Volume II ALAN OSBOURNE SECOND EDITION EVERETT C HUNT, Editor-in-Chief Webb Institute of Naval Architecture CONTRIBUTING EDITORS David Brown James Mercanti New Sulzer Diesel Ltd Camar Corporation, Inc James A Harbach William B Morgan U.S Merchant Marine Academy David Taylor Research Center R D Jacobs Alan L Rowen Consultant Webb Institute of Naval Architecture Aaron R Kramer State University of New York Maritime College Keith Wilson Consultant Conrad C Youngren State University of New York Maritime College Copyright © 1943, 1991by Cornell Maritime Press, Inc All rights reserved No part of this book may be reproduced in any manner whatsoever without written permission except in the caHC of brief quotations embodiedin critical articles and reviews For information, address Cornell Maritime Press, Inc., c,entreville, Maryland 21617 Library of Congress Cataloging-in-Publication Data Modern marine engineer's manual.-2nd ed / edited by Everett Hunt p em "Based on the original edition by Alan Osbourne." ISBN 0-87033-307-0 (v 2) Marine engineering II Osbourne, Alan VM600.M65 1990 623.8'7-dc20 I Hunt, Everett For the seamen ofthe U.s Merchant Marine, who in times of national emergency have never been found wanting C C 89-71201 CIP Manufactured in the United States of America First edition, 1943 Second edition, 1991; second printing, 1994 Contents FOREWORD TO FIRST PREFACE EDITION xv : xvii CHAPTER 16 Marine Diesel Engines Alan L Rowen and R D Jacobs In trod uction 16-1 Operating Principles 16-3 Fuels for Diesel Engines 16-15 Turbocharging 16-22 Intake and Exhaust Systems 16-38 Fuel Injection and Combustion 16-42 Moments, Forces, and Vibration 16-50 Engine Performance: Matching Engines to Their Loads 16-70 Propulsion Engine Support Systems 16-81 Operating and Maintenance Procedures Vll 16-109 CONTENTS VllI CHAPTER CONTENTS 17 CHAPTER Engine Descriptions IX 20 Cryogenic Cargo Systems Keith Wilson, David Brown, and Alan L Rowen James A Harbach , Introduction 17-1 Cryogenic Principles Sulzer RTA Two-Stroke Diesel Engines 17-1 LNG Cargo Tanks SEMT-Pielstick PC2.5 Four-Stroke Diesel Engines CHAPTER 17-41 r 20-1 20-5 LNG Cargo Systems 20-10 LNG Cargo Operations 20-21 Detailed Operating Procedures 20-22 18 Marine Refrigeration Systems CHAPTER James A Harbach Refrigeration Principles 1fl· The Vapor-Compression Cycle and Refrigeration SystemH 18·7 21 Hull Machinery Everett C Hunt Refrigeration System Components 114·16 Introduction 21-1 Operation and Maintenance 11'1·43 General Requirements for Hull Machinery 21-1 Troubleshooting the Systems 114·157 Steering Gear CHAPTER 21-24 Winches 21-35 19 Heating, Ventilation, and Air-Conditioning CHAPTER J ames A Harbach Definitions and Principles HVAC Systems HVAC System Components System Testing and Balancing 21-3 Windlasses, Capstans, and Gypsies Marine Electrical Systems 11·1 11·4 18·18 18·18 22 Conrad C Youngren Shipboard Electrical Distribution Systems 22-1 System Components 22-15 Electric Propulsion 22-43 Circuit Calculations 22-51 Glossary 22-61 x CONTENTS CONTENTS Xl Shipboard Approach to Vibration Analysis CHAPTER 23 Electrical Machinery Conrad C Youngren Synchronous Alternators 23-1 Synchronous Motors 23-18 Three-Phase Induction Motors 23-25 Single-Phase Motors 23-57 DC Machinery 23-68 CHAPTER 25-11 Vibration Measuring Equipment 25-13 Programs for Preventive Maintenance 25-17 Interpreting Results of Vibration Measurements 25-21 Characteristics of Specific Machinery Defects 25-27 Marine Vibration Case Histories 25-29 CHAPTER 26 Inert Gas Systems and Crude Oil Washing Machinery Everett C Hunt And James Mercanti 24 Shipboard Central Operating Systems Aaron R Kramer A History 24-1 Central Engine Room Operating System Components 24-3 Design Considerations 24-5 Central Operating System Types 24-8 Digital System Components 24-10 Digital Systems 24-17 Installation and Maintenance of Digital Systems 24-22 Use of Digital Central Operating, Monitoring, and Control Systems 24-30 Introduction and Background 26-1 Principles of Inert Gas Systems 26-3 Types of Inert Gas Systems 26-7 Design of Inert Gas Systems 26-8 Operation of the Inert Gas System 26-24 Maintenance and Testing 26-38 Instruction Manuals 26-40 Crude Oil Washing 26-41 Appendix: Extracts from IMO Regulations Concerning Crude Oil Washing 26-48 CHAPTER CHAPTER 27 Coal Burning Technology 25 Everett C Hunt Shipboard Vibration Analysis Introduction Everett C Hunt 27-1 Coal Fuel Introduction Design Engineer's Approach 25-8 Machinery Vibration Acceptable Limits 25-1 25-7 Combustion Engineering Boilers 27-2 (C-E) Coal Fired Marine 27-18 XllI CONTENTS CONTENTS XlI Foster Wheeler (F-W) Coal Fired Boiler 27-31 Marine Coal Handling System 27 -37 Stoker System (Detroit Rotograte) 27-41 Combustion Control System 27 -54 CHAPTER 30 Machinery Tests and Trials Everett C Hunt CHAPTER 28 Waste Disposal Systems Everett C Hunt Introduction 30-1 Tests at Manufacturer's Plant 30-1 Dock Trials 30-2 Sea Trials 30-2 Introduction 28-1 Sea Trial Main Engine Testing 30-5 Sewage Treatment 28-2 Special Shipboard Instrumentation 30-7 Design of Sewage Treatment Systems 28-3 Shipboard Use of Trial Standardization Operation of a Sewage Treatment Plant 28-9 Discharge of Oily Water 28-10 