figure 7.5: Combustion Air Cooling System Diagram
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7.8 COOLANT MAKE-UP STORAGE AND DISPENSING SYSTEM
The coolant from the air separator is then Most facilities with diesel engines have coolant
makeup storage and dispensing system. One system can usually serve all of the engines. At a
minimum, the system consists of a tank for preparing and storing large quantities of engine coolant
with a pump and distribution piping to dispensing points near the makeup coolant fill points on
equipment.
Figure 7.6: Coolant Make-up Storage and Dispensing System
Most systems also include storage so that coolant drained from an engine during maintenance
can be reused. The schematic diagram of this system is provided in Figure 7.6.
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7.9 MAJOR COMPONENT FOR COOLING SYSTEM
The major components of the whole cooling system include the heat exchangers, air separator,
expansion tanks, pump, keep warm heaters, cooling tower and desalinator. The components are briefly
discussed below:
HEAT EXCHANGERS
Diesel engine installations utilize heat exchanges to control the temperature of engine coolant,
lube oil, and combustion air. Temperature is controlled by heat transfer through a tube wall or plate
surface to another fluid (gas or liquid). Control of the above temperatures maintains the engine
temperature. The most common type of heat exchanger used in the diesel engine cooling system is a
tubular heat exchanger.
AIR SEPARATORS
Some diesel engine cooling system use air separators to remove air (gas) bubbles
that have become entrained in the cooling fluid. Some air separators are just a tank
constructed so the coolant inlet is not in a direct line with the coolant outlet. The surface
area of the tank is large compared to the coolant piping. The slowing of the coolant
stream and change in direction allows gas bubbles to rise to the surface of the tank or
into the coolant expansion tank to be vented. A very common air separator is a
mechanical separator with a tangential entry that causes the coolant stream to spin from
an upper entry to a lower discharge. The resulting turbulence enhances gas separation.
Tangential entry mechanical separators generally require less space than tank type
separators, but require that the circulating pump is capable of producing higher
differential pressures.
\
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EXPANSION TANKS
When coolant is heated, it expands. If the cooling system was completely closed, the forces
generated by expansion of the coolant could damage the engine. The expansion tank provides space
for coolant expansion. The expansion tank is generally installed some distance above the engine to
provide a static head to prevent coolant flashing to steam which might result in cavitation in coolant
circulating pumps.
PUMPS
There are various types of pumps utilized in the cooling system. They are described in detailed
as follows:
The pumps that circulate coolant when the engine is operating are generally mounted on the
engine and are gear-driven by the engine. The pumps are generally furnished by the engine
manufacturer to manufacturer. The most common pump design is a single-stage, end-suction,
centrifugal pump. The pump housing is generally cast iron, and the pump impeller and shaft
bearings are generally bronze;
The keep warm circulating pump circulates coolant through a keep warm heater when the
engine is not operating. The keep warm pump is typically a single-stage, end-suction,
centrifugal type driven by an electric motor. Pump housing are generally cast iron or carbon
steel, and the pump impeller and shaft bearings are generally
The type of pump used to circulate cooling water in facility recirculating cooling water systems
varies with the design of the system. The pumps are generally driven by direct-connected
electric motors.
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KEEP WARM HEATERS
Keep warm heaters are generally low density electric immersion units supplied as a package
with thermostatic control units. The heaters are sized to keep engine coolant circulated by the keep
warm pump at the design operating temperature of the keep warm system. The operating temperature
of the keep warm system depends on the needs of the engine. Keep warm systems may provide
temperatures as low as 70℉ to temperatures just below the coolant temperature in an operating engine.
DESALINATOR
The desalinator is a machine which is used to generate fresh water from sea water. Fresh water
is needed to serve as make-up water for the loss of cooling water due to evaporation in the cooling
tower. The generated fresh water is stored in the make-up water storage. The design is to have three
desalinators; two in operation and one in standby. The computation is shown below.
Amount of make-up water (Morse, 1953):
VMW = 0.02V to 0.05V

Use the average value,
VMW = 0.035푉
Amount of fresh water to be generated per desalinator:
VMW = 0.035V(1/2) = 0.035 (1.06 m ) ×

3
1
s 2
3
VMW = 0.01855m
s
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7.10 COOLANT PRETREATMENT PROCESS
Pre-treatment of coolant is necessary to maximize the service life of cooling system

components. Usually, pre-treatment consists of two phases: pre-cleaning, to remove the accumulation
of foreign matter and pre-filming, to promote the rapid formation of an inhibiting film. The circulating
coolant in the system should be complied with standard coolant quality so that damages to the engine
can be prevented and can produce maximum power at optimum condition. The treatment of the coolant
involves series of processes shown below.
PRECLEANSING
All new equipment should be pre-cleaned for removal of grease, oil, corrosion products, mill
scale, and dirt. Clean surfaces enable corrosion inhibitors to promote a uniform protective film. Failure
to pre-clean can result in increased corrosion and fouling, leading to reduced heat transfer, excessive
pressure drop across critical heat exchangers, premature failures, and high maintenance costs.
Pre-cleansing should be conducted just prior to start-up, followed immediately by rapid

passivation of surfaces. Normally, a cleaning solution of polyphosphate, surfactant, and antifoam is
circulated through the cooling system. Pre-cleansing is essentially a detergent treatment. The
polyphosphate and surfactant in hot water help remove light rust and hydrophobic materials left by
manufacturing and constructions. Polyphosphate is fed to achieve a concentration of 1-4% with the
best results obtained at the higher dosages. The temperature is maintained at 120-160℉ (50-70℃) and
the pH is controlled in the range of 5.5-7.0. Higher water temperatures contribute to faster and more
effective removal of unwanted materials.
Typically, cleaning is conducted over a period of 8-24 hr. when the program is completed, heavy blow
down is required for rapid removal of the pre-cleansing chemicals.
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PREFILMING
Pre-filming permits the rapid formation of a uniform film that immediately stifles
the corrosion reaction. Once the film has been established, it can be maintained through
continuous, low treatment levels to deter the accumulation of corrosion products.
Serious changes in environment can destroy the film. And corrosion products can
accumulate before the film is reestablished through normal treatment. When this occurs,
a pre-filming program may be necessary for rapid repassivation of the system.
A pre-filming program using phosphate and zinc can be effective in rapidly

providing a protective film. This program is maintained for 4-6 hr at a pH of 6.5-7 and
a temperature of 120℉. The system is then heavily blow down until the phosphate level
drops below 20 ppm. If a high pH program is to applied, the phosphate level must first
be further reduced to less than 3 ppm. The pH should then be adjusted until it reaches
the level of the continuous program.
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7.11 COOLING TOWER
A cooling tower is equipment used to reduce the temperature of a water stream by extracting
heat from water and emitting it to the atmosphere. Cooling towers make use of evaporation whereby
some of the water is evaporated into a moving air stream and subsequently discharged that use only air
to reject heat.
The basic components of a cooling tower include the frame and casing, fill, cold-water basin,
drift eliminators, air inlet, louvers, nozzles and fans. These are described below:
Frame and Casing – most towers have structural frames that support the exterior enclosures
(casings), motors, fans, and other components. With some smaller designs. Such as some glass
fiber units, the casing may essentially be the frame;
Fill – most towers employ fills to facilitate heat transfer by maximizing water and air contact.
There are two types of fill: 1) splash fill where water falls over successive layers of horizontal
splash bars, continuously breaking into smaller droplets, while also wetting the fill surface; and
2) film fill which consists of thin, closely spaced plastic surfaces over which the water spreads,
forming a thin film in contact with the air;
Cold-water Basin – it is located at or near the bottom of the tower, and it receives the cooled
water that flows down through the tower and fill. The basin usually has a sump or low point for
the cold-water discharge connection. In many tower designs, the cold water basin is beneath
the entire fill;
Drift Eliminators – these capture water droplets entrapped in the air stream that otherwise would
be lost to the atmosphere;
Air Inlet – this is the point of entry for the air entering a tower. The inlet may take up an entire
side of a tower (cross-flow design) or be located low on the side or the bottom of the tower
(counter-flow design);
Louvers – generally, cross-flow towers have inlet louvers. The purpose of louvers is to equalize
air flow into the fill and retain the water within the tower. Many counter flow tower designs do
not require louvers;
Nozzles – these spray water to wet the fill. Uniform water distribution at the top of the fill is
essential to achieve proper wetting of the entire fill surface. Nozzles can either be fixed and
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spray in a round or square patterns, or they can be part of a rotating assembly as found in some
circular cross-section towers; and
Fans – both axial and centrifugal fans are used in towers. Generally, propeller fans are used in
induced draft towers and both propeller and centrifugal fans are found in forced draft towers.
Depending upon their size, the type of propeller fans used is either fixed or variable pitch.
The coding tower sizing depends on the volume flow rate in the cooling tower circuit and on
the amount of heat that should be removed from the coolant circulating in the engine. The computed
amount of heat loss due to Cooling System above indicates the amount of heat needed to be removed
from the coolant. The design is to have a central cooling tower which will cool the coolant from the
engines. The computations are as below.
Practical cooling tower range (Morse, 1953):
Tout – Tin = 5.6 to 16.7℃
Use the average value,

