Makina Dairesi Dizayn Prensipleri
Transcript of Makina Dairesi Dizayn Prensipleri
References: R.L. Arrington, Marine Engineering, SNAME, 1992
H.D. McGeorge, Marine Auxiliary Machinery, 7th ed.,
published by Butterworth & Heinemann, 1995
L.D.Simmons, Naval Propulsion Systems, Institute of
Defence Analyses, US, 1991
J.S.Carlton, Marine Propellers and Propulsion,
Butterworth-Hinemann (1994)
Project Guides, published by several engine
manufacturers
ISO standards, Lloyd Rules and requirements
Lectures notes
ISO Standards
• ISC 47.020. Shipbuilding and marine structures in general
Including offshore structures, except offshore structures for
petroleum and natural gas industries, and seabed mining
• ISC 47.040. Seagoing vessels
Including their systems and components
• ISC 47.060. Inland navigation vessels
Including their systems and components
• ISC 47.080. Small craft
Including small craft systems and components, and life-saving
appliances
Useful links:
www.iso.org
www.tse.org.tr
www.kutuphane.itu.edu.tr
Lloyd rules
The requirements in Machinery Rules Booklet
named Chapter 4 are to be the mainly
references for the Course.
Essentials for the design of
machinery rooms:
• Approved standards related with design objectives
• Relevant requirements of Class Rules
• Shipowner’s requests
• Conventional applications and suitable modifications
accord to ship’s type / special design concepts
• Available area for machinery arrangement and engineering
solutions
Design conditions about inclinations
Installations, components
Angle of inclination [degrees]2
Athwartships For-and-aft
Static Dynamic
(rolling) Static
Dynamic
(pitching)
Main and auxiliary machinery 15 22.5 54 7.5
Safety equipment, e.g. emergency power installations, emergency
fire pumps and their devices
Switch gear, electrical and electronic appliances1 and remote
control systems
22.53 22.53 10 10
NOTES:
1) Up to an angle of inclination of 45° no undesired switching operations or operational changes may occur.
2) Athwartships and fore-end-aft inclinations may occur simultaneously.
3) In ships for the carriage of liquefied gases and of chemicals the emergency power supply must also remain
operable with the ship flooded to a final athwartships inclination up to maximum of 30°.
4) Where the length of the ship exceeds 100m, the fore-and-aft static angle of inclination may be taken as 500/L
degrees where L = length of the ship, in metres.
Table 1 Ambient conditions about inclinations
Operating conditions
Table 2 Water temperatures
Table 3 Air temperatures at an atmospheric pressure of 100 kPa and at a relative
humidity of 60%
Coolant Temperature (oC)
Seawater + 32 (1)
Charge air coolant inlet to charge air cooler + 32 (1)
(1) Class Society may approve lower water temperatures for ships operating only in special geographical areas.
Installations, components Location, arrangement Temperature range [°C]
Machinery and electrical installations (1)
in enclosed spaces 0 to +45 (2)
on machinery components, boilers in spaces, subject to higher or lower
temperatures
According to specific local conditions
on the open deck -25 to +45
(1) Electronic appliances shall ensure satisfactory operation even at a constant air temperature of +55°C. (2) Class Society may approve lower air temperatures for ships designed only for service in special geographical
areas.
Miscellaneous conditions
Location Conditions
in all spaces
Ability to withstand oil vapour and salt-laden air
Trouble-Free operation within the temperature ranges stated in Table 3, and with a relative humidity up to 100% at a reference temperature of 45°C
Tolerance to condensation is assumed
in specially protected control rooms 80% relative humidity at a reference temperature of 45°C
on the open deck Ability to withstand temporary flooding with seawater and salt-laden spray
Table 4 Other operational ambient conditions
Colour coding scheme for marine pipe lines
MAIN COLOURS MEDIUM
Black Waste media (for example, wastewater, black water, gray water waste oil, exhaust gas)
Blue Fresh water
Brown Fuel
Green Sea water
Gray Non-flammable gases
Maroon Masses/bulk materials (dry and wet)
Orange Oils other than fuels
Silver Steam
Red Fire fighting and fire protection
Violet Acids, alkalis
White Air in ventilation system
Yellow-ochre Flammable gases
Engine control room
Engine room
HFO Bunker HFO
Daily/ Service
HFO
Daily/Service
Lub.O
Settling T.