Incineration of Oil Waste and Garbage 28-14 Design Features ofIncineration Systems 28-15 Feeding and Control of Incinerators 28-17 Operation of a Marine Incinerator 28-19 Glossary 28-19 CHAPTER 29 Propellers and Propulsion William B Morgan In trod uction 29-1 Ship Resistance and Propulsion 29-1 Propeller Design 29-8 Types of Propellers 29-26 Maintenance and Repair of Propellers 29-30 Glossary 29-33 INDEX Data following Chapter 30 30-15 Foreword to First Edition T HE first volume of this manual of Marine Engineering has received a gratifyingly wide acceptance among operating men It is hoped that this second volume will also justify its place as a guide to the student and a companion to the older marine engineer JAMES L BATES Director, Technical Division U S Maritime Commission Washington, D C March 2, 1943 xv Preface T HIS second edition of Modern Marine Engineer's Manual, Volume II, published a half century after the first edition, will be useful to merchant marine engineer officers, superintendent and port engineers, ship repair specialists, and students While this volume may be of some general interest to engineers engaged in ship design and shipbuilding, it is specifically directed to those involved in the operation and maintenance of shipboard machinery systems The second edition is not a revision of the first edition It is an entirely new manual prepared in the tradition of the first edition In addition to the shipboard auxiliary machinery of the first edition, this edition places special and appropriate emphasis on diesel main propulsion, cargo systems, central operating systems, and vibration analysis as a monitoring and maintenance tool A chapter on combustion of coal has been included in anticipation of a renewed interest in this fuel While today's merchant ship retains most of the functional attributes of the machinery systems described in the first edition, the details are greatly different Direct current electric power systems are rare except on some special vessels, such as cable vessels High propulsion power ratings are common, providing higher speed for larger vessels The modern slowspeed long-stroke diesel propulsion system has replaced the geared steam turbine as the most efficient and the most popular of available main propulsion systems Unique cargo systems, such as LNG, container carriers, chemical carriers, very large crude oil carriers, and neo-bulk carriers, are in common use Central operations, bridge control, unmanned machinery spaces, and special contract repair personnel are providing opportunities for reduction in the ship's force The machinery associated with these changes is discussed in this edition We have tried to incorporate metric measurements as well as the U S customary units It is obviousthat most of the maritime world uses the S 1.U XVll XVlll PREFACE system Americans are long overdue in becoming comfortable with the S I U system of measurements The contributing editors of the second edition are all experienced in problems of ship operations and ship design Most of them teach in accredited engineering schools with programs in marine engineering A manual of this type would be impossible without the help and cooperation of the many industrial organizations that develop, design, and manufacture the wide array of shipboard machinery systems These companies are fully acknowledged at the end of each chapter ,'.t MODERN MARINE ENGINEER'S Volume II MANUAL CHAPTER 16 Marine Diesel Engines ALAN L ROWEN AND R D JACOBS INTRODUCTION Current Status I N1990 diesel engines are by far the dominant choice for propulsion of merchant ships and naval auxiliary vessels The radical increases in fuel oil prices which followedthe Middle East war of 1973 elevated the fuel component of ship operating cost to the point of dwarfing most of the other factors, including machinery maintenance The higher efficiency of diesel engines relative to steam and gas turbine plants made them the obvious choice for new construction and many major conversions In the years since, evolutionary developments in diesel engine design, which have not been matched in steam or gas turbine plants, have emphasized these differences Classification Diesel engines are probably best defined as reciprocating, compressionignition engines, in which the fuel is ignited on injection by the hot, compressed charge ofair in the cylinder Beyond this they may be classified as follows: Speed Traditionally, diesel engines are grouped into categories of low, medium, and high speed, depending on crankshaft RPM and/or mean piston speed Engine design appears to have overtaken the traditional definitions of the boundaries among these categories, however, especially when one attempts to distinguish between the medium and high speed groups, and a case can be made for additional categories Low speed engines might best be defined as those whose crankshaft speeds are a suitable match for direct connection to a ship's propeller without reduction 16-1 30-2 MACHINERY TESTS AND TRIALS Diesel engines Large pumps Evaporators Generators Oil purifiers Large motors Turbines and gears Controls DOCK TRIALS Trials at dockside are conducted by a shipbuilder to verify that the newly installed