16.7+5.6
Tout – Tin =
2
Tout – Tin = 11.15℃
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Where:
T – temperature of the water entering the cooling tower

in
T – temperature of the water exiting the cooling tower
out
Amount of heat to be removed from the coolant circulating in the engines:
QR = PCS× No. of Engines

= 6202.47KW × 8
Q = 49,619.76 KW
R
Required Volume Flow Rate of water in cooling tower:

̅ cp (Tout – Tin )
QR = m
m̅ = ρV̅
̅= Qr = 49,619.76KW
ρ × cp ×(Tout - Tin)
) ( )
V ( 1000 ×4.187 ×11.15
3
V = 1.06m
s
7.12 LUBRICATING OIL COOLING SYSTEM

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 the tank through a strainer. It is then
passed through a cooler before entering the engine and being distributed to the various branch pipes.
The oil is cooled inside the cooler through circulating water from the cooling tower. The figure below
shows the lubricating oil cooling system diagram of the engine.
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Source: CICMA,2011
Figure 7.7: Lubricating Oil Cooling System Diagram
Figure 7.7 is layout of lubricating oil and purifying system. Lubrication systems in a diesel
engine accomplish the following tasks:
Reduce friction between moving parts, which minimizes engine wear, and the creation of heat;
Cools a variety of internal engine parts and removes some heat from the engine;
Removes dirt, abrasives and contaminants from inside the engine;
Assists sealing of the combustion chamber by forming a film between the piston rings and the
cylinder wall;
Absorbs shock loads between bearings and gears thus, cushioning and protecting engine parts
while minimizing engine noise production;
Stores an adequate supply of soil for lubricating internal engine parts; and
Minimizes corrosion of internal engine components.
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CENTRAL LUBE OIL STORAGE AND DISPENSING SYSTEM
Central Lube Oil Storage is an integrated part of the lubricating oil system. It is designed
to minimize the chances for lubricating oils to get cross contaminated during storage and transfer.
It consists of storage, clean lube oil receiving, and supply system may also include intermediate
storage tanks located at the points of lube oil use.
Typically, the clean oil supply pump operates only as needed. In many facilities this allows
clean lube oil supply and dirty lube oil disposal or centrifuge feed piping to be interconnected so
that one pump system serves as the clean oil supply pump, the dirty oil disposal pump, and the
lube oil purification system feed pump (MAN, 2016).
The lube oil from the tank flows to the inlet of an engine with a temperature of 70°C that
circulates through the engine lube oil sump. The lube oil that passed through the engine sump with
temperature exiting at 82°C will then go back to the lube oil cooler to be cooled again and continuously
circulate to the system to prevent overheating of the engine (MAN, 2016).
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7.13 COOLANT QUALITY
Water treatment is critical to the operation of the engine cooling systems. It is important that a
coolant quality monitoring and treatment program for a facility be developed and followed. Because
of the wide variation in water supplies available and the likelihood of seasonal variations within a
single source, no single coolant treatment program will work at every facility. Each facility requires a
program tailored to the equipment used in the facility and the quality of the available water supply. A
minimum water treatment program must provide for control of coolant quality parameters as follows:
Engine operations that may be shut down in cold weather must be protected against freezing;
Only water with a hardness value of 0 (zero) should be used to make engine coolant;
The pH value of the coolant solution should be between 8.0 and 9.5;
The solids concentration of the coolant should not exceed 3500 parts per million; and
The oxygen content of the coolant should be maintained at a value of 0 (zero) by the addition
of oxygen scavenging compounds, or the metal surfaces of the engine need to be protected
against corrosion by the addition of corrosion inhibiting compounds.
Table 7.2 shows the list of some treatments that can be done to avoid water problems such as
scale, corrosion, erosion, and slime and algae for open recirculating cooling system.
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Table 7.2: Circulating Water Treatment
Water Problem Treatment
Continuous blowdown
Polyphosphate
Scale
PH control
Softening
Manual cleaning
Corrosion-resistant materials
Coatings
Corrosion
Corrosion inhibitors
PH control
Erosion-resistant materials
Erosion
Velocity limitations
Filtration
Continuous blowdown
Slime and Algae
Chemical algaecides
Manual cleaning
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7.14 COOLANT PRETREATMENT PROCESS
Pretreatment of coolant is necessary to maximize the service life of cooling system components.
Usually, pretreatment consists of two phases: precleaning, to remove the accumulation of foreign
matter and prefilming, to promote the rapid formation of an inhibiting film.
7.15 HEAT BALANCE
Energy supplied to an engine is the heat value of the fuel consumed. It is common that only a
part of this energy is transformed into useful work. The rest of it is either wasted or utilized in special
application. The heat balance is expressing how the fuel, fed to the engine, has been split up into useful
work as well as internal losses due to the combustion in the cylinder. The best way to explain a heat
balance in an engine is by a “Sankey” diagram in Figure 7.8.
Figure 7.8: “Sankey” Diagram
The purpose of a heat balance is to design a proper cooling system for the engines. The design
would include the computation of the heat generated by the fuel and heat losses as being calculated on
the given heat balance as being seen on the “Sankey” diagram. The typical heat balance (Morse, 1953)
of a diesel engine is provided below.
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Table 7.3: Typical Full-load Heat Balance of a Diesel Engine
Type of Heat Loss Percentage

Brake Power 34%
Cooling System 30%
Exhaust System 26%
Friction, Radiation,
and Unaccounted 10%
Losses
Total 100%
Each of the heat loss presented on Table 7.2 is explained in detailed below:
Brake Power. It is the actual net shaft output;
Cooling System. Heat absorbed by water jackets. It also includes heat from combustion air
after-coolers, and lubricant oil heat exchangers;
Exhaust System. Heat carried off as sensible and latent heat in the products of combustion; and
Friction, Radiation, and Unaccounted Losses. Heat radiated from the engine, incomplete
combustion loss due to presence of fuel in exhaust gas, and other losses that are not mentioned.
7.16 Chapter Summary
The power barge cooling system comprises the jacket water engine cooling system,
lubricating oil cooling system, and central lube oil storage and dispensing system. Figure 7.9 shows
the summary diagram of the engine cooling system. The water treatment for salt water is located
between sea water pump and central cooler. Thecomponents under each system are presented in
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Table 7.9 as a summary.
Figure 7.9 Diagrams of the Cooling System
Table 7.4: Summary of the Components of the Cooling System

Components Function
Circulating Coolant System:
Blocks any unwanted particles that may enter
Seawater Filters
during the desalination process.
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A machine used to generate fresh water from
Desalinator
seawater.
Make-up Water Storage A storage tank for the generated fresh water
Reduce the temperature of a water stream by
Cooling Tower extracting heat from water and emitting it to
the atmosphere
Transfer the cooling water from the cooling
Circulation Pump
tower back to the jacket water heat exchanger
Engine Cooling System:
Controls and maintains the temperature of the
Jacket Water Heat Exchanger
coolant circulating in the engine
Remove air (gas) bubbles that have become
Air Separator
entrained in the cooling fluid
Provides space for coolant expansion and
Expansion Tank provides added coolant capacity to make up
for small losses
Circulates engine coolant through a keep
Keep Warm Circulating Pump
warm heater when the engine is not operating
Engine-driven Coolant Circulating The main pump which circulates the coolant
Pump while the engine is operating
Lubricating Oil Cooling System:
Cools the lubricating oil circulating within
Lubricating Oil Cooler
the engine components
Coolant Make-up Storage and
Dispensing System:
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A make-up storage tank for the coolant
Coolant Make-up Storage
circulating in the engine
Stores the circulating coolant in the engine
Used Coolant Storage
incase maintenance is needed
Drains the coolant from the engine to the
Drain pump
Used Coolant Storage
Transfers the make-up coolant from the
Dispensing Pump
storage going to the system.
On some specific components of the cooling system, necessary computations have been done
for sizing. Table 6.4 shows the summary of the computed values.
Table 7.5: Summary of the Compound Values