HFO Bunker MDO
Settling
Lub.O
Daily/Service
MDO
Daily/Service
Sea
Ch
est
Sea
Ch
est
Gen
erat
or
Gen
erat
or
Main Engine
Main Engine
Fly
Wheel Clutch
Clutch
Clutch Fly
Wheel
Coupling
Coupling
Gearbox
Multipurposed arrangement plan of
machinery room STARBOARD SIDE
PORT SIDE
HFO Bunker HFO
Daily/ Service
HFO
Daily/Service
Lub.O
Settling T.
HFO Bunker MDO
Settling
Lub.O
Daily/Service
MDO
Daily/Service
Sea
Ch
est
Sea
Ch
est
Gen
erat
or
Gen
erat
or
Main Engine
Main Engine
Fly
Wheel Clutch
Clutch
Clutch Fly
Wheel
Coupling
Coupling
Gearbox
Multipurposed arrangement plan of
machinery room STARBOARD SIDE
PORT SIDE
Bilge Wells
Dual Fuel Oil Lines (Heavy Fuel Oil / Medium Diesel Oil)
Fuel Oil System
General requirements by Class Societies
Bunker Lines
The bunkering of oil fuels is to be effected by means of
permanently installed lines either from the open deck or from
bunkering stations located below deck which are to be isolated
from other spaces.
Bunker stations are to be so arranged that the bunkering can be
performed from both sides of the ship without danger. This
requirement is considered to be fulfilled where the bunkering
line is extended to both sides of the ship. The bunkering lines are
to be fitted with blind flanges on deck.
Fuel Oil System
General requirements by Class Societies
Tank Filling and Suction Lines
Filling and suction lines from storage, settling and daily service tanks situated
above the double bottom and from which in case of their damage fuel oil may
leak, are to be fitted directly on the tanks with shut-off devices capable of
being closed from a safe position outside the space concerned.
In the case of deep tanks situated in shaft or pipe tunnel or similar spaces,
shut-off devices are to be fitted on the tanks. The control in the event of fire
may be affected by means of an additional shut-off device in the pipe outside
the tunnel or similar space. If such additional shut-off device is fitted in the
machinery space it shall be operated from a position outside this space.
Shut-off devices on fuel oil tanks having a capacity of less than 500 litres
need not be provided with remote control.
Fuel Oil System
General requirements by Class Societies Tank Filling and Suction Lines
Filling lines are to extend to the bottom of the tank. Short filling
lines directed to the side of the tank may be admissible.
Storage tank suction lines may also be used as filling lines.
Where filling lines are led through the tank top and end below the
maximum oil level in the tank, a non-return valve at the tank top is
to be arranged.
The inlet connections of suction lines are to be so arranged far
enough from the drains in the tank that the water and impurities
which have settled out will not enter the suctions
Fuel Oil System
General requirements by Class Societies
Pipe Layout
Fuel lines may not pass through tanks containing feedwater,
drinking water, lubricating oil or thermal oil.
Fuel lines may not be laid in the vicinity of boilers, turbines or
equipment with high surface temperatures (over 220°C) or in
way of electrical equipment.
Flanged and screwed socket connections in fuel oil lines are to
be screened or otherwise suitably protected to avoid, as far as
practicable, oil spray or oil leakages onto hot surfaces, into
machinery air intakes, or other sources of ignition.
Fuel Oil System
General requirements by Class Societies
Pipe Layout
Pipes running below engine room floor need normally not to be
screened.
Shut-off valves in fuel lines in the machinery spaces are to be
operable from above the floor plates.
Glass and plastic components are not permitted in fuel systems.
Sight glasses made of glass located in vertical overflow pipes
may be permitted.
Fuel pumps are to be capable of being isolated from the piping
system by shut-off valves.
Fuel Oil System
General requirements by Class Societies
Fuel Transfer, Feed and Booster Pumps
Fuel transfer, feed and booster pumps shall be designed for the
proposed operating temperature of the medium pumped.
A fuel transfer pump is to be provided. Other service pumps may
be used as a stand-by pump provided they are suitable for this
purpose.
At least two means of oil fuel transfer are to be provided for
filling the daily (service) tanks.
Where a feed or booster pump is required to supply fuel to main
or auxiliary engines, standby pumps shall be provided. Where,
the pumps are attached to the engines, standby pumps may be
dispensed with for auxiliary engines.