machinery and systems are operable and ready for the more rigorous sea trials Dock trials may reveal piping system leaks, misalignment of equipment, electrical problems, and control and instrument adjustment needs During dock trials, the ship's lines may be doubled up for a part load test of the main propulsion equipment This is frequently the first time that the equipment has operated under load Instrumentation accuracy and reliability are essential for a successful sea trial, and therefore the dock trial provides the opportunity to assure the builder that instruments are properly installed, calibrated, and operable Final adjustments are made to many machinery components during the dock trial Since the equipment manufacturers are in attendance, dock trials also present an opportunity to train the crew for the trial at sea SEA TRIALS A Preliminary Builder's Trial A builder's trial is sometimes conducted to provide the builder with an opportunity to make final adjustments to machinery and other systems, before the contract sea trial, which must demonstrate conformance to contractual requirements Crew training for the contract sea trial is also undertaken on a builder's trial But, because ofthe high cost ofmaintaining a ship at sea during these trials, most shipbuilders have abandoned the practice of builder's trials for commercial vessels Contract Sea Trial The contractual sea trial is a formal and highly organized series of events which typically lasts for three days There are many reasons for conducting the sea trial, and there are many parties interested in this trial and its results The trial extends to every characteristic ofthe ship, including hull, machinery, anchor, and navigational equipment characteristics The operational aspects ofthe trial are planned in order to demonstrate to all interested parties the proper operation of the vessel and its machin- SEA TRIALS 30-3 ery and electrical systems A deep sea environment is essential for such demonstrations Performance tests are scheduled to demonstrate that the vessel meets the design (and/or contractual) levels for speed, power, and propeller RPM (PRPM) The performance is predicted by model testing during the ship design phase, and the sea trial performance is compared to the model predictions The endurance portion of the trial demonstrates the ability of all ofthe ship's systems to function for a prescribed extended period oftime at maximum speed and power without the failure of the components Economy tests are included to demonstrate that the design (and/or contractual) fuel consumption is achieved under the conditions predicted by heat balance calculations corrected for actual shipboard conditions during the trial The sea trial presents the owner with the opportunity to collect operating data while the ship is in the as-built condition These data can be very valuable to the owner for future trend analysis and other baseline comparisons The use of modern data collection systems and microprocessors on some new vessels makes trend analysis a useful tool for the ship's engineer officer and the owner's technical staff ashore Sea trials are used to collect such ship characteristic data as turning, stopping, and backing ability This information is useful to the ship's officers in maneuvering the ship and may be required as evidence in a legal action involving the ship Finally, sea trials provide the opportunity to make the required demonstration of safety features, equipment, and systems to the proper classification agencies and governmental regulatory organizations Typical Trial Specifications All dock and sea trials are required to be scheduled and completed to the satisfaction of the shipowner and must be conducted in accordance with the Society ofN aval Architects and Marine Engineers (SNAME)Technical and Research Bulletin, Code for Sea Trials If conflicts or contradictions exist between the SNAME codes and the owner's detailed trial specifications, the owner's specifications take precedence The shipbuilder must prepare and install all maneuvering information in the pilothouse, as required by the U.S Coast Guard This information will be based on the maneuvering trials performed during the sea trial When a sea trial requires more than 24 hours of continuous testing, a recuperation period of6 hours is required at the end ofeach 18-hour period during which all testing will be suspended Shaft calibration is required for vessels which are scheduled for progressive speed trials or are contractually subject to penalty for exceeding the specified fuel consumption rate When the shaft is not calibrated, use of a torsion meter to measure torque will be based on a standard modulus of rigidity of 82 x 199 Pa (11.9 x 106 psi) for Grade ABS steel shafting 30-4 SEA TRIAL MAIN ENGINE MACHINERY TESTS AND TRIALS A vibration survey is sometimes required to be conducted in accordance with SNAME's Technical and Research Bulletin, Code for Shipboard Vibration Measurement Collection ofvibration data provides useful design and baseline data for future comparison to determine changes in vibration characteristics during operation Finally, the trials are not considered complete until they have been