Components Values
Cooling Tower
Number of Units 1
Volume Flow Rate 1.06 m3/s
Desalinator
Number of Units 3
Capacity 0.01855m3/s
The circulating coolant in the system should be complied with standard coolant quality so that
damages to the engine can be prevented and can produce maximum power at optimum condition. The
treatment of the coolant involves series of processes.
126
127
CHAPTER 8
EXHAUST SYSTEM
The Gas Loop of the barge deals with the systems involving the intake and exhaust air of the diesel engines.
The principles of the system are: 1) Conditioning of the air to protect engine parts from airborne impurities; and
2) delivering of the combustion air to the engine and dispose of the engine exhaust with as little impact as possible
on engine performance.
Figure 8.1 Diesel Engine Exhaust System
The gas loop comprises of two systems: Intake Air System and Exhaust Air System. Figure 8.1 provides the
schematic diagram of the gas loop showing the two systems. The succeeding parts of the chapter are detailed
discussions of the two systems.
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8.1 AIR INTAKE SYSTEM
The Air Intake System includes air filters, ducts and supercharger (an integral part of the engine). The
system supplies the required quantity of air for combustion. Air requirements are considerable, around 4-8 m3 per
kwh. Air is drawn from outside the engine room and delivered to the intake manifold through the air filters which
remove the dust and other suspended impurities from air. The purpose of the filter is to catch any air borne dirt
as it otherwise may cause the wear and tear of the engine. From the filter, the air may pass through a separate air
intake silencer before reaching the engine combustion air inlet connection. On many engines, the air intake filter
may also provide the necessary air intake silencing eliminating the need for a separate air intake silencer. The
supercharger increases the pressure of air supplied to the engine so that it could develop an increased power
output. Superchargers are generally driven by the engine.
8.2 EXHAUST AIR SYSTEM
The function of the exhaust system is to discharge the engine exhaust to the atmosphere outside the
facility. This includes silencers (mufflers) and connecting ducts/pipes. A good exhaust system should keep the
noise at a low level, exhaust well above the ground level to reduce the air pollution at breathing level and should
isolate the engine vibrations from the building by using a flexible selection of exhaust pipe. The exhaust pipe is
provided with a muffler to reduce pressure in the exhaust line and reduces the noise level.
8.3 MAJOR COMPONENTS FOR AIR INTAKE AND EXHAUST AIR SYSTEM
Descriptions of major system components for engine air intake and exhaust systems will be limited to
components directly related to the operation of the engine. These components include combustion air particulate
removal filters, intake air and exhaust silencers, and duct materials of construction and duct system components.
A. COMBUSTION AIR PARTICULATE REMOVAL FILTERS
Common combustion air particulate removal filters are either wet type or dry type. Within the filter types,
the filter elements may be either permanent (clean and reuse) or disposable. Three common wet type filters used
to remove particulate matter from combustion air include the following:
Viscous Impingement Filters. These are packed with fine strands of wire coated with oil. Air passing
through the filter element impinges on the wires, and the oil coating traps the dust particles;
Oil Bath Filters. They have a reservoir of oil. The filter housing is arranged to sweep the surface of the
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oil bath with the combustion air passing through the filter that agitates the bath. The oil coats and traps
the particles, and the oil-coated particles collect in the oil reservoir; and
Traveling Screen Filters. These are a combination of the viscous impingement and oil bath filters. A
moving wire screen is continuously passed through an oil bath to be coated with oil. Air passing through
impinges on the wire screen, and the oil coating traps the dust particles. As the wire screen passes through
the oil bath, the dust particles are washed off the screen and collect in the oil reservoir. Most wet type
filter elements are considered to be permanent elements.
Many materials can be used to make filter media for dry type combustion air filters. Typical materials
are fiberglass, polyester, cotton (a form of cellulose), and paper (also a form of cellulose). Common combustion
air filter media types using these materials are woven, felted, pad, and mesh (or blanket). Most common
combustion air dry type filter elements are replaceable elements. However, some units with a pre-filter section
designed to remove small volumes of relatively large diameter particles may use permanent filter elements.
B. INTAKE AIR AND EXHAUST SILENCERS
Common silencer units reduce the noise transmitted through the system by decreasing the velocity of the
gas stream and absorbing the sound or by canceling sound waves with other sound waves from the same source.
Most engine silencer units are installed in-line with the duct system. Silencer units are usually several times larger
in diameter than the duct. Silencer units may be a perforated flow-through tube which allows noise to escape into
side chambers where the noise is absorbed. Silencer units may also be a baffled unit where changes in direction
first separate and then recombine the gas stream causing sound waves to cancel each other. Common silencer
units used with internal combustion engines have an internal volume equal to six to eight times the displacement
of the engine.
Noise transmitted through most combustion air intake systems has much less energy than noise
transmitted through the exhaust gas system. The reduced noise energy in the intake system can be abated by the
intake air filter media acting as a baffle and a noise absorbing mass. Therefore, most combustion air intake
systems do not have a separate silencer unit. Some engines with turbocharger units that are driven by a turbine
section turned by the exhaust gases may not require an exhaust silencer.
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C. INTAKE AIR AND EXHAUST DUCT AND DUCT COMPONENTS
Many materials may be used to fabricate the duct system and duct system components. One common
material is carbon steel and another is stainless steel. The material selection is usually an economic decision
during the initial design that considers the cost of the initial installation and future maintenance costs. Without
careful study, repairs to existing systems should use the same materials and material thickness used in the original
installation. Some of the duct components are listed below:
Fan. The most common method for moving gases under moderate pressures is by means of some type of
fan. There are two broad categories of fans: Axial flow and centrifugal. Axial fans use propellers to move
the air and are generally classed into three subtypes: Propeller, tube axial, and vane axial. Centrifugal fans
use fan wheels to move the air and are also classed into three subtypes according to the basic
characteristics of the wheel used: forward curved, backward curved, and radial;
Expansion Joint. A common expansion joint used to isolate rotating equipment from connected loads and
to control thermal movements is a bellows type joint. These joints can accommodate axial, lateral, and
angular motion, or limited combinations of each motion. For a specific set of operating conditions and a
specific material of construction, the wall thickness of the expansion joint section, the outside diameter of
the bellows, and the number of convolutions determine the amount of movement the expansion joint can
accommodate; and
Butterfly/Slide Gate Valves. These are commonly used to provide isolation in exhaust gas systems.
Butterfly valves should have an offset operating shaft design so that the disk contacts a continuous disk-
sealing surface. While a variety of materials may be used in the valve body, valve trim components are
typically stainless steel or materials with similar heat- and corrosion resisting properties.
131
8.4 INTERNAL EXHAUST GAS SYSTEM
Source: MAN Product Guide
Figure 8.2 Internal Exhaust Gas System Diagram
Exhaust system was to safely route exhaust gases from the engine so they can be exhausted into the
environment, while also providing attenuation of combustion noise. (Jä ä skelainen,
̈ 2009). Figure 8.2 is the
internal exhaust gas system of the engine and below in the Table 8.1 contains the components.
Table 8.1: Internal Exhaust Air System Components
Components List
Air Filter A
Turbo B
Charge Air Cooler C
Wastegate Valve D
By-Pass Valve (Main Engine Only) E
AIR FILTER
An air cleaner is vital to engine performance. As outside air travels through the intake on its way to the
engine, it passes through the air cleaner element. Dirt and debris, harmful to an engine, are trapped in the air
cleaner element. (Mitsubishi, 2010)
132
TURBO
A turbocharger is a machine which is driven by the exhaust gases of the engine. The turbocharger forces
more air in the combustion chamber thereby increasing the power generated.
CHARGE AIR COOLER

