ENGINE ROOM LAYOUT - DECK 2

ENGINE ROOM LAYOUT DECK 2

Few down staircases are there to reach on Engine room deck 2. As soon as you reached on
deck 2 you will introduce to purifier platform.

PURIFIER PLATFORM

This platform consists of –

Fuel oil and lube oil purifier heater.

Fuel oil purifier and lube oil purifier including their sludge tanks.

FUEL OIL PURIFIER HEATER AND FUEL OIL PURIFIER

Steam heaters are used to heat the fuel oil. Two heaters are there and both are in continuous
use. Also, two purifiers are there, one is on continuous use and other is on standby mode or it
can be used for purification of diesel oil.

By heating, we can decrease the viscosity of fuel oil. From settling tank, the fuel oil goes to
this fuel oil purifier heater where the viscosity of fuel is decreased and then fuel oil is
subjected to fuel oil purifier where the water or emulsified fuel is separated by gravity disc or
dam ring and finally fuel oil is subjected to fuel oil service tank. i.e. gravity disc or dam ring
is responsible for creating an interface between the oil and water. So, you are supposed to
clean the gravity disc time to time.

And the sludge from purifiers goes to sludge tank. You are supposed to de-sludge the sludge
tank in every 6 hours.

Remember if you are using diesel oil as fuel oil there is no need to start the steam in heaters
because diesel oil already has less viscosity. i.e. let the diesel oil passes through the heater so,
heaters will be cleaned by the diesel oil itself and it will reduce the maintenance of heaters.

Also remember, in fuel oil purifier gravity disc should be changed according to the quality of
fuel oil. If you are using diesel oil then kindly change the gravity disc.

LUBE OIL PURIFIER HEATER AND LUBE OIL PURIFIER

In case of continues purification, lube oil from main engine sump is subjected to heaters and
then it comes to lube oil purifier where it purifies and finally it goes to lube oil cooler for
cooling the lube oil and again it is introduced to the main engine for lubrication.

The sludge from purifiers goes to sludge tank. You are supposed to de-sludge the sludge tank
in every 6 hours.

You are supposed to change the gravity disc according to the lube oil quality/density. i.e.
there is a different gravity disc for generator lube oil and main engine lube oil.

Gravity disc or dam ring is responsible for creating an interface between the oil and water.
So, you are supposed to clean the gravity disc time to time.

FRESH WATER GENERATOR

It is the main source of fresh water production on ship. In general, two fresh water generator
(FWG) are there on ship and both are in continuous use to produce maximum amount of
freshwater. Sea water is supplied as feed water to FWG for production of fresh water.

Each FWG has a capacity to produce 20 tonnes per day.

FWG has six main components.

Evaporator, Condenser, Distillate pump, Feedwater Ejection pump, Air ejector and Brine
ejector.

Ejection pump takes suction from ‘dedicated low sea chest for FWG’ and supply the sea
water as feed water to the evaporator.

In evaporator, seawater is heated by jacket cooling water (temperature of jacket cooling water
inlet in FWG should be 80-85oC)

In the condenser, water vapours come in contact with tubes (which is handling cooling sea
water) so that the temperature of vapours will come down and collects in a shell of the
condenser.

And finally, the fresh water from the shell of the condenser is sucked by distillate pump and
supply it to respective tank on the basis of PPM of produced water.

Air ejector is used to ejecting the air from FWG so that vacuum can be created and seawater
can be boiled at a lower temperature around (45-50oC).
Brine ejector is used to removing the brine (salt solution) from the FWG

During the entire process air, ejector pump is in function to maintain the vacuum inside the
FWG.

And also, During the entire process brine ejector pump is in function to throw out the brine
solution (salt water) to sea by using the overboard valve.

Remember During starting of FWG always wait (generally upto 25-30 minutes) to build up a
vacuum. And also, during stopping break the vacuum inside FWG to avoid the buckling of
end covers of the evaporator.