documented in a comprehensive report issued by the builder Typical Trial Report A typical formal trial report issued by the shipbuilder will include the following information: Hull description Machinery description Log of trial events List of personnel in attendance Draft, displacement, and ballast data Anchor windlass test results Steering gear test results Machinery test results Distiller test results Fuel rate test results Water rate test results Model basin curves Standardization data and curves "Z"maneuvering test results Crash stop test results Right turning circle Left turning circle Supporting data, such as heat balance design correction factors Typical Trial Schedule The schedule of events for a typical sea trial for a steam vessel is as folIo\'; Time Event First Day 1230 Energize gyro and electronic equipments hours prior to departure 1330 Sound all tanks Light off boiler, necessary auxiliaries, and turbogenerator 1430 Light off second boiler hours prior to departure 1530 Make preparations for getting underway (The sea trial director UHU ally has prepared a detailed check-off list for these preparations) 1600 Test navigation gear 1630 Depart shipyard and proceed to test area TESTING 30-5 Time Event Second Day (In test area) 0030 Start distilling plant Calibrate direction finder Adjust magnetic compass Adjust main propulsion plant 0230 Test drag shaft Test zero torque meter 0300 Increase speed for economy trials 0415 Commence economy trials hours at rated power hours at 110 percent rated power hours at maximum power 1500 Commence nonextraction steam rate tests of main turbine, hour each at 110 percent power, 100 percent power, 75 percent power, 50 percent power 2200 Test drag shaft and zero torsion meter 2230 Conduct nonscheduled events 0230 0245 0300 0315 0345 0430 0500 0645 0715 0845 0945 1100 1900 Third Day Conduct emergency steering test Conduct ahead steering test Conduct "crash astern" test Conduct "crash ahead" test Conduct astern full power test for hour Conduct "astern steering" test during last 15 minutes of astern full power test Conduct "boiler overload" test on boiler Conduct "crash astern" test from maximum power Test additional boiler Proceed to area with 100fathoms water depth Conduct anchor han dling tests Test combustion controls with different firing arrangements Demonstrate emergency circulation Arrive at shipyard SJ):A TRIAL MAIN ENGINE TESTING Ahead Endurance Test The ahead endurance is a 4-hour test ofthe main propulsion machinery at maximum design capability During this test it is desirable to record power developed with a high accuracy Normally, power will be determined with a torque meter which measures torsional deflection of the line shaft and an RPM measurement If a calibrated meter is not installed, the measurement of power developed is limited to an estimate Other pertinent power 30-6 MACHINERY TESTS AND TRIALS plant parameters are included such as temperatures, pressures, and flows in the cycle and should be recorded during the endurance trial run to provide data for subsequent analysis in the event that the trial proves unsatisfactory In all trials, every effort must be made to prevent fluctuation of the power plant parameters during the run period Fluctuations greater than percent of the average value of power plant parameters require consideration of a test rerun The ahead endurance trial demonstrates the ability of every power plant component to reach a capability level consistent with the maximum power of the system and to sustain acceptable operation at that level for a time period of sufficient duration to suggest the capability of the plant to operate indefinitely at the maximum power level All aspects of the main machinery must operate satisfactorily during this period, that is, the thermal, mechanical, and electrical controls, etc Since this is frequently the first time the reduction gear carries full torque, the gear is usually inspected for contact by using red and blue dye checking techniques Astern Endurance Test The astern endurance is a one-half-hour test of the main propulsion machinery at maximum design astern power The critical measurement during this period is the torque in addition to propeller RPM (PRPM) developed All significant power plant parameters must also be measured The temperature rise in the ahead turbine elements and the differential growth of the turbine casings and rotors are carefully monitored during this test to demonstrate the adequacy of design and installation Economy Test The economy test is run to demonstrate that the power plant overall fuel rate, corrected for differences between the guarantee and/or design heat balance, and the actual sea trial conditions meet the contractual requirements The economy test is usually a 4-hour run at service power conditions Critical data measured during this test are the power and the fuel consumption In addition, all thermodynamic measurements are recorded at 15-minute intervals Useful data on fuel consumption versus shaft horsepower are generated during this test Steam Rate Test This I-hour test is sometimes conducted to demonstrate the nonextracting guarantee steam rate for the propulsion turbine Usually the