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INTRODUCTION
schematic
diagram,
general
arrangement
and
finally
the
1.1
OBJECTIVE
1.2
PHYSICAL CHARACTERISTICS
Table 1.1: MAN B&W G70ME-C9.5-GI Power, Speed and Fuel Oil
Designed Torque;
Torque , T ( N . m) =
Torque , T ( N . m) =
Power( kW )
2 ( Speed ( rpm ))
60
29120 k
2 ( 83)
60
Torque , T ( N . m ) =3350.31kN . m
Required Torque;
Torque , T ( N . m) =
Torque , T ( N . m) =
Power( kW )
2 ( Speed ( rpm ))
60
27571 k
2 ( 89.7)
60
Torque , T ( N . m) =2935.05 kN .m
1.3
Qair %,
Q jw % and
dissipations for the coolers, relative to the values stated in the List of
Capacities valid for nominal MCR (L1).
Heat dissipation of scavenge air cooler
Qair % = 87.4% heat dissipation,
Qair , M = Qair ,L1 x
Qair % / 100
Q jw ,L1 x
Q jw % / 100
Q jw , M
Qlub % / 100
Power output=29120 kW
Power input=m x LCV
Power input=
kg
kJ
( 29120 ) x 42700
( 0.166
)
3600
s
kg
Power input=57335.66
Brake Power =
kJ
s
29120
x 100 =50.8
57335.66
Exhaust gas:
Q=mc (T 1T 2)
M g=215020
C p =1.00
kg
h
kJ
kgK
T 1T 2=25130=221
Q=
kJ
x 1.00 x 221=13199.8
( 215020
)
3600
s
Exhaust =
13199
x 100 =23.02
57335
Cooling Water:
Heat Dissipation , Q=3568 kW
CoolingWater =
3568
x 100 =6.223
5733
9072
x 100 =15.8
57335
Lubricating Oil:
Heat be removed ,Q=2203.4 kW
Lub Oil =
2203.4
x 100 =3.84
57335
Figure 1.3: Energy Balance for 8G70ME-C9.2-GI Engine (using 100% diesel
fuel)
1.4
DISCUSSION
The basis ship original power plant are steam power plant. In this
project, based on the propulsion of the basis ship for the power plant
conversion, a two stroke slow speed dual-fuel diesel engine from the MAN
B&W. in a ship conversion project, the important part is to retain the original
propulsion power of the basis ship. The 8 cylinder engine of G80-C9.5 type
with MCR power of 29,120 Kw with 83 rpm is selected due to the torque
produce by this engine is adequate to cover the original propulsion power of
the basis ship. Since the LNG ship will produce a boil of gas in its cargo tank,
it is more economical to utilize the boil of gas as a fuel instead of installing
reliquefaction plant that are require more power from the ship which will
increase the cost of operation. This engine also use an electronically
controlled injection to give more accurate injection for more efficient
combustion which will reduce the fuel consumption. Other than that, this
engine also are in tier 2 which are EEDI requirement for newly build ship,
although it not a new ship, this can ensure the efficiency of the vessel is
comparable to a newer ship for an efficient voyage operation.
Based on the specific fuel consumption and the capacities of the
engine, the energy balance is calculated with reduction factor of heat
dissipation for the air, water and lube air cooling medium by referring to the
technical guide of the selected engine. This will give indication of usable
power produce by the engine and the waste energy that can be recover to
save the operation cost. As the duel engine used both gas and diesel fuel,
the energy balance for both conditions is calculated. The two conditions used
is when the engine using 100% of diesel fuel and the other one is 100% of
gas fuel. The two conditions is calculated to see which one conditions are
most efficient to be used on the engine. From the calculation, it seems that
by using 100% of gas fuel, the radiation loss is a lot higher than using 100%
9
of diesel fuel. Form the energy balance, we can also will indicate the
capacities of other machineries to fulfill the engine requirement.
1.5
CONCLUSION
10
2.0
COOLING SYSTEM
2.1
The rule and regulation for the central water cooling system are discussed in
this part of the report which is referred based on the DNV GL class. The rule is used
in designing the system by fulfilling the requirement by the class on central cooling
water system.
K.1 General
K.1. Fresh water cooling systems are to be so arranged that the engines
1
can be sufficiently cooled under all operating conditions.
K.1. Depending on the requirements of the engine plant, the following
2
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
K.1.
The cooling circuits are to be so divided that, should one part of the
11
K.1.
4
K.1.