MAIN ENGINE JACKET WATER PUMP

Two pumps are there and both are having non-return valve, one pump is in continuous
function and another one is on standby mode. These pumps are also called as high-
temperature pumps because they are handling hot water around 75-85oC.

Standby pump automatically starts if there is any defect in the main pump during operation.

It supplies jacket cooling water to the main engine from fresh water expansion tank and it
continues circulates jacket water from the main engine to FWG and vice-versa (if FWG is in
function other is goes to the central cooler for cooling)

Nowadays jacket cooling water is fresh water to avoid scale formation of the liner, cylinder
head and exhaust valve casing.

CENTRAL COOLING FRESH WATER PUMP

Two pumps are there and both are having non-return valve, one pump is in continues function
and another one is on standby mode. These pumps are also called low-temperature pumps
because they are handling low-temperature fresh water.

Seawater is supplied to the central cooler for cooling of low-temperature fresh water.

So, these pumps are used to continues circulate the fresh water inside the central cooler and
this fresh water is being used in shell and tube type heat exchanger and various auxiliary
machinery for cooling purpose.

Nowadays we are using fresh water for cooling purpose because this can reduce scale
formation, corrosion and eventually maintenance is reduced.

CONTROL AIR DRYER

It is dedicated dryer for control air and used to remove the moisture from control air and then
air is supplied to wherever it is necessary.
If control air with moisture is being used then your valves may get damaged. So, it is better to
use control dryer for drying the air.

HOT WELL

Distilled water from distilled water tank comes to hotwell and heated upto 60-65oC by
residual/exhaust condense steam (steam comes from various steam heaters to heat the
distilled water inside hotwell) then the warm water is supplied to the boiler with the help of
feed check valve.

Hotwell is always keep full with distilled water i.e. similar to flushing tank mechanism at
home (water is continuously supplied to hotwell by this mechanism)

There are four different names of the hotwell tank-

a.) Feed filter tank – Because it supplies feed water to boiler and water is passed through
various filters (luffa sponge is used in filters) arranged in hotwell.

b.) Hotwell - Because it stores hot feed water for the boiler.

c.) Cascade tank – Because is filling inside the hotwell in the form of a waterfall.

d.) Observation tank – Because by observing into the tank we can find out the quality of
water.ie. if any steam heater (fuel oil and lube oil) is leaking then the oil can come into the
hotwell so by observing we can take the necessary action.

If any leakage in heaters is there, so sometimes we can use oil absorbing pad to absorb the oil
in the hotwell.

If there is any oil leakage, we can either find out by smelling the leakage oil (whether it is
lube oil or fuel oil) or ask your oiler about which heater he has started just now.

COMPOSITE BOILER

It is a lowermost part of the composite boiler. i.e. composite boiler covers two decks (deck 1
and deck 2). The composite boiler is vertically mounted. It is a combination of exhaust gas
economiser and oil-fired boiler.

It is divided into two types-

a.) Exhaust gas economiser - Main engine exhaust gases are passed through economizer &
this heat is used to produce steam by heating the water. It is having 8 bar pressures.

b.) Oil fired boiler - When the diesel engine is at full load, the fuel oil burner starts only if the
steam demand exceeds the steam production achieved from the diesel engine exhaust gases.

Most auxiliary boilers nowadays have separated sections for diesel engine exhaust gases and
the flue gases from the boiler fuel oil burner.
COMPOSITE BOILER FUEL OIL HEATER AND FUEL OIL BURNING PUMP

A dedicated composite fuel oil heater is used to heat the fuel oil upto the 110oC then it is
supplied to a composite boiler burner with the help of fuel oil burning pump.

2 fuel oil burning pumps are there which is used to supply the fuel oil to the composite boiler.
1 pump is in continues use and other is on standby mode. It supplies fuel to the composite
boiler at 110oC temperature and 15cst viscosity.