test is less than satisfactory due to the practice of not installing an accurate steam or condensate flow measuring device for sea trials SPECIAL SHIPBOARD INSTRUMENTATION 30-7 Boiler Overload Test The boiler overload test is normally conducted at the maximum design fuel flow to the boiler to demonstrate the overload capacity ofthe boiler and its associated auxiliaries This test will reveal any temperature problems, casing leaks, control problems, etc All boiler operating parameters should be adjusted to the manufacturer's recommended values during this test To achieve the overload steam flow capacity, a plan is required to include operation of major auxiliary equipment to provide the power plant steam flow demand required Propulsion Control System Test This operational test demonstrates the ability ofthe central control system to function properly under transient conditions in all operating modes including maneuvering, emergency, and steady running of the main propulsion unit If bridge control is furnished, operation under that mode must also be demonstrated SPECIAL SHIPBOARD INSTRUMENTATION Until the 1970s, when fuel cost became a dominant factor in ship operating expense, most commercial vessels had relatively simple instrumentation generally limited to pressure gauges, thermometers, displacement-type fuel oil flowmeters, and shaft revolution indicators Now trials require the installation of special instrumentation and the calibration of other instruments to permit the measurement ofvital performance characteristics such as torque and condensate flow It is now apparent that shipowners have an interest in and an economicjustification for the installation ofhigh accuracy and more complicated instrumentation for the measurement of shipboard operating parameters including condensate flow, steam flow, main propeller shaft thrust and torque, fuel flow, and selected temperatures and pressures Some owners even provide a vessel with Lorantype equipment which can be used by the ship's forceto accurately meas ure vessel speed relative to the bottom Such equipment if installed and maintained in calibration can be used during the initial sea trial and in periodic subsequent mini sea trials to provide comparisons between the performance of the new ship and its current performance Such information is necessary for economicdecisions on dry dock scheduling, machinery overhaul, boiler cleaning, etc The engineer officer on a properly instrumented ship has the opportunity to playa key role in the control of operating costs for fuel, maintenance, and dry docking of the vessel 30-8 MACHINERY TESTS AND TRIALS Shaft Horsepower Meter A practical and reasonably accurate method of measuring the power transmitted by the line shaft is to measure the angle of shaft deflection (i.e., twist) due to torsional loading The amount of deflection of the shaft is a function of the applied torque, the length of shaft over which the deflection is measured, and the stiffness of the shaft If the deflection of the line shaft for a fixed distance can be measured and the modulus ofshear and the RPM are known, the horsepower transmitted may be calculated A typical device suitable for providing a torque measurement with one percent accuracy is the McNab Mark II Shaft Horsepower Meter shown in Figure 30-1 This type of meter is a mechanical electric-electronic device which performs the measurement of the shaft angular deflection and computes the data collected to provide shaft torque, RPM, and horsepower Figure 30-2 Torque meter husk assembly one another Relative torsional movement ofthe two rings is deflected and measured by a differential transformer (i.e., transducer) which produces a direct current output signal proportional to the shaft angular displacement The DC signal is transmitted via slip rings to the panel where it is modified by a series of operational amplifiers which perform the functions required to solve the torque formula Since the angular data from the husk is not linear, one operational amplifier incorporates a nonlinear gain to provide a linear angle output signal An adjustment for the shaft modulus value is made by selecting taps of a resistive voltage divider at the input of one amplifier The basic modulus data is built into the unit during manufacture at 11.89 x 106 psi The output of the last amplifier is a DC signal directly proportional to the torque of the shaft This signal is used by the shaft horsepower circuits to calculate power and may be displayed on the panel digital meter as shown in Figure 30-3 The husk assembly also consists of two cylindrical sections, each with an internal circular knife edge that clamps to the shaft Leaf springs run axially inside the husk to connect the two cylindrical sections maintaining longitudinal alignment without interfering with the torsional displacement of the shaft Attached to one section of the husk are pole pieces of a Figure 30-3 Torque power meter panel differential signal transformer and attached to the other section is the armature of the transformer The transformer pole pieces have a primary winding that is excited with AC current from a power supply There are two secondary windings, the outputs from