5
K.1.
6
Expansion tanks
Expansion tanks are to be arranged at sufficient height for every
12
K.3.2
K.4
K.4.1
K.4.2
K.4.3
K.4.4
K.4.7
K.4.8
From the rule stated above, there few significant requirements that are
going to be used in the systems design. First, for redundancy where all
pump will have a backup pump with the same power or more install in a
situation where the main pump cannot be operated. Next, the central cooler
will be install with bypass in a situation where the central cooler is leaking or
broken to able maintain the operation while repairing in progress. Finally, the
valve is to be install at each inlet and outlet of cooler.
2.2
SCHEMATIC DRAWING
14
15
2.3
In this part of the report, the component for the central cooling water
system are calculated and determined with the requirement and the
speciation of the components are listed
2.3.1 PUMP
1) Central cooling water pumps
The pumps are to be of the centrifugal type.
Central cooling water flow
680
Pump head
Delivery pressure
m3 /h
2.5 bar
depends on location of
expansion tank
80 C
100 C
Working temperature
Design temperature
Sili EMD -400c (-132*6)
Capacity
690
Pressure
2.7 bar
m /h
830
m3 / h
2.5 bar
0-32 C
50 C
690
m3 / h
2.7 bar
16
200
Pump head
Delivery pressure
Working temperature
Design temperature
m /h
2.5 bar
depends on location of
expansion tank
80 C
100 C
10-540
m3 /h
0.5-14 bar
140 C
DN32mm to DN200mm
75 cSt at 50 C
4.5 bar
3
570 m / h
70 C
1.1-570
Pressure
Viscosity range
Max temperature
Port size (inlet and outlet)
m3 /h
3.3-6 bar
5-1500 cst
120 C
Flange type DN50mm to DN350mm
Temperature
Inlet
Outlet
Lub oil ( C)
45
41.7 ~ 42
Central cooling ( C)
36
42
Q = U x A x LMTD
LMTD = (T1 - T2) / ln(T1/T2)
18
T1 = T_Hot_In - T_Cold_Out
= 45.00 - 42.00
= 3.00
T2 = T_Hot_Out - T_Cold_In
= 42.00 - 36.00
= 6.00
LMTD = 4.33
U = 3000
Q = U x A x LMTD
m2
m2
0.3
500
470
200
141
m2
Inlet
Outlet
Jacket water ( C)
80
60.6 ~ 62
Central cooling ( C)
42
58.4~ 59
Q = U x A x LMTD
T1 = T_Hot_In - T_Cold_Out
= 80.00 - 59.00
= 21.00
T2 = T_Hot_Out - T_Cold_In
= 62.00 - 42.00
= 20.00
19
LMTD = 20.50
U = 2000
Q = U x A x LMTD
m2
m2
0.19
500
350
100
66.5
m2
3) Central cooler
Heat dissipation, Q = 17020 kw
Q = m x Cp x T1-T2
sea water ( C)
32
40.8 ~ 41
Inlet
Outlet
Central cooling ( C)
61
36
Q = U x A x LMTD
T1 = T_Hot_In - T_Cold_Out
= 61.00 - 41.00
= 20.00
T2 = T_Hot_Out - T_Cold_In
= 36.00 - 32.00
= 4.00
LMTD = 9.94
U = 2000
Q = U x A x LMTD
m2
20
Funke PHE FP 41
Area per plate
0.4
m2
700
700
280
280
m2
TYPE
FFDW
31
A
1080
B
440
C
650
D
202
E
200
L2
50025000
LPP
3.3 X
470mm
FFDW
19
1332
480
894
225
204
5003000
3.1 X
350mm
FP41
1470
620
941
290
225
5004000
3.5X
280mm
The cooler for the ship are al calculated from the list of capacities. The
calculated inlet temperature to the cooler are according to the increasing
water temperature along the central cooling system. For the cooler size
there are extra plate installed in the cooler as a margin for the cooler to
operate in optimum condition in the ship lifetimes.
21
10 750 kW
3
390 m / h
36 C
The scavenge air cooler are placed in the engine after the turbocharger,
thus the cooler are already integrated with the main engine.
2.3.3 PIPING
The piping material used for the cooling system is depend on the type,
pressure and temperature of the fluid flowing through the pipe. Based on
the rule in DNV GL the minimum thickness of the pipe is calculated.
