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



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


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


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


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


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


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


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


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


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



PORT SIDE

Bilge Well

Cooler

Doublex filter

Parallel Pumps

Seperator

Lubricating Oil Lines

Lubricating Oil System


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 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.



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.



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



PORT SIDE

Pump

Cooler Heater

Cooler

Cooler

Deareating

Feed Tank

Oveflow

Tank

Closed Cooling Cycle (fresh water line)

Cooling System , Fresh Water Line


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 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.



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.



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.



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.



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



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


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.



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.



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.



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.



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



PORT SIDE

Air

bottle/receiver

Compressor

Bilge Wells

Pressure

reducers

Air Starting Cycle (Compressed Air Lines)

Compressed Air, Starting System


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


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



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



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



PORT SIDE

Air bottle

Compressor

Bilge Wells

Oveflow

tank

Filling line

Fil

ling l

ine

all the lines

Bilge System


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


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


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


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


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


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


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


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.


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.


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.



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.


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.


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

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