Because the nozzle of a fuel injector is bit large as compared to the nozzle of the fuel injector
in the main engine (fuel oil temperature is 140oC and 13cst viscosity) that is why in
composite boiler we require less temperature and having high viscosity of fuel oil.

DOMESTIC AND DRINKING FRESH WATER HYDROPHORE TANK

75% of water and 25% of compressed air (has a pressure of 5bar) is in hydrophore tank.
When you will use the water the level of water in the hydrophore tank will reduce and the
compressed air gets to expand and reduce the pressure of supplying water.

As soon the water level reached at 25% of total water then automatically electric motor will
start and eventually pump will start and fill the water to hydrophore tank so that the air will
again be compressed upto 25% and we will get pressured water.

Hydrophore tank is used to provide pressurised water to wherever it is necessary. Domestic

And in case of drinking hydrophore tank, water comes from drinking fresh water hydrophore
tank.

Each hydrophore tank has two pumps. Since one pump is in use and another pump is on
standby mode.

UV STERILIZER UNIT

Drinking water from drinking fresh water hydrophore tank is passed through UV sterilizer
unit where all bacterias are being killed and finally the pressurised water is supplied for
drinking purpose.

Uv lamps are present inside this unit. During maintenance or changing of any defective lamp
never see this UV lamps by naked eyes. The average life of these lamps is 6 months. Always
take precautions during changing over of UV lamps.

MAIN AIR COMPRESSOR

There are two main reciprocating air compressors on a ship. On the ship we have 2-stage
reciprocating air compressor it means the air is being compressed in two stages. i.e. low-
pressure stage and high-pressure stage.
Nowadays multistage air compressors are mostly used than single stage air compressor
because of following reasons -

a.) More stages are needed to increase the required final pressure.

b.) Because of intercooler and aftercooler, it is easier to control the air temperature.

c.) Reducing the compressor size.

d.) Lower work done by compressing air.

e.) Improve compressor efficiency.

After Low-pressure stage compressed air goes to intercooler where the temperature reduced
upto 35oC then again compressed air goes to the high-pressure stage where it further
compressed and finally it goes to aftercooler where the temperature reduces upto 35oC then
the compressed air is supplied to air bottle.

At the starting and stopping of compressor always keep open the unloader valve to reduce the
starting torque for the generator or machine and clear out any accumulated moisture and oil
in the system.

It is generally used during the starting of the main engine. The main air compressor is used to
fill the compressed air to the main air bottle.

Cut in pressure for this air compressor is 23 bar and cut out pressure is 29 bar. During
manoeuvring, all the air compressors are in function including auxiliary air compressor
because we need more amount of compressed air during frequent start and stop of the main
engine.

But during the voyage, we don’t require more amount of compressed air thus only auxiliary
air compressor is in function.

AUXILIARY AIR COMPRESSOR

Mainly this compressor is used during manoeuvring because we need more amount of
compressed air.

And also, between the voyage, we only require an auxiliary air compressor to fulfil the basic
requirement of compressed air on the ship. i.e. compressed air used for cleaning, painting,
service air and control air.
STERNTUBE LUBE OIL LOW GRAVITY TANK

During the unloaded condition draft of the ship is less so we only require less amount of
pressure to avoid the entry of water in the engine room. As an engineer always remember to
keep changing the lube oil according to the draft of the vessel. There is a 3-way cock is
present on deck 3 to changing over the sterntube gravity tank according to the draft of vessel.

The function of this lube oil is to provide the sealing effect to the water so the water will not
come inside the engine room and to lubricate the sterntube. After lubricate, this lube oil goes
to sterntube drain tank.

When the draft of the vessel is less and if you use sterntube lube oil high gravity tank then the
oil may spill out into the sea and you will be highly fined.

In case of VLCC and ULCC tankers, we require 3 lube oil gravity tanks (low, medium and
high) because in tanker we have more draft as compare to other vessels.

BOILER FUEL OIL BURNING PUMP AND FUEL OIL HEATERS

Dedicated 2 boiler fuel oil heater is used to heat the fuel oil upto the 110oc then it is supplied
to boiler burner with the help of fuel oil burning pump.