Fuel Oil System
General requirements by Class Societies
Filters
Fuel oil filters are to be fitted in the delivery line of the fuel
pumps.
Mesh size and filter capacity are to be in accordance with the
requirements of the manufacturer of the engine.
Fuel oil filters are to be fitted with differential pressure control.
Uninterrupted supply of filtered fuel has to be ensured under
cleaning and maintenance conditions of filtering equipment.
Engines for the exclusive operation of emergency generators and
emergency fire pumps may be fitted with simplex filters.
Fuel transfer units are to be fitted with a simplex filter on the
suction side.
Fuel Oil System
General requirements by Class Societies
Service Tanks
On cargo ships of 500 gross tons or above and all passenger ships 2
fuel oil service tanks for each type of fuel used on board necessary for
propulsion and essential systems are to be provided. Equivalent
arrangements may be permitted.
Each service tank shall have a capacity of at least 8 hours at maximum
continuous rating of the propulsion plant and normal operation load of
the generator plant.
Where the overflow pipe of the tank is terminated in the settling tanks,
suitable means shall be provided to ensure that no untreated heavy fuel
oil can penetrate into the daily service tank in case of overfilling of a
settling tank.
Daily service tanks are to be provided with drains and with discharge
arrangements.
Fuel Oil System
General requirements by Class Societies
Settling tanks
Heavy fuel settling tanks or equivalent arrangements with
sufficiently dimensioned heating systems are to be provided.
Settling tanks are to be provided with drains, emptying
arrangements and with temperature measuring instruments.
Heavy fuel oil tanks are to be fitted with a heating system.
The capacity of the tank heating system is to be in accordance
with the operating requirements and the quality of fuel oil
intended to be used.
Storage tanks need not be fitted with a heating system provided
when it can be guaranteed that the proposed quality of fuel oil
can be pumped under all ambient and environmental conditions.
Fuel Oil System
General requirements by Class Societies
Change-over arrangements MDO/HFO
The change-over arrangement of the fuel supply and return lines
is to be interlocked so that faulty switching is excluded and to
ensure reliable separation of the fuels.
Change-over valves which allow interpositions are not permitted.
The change-over devices are to be accessible and permanently
marked. Their respective working position must be clearly
indicated.
Remote controlled change-over devices are to be provided with
limit position indicators at the control platforms.
HFO Bunker HFO
Daily/ Service
HFO
Daily/Service
Lub.O
Settling T.
HFO Bunker MDO
Daily/Service
Lub.O
Daily/Service
MDO
Settling
Sea
Ch
est
Sea
Ch
est
Gen
erat
or
Gen
erat
or
Main Engine
Main Engine
Clutch
Clutch
Clutch
Coupling
Coupling
Gearbox
Multipurposed arrangement plan of
machinery room STARBOARD SIDE
PORT SIDE
Bilge Well
Cooler
Doublex filter
Parallel Pumps
Seperator
Lubricating Oil Lines
Lubricating Oil System
General requirements by Class Societies
General
Lubricating oil systems are to be constructed to ensure reliable
lubrication over the whole range of speed and during run-down of the
engines and to ensure adequate heat transfer.
The equipment necessary (purifiers, automatic back-flushing filters,
filters and free-jet centrifuges) for adequate treatment of lubricating oil
is to be provided.
A suitable emergency lubricating oil supply (e.g. gravity tank) is to be
arranged to come automatically into use in the event of a failure of the
supply from the pumps.
In the case of auxiliary engines running on heavy oil which are
supplied from a common lubricating oil tank, suitable equipment is to
be fitted to ensure that in case of failure of the common lubricating oil
treatment system or ingress of fuel or cooling water into the lubricating
oil circuit.
Lubricating Oil System
General requirements by Class Societies
Lubricating oil drain tanks and gravity tanks
For ships where a double bottom is required the minimum distance
between shell and circulating tank are to be at least 500 mm and more.
Where an engine lubricating oil circulation tank extends to the bottom
shell plating on ships for which a double bottom is required in the
engine room shut-off valves are to be fitted in the drain pipes between
engine casing and circulating tank. These valves are to be capable of
being closed from a level above the lower platform.
The suction connections of lubricating oil pumps are to be located as
far as possible from drain pipes.