which are rectified separately and connected series-opposing Under no-torque conditions, the transformer armature is centered between the pole pieces, resulting in rectified secondary voltages that are equal, providing a zero output signal Torque loading produces a shaft deflection which moves the transformer armature away from one pole and closer to the other pole This movement unbalances the secondary rectified voltages to provide a DC output signal corresponding to the direction and amplitude of shaft deflection Calibration Demonstration Since the shaft horsepower meter will be used to verify contractual requirements and, if permanently installed, will be used to monitor and correct power plant performance, it is essential that the metering system be Fuel Consumption Measurement Since fuel oil is a major factor in the cost of ship operations, it is desirable to have an accurate and reliable system to determine fuel consumption rates In fact, two metering systems are justified: a conventional nutating disk-type meter for general hourly and daily measurement, and a second alternative turbine meter located in a bypass for use during periodic high accuracy performance tests such as sea trials and similar tests conducted by the ship's crew Turbine flowmeter This potentially very accurate meter is simply a miniature turbine wheel suspended in a length of pipe The flow of fluid through the meter rotates the bearing-supported axial turbine at a speed which is directly proportional to the velocity ofthe fluid Since the diameter of the pipe is fixed, the turbine rotational speed is proportional to the volumetric flow rate of the fluid External electronic devices count the rotations of the turbine rotor and convert the pulses to gallons per minute or any other desired volumetric flowrate Figures 30-4 (a) and (b) illustrate a typical turbine flowmeter manufactured by Flow Technology, Inc When used with a liquid it is possible to achieve a calibration accuracy of±0.05 percent SHIPBOARD USE OF TRIAL STANDARDIZATION DATA Data collected during the trial for shaft horsepower, ship speed, and propeller RPM are used for the analysis of the combined performance of the hull, propeller, and propulsion machinery Ship speed in knots is plotted versus shaft horsepower and propeller RPM for the model prediction performance and for the corrected trial performance to provide comparisons between the anticipated and the actual performance Figure 30-6 shows the plots of typical data used in trial analysis The type data in Figure 30-6 plotted for his ship should be of interest to the merchant marine engineer officer, since it provides a benchmark to compare the original new condition ship performance to a current speed versus horsepower estimate for the ship As time passes, the engineer officer should continue to collect operating data on ship speed and power at a draft condition and with sea and wind conditions similar to the trial conditions These data plotted on the trial analysis curve will provide current indications of the hull performance In analyzing ship trial performance, it is common to calculate and plot the propeller characteristic curves One of the curves plotted is the speed coefficient versus the torque coefficient shown in Figure 30-7 This information can be valuable to the engineer officer in monitoring the future combined performance of the hull, the propeller, and the power plant INDEX Accelerometer, 25:5 AC controllers anti-plugging, 23:37 autotransformer starter, 23:41 jogging, 23:37 part-winding starter, 23:41-44 plugging, 23:37 primary reactance starter, 23:41 primary resistance starter, 23:38-41 reversing, 23:37 single-phase speed control, 23:64-65 single-phase starters, 23:64 solid state, 23:45-49, 51-52, 64-65 wye-delta starter, 23:44 Acid attack, sulfur, diesel engine, 16:19, 72, 108, 112 AC motors capacitor start, 23:58-59 dual-capacitor, 23:59 hysteresis, 23:61 permanent-split capacitor, 23:59 reluctance, 23:61 repulsion type, 23:62-64 selsyn, 23:52-54 shaded-pole, 23:60 single-phase, 23:57-68 split-phase, 23:58 squirrel-cage, 23:26-49 synchronous, 23:18-25 three-phase induction, 23:25-57 synchronous, 23: 18-25 universal, 23:62 wound-rotor, 23:49-52 A-frame, diesel engine, 17:9, 10 Air cooler, diesel engine, 17:26, 28, 62 Air systems C-E coal-fired boiler, 27:25-27 F-W coal-fired boiler, 27:31 Air valve, diesel engine, 17:51 Air-conditioning, 18:12, 19:1 Air injection, diesel, 16:3 Alternator control of, 23:6-7 excitation systems, 23:4-6 frequency of, 23:1 load sharing, 23:8-11 parallel operation, 23:8 rotor windings, 23:4 single machine operation, 23:7 stator windings, 23:2-4 synchronizing, 23:8 Amortisseur windings, 23:4, 23 Amplifiers, control system, 24:5 Analyzer, vibration, 25:15-16 Apron tuyeres, coal-fired boiler, 27:52 Armature reaction, 23:73-75 Aromaticity index, 16:18 Ash coal fuel, 27:6 analysis, 27:7 deposition, 27:7-9 fusion temperature, 27:7 handling, C-E coal-fired boiler, 27:25 lignitic, coal-fired boiler, 27:10 pit cleaning, 27:53 system arrangement, F-W coalfired boiler, 27:35 Aspiration, natural, diesel engine, 16:2 Atkinson cycle, 16:4 Atmosphere control, cargo tank, 26:7 Bailey board, 24:1, Balance coil, 23:80 