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ship-machinery- presentation details .pdf

Chapter 1 of the document provides an introduction to marine engineering, focusing on the roles and responsibilities of marine engineers in relation to ship operation and machinery. It details various types of propulsion systems, machinery layout designs, and the overlap of responsibilities between naval architects and marine engineers. The chapter emphasizes the need for marine engineers to possess a broad range of theoretical and practical skills to operate machinery effectively while addressing the unique requirements of maritime environments.

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Chapter 1 Ships and machinery
Introduction to marine engineering, by taking an overall look at the ship. 1. The various duties of a marine engineer all relate to the operation of the ship in a safe, reliable, efficient and economic manner. 2. The main propulsion machinery installed will influence the machinery layout and determine the equipment and auxiliaries installed. Determine the operational and maintenance requirements for the ship and thus the operation knowledge first is required. The duties to be performed by the marine engineer.
What are the Ships?  large, complex vehicles which must be self-sustaining in their environment for long periods with a high degree of reliability.  A ship is the product of two main areas of skill, those of the naval architect and the marine engineer.  The naval architect - is responsible with the hull, its construction, form, habitability and ability to endure its environment.  The marine engineer- is responsible for the various machinery systems which required propelling and operating the ship.
What are the Machinery required to propel and operate the ship are;  Main engines- diesel engine, steam turbine, gas turbine, nuclear reactor  Steering gear,  anchoring  ship securing / mooring  cargo handling,  air conditioning,  power generation and its distribution. Some overlap responsibilities between naval architects and marine Engineers are;  Propeller design,  Reduction of noise and vibration.  Ship's structure,  Engineering services provided to considerable areas of the ship.
A ship may be divided into three major areas: 1. the cargo-carrying holds or tanks, 2. the accommodation 3. and the machinery space. Depending upon the type each ship will assume (take responsibility) varying proportions and functions. Oil tanker will have the cargo-carrying compartment;  Divided into tanks by two longitudinal bulkheads and several transverse bulkheads.  There are quantities of cargo piping both above and below decks.
The general cargo ship will have;  various cargo holds which are usually the full width of the vessel and formed by transverse bulkheads along the ship's length.  Cargo handling equipment located on deck  Large hatch openings closed with steel hatch covers.  The accommodation areas.  Each type of these ship will have a sufficient to meet the requirements for the ship's crew, provide a navigating bridge area and a communications centre.  The machinery space / compartment- the size will be decided by the particular machinery installed and the auxiliary equipment necessary.
Passenger ship would have a large accommodation which considered as the 'cargo space'. Machinery space may be large because for installation of;  Air conditioning and refrigeration equipment,  Stabilisers  Other passenger related equipment.
Machinery Arrangement. Three principal types of propulsion machinery installation layouts from an engineering point of view; 1. Slow-speed diesel engines, direct coupled between propeller shaft and diesel engines- 100-120RPM 2. Medium-speed diesels operates in the range 250-750 RPM cannot directly coupled to the propeller shaft. A gearbox/ reduction gear is used to provide a low speed drive on propeller shaft. 3. High-speed Steam turbine running in the order 6000RPM. A gearbox/ reduction gear must be used to provide a low speed drive for the propeller shaft.
For the propeller to rotate and operate efficiently: Must rotate at a relatively low speed at about 80-100RPM The slow-speed diesel engine rotates at this low speed and the crankshaft is thus directly coupled to the propeller shafting. No need use gear box. The medium-speed diesel engine operates in the range 250—750 rev/min and High-speed diesel operates in the range 1000RPM above must not be direct coupled to the propeller shaft. So, a gearbox is used to provide a low-speed drive for the propeller shaft. The steam turbine Rotates at a very high speed, about 6000 rev/min. Again, a gearbox must be used to provide a low-speed drive for the propeller shaft.
Slow-speed diesel engine. A cutaway drawing of a complete ship is shown in Figure I.I. Besides the machinery space, can be seen 1. the main engine 2. the cargo heating boiler. 3. Structure of the hull, 4. cargo tank areas together with the cargo piping and the deck machinery.
Figure I.I.
Figure 1.2 Slow-speed diesel machinery arrangements
The more usual plan and elevation drawings of a typical slow- speed diesel installation are shown in Figure 1.2. A six-cylinder direct-driven diesel engine is shown in this machinery arrangement. The only auxiliaries visible are; 1. Diesel generator 2. Air compressor, 3. Generators, 4. Oily-water separator, 5. Evaporator, 6. Various pumps 7. Heat exchangers. 8. Auxiliary boiler 9. Exhaust gas heat exchanger would be located in Uptake region leading to the funnel. 10.Various workshops and stores 11.Machinery control room / engine control room.
Geared medium-speed diesel. (Using gearbox)  Four (4) medium-speed (500rev/min) diesels are used in the machinery layout of the rail ferry shown in Figure 1.3.  The gear units provide a twin-screw drive at 170rev/min to controllable pitch propellers (CPP).  The gear units also power take-offs for shaft-driven generators which provide all power requirements while at sea.
Figure 1.3 Medium/high-speed diesel machinery arrangements
Steam turbine.  Twin cross-compounded steam turbines are used in the machinery layout of the container ship, shown in Figure 1.4.  Only part plans and sections are given since there is a considerable degree of symmetry in the layout. Each turbine set drives, through a double reduction gearbox with separate thrust block, its own fixed-pitch propeller.  The condensers are located beneath each low-pressure turbine and are arranged for scoop circulation at full power operation and axial pump circulation when manoeuvring.
Around the main machinery are located various main engine and ship's services pumps, an auxiliary oil-fired boiler and a sewage plant and 3 diesel alternators. The 8.5m platform is located;  Turbo-alternator each side and fitted the forced-draught fans for the main boilers.  The main boiler feed pumps and other feed system equipment are also located around this flat.  The two main boilers occupy the after end of this flat and are arranged for roof firing.  Two distillation plants are located forward and the domestic water supply units are located aft.  The control room consists the main and auxiliary machinery consoles.  The main switchboard and group starter boards are located forward of the console, which faces into the machinery space.
On the 16.2 m platform.  is the combustion control equipment for each boiler with a local display panel, although control is from the main control room.  The boiler fuel heating and pumping module is also located here.  The de-aerator is located high up in the casing and silencers for the diesel alternators are in the funnel casing.
Operation and Maintenance. 1) The marine engineer responsible for all the shipboard machinery with the exception of radio equipment. 2) Electrical engineers may be carried on very large ships, if not electrical equipment is also maintained by marine engineer. 3) A marine engineer must have a broad-based theoretical and practical training as he must be a mechanical, electrical, ventilation, air conditioning and refrigeration engineer when the need rises.
Theoretical and practical training is therefore necessary for a marine engineer.  He must be a mechanical, electrical, air-conditioning, ventilation and refrigeration engineer, as the need arises.  Unlike his shore-based opposite number in these occupations, he must also deal with the specialized requirements of a floating platform in a most corrosive environment.  Furthermore he must be self sufficient and capable of getting the job done with the facilities at his disposal.
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