The gravity tank is to be fitted with an overflow pipe which leads to
the drain tank. Arrangements are to be made for observing the flow of
excess oil in the overflow pipe.
Lubricating Oil System
General requirements by Class Societies
Filters
Lubricating oil filters are to be arranged in the delivery pressure of the
pumps.
Mesh size and filter capacity are to be in accordance with the
requirements of the engine manufacturer.
Uninterrupted supply of filtered lubricating oil has to be ensured under
cleaning and maintenance conditions of filter equipment.
Main lubricating oil filters are to be fitted with differential pressure
monitoring.
Engines for the exclusive operation of emergency generators and
emergency fire pumps may be fitted with simplex filters.
For the protection of the lubricating oil pumps simplex filter of a
minimum mesh size of 100 μ may be arranged on the suction side of the
pumps.
Lubricating Oil System
General requirements by Class Societies
Filling and suction lines
Filling and suction lines of L.O. tanks with a capacity of 500
litres and more located above the double bottom and from which
in case of their damage lubricating oil may leak, are to be fitted
directly on the tanks with shut-off device.
It is recommended that turbine and large engine plants be
provided with more than one oil cooler.
Lubricating oil is to be supplied by a main pump and an
independent stand-by pump.
HFO Bunker HFO
Daily/ Service
HFO
Daily/Service
Lub.O
Settling T.
HFO Bunker MDO
Settling
Lub.O
Daily/Service
MDO
Daily/Service
Sea
Ch
est
Sea
Ch
est
Gen
erat
or
Gen
erat
or
Main Engine
Main Engine Fly
Wheel
Clutch
Clutch
Clutch
Coupling
Coupling
Gearbox
Multipurposed arrangement plan of
machinery room STARBOARD SIDE
PORT SIDE
Pump
Cooler Heater
Cooler
Cooler
Deareating
Feed Tank
Oveflow
Tank
Closed Cooling Cycle (fresh water line)
Cooling System , Fresh Water Line
General requirements by Class Societies
General
Fresh water cooling systems are to be so arranged that the engines can
be sufficiently cooled under all operating conditions.
The cooling circuits are to be so divided that, should one part of the
system fail, operation of the auxiliary systems can be maintained.
As far as possible, the temperature controls of main and auxiliary
engines as well as of different circuits are to be independent of each
other.
Common cooling water systems for main and auxiliary plants are to be
fitted with shut-off valves to enable repairs to be performed without
taking the entire plant out of service.
Cooling System , Fresh Water Line
General requirements by Class Societies
Cooling circuits
Depending on the requirements of the engine plant, the following
fresh water cooling systems are allowed:
• A single cooling circuit for the entire plant;
• Separate cooling circuits for the main and auxiliary plant;
• Several independent cooling circuits for the main engine
components which need cooling (e.g. cylinders, pistons and
fuel valves) and for the auxiliary engines;
• Separate cooling circuits for various temperature ranges.
Cooling System , Fresh Water Line
General requirements by Class Societies
Heat Exchangers, Coolers
The coolers of cooling water systems, engines and equipment are to be
designed to ensure that the specified cooling water temperatures can be
maintained under all operating conditions.
Heat exchangers for auxiliary equipment in the main cooling water circuit
are to be provided with by-passes if by this means it is possible, in the event
of a failure of the heat exchanger, to keep the system in operation.
It is to be ensured that auxiliary machinery can be maintained in operation
while repairing the main coolers. If necessary, means are to be provided for
changing over to other heat exchangers, machinery or equipment through
which a temporary heat transfer can be achieved.
Shut-off valves are to be provided at the inlet and outlet of all heat
exchangers.
Every heat exchanger and cooler is to be provided with a vent and a drain.
Cooling System , Fresh Water Line
General requirements by Class Societies
Expansion Tanks
Expansion tanks are to be arranged at sufficient height for every
cooling water circuit.
Different cooling circuits may only be connected to a common
expansion tank if they do not interfere with each other. Care must be
taken here to ensure that damage to or faults in one system cannot
affect the other system.
Expansion tanks are to be fitted with filling connections, aeration/de-
aeration devices, water level indicators and drains.
Cooling System , Fresh Water Line
General requirements by Class Societies
Fresh Water Cooling Pumps
Main engines are to be fitted with at least one main and one stand-by
cooling water pump. Where according to the construction of the engines
more than one water cooling circuit is necessary, a stand-by pump is to be
fitted for each main cooling water pump.