The charger air cooler is an important device fitted in all turbocharged diesel engines to reduce the
temperature of the charged air before is entry to the engine in order to increase the efficiency of engine. This
article deals with purpose, location, and maintenance of charge air coolers. The exhaust gas from the engine is
utilized in the turbocharger for compressing fresh air to charge the engine with a positive pressure greater than
ambient conditions. This compression causes the temperature of the air to increase, which thus cannot be fed
directly into the engine as it is out of operating limits. Thus a cooler that bring the air temperature back to near-
ambient conditions is fitted on the engine. When the air is hot, its density is less and thus the mass of air charged
into the engine is less when compared to the mass when the air is cold. Thus the charge air cooler improves the
charge air density and its temperature. (Stonecypher,2011)
WASTEGATE VALVE
A wastegate is essentially a device that bypasses some exhaust flow around the turbine section of a
turbocharger to control maximum boost. A wastegate is usually controlled by a pressure actuator that is connected
to manifold pressure. The wastegate is normally closed, held shut by a spring inside the actuator canister. When
the preset pressure limits are exceeded, the actuator progressively opens the wastegate, allowing exhaust flow to
bypass the turbine, thus regulating manifold boost pressure (Baker, 2010).
BY-PASS VALVE
The by-pass valve directs some of the exhaust gases to the wastegate valve that was meant for the turbo
to the wastegate valve.
133
8.5 EXTERNAL EXHAUST GAS SYSTEM
Each engine should have its own exhaust pipe into open air. Backpressure, thermal expansion and
supporting are some of the decisive design factors. Flexible bellows must be installed directly on the turbocharger
outlet, to compensate for thermal expansion and prevent damages to the turbocharger due to vibrations.
Figure 8.3: Exhaust Gas System
Figure 8.3 shows the exhaust gas system of the engine base on the MAN Diesel product manual guide.
The exhaust gas is led from the cylinders to the exhaust gas receiver where the fluctuating pressures from the
cylinders are equalised and from where the gas is led further on to the turbochargers at a constant pressure.
134
COMPENSATORS
Compensators are fitted between the exhaust valve housings and the exhaust gas receiver and between the
receiver and the turbocharger. A protective grating is placed between the exhaust gas receiver and the
turbocharger. The turbocharger is fitted with a pick up for monitoring and remote indication of the turbocharger
speed.
EXHAUST GAS AND PIPE RECEIVER
The exhaust gas receiver and the exhaust pipes are provided with insulation, covered by steel plating.
TURBOCHARGER
The turbochargers are arranged on the exhaust side of the engine. However, some engines can be fitted with
one turbocharger located on the aft end. The engine is designed for the installation of MAN, ABB or MHI
turbochargers, the number can be from one to four. All makes of turbochargers are fitted with an arrangement for
soft blast cleaning of the turbine side. Water washing of the compressor side is either fitted or available as an
option for some turbochargers.
Table 8.2: Exhaust Pipe Diameters
Engine ∅B (mm)
W 16V34DF 900
Table 8.2 shows the exhaust pipe diameters in W16V34DF these are the engine choose for turbocharger
and in Figure 8.3 shows below the external exhaust gas system diagram.
135
Figure 8.4: External Exhaust Gas System Diagram
136
8.6 COMPONENTS OF THE EXHAUST GAS SYSTEM
The exhaust gas piping system conveys the gas from the outlet of the turbocharger(s) to the atmosphere. The
exhaust system for the main engine comprises:
• Exhaust gas pipes;
• Exhaust gas boiler;
• Silencer;
• Spark arrester (if needed);
• Expansion joints (compensators);
• Pipe bracings.
In connection with dimensioning the exhaust gas piping system, the following parameters must be observed:
• Exhaust gas flow rate;
• Exhaust gas temperature at turbocharger outlet;
• Maximum pressure drop through exhaust gas system and;
• Maximum noise level at gas outlet to atmosphere;
• Maximum force from exhaust piping on turbocharger(s);
• Sufficient axial and lateral elongation ability of expansion joints and;
• Utilization of the heat energy of the exhaust gas.
137
SPARK ARRESTER
To prevent sparks from the exhaust gas being spread over deck houses, a spark arrester can be fitted as
the last component in the exhaust gas system. It should be noted that a spark arrester contributes with a
considerable pressure drop, which is often a disadvantage. Table 8.3 shows the specifications of spark arresting
chamber.
Table 8.3 Spark Arresting Chamber Specifications
SIZE A B C Min. Max. O P

5 in 22 72 5 6 35 14 69%
Source: MAN Diesel
EXHAUST GAS BOILER
Engine plants are usually designed for utilization of the heat energy of the exhaust gas for steam
production or for heating the thermal oil system. The exhaust gas passes an exhaust gas boiler which is usually
placed near the engine top or in the funnel.
EXHAUST GAS SILENCER
The typical octave band sound pressure levels from the diesel engine’s exhaust gas system at a distance
of one meter from the top of the exhaust gas uptake The exhaust gas silencer is usually of the absorption type and
is dimensioned for a gas velocity of approximately 35.
138
8.7 ULTIMATE ANALYSIS
Ultimate Analysis is used to determine the amount of air-fuel ratio and the flu gas-fuel ratio. It will also
aid in the determination of the amount of S02 vented to the atmosphere which must be inside the range of what
the government is requiring.
Fuel Properties
Fuels have different properties varying on the element content and percentage one has. Its ultimate and
proximate analysis presents the amount of carbon, hydrogen, oxygen, nitrogen, sulphur (CHONS) and ash that is
essential to determine through calculation if the chosen fuel, when combusted, is within the set limits and
standards allowed by the law. Table 8.4 shows the ultimate analysis of Shell Diesel and Bunker Oil. For this
design, Fuel used by Shell is taken as a basis for the data on the ultimate analysis of both diesel and bunker.
Amongst all major players in the market, Shell is one of the largest fuel suppliers alongside with Petron, Chevron
and etc. hence, rightful to use as a source for fuels used in the Power Barge.
Table 8.4 Shell Diesel and Bunker Oil Ultimate Analysis
Ultimate Analysis
Element
Bunker Diesel
% Carbon 0.857 0.86208
% Hydrogen 0.117 0.1246
% Oxygen 0.003 0.00148
% Nitrogen 0.004 0.00172
% Sulfur 0.0195 0.01
% Ash 0.0005 0.00012
Source: Shell, 2010
139
TREATED FUEL
In the calculation of the treated fuel, one must consider of the percentage reduction per chemical component’s
mass percentage. To determine the mass given the per chemical component, we assume that there is 100 kg of
bunker oil present. The calculation of the new mass for each element is tabulated as shown in Table 8.5.
Table 8.5: New Mass of Bunker Fuel
ELEMENT % MASS ORIGINAL % REDUCTION REDUCED NEW

MASS / AVERAGE MASS MASS
SULFUR 2.4 % 2.4 kg 80-99% /89.5% 2.148 0.252
ASH 0.05 % 0.05 kg 10-50% /30% 0.015 0.035
WATER 0.1 % 0.1 kg 80-90% /85% 0.085 0.015
TOTAL 2.55 % 2.55 kg - 2.248 0.302
The determination of the new CHONS percentage composition for bunker fuel can be calculated as
follows. The 100 kg mass is now reduced to a new mass of 97.752 kg; [100 – (2.55-0.302)]. The new percentage
is calculated as follows. Table 8.5 presents the tabulated values for the new and treated percentages for CHONS.
New % C = 85.7 /100 X 97.752 = 83.77 %
New % (N) = 0.4/100 X 97.752 = 0.29 %
New % H = 11.7 – 85% (11.7) = 9.945%
New % (O) = 0.3 – 85% (0.3) = 0.045%
New % S = 1.95 – 89.5% (1.95) = 0.205 %
New % A = 0.5 – 30% (0.5) = 0.35 %
Table 8.6 Ultimate Analysis of Treated and Untreated Bunker Oil
ELEMENT TREATED BUNKER OIL UNTREATED BUNKEROIL