2 fuel oil burning pumps (gear type pump) are there which is used to supply the fuel oil to the
boiler. 1 pump is in continues use and other is on standby mode. It supplies fuel to the boiler
at 110oC temperature and 15cst viscosity.

Because the nozzle of a fuel injector is bit large as compared to the nozzle of a fuel injector in
the main engine (fuel oil temperature is 140oc and 13cst viscosity for the main engine) that is
why in boiler we require less temperature and having high viscosity of fuel oil.

MAIN BOILER

As we have already studied construction and working of the main boiler at deck 1.

It is the lowermost platform of the boiler where the blowdown process of the boiler is done
from here.

All the bad contaminant and chloride sludge is drained or blow down to the sea directly at
least once per day.

Sludging/blowing down of the boiler can be done even when the boiler is in running
condition.

Shipside blowdown valve is at the 4th deck. First open ship side valve then fully opens the
pressure valve and crack open the non-pressure valve. Non-pressure valve is crack open
because to allow steam to gain pressure and pass at high pressure.

The pressure valve is provided because if the non-pressure valve gets damaged, so in this
condition, we can shut the pressure valve and overhaul the non-pressure valve without having
any difficulty. But if the pressure valve is not there, in this condition we need to de-
pressurised the boiler then only we can do overhauling of a non-pressure valve.

To avoid this problem, the pressure valve is provided and which is fully opened so that no
damage takes place on it.

During the blowdown period of boiler always open the ship side valve first, otherwise, the
residual steam (bad contaminant and chloride sludge) at high pressure can rupture the
pipeline and starts leaking and cause damage to any working officer or crew working near to
the pipeline.

Also, during closing first closes pressure and non-pressure valve and then close the ship side
valve.

DIESEL GENERATOR PLATFORM

DIESEL GENERATORS

3 auxiliary engines are provided on diesel generator platform.

Working of auxiliary engines is completely similar to that of the main engine of the ship.

The auxiliary engine (prime mover) is connected to the alternator so that the power produced
by the auxiliary engine is utilized to generate the electricity onboard ship.

WORKING - Prime mover is connected to the rotor of the alternator with the help of a shaft.

An armature is placed in a stator and filed winding is placed on a rotor.

As the prime mover rotates the rotor of the alternator, a magnetic field is produced due to
field windings.

This rotating magnetic field cuts the conductors placed in the stator and due to which the
EMF is induced and thus the current is produced. This produced electricity is then transferred
with the help of a busbar system.

DIESEL GENERATOR FRESH WATER COOLER

It is the cooler where the fresh water which is used for the cooling of diesel generator
(auxiliary engine) is cooled when the cooling water temperature increases after the process of
heat transfer in an auxiliary engine. It is a shell and tube type of a cooler.

On ships having a central cooling system, low temperature (LT) water is used as a cooling
medium and the diesel generator cooling water is a medium to be cooled.

The LT water passes through the tubes of the cooler while the water to be cooled passes
through the shell of the cooler and because of this, heat transfer takes place between two
liquids and the LT temperature increases and the diesel generator cooling water temperature
decreases. Thus, the cooling takes place.
DIESEL GENERATOR FUEL CIRCULATING PUMP

The main purpose of these pumps is to transfer fuel oil from the fuel oil service tank to the
diesel generator.

There are two diesel generator fuel oil pumps provided out of which one pump is
continuously running and one is kept on standby so that if due to some failure the running
pump stops circulating the fuel oil then, in that case, the pump which is on standby starts
automatically and due to this, the process of fuel oil transfer does not get interrupted.

DIESEL GENERATOR FUEL OIL HEATERS

The fuel oil before going into the diesel generator passes through the diesel generator fuel oil
heaters where the temperature of fuel oil is increased upto 130-140oC. These are the steam
heaters in which the steam is used to heat the fuel oil.