Balancing diesel engine, 17:26-28 machinery, 25:7 Ballast, inert gas system cargo tanks, 26:29 spaces, 26:33 voyage, 26:29 Barred speed, diesel, 16:112, 63, 69 Base/acid ratio, coal-fired boiler, 27:10 Baseplate, diesel engine, 17:42 Bearing antifriction, defect detection, 25:27 diesel engine, 17:11-13, 42-43, 50 Bedplate, diesel engine, 17:9-10 Belt drives, defect detection, 25:28 Bernoulli equation, propeller, 29:10 Blade, propeller area, 29:20 face, 29:39 rake, 29:25 ratio of area, 29:35 section, 29:36 skew, 29:25 strength, 29:21-25 stress, 29:21 thickness, 29:21 thickness fraction, 29:36 Block coefficient, hull, 29:7 Blowby, diesel, 16:116 Blowdown pulse, diesel, 16:40 Blowers, inert gas, 26:11 design considerations, 26:12 INDEX Blowers, inert gas (cont.) performance, 26: 13 Boiler areas subject to slagging, 27:9 C-E V2M9S, 27:18-31 coal-fired, prepurge, 27:58 dual fuel (coaVoil),procedure, 27:58-59 installation, C-E V2M9S, 27:24 overload test, 30:7 Bollard pull, propeller, 29:36 Bolt, hold-down, diesel engine, 17:9 Boost blower diesel, 16:37, 112 diesel engine, 17:26 Boost ratio, diesel, 16:25 Brake power, diesel, defined, 16:12 Brine, refrigeration, 18:14-15 Buffer tank, 16:89, 17:28 Builder's trial, 30:2 Bunker, day, coal, 27:40 Burner management system, dualfired boiler, 27:58 Cabling control, 22:23 medium voltage, 22:23 Navy,22:25 nomenclature, 22:18-20 power and lighting, 22:20 resistance of, 22:51 signal, 22:23 voltage drop in, 22:59 Camshaft diesel, 16:6, 8, 46-47, 83, 111, 119 diesel engine, 17:20 drive, 17:10,20,45 Capacitance, 22:52-54 Capstan, electric 21:33 Carbon residue, fuel, 16:18 Cargo, refrigerated, 18:13 Catalytic fines, fuel, 16:16, 19 Cathode ray tube, controls, 24:1, 5, 11, 15 Cavitation erosion, diesel, 16:47 propeller, 29:18-21,29-30,36 Central operating system, 24:1, 2, 5, 6, 8, 9, 10,12,18,24,26 Cetane number, diesel fuel, 16:18,43 C-E V2M9S boiler, internal arrangement, 27:19 Chain grate assembly, coal-fired boiler, 27:43 Chlorine, residual, sewage system, 28:19 Chock, diesel engine, 17:9 Chopper drives, 23:91 Chord line, propeller, 29:37 Cinder rejectionsystem,C-Ecoal-firedboiler,27:23 return system, Detroit stoker, 27:51-52 Circuit breakers draw-out, 22:35 metal-clad, 22:34, 35 molded-case, 22:31-34 trip-free, 22:35 Clinker inspection, coal-fired boiler, 27:52 Coal analysis, 27:7 burning profile, 27:15 special, 27:15-17 bunkers, 27:38 burning economicand political factors, 27:1 technology, 27:1-59 classification, moisture content, 27:6 conveyor, 27:38 distribution, Detroit stoker, 27:48-49 fire control, combustion control, 27:56 handling system, 27:37-41 properties, 27:3-7 valves, 27:38 Coal feed assembly, Detroit stoker, 27:45 control, 27:46, 47-48 F-W coal-fired boiler, 27:33-34,40-41 operation, 27:53 Coal fuel analysis, 27:3 analysis, importance, 27:17-18 characteristics, 27:2-18 fixed carbon, 27:6 gross heating value, 27:7 moisture content, 27:2 proximate analysis, 27:7 ultimate analysis, 27:6 volatile release profile, 27:17 Coil pitch, 23:2 Colloidal solids, sewage, 28:19 Combustion control, coal-fired boiler, 27:5459 diesel, 16:48-49 engineering, 27:18-31 forced-draft, coal, 27:56 induced-draft, coal, 27:56 Combustion cycle, dual, IC engine, 16:2, Comminutor, sewage, 28:19 Common rail, diesel, 16:43 Communications, control system, 24:10 Compressed air system, diesel, 16:81-85 Compression ignition, IC engine, 16:1, ratio, diesel, 16:7,11,25 Compressors, refrigeration, 18:16-29 Condenser, refrigeration, 18:30 Condition monitoring, diesel, 16:115 Conductance, 22:52 Connecting rod INDEX Connecting rod (cont.) diesel, 16:4, 120-123 diesel engine, 17:11, 50-51 Containers, refrigerated, 18:15-16 Continuity equation, propeller, 29:10 Continuous rating, maximum, diesel engine, 16:17,70 Control, diesel, 17:30-32,58-61 air, 16:83 system test, propulsion, 30:7 Controllable pitch propeller, 29:26-28 Controllers, loop, direct, 24:1, 2, 4, 8, 10, 13-17,18,20,27,30 Control systems algorithms, 24:18 analog, 24:10, 11, 12, 13, 14,17, 18, 19, 21-28 baud rate, 24:4 binary, 24:22, 23, 29 capacitance, 24:25 central, 24:1,8, 10, 11, 15 components, 24:6, 10, 11, 12, 15, 16, 18 computer, 24:11-15, 16, 17-21,23-30 configuration, 24:11 damping, 24:6 demodulated,24:30 differential, 24:4 digitized, 24:2 direct-connected systems, 24:8 discrete, 24:13, 14 distributed systems, 24:21 dynamic performance, 24:6 electromagnetic, 24:25 electromechanical systems, 24:9 electronic, 24:4, 5, 8, 9, 12, 15, 24-28 electrostatic, 24:25 fiber optics, 24:4 filter, 24:12 indicators, 24:5 inductive, 24:25 integrated, 24:3,19 interface, 24:1, 2,11, 14,28-31 interlock, 24:6 microcomputer, 24:2, 21, 23 microelectronic, 24:2, microprocessor, 24:2, 15,20,21,22 miniaturization, 24:1 misalignment, machinery vibration, 25:27 mission time, performance, 24:7 mode, 24:25, 26, 27 modem, 24:24-30, 31 modulated, 24:30 MOS, 24:2 MSI, 24:3 MTBF, performance, 24:7 multiplexer, 24:11,20,22,23,24,26,28 optical encoder, 24:5 pneumatic, 24:4, 8, 10, 12, 23, 27 silicon, 24:3 stability, 24:7 static performance, 24:6 supervisory, 24:19 monitoring, 24:17 transmission, 24:1, 8, 22 Convectors, 19:22-24 Converter drives dual, 23:91 full, 23:91 half-wave, 23:91 Cooling