% Carbon 83.77 % 85.7%
% Hydrogen 9.945% 11.7%
140
%Oxygen 0.045% 0.3%
%Nitrogen 0.29 % 0.4%
% Sulfur 0.205 % 1.95%
% Ash 0.35 % 0.05%
Heating Value - 42470 kj/kg
As shown from the table above, the percentage of chemical components from the untreated bunker oil greatly
decreases when it is treated. For comparison, the untreated values of the untreated Bunker Oil are also shown.
8.8 Combustion Analysis
Analysis is important to know the composition of the fuel used both on its air fuel ratio and flue gas content.
Also, combustion analysis is used to determine the amount of water, carbon dioxide and especially sulphur
dioxide present which are observed since it has standards on environmental emissions.
Table 8.7 shows the combustion analysis for the air-fuel ratio. The air fuel ratio of the chosen fuel is 13.06
lb of air/lb of fuel.
141
Table 8.7 Air Fuel Ratio
142
Table 8.8 presents the combustion analysis of bunker oil calculating the flue gas- fuel ratio. The amount
of flue gas per fuel is 14.7.
Table 8.8: Gas Fuel Ratio
143
O concentration is important before the actual operation takes place. The amount of sulfur dioxide ought
2
to be released in the environment is limited by the government to 1500 ug/m and anything beyond this range
3
is considered destructive to the surroundings and must be advised to discontinue its operation.
Table 8.9: SO2 Concentration
The amount of SO2 concentration (35.23) is beyond the standards set by the government which is
1500. Therefore, the SO2 concentration is inside the range and is considered safe.
144
8.9 STACK
Stacks are used to vent exhaust gases to the atmosphere. Each engine has its own exhaust stack which is
integrated with silencer. Also, diesel engine having a rating of 0.8 MW and above must have a stack with
minimum height of 6 meters and maximum of 30 m. (emission Standards for diesel Engines, 2003).
Source: Man Diesel
Figure 8.5: Stack Integrated with Silencer
Table 8.10 shows the stack height and the diameter of the stack as recommended. Also e minimum
recommended.
Table 8.10: Stack Dimensions
Stack Height 7.1 m

Exhaust Pipe Diameter 0.850 m
145
8.10 EXHAUST GAS SYSTEMS COMPONENTS
The components of the exhaust gas system are compensator, spark arrester, exhaust gas boiler and an
exhaust gas cylinder. All equipment specified below are recommended by the engine manufacturer.
COMPENSATOR
Compensators are vibration reducing devices. The compensator only needs to be active at speeds
critical for the hull girder vibration. Thus, it may be activated or deactivated at specified speeds
automatically or manually. Other measures are employed to reduce the factors affecting vibrations, such
as dampers and stays, but do not eliminate vibration itself. At such cases, the usage of a compensator is
important and vital.
Source: Man Diesel
Figure 8.6: Moment Compensator
146
The specifications of the compensator for the engine are presented below. The diameter
is 1.040 meters and the height is 0.838 meters. Compensators are placed right after the
engine exhaust to reduce unwanted vibrations.
Table 8.11: Compensator Specifications
SILENCER
Silencers cover all operating conditions and provide maximum noise attenuation
within specified pressure drop limitations. The silencer in Figure 8.7 is provided by the
engine manufacturer.
Source: MAN, 2011
Figure 8.7: Photo showing the Silence
The silencer provided by the engine manufacturer is 154 kg which is installed
147
Silencer Characteristics
1. High Efficiency due to low pressure loss, especially at high air flow;
2. Effective Sound Level reduction;
3. Dampens sound to less than 105 dB(A); and
4. Resistant to temperatures of up to 1000C to 1200C.
148
CHAPTER 9
BARGE AND MOORING SYSTEM
A barge is a flat-bottomed vessel, usually intended to be pushed or towed, for transporting

freight or passengers. It should be balanced at all times. Distribution of weight across all points of
the barge should be of equal weight. The barge will be divided into four quadrants and will have
at least an equal amount of carried weight.
Proper mooring system should be observed in barges. Mooring is defined as any permanent
structure that fixes a vessel’s position to the bottom of a waterway without connecting the vessel
to shore. In power barges, it is a safety hold to the barge in a certain position to accomplish specific
mission such as loading/unloading, storage, and maintenance or repairs.
9.1 COMPONENTS AND EQUIPMENT WEIGHT
Barge capacity is computed by determining the weight of all the components and
equipment used in all the systems in the design of the power barge. Another purpose of determining
the weight is for proper weight balancing in the barge which is shown on the later parts. The design
of the barge consists of three deck levels: upper, main, and lower deck. The total weight at each
level is computed. Assumptions in computing the barge capacity are a) Control rooms and other
listed rooms on the upper deck; b) Exhaust System; and c) Piping System. Table 9.1 presents the
total weight at each deck level.
149
Table 9.1: Total Weight at each Deck Level
No. of Total
Item Weight (kg)
units Weight (kg)
MAIN DECK
Control room, etc 1,450,082.65 ----- 1,450,082.65
Diesel engines 117,000 10 units 1,170,000.00
Black start engine 1800 1 1800
2,621,882.65
Total
LOWER DECK
A. Fuel Treatment System
Settling Tank 1,865 2 3,730
Separator Feed Pumps 2,607 2 5,214
Fuel Preheater 1,036.37 2 2,072.74
Centrifugal Separator 1,865 3 5,595
Day Tank 5,080.23 1 5,080.23
Fuel Oil Supply Pumps 2,607 24 62,568
Main Filter 461.3 12 5,535.6
Mixing Tube 49.9 12 598.8
Circulation Pumps 2,607 24 62,568
Heater 1,036.368 24 24,872.83
Duplex Safety 922.6 12 11,071.2
Sludge Tank 8,527.54 2 17,055.08
Feed Pump 2,607 1 2,607
Sludge Heater 1,036.368 1 1,036.368
Sludge Separator 2,500 1 2,500
Recovered Fuel Tank 589.67 1 589.67
Bilge Water Tank 362.874 1 362.874
213,057.392
Total
B. Cooling System
Jacket Water Heat 12
943 11,316
Exchanger
Expansion Tank 10.8 12 129.6
Air Separator 21 12 252
KW Circulating Pump 3,685 12 44,220

EC Circulating Pump 3,685 12 44,220
Lube Oil Cooler 482 12 5,784
Seawater Filter 461.3 1 461.3
150
Desalinator 390 3 1,170
Make-up Water Storage 1,550 1 1,550
Cooling Tower 60,000 1 60,000
Circulation Pump 3,685 1 3,685
Drain Pump 3,685 12 33,165
Used Coolant Storage 2,600 12 44,220
Dispensing Pump 3,685 1 3,685
Coolant Make-up Storage 1,550 1 1,550
208,107.5
Total
C. Compressed Air System
Compressor 500 2 1000
Aftercooler 424.109 1 424.109
Air Separator 3,200 1 3200
Prefilter 461.3 1 461.3
Air Dryer 2,267.962 1 2,267.962
After Filter 461.3 1 461.3
Air Receiver 650 3 1,950
9,764.671
Total
D. Lubricating Oil System
Tank Fill Pump 2,607 1 2,607
Clean Lube Oil Tank 3,953.664 1 3,953.664
Dirty Lube Oil Tank 3,953.664 1 3,953.664
Duplex Filter 922.6 12 1,1071.2
Strainer 230 12 2,760
Lube Oil Sump 359.424 12 3,234.816
Duplex Strainer 460 12 4,313.09
EM Prelube Oil Pump 3,685 12 44,220
ED Lube Oil Pump 3,685 12 44,220
Feed Pump 2,607 1 2,607
Heater 296.106 1 296.106
Discharge Pump 2,607 1 2,607
110,947.7
Total
E. Piping System 8,125,359.8 1 lot 8,125,359.8

UPPER DECK
151
Exhaust Piping System 4,333,525.23 1 lot 4,333,525.23
For a long list of weight of each component and equipment, Table 9.2 shows a summary
of the total weight at each barge level.
Table 9.2: Total Weight in each Deck Level
Deck Level Total Weight (kg)