Main cooling water pumps may be driven directly by the main or auxiliary
engines which they are intended to cool provided that a sufficient supply of
cooling water is assured under all operating conditions.
The drives of stand-by cooling water pumps are to be independent of the
main engines.
Stand-by cooling water pumps are to have the same capacity as main
cooling water pumps.
Equipment providing for emergency cooling from another system can be
approved if the plant and system are suitable for this purpose. The shut-off
valves in these connections are to be secured against unintended operation.
Cooling System , Fresh Water Line
General requirements by Class Societies
Temperature Control
Cooling water circuits are to be provided with temperature controls in accordance
with the requirement. Control devices whose failure may impair the functional
reliability of the engine are to be equipped for manual operation.
Preheating for Cooling Water
Means are to be provided for preheating fresh cooling water.
Emergency Generating Units
Internal combustion engines driving emergency generating units are to be fitted
with independent cooling systems. Such cooling systems are to be made proof
against freezing.
HFO Bunker HFO
Daily/ Service
HFO
Daily/Service
Lub.O
Settling T.
HFO Bunker MDO
Settling
Lub.O
Daily/Service
MDO
Daily/Service
Sea
Ch
est
Sea
Ch
est
Gen
erat
or
Gen
erat
or
Main Engine
Main Engine Fly
Wheel
Clutch
Clutch
Clutch
Coupling
Coupling
Gearbox
Multipurposed arrangement plan of
machinery room STARBOARD SIDE
PORT SIDE
Cooler
Parallel
Pumps Dou
ble
x
Fil
ter/
Str
ain
er
Sea Water
Outlet
Open Cooling Cycle (sea water line)
Cooling System , Sea Water Line
General requirements by Class Societies
Sea Connections, Sea Chests
At least 2 sea chests are to be provided. Wherever possible, the sea
chests are to be arranged as low as possible on either side of the ship.
It is to be ensured that the total seawater supply for the engines can be
taken from only one sea chest.
Each sea chest is to be provided with an effective vent. The following
venting arrangements will be approved:
• An air pipe of at least 32 mm ID which can be shut-off and which
extends above the bulkhead deck;
• Adequately dimensioned ventilation slots in the shell plating.
Cooling System , Sea Water Line
General requirements by Class Societies
Sea Valves
Sea valves are to be so arranged that they can be operated from above
the floor plates.
Discharge pipes for seawater cooling systems are to be fitted with a
shut-off valve at the shell plating
Strainer
The suction lines of the seawater pumps are to be fitted with strainers.
The strainers are to be so arranged that they can be cleaned during
operation of the pumps.
Where cooling water is supplied by means of a scoop, strainers in the
main seawater cooling line can be dispensed with.
Cooling System , Sea Water Line
General requirements by Class Societies
Seawater Cooling Pumps
Main propulsion plants are to be provided with main and stand-by
cooling water pumps. They are each to be of sufficient capacity to meet
the maximum cooling water requirements of the plant
Driving of the stand-by cooling water pump is to be independent of the
main engine.
Alternatively, three cooling water pumps of the same capacity and
delivery head may be arranged, provided that two of the pumps are
sufficient to supply the required cooling water for full load operation of
the plant at design temperature. With this arrangement it is allowable
for the second pump to be automatically put into operation only in the
higher temperature range by means of a thermostat.
Cooling System , Sea Water Line
General requirements by Class Societies
Seawater Cooling Pumps
Ballast pumps or other suitable seawater pumps may be used as
stand-by cooling water pumps.
Where cooling water is supplied by means of a scoop, the main
and stand-by cooling water pumps are to be of a capacity which
will ensure reliable operation of the plant under partial load
conditions and astern operation. The main cooling water pump is
to be automatically started as soon as the speed falls below that
required for the operation of the scoop.
Cooling System , Sea Water Line
General requirements by Class Societies
Multi-propellers and multi-main engines
For plants with more than one engine and with separate cooling water systems,
complete spare pumps on board may be accepted instead of stand-by pumps
provided that the main seawater cooling pumps are so arranged that they can be
replaced with the means available on board.
Cooling water supply for auxiliary engines
Where a common cooling water pump is provided to serve more than one
auxiliary engine, an independent stand-by cooling water pump with the same
capacity is to be fitted. Independently operated cooling water pumps of the main
engine plant may be used to supply cooling water to auxiliary engines while at
sea, provided that the capacity of such pumps is sufficient to meet the additional
cooling water requirement.