VISCOTHERM

Viscotherm is an electronic device which is used to measure the viscosity of the fuel oil.

It maintains the viscosity of fuel oil by regulating the steam supply in diesel generator fuel oil
heaters.

The fuel oil going into the diesel generator is to be maintained at the viscosity of 13
centistokes.

If the viscosity of fuel oil exceeds 13 centistokes then it operates the fuel oil heaters so that
the steam supply in the heaters is increased and due to more heat produced, the viscosity of
fuel oil comes down.

If the viscosity of fuel oil is less than 13 centistokes then the steam supply in the heaters is
reduced so that the viscosity can be increased.

Thus, it monitors the fuel oil viscosity and regulates the steam supply in fuel oil heaters
accordingly. All this is done automatically by the Viscotherm.

EMERGENCY AIR COMPRESSOR

During the condition of a complete blackout, an emergency air compressor is used fill the
compressed air in emergency air bottle.

Emergency air compressors get a power supply from an emergency switchboard.

Once the emergency air compressor starts, it fills the emergency air bottle with compressed
air.
EMERGENCY AIR BOTTLE

It is a small air bottle as compared to the main air bottle.

Emergency air bottle is topped up with the help of an emergency air compressor.

This compressed air is then utilized as a starting air in any one of the diesel generators so that
anyone diesel generator can be started in case of a complete blackout.

Thus, electricity is produced and with the help of a busbar system, the electricity is
transferred in the ship. Then once the ship is out of the blackout condition, all the 3
generators can be started.

MAIN ENGINE FUEL OIL HEATERS

Two heaters are provided to increase the temperature of fuel oil going into the main engine.
The temperature of fuel oil increased from 95oC-140oC. These are steam heaters.

VISCOTHERM

Viscotherm is an electronic device which is used to measure the viscosity of the fuel oil. It
maintains the viscosity of fuel oil by regulating the steam supply in main engine fuel oil
heaters.

The fuel oil going into the main engine is to be maintained at the viscosity of 13 centistokes.

If the viscosity of fuel oil exceeds 13 centistokes then it operates the fuel oil heaters so that
the steam supply in the heaters is increased and due to more heat produced, the viscosity of
fuel oil comes down.

If the viscosity of fuel oil is less than 13cst then the steam supply in the heaters is reduced so
that the viscosity is increased.

Thus, it monitors the fuel oil viscosity and regulates the steam supply in fuel oil heaters
accordingly. All this is done automatically by the Viscotherm.

MAIN ENGINE FUEL OIL BOOSTER PUMPS

The main purpose of the main engine fuel oil booster pumps is to boost the pressure of the
fuel oil going into the fuel pump of the main engine.

It increases the fuel oil pressure up to 11 bar and delivers it to the fuel pump of the main
engine where its pressure is further increased.

There are two main engine fuel oil booster pumps provided out of which anyone pump is
running continuously and another one is kept on standby.
When the ship is at the port then we can stop both the booster pumps.
MAIN ENGINE FUEL OIL CIRCULATING PUMPS

The purpose of main engine fuel oil circulating pump is to circulate the fuel of the main
engine and transfers oil from fuel oil service tank to fuel injector via main engine fuel oil
heaters.

It circulates fuel oil at the pressure of 5 bar.

There are two main engine fuel oil circulating pumps provided, out of which anyone pump is
running continuously and another one is kept on standby.

On port fuel oil circulating pump has to be started if we are using low sulphur fuel oil (LSFO)
or heavy fuel oil (HFO). But if we are using diesel oil then we can stop main engine fuel oil
circulating pump as the viscosity of diesel oil is already very less.

CYLINDER OIL DAILY TANK

It has a capacity of 500litres. This tank should be at least 3meters below the main engine
cylinder lube oil storage tank.

As main engine cylinder lube oil contains two grades of oil. i.e. TBN70 and TBN50.
According to the rules and regulations of international waters where you are sailing, use the
appropriate cylinder lube oil.