22
Liquid fuels,
lubricating oil,
flammable
hydraulic fluid
PR > 16
or
t > 150
PR =16
and
t =150
PR =7
and
t =60
Since the pressure of the system did not over 16 bar and the maximum
temperature are not more than 100C (80C at jacket water), thus class III
s chosen to be used in piping system. The piping for the lubricating oil
also will be class III based on working temperature and pressure.
Pipe class
I
Steel pipes for high
temperatures above 300 C,
pipes made of steel with
high/low temperature
toughness at temperatures
below
10 C,
stainless steel pipes for
chemicals
Nonferrous
metals
(valves,
fittings,
pipes)
Copp
er,
coppe
r
alloys
II
Pipes for
general
applicati
ons
III
Steel not
subject to
any
special
quality
specificati
on,
weldabilit
y in
accordanc
e with
Rules for
Welding
For seawater and
alkaline water only
corrosion
resistant copper and
copper alloys
From the extracted data from the DNV GL, the fresh water line piping
system will be using the steels pipe and the seawater line will be using
copper alloys which are corrosion resistance to seawater.
23
24
25
Pipe material
Black steel
Fresh water piping
70/30 copper-nickel
pipediameter=
4 flowrate
velocity
Freshwater piping
Velocity
Flowrate
2.5 m /s
680
m /h
26
Diameter
Minimum wall thickness
310.6 mm
6.3 mm
Seawater piping
4.5 m /s
Velocity
Flowrate
830
Diameter
Minimum wall thickness
255.41 mm
3.5 mm
m3 / h
Velocity
2.5 m /s
Flowrate
200
Diameter
Minimum wall thickness
168.21 mm
4.5 mm
m3 / h
Velocity
Flowrate
Diameter
Minimum wall thickness
570
m3 / h
366.6mm
6.3 mm
The low temperature cooling system is to be equipped with a threeway valve, mounted as a mixing valve, which bypasses all or part of the
fresh water around the central cooler. The sensor is to be located at the
27
3000
10 bar
100C
1
2)
m3 /h
Globe valve
Open and close to control the flow of water through the water line
based on the designated location in the schematic diagram. Not include
valve at pump.
28
16 bar
180C
5
include water for showering, black and grey water, water for laundry
and galley/cooking
Based on the information from the text;
1 person =145 gallon = 548.885 liter ~ 550
22 crew = 22 x 550
=12100
m /day
m3
m3
30
Size
L
W
H
31
162.8
3
269.4 m
1. drain tank
= 58.57
=0.5 l/Hp
0.5 39050.6
19525.3l=19.53 m3
32
2.6
GENERAL ARRANGEMENT
33
34
35
36
3.0
BILGE SYSTEM
In this chapter, we will discuss on the bilge system, which apart of
the Marine System Design Project. Aside from rules and regulations, we
will also discuss on the pumps selection and also drawing the schematic
diagram and general arrangement of this system.
3.1
RULES REQUIREMENT
In this part, we will discuss on the rules and regulations used to
design the bilge system. Rules and regulations played important part in
deciding the parameter, location, specifications and other important
design in a ship construction. The rules and regulations are created by
bodies and organization which concern about the sea safety and
environment. In our system design, we decide to choose DNV GL rules and
regulations. We will discuss on the importance regulations taken and
highlighted in designing the system. Below are the rules and regulations
highlighted from DNV GL.
Part
Bilge
Code
N.1.1.2
Lines
Description
Bilge suctions are normally to be located on both
sides of the ship. For compartments located fore
and aft in the ship, one bilge suction may be
considered sufficient provided that it is capable
of completely draining the relevant
N.1.2.2
compartment.
Bilge pipes from spaces not accessible during the
voyage if running through fuel tanks located
above double bottom are to be fitted with a nonreturn valve directly at the point of entry into the
N.1.3.2
tank.
Emergency bilge suctions are to be arranged
such that they are accessible, with free flow and
37
ship's bottom
A screw-down non-return valve or a combination
of a non-return valve without positive means of
closing and a shut-off valve are recognized as
N.1.6.2
N.1.6.4
Part
Bilge
Code
N.3.3
Pumps
Description
One bilge pump with a smaller capacity than that
required according to formula is acceptable
provided that the other pump is designed for a
correspondingly larger capacity. However, the
capacity of the smaller bilge pump is not to be
N.3.4.1
N.3.4.2
formula.