If each auxiliary engine is fitted with an attached cooling water pump, no stand-
by cooling water pumps need be provided.
HFO Bunker HFO
Daily/ Service
HFO
Daily/Service
Lub.O
Settling T.
HFO Bunker MDO
Settling
Lub.O
Daily/Service
MDO
Daily/Service
Sea
Ch
est
Sea
Ch
est
Gen
erat
or
Gen
erat
or
Main Engine
Main Engine
Clutch Clutch
Clutch
Coupling
Coupling
Gearbox
Multipurposed arrangement plan of
machinery room STARBOARD SIDE
PORT SIDE
Air
bottle/receiver
Compressor
Bilge Wells
Pressure
reducers
Air Starting Cycle (Compressed Air Lines)
Compressed Air, Starting System
General requirements by Class Societies
General
Pressure lines connected to air compressors are to be fitted with
non-return valves at the compressor outlet.
Starting air lines may not be used as filling lines for air receivers.
Only type-tested hose assemblies made of metallic materials may
be used in starting air lines of diesel engines which are
permanently kept under pressure.
The starting air line to each engine is to be fitted with a non-return
valve and a drain.
Tyfons are to be connected to at least two compressed air
receivers.
A safety valve is to be fitted behind each pressure-reducing valve.
Compressed Air, Starting System
General requirements by Class Societies
Control Air Systems
Control air systems for essential consumers are to be provided
with the necessary means of air treatment.
Pressure reducing valves in the control air system of main
engines are to be redundant.
HFO Bunker HFO
Daily/ Service
HFO
Daily/Service
Lub.O
Settling T.
HFO Bunker MDO
Settling
Lub.O
Daily/Service
MDO
Daily/Service
Sea
Ch
est
Sea
Ch
est
Gen
erat
or
Gen
erat
or
Main Engine
Main Engine
Fly
Wheel
Clutch
Clutch
Clutch
Coupling
Coupling
Gearbox
Multipurposed arrangement plan of
machinery room STARBOARD SIDE
PORT SIDE
Air bottle
Compressor
Bilge Wells
Oveflow
tank
Filling line
Fil
ling l
ine
all the lines
HFO Bunker HFO
Daily/ Service
HFO
Daily/Service
Lub.O
Settling T.
HFO Bunker MDO
Settling
Lub.O
Daily/Service
MDO
Daily/Service
Sea
Ch
est
Sea
Ch
est
Gen
erat
or
Gen
erat
or
Main Engine
Main Engine
Fly
Wheel
Clutch
Clutch
Clutch
Coupling
Coupling
Gearbox
Multipurposed arrangement plan of
machinery room STARBOARD SIDE
PORT SIDE
Air bottle
Compressor
Bilge Wells
Oveflow
tank
Filling line
Fil
ling l
ine
all the lines
HFO Bunker HFO
Daily/ Service
HFO
Daily/Service
Lub.O
Settling T.
HFO Bunker MDO
Settling
Lub.O
Daily/Service
MDO
Daily/Service
Sea
Ch
est
Sea
Ch
est
Gen
erat
or
Gen
erat
or
Main Engine
Main Engine
Fly
Wheel
Clutch
Clutch
Clutch
Coupling
Coupling
Gearbox
Multipurposed arrangement plan of
machinery room STARBOARD SIDE
PORT SIDE
Air bottle
Compressor
Bilge Wells
Oveflow
tank
Filling line
Fil
ling l
ine
all the lines
Bilge System
General requirements by Class Societies
Bilge Systems
A bilge system is intended to dispose of water which may accumulate in spaces
within the vessel due to condensation, leakage, washing, fire fighting, etc. It is to
be capable of controlling flooding in the propulsion machinery space as a result of
limited damage to piping systems.
Bilge lines are to be designed to avoid the possibility of cross-flooding between
spaces and between the vessel and the sea.
To enhance system availability, bilge pump integrity is to be assured through
testing and certification; at least two bilge pumps are to be provided, and bilge
suction control valves are to be accessible for maintenance at all times.
Provision is to be made to process oily bilge water prior to discharging overboard.
Bilge System
General requirements by Class Societies
Layout of bilge lines
Bilge lines and bilge suctions are to be so arranged that the bilges can
be completely pumped even under disadvantageous trim conditions.