Upper 4,333,525.23
Main 2,621,882.65
Lower 8,667,237.06
Grand Total 15,622,644.94
9.2 BARGE DESIGN AND WEIGHT BALANCING
Weight balancing in power barge is necessary since the barge condition depends on it. A
balanced barge keeps the level parallel to the water level. An unbalanced barge can result to a
capsized or overturned barge.
One method of weight balancing is by Quadrant System. Each level of the barge is divided
into four quadrants. The total weight at each quadrant is determined based on the design of the
barge and weight distribution. The design of the barge is shown in figure below and Table 9.3
provides the weight distribution at each level.
152
Table 9.3: Weight Distribution in each Deck Level
Systems and Weight Equivalent Weight

Weight (kg)
Components Component (kg)
Main Deck
A. Quadrant I
Control Room, etc 1,450,082.65 0.50 762,536.40
Diesel and Black Start
118,800.00 2.5 297,000
Engine
Total 1,059,536.40
B. Quadrant II
118,800.00 6.5 772,200
Engine
Total 772,200
C. Quadrant III
118,800.00 3.5 415,800
Engine
Total 415,800
D. Quadrant IV
Control Room, etc 1,450,082.65 0.50 762,536.40
118,800.00 5.5
Engine 653,400
Total 1,415,936.4
Lower Deck
A. Quadrant I
Fuel Treatment 106,528.70
213,057.392 0.50
System
Compressed Air 9,764.671
0.50
System 4,882.36
Piping System 8,125,359.8 0.25 2,031,340
Total 2,142,751.06
B. Quadrant II
Lubricating Oil 110,947.7 55,473.85
0.50
System
Engine Cooling 208,107.5 104,053.75
0.50
System
153
2,031,340
Piping System 8,125,359.8 0.25
2,190,867.6
Total
C. Quadrant III
Lubricating Oil 110947.7 55473.85
0.50
System
Engine Cooling 208,107.5 104,053.75
0.50
System
2,031,340
Piping System 8,125,359.8 0.25
Total 2,190,867.6
D. Quadrant IV
Fuel Treatment 106,528.70
213,057.392 0.50
System
Compressed Air
9,764.671 0.50 4,882.36
System
Piping System 8,125,359.8 0.25 2,031,340
Total 2,266,084.14
Upper Deck
A. Quadrant I
Exhaust System 240,751.4 12 2,166,762.61
Total 2,166,762.61
B. Quadrant II
Exhaust System 240,751.4 12 2,166,762.61
Total 2,166,762.61
Computation for the amount of ballast is shown below.
Ballast Water Quadrant 2:

B
Q2 = WQ1 - WQ2
B = 5,369,050.07 – 5,129,830.21
Q2
B = 239,219.86 kg
Q2
154
BQ3 = WQ1 - W
Q3
B = 5,369,050.07 – 2,606,667.6
Q3
B = 2,762,382.47kg
Q3
BQ4 = WQ1 - W
Q4
B = 5,369,050.07 – 3,682,020.54
Q4
B = 1,687,029.53 kg
Q4
The computation shows the values needed to counter-balanced the weight of

Quadrant 1. Table 9.4 shows the total weight distribution at each quadrant.
Table 9.4: Total Weight Distribution in each Quadrant
Deck Level Quadrant 1 Quadrant 2 Quadrant 3 Quadrant 4

Lower 2,142,751.06 2,190,867.6 2,190,867.6 2,266,084.14
Main 1,059,536.40 772,200 415,800 1,415,936.4
Upper 2,166,762.61 2,166,762.61 0 0
Ballast Water 0 239,219.86 2,762,382.47 1,687,029.53
Total 5,369,050.07 5,369,050.07 5,369,050.07 5,369,050.07
Table 9.4 indicates that Quadrant I (5,369,050.07kg) receives the heaviest weight. Hence,
this weight should be counter-balanced in the other quadrants to be able to prevent capsizing. The
amount of ballast water at each quadrant is shown in Figure 9.2.
155
Source: MAN Diesel
Figure 9.1 Power Barge Main and Lower Deck
The total components and equipment weight and the amount of ballast water determined
the total barge capacity.
156
TBC = WC + WB
TBC = 16,787,568.42 kg + 4,688,631.86 kg
TBC = 21,476,200.28 kg
TBC = 21,476.2 metric tons
TBC = 23,623.82 tonnes
9.3 UTILITY BARGE
Utility Barges serve as the resting place for the employees and workers of the barge. The
operation inside the barge is 24/7 and schedules are at shifts. A utility barge does not generate
electricity since no diesel engine for the purpose of energy generation is installed. Utility barges
have showers and bunk beds for workers and supply for fresh water comes from the fresh water
tank. Table 9.5 shows the specifications of the selected utility barge.
Table 9.5: Utility Barge Specifications
Specifications Value
Length, Overall 33.8 m
Breadth, moulded 14.4 m
Breadth, max 3.2 m
Depth, moulded 6.71 m
Draught, fully loaded 2.61 m
Deck Space 480 m2
Web Frame Spacing 2.8 m
Gross tonnage 371
Net tonnage 111
Capacity 940 tonnes
Source: BOA Barges
9.4 POWER BARGE SELECTION
Barges are purchased depending on the dimensions needed. Factors to be considered are
sizes of engines, black start engines and spaces allotted for equipment as well as the control rooms.
157
To compute for the barge length, the designers assumed that the control room is equal to half of
the length of the engines width.
Barge Length = Engine Width + Engine Spaces + Black Start Width + Control Room
Barge Length = 4.2 m (12) + 2 (12) + 1.263 m + 0.5 (4.2 m x 12)
Barge Length = 100.86 m
For the barge total weight there will be an equivalent barge size. Table 9.6 shows the
equivalent barge specifications.
Table 9.6 Equivalent Barge Specifications

Specifications Data
Length, Overall 140 m
Breadth, moulded 36 m
Depth, moulded 8.54 m
Draught, loaded 6.32 m
Long. Stiffener Spacing 0.61 m
Web Frame Spacing 2m
Gross tonnage 12,303
Net tonnage 3,690
Capacity 24,800 tonnes
Source: BOA Barges
9.5 MOORING SYSTEM

Mooring is a safely hold to a barge in a certain position to accomplish a specific mission.
A key need is to safely hold the vessel to protect the barge, life, the public interest, and to preserve
the capabilities of the vessel and surrounding facilities. Moorings are provided for loading and
unloading. Barge Storage in a mooring reduces fuel consumption and personnel costs. Barge in an
inactive or reserve status are stored at moorings. Maintenance and repairs is often performed with
a barge moored.
Mooring system can be summarized into two broad categories of moorings – fixed
moorings and fleet moorings.
• Fixed Moorings – Fixed moorings are defined as systems that include tension and
compression members. Typical fixed mooring systems include moorings at piers and
wharves.
• Fleet Moorings - Fleet moorings are defined as systems that include primarily tension
members. Mooring loads are transferred into the earth via anchors. Examples of fleet
moorings include fleet mooring buoys and barge’s anchor systems.
158
Most moorings are provided in harbors to reduce exposure to waves, reduce barge motions,
and reduce dynamic mooring loads. Mooring in harbors also allows improved access to various
services and other forms of transportation.
The design of the mooring system is based on the specified parameters and use of
engineering principles. Types of parameters associated with mooring systems are summarized in
Table 9.7.
Table 9.7: Mooring Parameters