It is a daily oil consumption tank for cylinder lubrication purpose. Cylinder lube oil comes
from the cylinder lube oil storage tank (from deck 1). Lube oil comes to cylinder lube oil
daily tank by the gravity only. It has to refilled after every 12 hours.

As a UMS watchkeeping engineer officer always ensure the level of lube oil in the daily tank.

Take care while filling the daily tank otherwise, it might start overflowing because it does not
have automatic switching arrangement.

EXHAUST VALVE ACTUATOR PUMP

An opening of the exhaust valve is done by hydraulic pressure lube oil. This pump is used to
supply oil to the follower which is sliding above the cam and when cam comes to its peak
position the oil inside the follower arrangement gets compressed and exhaust valve will open.

The closing of the exhaust valve is done by the air spring mechanism in which compressed
air of 7 bar is supplied so that the spring air piston will lift up and eventually valve will get
close.

FUEL INJECTION PUMP

It rotates at full crankshaft speed in a conventional two-stroke diesel engine. Its timing is such
that the fuel is injected only very slightly before the top dead centre of that cylinder's
compression stroke.Every unit has two fuel injection pump and these pumps are operated by
a camshaft. A booster pump is used to supply the fuel oil to the fuel injection pump. A
camshaft is used to pressurised the incoming fuel oil and then the fuel oil is supplied to fuel
injector.

STARTING AIR MANIFOLD

It is a manifold (many branches coming out from any single pipe is called as manifold and
these branches are called as elbow pipe) used to supply starting air to each cylinder through
air starting valve.

Elbow pipe is connected to air starting valve and from air starting valve the air is supplied to
start the engine.

AUTOMATIC AIR STARTING VALVE / AIR CHECK VALVE

The automatic valve is only open whilst an actual air start is taking place. It incorporates a
non-return valve to prevent an explosion in the air start system getting back to the air bottle.
Minimum 11-12 bar of compressed air is required to start the main engine.

Starting air is only sent to the starting air manifold during actual starting of the engine. At the
time of starting, automatic air starting valve opens and supplies starting air to the main engine
and as soon as the fuel is injected to the combustion chamber automatic valve closes and you
are supposed to drain the remaining air from starting air manifold to avoid fire in starting
manifold. And finally, according to the firing order, starting air is supplied to the main engine
by the air starting valve.

What is firing order?

If we have 6 cylinder two-stroke diesel engine and during starting of an engine if the piston
of unit 2 is near to TDC then the starting air will first push this piston in a downward
direction. As soon as a piston of unit 2 will go down and let say piston of unit 3 will come
upward then the starting air is supplied to this piston and eventually, this piston will go down
and the process continues till fuel is supplied.

EXHAUST MANIFOLD

It is a manifold (many branches coming out from any single pipe is called as manifold and
these branches are called as elbow pipe) used to collect the exhaust gases which are being
developed in the combustion chamber.

Elbow pipe is connected to each combustion chamber and from these pipes exhaust gases
goes to the exhaust manifold and finally, gases go to drive the turbine of the turbocharger.

TURBO-CHARGER

It is a mechanical device consist of one shaft where turbine and compressor (blower) is
connected.
It is used to compress the fresh air and supplies it to scavenge manifold. If we would have
more air then only, we can burn more amount of fuel oil.

Exhaust gas from the exhaust manifold is thrown on the turbine side of the turbocharger. As
soon as turbine starts rotating the compressor will also rotate and suck the fresh air and
compressed it and eventually the temperature gets raised up to 140oC then this compressed
air is supplied to scavenge air cooler/intercooler for cooling of compressed air for reducing
the temperature to 40oC then finally this compressed air is supplied to scavenge air manifold.

Why we reduce the temperature of compressed air in the air cooler? Because we when the
cooler air has more density and thus higher density air is good for combustion (high-density
air can be more compressed in the combustion chamber and thus we will get more power)
and it eventually reduces the overall temperature of the engine.