Bilge pumping systems are to be capable of draining the spaces when
the vessel is on even keel and either upright or listed 5 degrees on
either side.
Bilge suctions are normally to be located on both sides of the ship. For
compartments located fore and aft in the ship, on bilge suction may be
considered sufficient provided that it is capable of completely draining
the relevant compartment.
Spaces located forward of the collision bulkhead and aft of the stern
tube bulkhead and not connected to the general bilge system are to be
drained by other suitable means of adequate capacity.
Bilge System
General requirements by Class Societies
Bilge pipelines lying through tanks
Bilge pipes may not be led through tanks for lubricating oil, thermal oil,
drinking water or feedwater.
Bilge pipes from spaces not accessible during the voyage if running through
fuel tanks located above double bottom are to be fitted with a non-return valve
directly at the point of entry into the tank.
Pipes of other materials having dimensions properly accounting for corrosion
and mechanical strength may be accepted. The number of joints in these lines is
to be kept to a minimum. Pipe joints are to be welded or heavy flanged (e.g.,
one pressure rating higher). The line within the tank is to be installed with
expansion bends. Slip joints are not permitted. A non-return valve is to be fitted
at the open end of the bilge line. These requirements are intended to protect the
space served by the bilge line from being flooded by liquid from the deep tank
in the event of a leak in the bilge line.
Bilge System
General requirements by Class Societies
Bilge suctions and strums
Bilge suctions are to be so arranged as not to impede the cleaning
of bilges and bilge wells. They are to be fitted with easily
detachable, corrosion-resistant strums.
Emergency bilge suctions are to be arranged in such a manner that
they are accessible, with free flow and at a suitable distance from
the tank top or ship’s bottom.
Bilge System
General requirements by Class Societies
Bilge valves
Valves in connecting pipes between the bilge and the seawater
and ballast water system, as well as between the bilge connections
of different compartments, are to be so arranged that even in the
event of faulty operation or intermediate positions of the valves,
penetration of seawater through the bilge system will be safely
prevented.
Bilge discharge pipes are to be fitted with shut-off valves at the
ship's side.
Bilge valves are to be arranged so as to be always accessible
irrespective of the ballast and loading condition of the ship.
Open end of the bilge line is to be fitted with a non-return valve.
Bilge System
General requirements by Class Societies
Bilge pumps for cargo ships
Cargo ships are to be provided with two independent, power bilge pumps. On
ships up to 2000 tons gross, one of these pumps may be attached to the main
engine.
On ships of less than 100 tons gross, one engine-driven bilge pump is
sufficient. The second independent bilge pump may be a permanently installed
manual bilge pump. The engine-driven bilge pump may be coupled to the main
propulsion plant.
Bilge pumps for passenger ships
At least three pumps are to be provided.
For further information, please see «See International Convention for the Safety
of Life at sea (SOLAS) 1974, Chapter II-1, part C. regulations 35-1, 3.2.»
Exhaust System
General requirements by Class Societies
Pipe Layout
Engine exhaust gas pipes are to be installed separately from each other, taking
the structural fire protection into account. Other designs are to be submitted for
approval. The same applies to boiler exhaust gas pipes.
Account is to be taken of thermal expansion when laying out and suspending
the lines.
Where exhaust gas lines discharge near water level, provisions are to be taken
to prevent water from entering the engines.
Exhaust System
General requirements by Class Societies
Silencers
Engine exhaust pipes are to be fitted with effective silencers or other suitable
means are to be provided.
Water Drains
Exhaust lines and silencers are to be provided with suitable drains of adequate
size.
Installation principles for the exhaust lines
of small crafts
Installation principles for the exhaust lines
of small crafts
Wet mufflers / Waterlift
Most sailboat engines are installed below the boat’s waterline. This
means that special precautions must be taken to prevent seawater
from siphoning back into the engine, with potentially disastrous
results.
It is important that the waterlift be below the manifold at all angles
of heel and all degrees of pitch.
The waterlift is simply an enclosed pot with inlet and discharge
hoses. Engine cooling water is injected into the exhaust line before it
reaches the waterlift, gradually filling the pot. Exhaust pressure
builds in the pot as it is filled with cooling water until the pressure in
the pot is sufficient to blow water and exhaust gases out the
discharge port.