Parameter Examples
Number/size/type/location of tension members, fenders,
Mooring Configuration
camels, etc.
Basic barge parameters, such as length, width, draft,
Barge Configuration displacement, wind areas, mooring fitting locations,
wind/current force, and moment coefficients.
Operational Parameters Required barge positions, amount motion allowed
Environmental Wind speed, current speed and direction, water levels, wave
Parameters conditions and possibility of ice.
Facility Location, water depth, dimensions,
Facility Configuration locations/type/capacity of mooring fittings/fenders, facility
condition, facility overall capacity.
Stretch/strain characteristics of the mooring tension and
Material Properties
compression members.
Mooring Service Types are defined to help identify minimum design requirements
associated with barge and determine operational limitations. Facility and barge mooring hardware
should accommodate the service types shown below.
Type 1 - Covers moorings for mild weather (sustained winds of less than 35 knots;
below gale force) and currents less than 1 knot. Use of this mooring is normally
selected in concert with forecasted weather.
Type 2A - Covers mooring in winds of 50 knots or loess broadside currents of 1-
1/2 knots or less. The practice is to provide for full pier operation for MST IIA
Type 2B - Covers mooring in winds of 64 knots or less in broadside of a 2 knots or
less. This is the intended mooring design requirement. It is encouraged for general
home porting because sudden storms can produce high winds on short notice. Pier
operations may be impacted for MST IIB if lines must be across a pier
Type 3 - Covers moorings of vessels that cannot or may not get underway prior to
an approaching hurricane or typhoon
Type 4 - Covers mooring that are used to permanently moor a vessel that will not
leave in case of a hurricane, typhoon, or surge.
159
Mooring service type 1 and 2 moorings is often designed using quasi-static tools with 3
degrees-of-freedom (surge, sway and yaw). Specialized tools need to be considered for cases of
high currents, high tidal ranges, passing barge effects, barge waves, multiple/nested barges,
situations that are likely to be dynamic and other specialized cases. It is valuable to barge and port
operations personnel to provide generalized mooring designs for Mooring Service Types 1 and 2.
Mooring Service Types 3 and 4 must be designed on a case-by-case basis using dynamic methods
because of the extremely high loading that occurs during extreme storms.
160
9.4 ENVIRONMENTAL FORCING DESIGN CONSIDERATIONS
Environmental forces acting on a moored barge can be complex. Winds, currents, water
levels, and waves are especially important for many designs. Table 9.8 shows some of the
environmental forces acting on a moored barge.
Table 9.8: Environmental Forces Acting on Moored Barge
Type Description
Practical experience has shown that wind gusts with
a duration of approximately 30 seconds or longer
Winds have a significant influence on typical moored barges
with displacements of about 100 tons or larger.
Vessels with shorter natural periods can respond to
shorter duration gusts.
The magnitude and direction of currents in harbors and near-shore

areas are in most cases a function of location and time.
Astronomical tides, river discharges, wind-driven currents, and
Currents other factors can influence currents. For example, wind-driven
currents are surface currents that result from the stress exerted by
the wind on the sea surface. Wind-driven currents generally attain a
mean velocity of approximately 3 to 5 percent of the mean wind
speed at 10 meters above the sea surface. The magnitude of this
current strongly decreases with depth.
At most sites some standard datum, such as mean low water (MLW)
or mean lower low water (MLLW), is established by formal
methods. Water levels are then referred to this datum. The water
Water Levels level in most harbors is then a function of time. Factors influencing
water levels include astronomical tides, storm surges, river
discharges, winds, seich es, and other factors. The design range in
water level at the site must be considered in the design process.
161
Most moorings are wisely located in harbors to minimize wave
effects. However, waves can be important to mooring designs in
Waves some cases. Wind Waves can be locally generated or can be wind
waves or swell entering the harbor entrance. Small vessels are
especially susceptible to wind waves
Water Depths The bathymetry of a site may be complex, depending on the
geology and history of dredging. Water depth may also be function
of time, if there is shoaling or scouring. Water depths are highly
site specific, so hydrographic surveys of the project site are
recommended.
162
9.5 INSPECTION
Mooring systems and components should be inspected periodically to ensure they are in
good working order and are safe. Table 9.9 gives inspection guidelines.
Table 9.9: Mooring Operational Design Considerations
Mooring System or Maximum Inspection

Notes
Component Interval
Surface inspection
Complete inspection – wood
structures
1 year Complete inspection – concrete
Piers and Wharves 3 years and steel structures
6 years If the actual capacity/condition of
mooring fittings on a pier/wharf is
unknown, then pull tests are
recommended to proof the fittings
Also inspect and replace anodes, if
required. More frequent inspection
Fleet Moorings 3 years may be required for moorings at
exposed sites or for critical
facilities.
Per manufacturer’s
Synthetic Line 6 months
recommendantions
36 months 0-3 years of service 4-

Barge’s chain 24 months 10 years of service
18 months >10 years of service
18 months 0-2 years of service

Wire rope 12 months 3-5 years of service
9 months >5 years of service
163
9.6 MAINTENANCE
If excessive wear or damage occurs to a mooring system, then is must be maintained. Fleet
mooring chain, for example, is allowed to wear to a diameter of 90 percent of the original steel bar
diameter. As measured diameters approach 90 percent, then maintenance is scheduled. Moorings
with 80 to 90 percent of the original chain diameter are restricted to limited use. If a chain diameter
reaches a bar diameter of 80 percent of the original diameter, then the mooring is condemned.
9.7 GENRAL MOORING GUIDELINES
Experience practical considerations show that the recommendation given in Table 9.10 will
help ensure safe mooring. These ideas apply to both barge mooring hardware and mooring
facilities.
Table 9.10: Design Recommendations
Recommendation Notes
A system is only as strong as its weakest segment; a

Ensure mooring system system with components of similar strength can be the
components have similar most economical. Mooring lines should not have a break
strength strength greater than the capacity of the fittings they use.
Wind gusts, waves, passing barges, etc., will produce

transient forces on a moored barge. Allowing some
motion of the barge will reduce the dynamic loads.
Provide shock absorbing in “Shock absorbers” including marine fenders, timber
mooring systems piles, and synthetic lines with stretch, chain catenaries,
sinkers, and similar systems are recommended to allow
a moored barge to move in a controlled manner.
Designing barges and piers to keep small vertical line
Limit the vertical angles of angles has the advantages of improving line
lines from barge to pier efficiency and reducing the possibility of lines pulling
off pier fittings.
164
The weight and buoyancy force of barge can be very
high, so it is most practical to design moorings to allow
Allow barge to move with barges to move in the vertical direction with changing
rising and falling water levels water levels. The design range of water levels for a
specific site should be determined in the design process
In cases where a barge is moored to a single point
mooring buoy with a bridle, ensure that each leg of the
Ensure load sharing bridle can withstand the full mooring load,
because one member may take the full load as the vessel
swings.
Select drag anchors to have a
lower ultimate holding capacity Design mooring system that uses drag anchor, so that
than the breaking strength of the anchor will drag before the chain breaks.
chain and fittings
Drag anchors work on the principle of ‘plowing’ into the

oils. Keeping the mooring catenary angle small at the
Limit the loading on drag
seafloor will aid in anchor holding. Have at least one
anchors to horizontal tension
shot of chain on the seafloor to help ensure the anchor
will hold.
Pull testing anchors is recommended to ensure that all
Pull the test anchors whenever
facilities with anchors provide the required holding
possible to the full design load
capacity.
9.8 BARGE MOORING SYSTEM
The mooring system of the power barge is a fixed-type where the system includes tension
and compression members. The power barge is moored on the shore line where the tank farm is
located. It is usually happened when there is a need for fuel supply to the diesel engines. Figure
9.4 presents an illustration of the mooring of the power barge and Figure 9.5 shows barge mooring
system. Some components of the mooring system such as camels, mooring line, and storm bollards
as seen on Figure 9.4 are described below:
Camels are floating separators placed between the barge and quay or pier to maintain a safe
standoff distance. They consist simply of a timber log or group of logs lashed together, or of heavy
timbers with struts and braces secured together in crib-work fashion. Larger camel may be
constructed of steel or timber frameworks with buoyancy tanks for floatation, or of steel pontoons.
165
Mooring Line are tension member lines used to safety hold the barge in position. Some
examples are synthetic fiber ropes and wire rope. Synthetic lines have the advantages of easy
handling and some types have stretch, which can be used to fine tune static and dynamic mooring
behavior and aid in load sharing between tension members.
Storm Bollards are short, vertical post used on barge or quay, principally for securing
mooring lines especially during storms or other environmental forces.
Figure 9.2: Power Barge Mooring Illustration
166
Figure 9.3: Power Barge Mooring System
167
9.9 SUMMARY
The weight of the components and equipment are determined to compute for the barge
capacity and the amount of ballast water that should be established in each quadrant of the barge.
The total weight of the components and equipment is 21,476,200.28 kg. By quadrant
system, the result specifies that quadrant I (5,369,050.07 kg) receives the highest weight and
should be counter-balanced in other quadrants. Hence, the amount of ballast water needed is
4,688,631.86 kg.
The components and equipment weight and the amount of ballast water comprised the total
barge capacity which is equals to 21,476.2 metric tons. The size of the barge must be twice the
equivalent total weight of the barge for its capacity.
Therefore, the barge is capable of such calamities with its factor of safety. Mooring system
is a safety hold position to barge in certain position to accomplish missions such as
loading/unloading, storage, and maintenance/repairs. The design of Mooring System depends on
the parameters such as operational, barge configuration, facility configuration, environmental,
mooring configuration and material properties. The environmental forces such as winds, currents,
water levels, waves, and water depth should also be considered in design. Inspection and
maintenance should be observed. The given recommendations aid in the design of the mooring
system.
168
BIBLIOGRAPHY
American-Bureau-of-shipping-(2001)-heavy fuel oil