In the event of failure of one of the required bilge
pumps, one pump each is to be available for
Oily Water
O.1.2
Separatin
Equipment
O.2.4
Part
Oily bilge
Code
O.3.3.2
Description
Oil residues (sludge) and oily bilge water tanks
water tank
Oily bilge
O.3.5.1
water and
sludge
O.3.5.2
pumping
and
discharge
O.3.5.6
permitted
The oil residues discharge pump shall have a
capacity to discharge the calculated capacity of
the oil residue (sludge) tank within 4 hours.
Part
Fire
Code
E.1.1.2
Pumps
Description
Cargo ships of 500 GT and over are to be
equipped with at least two, and cargo ships of
E.1.2.1
E.1.2.3
E.1.2.4
39
Part
Emergency
Code
E.1.4.1
Fire Pump
Description
The emergency fire pump is to be capable of
delivering at least 40 % of the total capacity
specified for the main fire pumps, but in any case not
less than 25 m3/h for passenger ships of less than
1000 GT and for cargo ships of 2000 GT and over,
and in any case not less than 15 m3/h for cargo ships
E.1.4.1
E.1.4.2
type.
The emergency fire pump must be capable of
supplying water to all parts of the ship from two
hydrants simultaneously at the pressure stated in
Table 12.3; see also E.2.2.1.
40
41
3.2
SCHEMATIC DIAGRAM
In this part, we will discuss on the schematic diagram and general
arrangement for the bilge system. After all the rules and regulations is
considered, the next step in designing the system is to find the available
bilge system schematic diagram from secondary sources such as internet
and books. The purpose is to get a brief understanding on the system.
Based on the sources, together with the design rules and regulations, the
new bilge system schematic diagram is design. The designing process
take a lot of process where the system must be always refer to rules,
regulations, equipment and ship general arrangement.
The figure shows the final schematic diagram created by referring to
rules and other sources. The location of the bilge system is mainly at the
aft machinery part of the ship, lower deck. The location is decided after
referring to lot of secondary sources and rules. As stated in the rules, the
bilge line and oily bilge line have to be separated as shown in the
schematic. The numbers of pumps are arrange accordingly based on the
sample schematic diagram and the ships general arrangement. The bilge
lines
too
complicated. Some of rules applied such as the location of the sea suction
whereas in the rules, it required to have sea suction at both port and
starboard site near the bilge pump. Each of the pump in the schematic
represent 2 pumps, which also in the rules where each of the pump must
have at least one backup pump.
42
Figure 3.1: Schematic Diagram of Bilge Lines System at Aft Machinery part, Lower Deck
43
Figure 3.2: Schematic Diagram of Oily Bilge Lines System at Aft Machinery part, Lower Deck
44
3.3
PUMP REQUIREMENT
In this part, we will discuss on the pump requirement. From the rules
and regulations, the formula to calculate the parameter is given. The
given formula such as main and branch bilge diameter and flow rate
capacity for the pump. From the formula, the value obtain is for the
minimum required parameter to pass the rules.
d H =135.63 mm
[ ]
[ ]
m3
h
Q=206.2
m
h
[ ]
m3
h
Q=3.8 x 10 . d H
[ ]
3
m
h
45
[ ]
3
m
h
[ ]
3
Q=136.27
46
3.4
Capacity=40+
P
500
Capacity=40+
29120
500
Capacity [m3]
4
P/250
40 + P/500
Capacity=98.24 m3
Q=24.56
m3
h
401 to
1600 GT
0.5 m3/h
1601 to
4000 GT
1.0 m3/h
4001 to
15000 GT
2.5 m3/h
Above
15000 GT
5 m3/h
47
The gross tonnage of the ship is 94446 GT. Thus, from the rules
requirement, the minimum oily water separator capacity required is 5
m3/h.
48
3.5
From the pump and oily bilge system requirement calculation, the
minimum value requirement obtain and used for pump and equipment
selection. Below is the pump selection based on the calculation.
49
Table
3.3: Dimension of the Pump
100 mm
Max Capacity
Total Head
Speed
Power
160 m3/h
10 m to 140 m
1750 rpm
0.55kW to 75 kW
50
Pump (1CWF-11)
65 mm
32 mm
10 m3/h
11 m
1.5 kW
400x250x220 mm (LxWxH)
51
Pump (3CWF-10)
65 mm
50 mm
30 m3/h
10 m
4.0 kW
500x280x250 mm (LxWxH)
Weight Wet
Weight Dry
Length
Width
Height
2110
1000
2000
1300
1650
kg
kg
mm
mm
mm
Figure 3.9: Ocean Clean GmbH Oily Water Separator (5.0 EB)
53
All of the pumps and oily water separator choose based on their
minimum requirement set as the benchmark in specification selection.