A common mistake in mounting the waterlift is to place it to the side
of the engine, far from the boat’s centerline.
The exhaust line coming out of the waterlift must loop well above
the waterline. However, this loop should be no more than about 1.0
meter above the bottom of the waterlift. If the engine is so deep in
the boat that a lift of 1.0 meter does not allow the exhaust to loop at
least a foot above the waterline, the waterlift will have to be mounted
above the engine, and the installation becomes more complicated.
Injecting cooling water immediately aft of the manifold, there must
be a dry stack which rises from the manifold to a point at least 10 cm
above the waterline at all angles of heel.
Wet mufflers / Waterlift
It is important that the exhaust discharge through the hull be high enough
off the water that wave action when the boat is not under power will not
create a siphon back into the exhaust system. When the engine is running,
there will probably be enough pressure to prevent this, but not at anchor.
A valve on the exhaust outlet will also remedy the siphoning problem, but
it must be accessible, and you must remember to open and close it when
you operate and shut down the engine.
If you crank your engine several times without getting it started – a
common occurrence with a diesel in cold weather – you may fill up the
waterlift without having enough pressure to blow it out. Once again, the
water will crawl back into the engine via the exhaust valves. Every
waterlift muffler should be equipped with an easily accessible drain valve
or plug which allows you to empty the waterlift if the engine fails to start.
Wet mufflers / Waterlift
A waterlift can be split by frozen water left in the pot over the
winter. Waterlifts are made of stainless steel, fiberglass, or even
polyethylene plastic.
Fiberglass mufflers must be made with fire-retardant resin, as a loss
of cooling water in the system from a blocked hose or a broken
pump impeller will quickly heat up the exhaust system before the
engine shuts down from overheating.
A plastic waterlift costs less than $50 for a unit suitable for a 20 kW
engine. A good fiberglass muffler costs about $100, and a stainless
steel muffler about the same. Reinforced rubber exhaust hose costs
$15 or $20 per meter.
Wet mufflers / Waterlift
Wet mufflers / Waterlift
Flexible rubber exhaust hose allows for easy installation and flexibility.
The exhaust line should be at least as large as the engine exhaust outlet.
The line should be increased one pipe size for each 3 meters in length. The
exhaust line should pitch downward at least 42 mm/m of line from the
point of water.
The outlet line from the waterlift muffler should loop at least 30 cm above
the water line. Avoid any low spots or belly in the hose where water can be
trapped and flow back into the engine when the boat pitches and rolls. The
highest point of the loop should be no more than four 1.25 m measured
from the bottom.
If a siphon break is used, it should be located between the raw water pump
and the inlet to the heat exchanger. This will allow positive closure of the
valve in the siphon break during engine operation. The siphon break should
be located at least 30 cm above the water line. Do not use a drip tube on the
siphon break as it will negate the function of the valve. of the muffler
injection to the muffler.
Wet mufflers / Waterlift
If the exhaust manifold is significantly below the water line, causing
a rise of greater than 1.25 m, an insulated dry stack arrangement can
be used to raise the waterlift muffler above the exhaust manifold.
The uncooled portion of the exhaust piping must be insulated.
The distance from the top of the loop to the thru-hull fitting should
be a drop of 30 cm minimum, sloping at least 42 mm/m of distance.
This will prevent backflow of water into the exhaust manifold due to
pitching of the vessel. Remember, four feet is the maximum
allowable vertical lift between the muffler and the top of the exhaust
loop. Pipe hangers should be used to support the tubing and prevent
dips or pockets which allow water to build up in low sections of the
line. This causes back pressure and increases the noise level.
Wet mufflers / Waterlift
Because of the high temperatures involved in a dry exhaust system,
each part of the system must be well insulated from any combustible
surface and equipped with guards to prevent burns.
Dry exhaust shall not come in direct contact with bulkheads or other
combustible materials. A clearance of 25 cm must be maintained
between the exhaust and any combustible material, unless protected
by suitable insulation.
The insulating material must be suitable for the temperatures
involved, and thick enough to prevent the surface of the insulation
from reaching a temperature above 71° C. The exhaust system must
be piped so that air circulates freely around it.
Water must be prevented from entering the engine through the
exhaust. Provision must be made for drawing off rain water entering
the silencer, or putting a tee connection in the exhaust pipe.
Dry exhaust, silencer