Atlas-Copco,(2011)-Portable-Air-Compressor
Morse, F.T. (1953). Power Plant Engineering. Second Edition. Quezon City:
KEN Incorporated.
Potter, J.P. (1959). Power Plant Theory and Design, New York: Ronal Press
Inc.
Black-and-Amp;Veatch,(1996)-Power-Plant-Engineering
Woodruff, E.B. et al. (2004). Steam Plant Operation. Eighth Edition.
McGraw-Hill.
Black & Veatch (1996). Power Plant Engineering. First Edition. Springer
Science + Business Media, Inc.
Raja, A.K., Srivastava, A.P., Dwivedi, M. (2006). Power Plant Engineering.
First Edition. New Age International (P) Ltd., Publisher
Man-Diesel-and-Turbo(1758),Floating-Diesel-Power-Stations.pdf
Man-Diesel-Engines(2011),Project-Guide-Four-Stroke-Fuel-Engines-in-
Compliance-with-IMO-TierII
PSME-Code,(2009)
Shell,(2011),BunkerC-Fuel-Oil
Man-Diesel-Engine(2016).Floating-Power-Barge.pdf
Cicma-2011.pdf
169
ANNEX A
170
171
172
173
174
175
176
177
178
179
180
181
182
ANNEX B
183
184
185
186
ANNEX C
187
188
189
190
ANNEX D
No. of Total
Item Weight (kg)
units Weight (kg)
MAIN DECK
Control room, etc 1,450,082.65 ----- 1,450,082.65
Diesel engines 117,000 10 units 1,170,000.00
Black start engine 1800 1 1800
2,621,882.65
Total
LOWER DECK
A. Fuel Treatment System
Settling Tank 1,865 2 3,730
Separator Feed Pumps 2,607 2 5,214
Fuel Preheater 1,036.37 2 2,072.74
Day Tank 5,080.23 1 5,080.23
Fuel Oil Supply Pumps 2,607 24 62,568
Main Filter 461.3 12 5,535.6
Mixing Tube 49.9 12 598.8
Circulation Pumps 2,607 24 62,568
Heater 1,036.368 24 24,872.83
Duplex Safety 922.6 12 11,071.2
Sludge Tank 8,527.54 2 17,055.08
Feed Pump 2,607 1 2,607
Sludge Heater 1,036.368 1 1,036.368
Sludge Separator 2,500 1 2,500
Recovered Fuel Tank 589.67 1 589.67
Bilge Water Tank 362.874 1 362.874
213,057.392
Total
B. Cooling System
Jacket Water Heat 12
943 11,316
Exchanger
Expansion Tank 10.8 12 129.6
Air Separator 21 12 252
KW Circulating Pump 3,685 12 44,220

EC Circulating Pump 3,685 12 44,220
191
Seawater Filter 461.3 1 461.3
Desalinator 390 3 1,170
Make-up Water Storage 1,550 1 1,550
Cooling Tower 60,000 1 60,000
Circulation Pump 3,685 1 3,685
Drain Pump 3,685 12 33,165
Used Coolant Storage 2,600 12 44,220
Coolant Make-up Storage 1,550 1 1,550
208,107.5
Total
C. Compressed Air System
Compressor 500 2 1000
Aftercooler 424.109 1 424.109
Air Separator 3,200 1 3200
Prefilter 461.3 1 461.3
Air Dryer 2,267.962 1 2,267.962
After Filter 461.3 1 461.3
Air Receiver 650 3 1,950
9,764.671
Total
D. Lubricating Oil System
Tank Fill Pump 2,607 1 2,607
Clean Lube Oil Tank 3,953.664 1 3,953.664
Dirty Lube Oil Tank 3,953.664 1 3,953.664
Duplex Filter 922.6 12 1,1071.2
Strainer 230 12 2,760
Lube Oil Sump 359.424 12 3,234.816
Duplex Strainer 460 12 4,313.09
EM Prelube Oil Pump 3,685 12 44,220
ED Lube Oil Pump 3,685 12 44,220
Feed Pump 2,607 1 2,607
Heater 296.106 1 296.106
Discharge Pump 2,607 1 2,607
110,947.7
Total
192
E. Piping System 8,125,359.8 1 lot 8,125,359.8
UPPER DECK
Exhaust Piping System 4,333,525.23 1 lot 4,333,525.23
193
ANNEX E
194
195
196
197
198
199

Design of an 82 MW Power Barge Fuel System

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Design of an 82 MW Power Barge Fuel System

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University of the East

DESIGN OF A 82 MW POWER BARGE

In Partial Fulfilment for

March 23, 2019

CHAPTER I Introduction ..................................................................................................................1

Air – Fuel Ratio

Is the mass ratio of air to fuel present during combustion.

Btu (British thermal unit)

Carbon Dioxide (CO2)

Clean Coal Technologies

A bed or stratum of coal.

Coal-Fired Power Plant

A power plant that uses coal as the fuel to generate electricity.

Chemical oxidation accompanied by the generation of light and heat.

Mass per unit volume

Electric Power Plant

It refers to the combustion exhaust gas produced

Higher Heating Value

The amount of heat released by a specified quantity

A unit of electrical power equal to 1000 kilowatts or one million watts.

A unit of weight equal to 2,204.6 pounds.

Moist (Coal) Basis

The use of pressurized gas to affect mechanical motion.

Force per unit area exerted by a body or fluid.

The air that is supplied to the combustion chamber of a furnace.

Make into a powder by breaking up or cause to become dust

A unit of weight equal to 2,000 pounds.

Name given to a steel chimney, a tall vertical pipe or chimney.

All nonmetallurgical coal.

A generator in which the prime movers (turbines) are powered by steam.

Those products, exclusive of moisture, given off by a material as gas or vapour.

Figure1.1: Photo showing the Power barge

2.1 ENGINE SELECTION

Table 2.1 Diesel Engine Specifications

Specific Fuel Consumption (55%)

Source: Statistics Percentile Computation

Source: Statistics Percentile Computation

A. Specific Fuel Consumption (55%)

184 184 184

Table 2.2 Score Percentage for Specific Fuel Oil Consumption

B. Specific Lubricating Oil Consumption (20%)

Table 2.3 Score Percentage for Specific Lubricating Oil Consumption

9.2 9.2 9.2

Table 2.4 Score Percentage for Nitrogen Oxides Emission

101 101 101

Table 2.5 Score Percentage for Weight

WEIGHT, TONS 152 117 101

9305 x 3050 ) (5%) 퐂9305

Table 2.6 Score Percentage for Area

AREA, mm 11360 x 3050 11431 x 4200 9305 x 3305

percentage of engines A, B and C.

ENGINE A ENGINE B ENGINE C

2.2 Number of Engine Generator Set

Desired Plant Output

Plant Capacity = Selected Generator Output × No. of Engines

Plant Capacity = 9195 kW× 9

Plant Capacity = 82760 kW = 82.76 MW = 82 MW

Contract Capacity = Plant Capacity × (100 − 4)%

Contract Capacity = 82.76 MW× (100 − 4)%

Contract Capacity = 79.4496 MW

Contract Capacity = 79.45 MW

2.4 Black Start Engine

푃푏푠= (푁푐푥푃푐) + (푃푙푎푛푡퐶푎푝푎푐푖푡푦푥%푝푙푎푛푡푢푠푎푔푒푥