Most of the pump is choose from the same company which is Shanghai
SiLi Pump Industry from China. The reason to choose this company
because it have a wide variation selection of pump available. The pump is
categorized already in each of their specialty such as bilge pump, fire
pump, sewage pump, lube oil pump, fuel oil pump and others. The
process to choose the pumps is divided into several considerations. First
of all is the pump maximum flow rate capable of. The flow rate is taken
high a little bit from the minimum required flow rate. The precautions is
taken in order to avoid problems of the pump cannot produce the
required amount of flow rate during emergency hours. Thus, the pump
with higher flow rate is taken. Note that avoid taking a very high flow rate
than required flow rate. This is to avoid the waste of energy used.
54
55
3.6
GENERAL ARRANGEMENT
After all the pumps, tanks and equipment specification is decided, then
the last part of this report design is to design the general arrangement of
the system with the machinery chosen. From figure below, the general
arrangement of the bilge system machinery is shown.
56
From both of the figure, we can see the general arrangement of the
bilge system machinery. The pumps is located based on the schematic
diagram shown early in this report. The pumps, oily water separator and
tanks is scaled parallel with the ship real size. Also, the general
arrangement only shown the bilge system machinery only. Other
considerations also involves the actual general arrangement of the ship.
As we can see, the pumps is located at their original places with some
adjustment. This is because to avoid disturbing other machinery part in
the engine room. The tank also located at same places with additional
adjustment on the tank shape. The oily dirty tank and sludge tank is
design to be 118 m3 and 78 m3 respectively. 20% of free surface from
actual capacity which are 98.24 m3 and 64.37 m3 is added. This is
because to avoid tank expansion or other damaged from occur if the tank
is fully occupied by fluid. The general arrangement also shown the engine
selected by our group at the center of the engine room replacing the older
boiler engine.
57
58
5.0
DISCUSSIONS
The cooling system used in this project are central cooling system
which are common choice according to MAN B&W, there advantage of this
type compare to the seawater cooling system are the are only one heat
exchanger called by seawater which result in only that particular heat
exchanger to be overhauled. Then, other heat exchanger which are using
fresh water can be made using less expensive material. This type of
configuration also reduce the maintenances of cooler and less component
installed that will result in the increase heat utilization. The system
compromise the different circuit which are sea water circuit, low
temperature fresh water circuit and high temperature fresh water circuit.
The fresh water generator uses the heat in the high temperature
circuit to generate fresh water. This system are regulate with the high
temperature circuit to produce enough fresh water while maintaining the
optimum temperature of the engine jacket water. The capacity of the fresh
water generator per day must enough to support the need of the crew on
board. For this project, the fresh water generator system is using the
evaporation method which are more practical for a merchant ship due it
less maintenances and cost compare to reverse osmosis method.
The schematic diagram for bilge system is construct based on
reference from both available schematic diagram and rules regulations
from DNV GL. The bilge system design is typical type of system used by
most ship. The location and installation of each equipment are solely
based on the rules requirement. The only difference that differentiate this
bilge system with another are the piping size. The piping size depend on
the compartment length of the ship. This type of design have all the basic
equipment of typical bilge system which are bilge pump, fire and bilge
pump, general service pump, valve, oily water separator, sludge tank and
suction.
59
60
6.0
CONCLUSIONS
61
7.0
REFERENCES
[1]
[2]
[3]
[4]
[5]
Dual Fuel
Two-stroke Engines, Edition 5, April 2014.
[6]
Shanghai SiLi Pump Industry Co., Ltd., Centrifugal Pump, April 2016
[7]
[8]
[9]
[10] http://www.eng-tips.com/viewthread.cfm?qid=91089
62
63
TASK
WEEK
8
9
10
11
12
13
14
15
INTRODUCTION
- Literature Review
ENGINE SELECTION
- Engine selection and
specifications
- Engine energy balance
calculation
COOLING WATER SYSTEM
- Determine schematic
diagram of cooling
water system
- Feeder Tank selection
- Refers Pipes, Pumps &
Filters Requirements
- Heat Exchanger
selection
BILGE SYSTEM
- Determine schematic
diagram of bilge system
- Piping and Pumps
Calculation
- Pumps and Oily Water
Separator Selection
- Bilge Suction and
valves
REPORT
- Detail drawing
(machinery layout)
- Detail discussion
- Presentation
64