bore, diesel engine 17:13 central, diesel, 16:100 coils, HVAC, 19:22-23 system, seawater, diesel, 16:100-101 Correlation allowance, 29:3, 37 Corrosion cold end, diesel, 16:19,72,108,112 control system, 24:6 Counter-rotating shaft, diesel, 16:66 Counter-EMF, 23:69,85 Counterweight, diesel engine, 17:27,44 Coupling, control system, 24:25, 26 Crane, 16:120-123 Crank pin, diesel, 16:4 Crankcase, diesel engine, 17:9, 10, 41-42 explosion, 16:93, 114, 123 overpressure, diesel, 16:93 Crankpin, diesel engine, 17:11 Crankshaft, diesel engine, 17:11, 43-44 deflection, 16:119 Critical dilution, 26:4 Critical speed, diesel, 16:68 Crosshead, diesel, 16:2,92-93, 113, 119, 120 engine, 17:1, 40 guide, 17:9 pin, 17:13 Crosstalk, control system, 24:7 Crude oil washing, 26:41-50 drop pipe, 26:46 inert gas system, 26:28 piping regulations, 26:48 stripping regulations, 26:50 system, 26:42 techniques, 26:42 typical machine, 26:42-48 Cryogenics, 20:1 Cycle simple refrigeration, 18:9 vapor-compression, 18:7 Cycloidal propeller, 29:28 Cylinder, diesel bore, 16:4 block, 16:4, 17:10, 11 engine, head, liner, 17:13, 16, 17, 18,4748,51 Cylinder, diesel (cont.) head, 16:4, 118, 120-123 liner, 16:4, 120-123 lubricator, 16:93, 110, 113, 117, 118 oil, 16:19, 93-95,113, 118 INDEX forces, 16:50-69 foundation bolts, 16:119 four-stroke engine, 16:2, 6,14,37,41,42, 66,67 margin, 16:75 matching, 16:74-81 Damper, diesel engine, 17:27, 45 peak pressure, 16:13 David Taylor Model Basin, 29:3 performance, 16:70-73 DC controllers preventive maintenance, 16:115 armature, resistance and voltage conrating, 16:6, 17:8 trol,23:90-91 speed, critical, 16:68 buck-boost control, 23:90 Diesel fuel counter-EMF starter, 23:95 heating value, 16: 17 definite-time starter, 23:95 incompatibility, 16:21 field resistance control, 23:88-90 rack, 16:44, 110, 111, 115, 116 generators, see Generators system, 16:85-90 series lock-out starter, 23:95-96 Diffuser, 28:20 solid state control, 23:91 Digital computation, converters, conWard-Leonard drive, 23:90 troIs, 24:1-5, 9-17,19,25-30 DC machines Displacement, diesel, 16:6 armature, 23:90-91 Distribution, electrical, 22:2 basic principles, 23:68-70 one-line diagram, 22:4 construction, 23:70-73 power circuits, 22:5 field windings, 23:70 protection of, 22:27-35 grounded coil, 23:100 Dock trials, 30:2 open coil, 23:99 Double-acting, diesel, 16:2 windings, 23:70-73 Doxford, diesel engine, 16:3, 43 DC motors, 23:86-88 Draft regulator, coal-fired boiler, Detroit speed characteristics, 23:85 stoker, 27:48 Deck machinery, 21:23-35 Drag, ship, 29:2 Deck water seal(s) Drum, control system, 24:5 inert gas system, 26: 14-15 Dust collectors inspection, 26:39 C-E coal-fired boiler, 27:27 Dehumidification system, cargo hold, 19:13mechanical, B&W coal-fired 15 boiler, 27:28 Degrees, electrical, 23:2 Economy test, main engine, 30:6 Dehydrator, refrigeration, 18:41-42 Efficiency Derating, diesel engine, 17:8 propulsive, diesel engine, 29:7 Detroit Rotograte, coal-fired boiler, 27:41-48 relative rotative, 29:8 Diesel engine Effiuent, sewage, 28:21 air-injection, 16:3 Electric drive blowby, 16:116 AC blowdown pulse, 16:40 diesel,22:46-51 boost blower, 16:37, 112 turbo, 22:44-45 boost ratio, 16:25 DC brake power, 16:12 diesel,22:46 camshaft, 16:6, 8, 46-47, 83,111,119 turbo, 22:45-46 combustion, 16:48-49 Electrohydraulic steering compression ratio, 16:7,11,25 gear, regulations 21:16-17 condition monitoring, 16:115 pumping system, 21:6-10 control air, 16:83 system maintenance, 21:9-10 corrosion, cold end, 16:19,72, 108, 112 Electromagnetic force, 23:68 crank pin, 16:4 Emergency power cylinder, 16:4, 118, 120-123 distribution, 22:4 displacement, 16:6 final source, 22:7 efficiency, mechanical, 16:13 temporary source, 22:6 engine rating, 17:8 Endurance test, main engine, 30:5-6 firing pressure, 16:13 Engine testing, sea trial, 30:5 INDEX Enthalpy, 19:4 EfROM, memory, control system, 24:16 E PROM, memory, control system, 24:11, 13,14,15,16,20 Equalizing bus, 23:83 Evaporator, refrigeration, 18:31 Exciter, 23:4-5 Exhaust gas turbine, 16:37 Exhaust valves, diesel, 16:18, 20, 72, 108, 112, 115, 116, 119, 120-123 Expanded area, propeller, 29:35 Expansion tank, 16:97-99 Expansion valve, thermostatic, 18:31-34 Fairbanks Morse diesel engine, 16:3, 17:41-66 Fan HVAC, 19:15 centrifugal, 19:17 propeller, 19:16 vane-axial, 19:16 inert gas, 26:14 Fan-coil units, 19:24-25 Fillet, propeller, 29:39 Filters control system, 24:10, 12 HVAC, 19:19-20 Firing pressure, diesel, 16: 13 Firing, supplementary, C-E coal-fired boiler, 27:29 Flame screens, inert gas system, 26:18 Flammability triangle, 26:3 Flammable limits, 26:3 tankers, 26:4 Flash point, fuel, 16:20, 87, 89, 116 Flocculation, sewage, 28:21 Flow, instrumentation, control system, 24:3,4, 10,22,23 Flowmeter, fuel measurement, 30:12 Flue gas composition, 26:7 system(s) F-W coal-fired boiler, 27:31 isolating valves, 26: 17 toxicity, inert gas system, 26:37 Fluid pulsation, analysis, 25:28 Fluorocarbons, 18:4 Fly ash system, F-W coal-fired boiler, 27:34 Foster Wheeler coal-fired boiler, 27:31-37 installation, 27:33 Fouling coal-fired boiler, 27:8, 13-15 control system, 24:30 propeller, 29:21 Foundation bolts, diesel, 16:119 Four-stroke diesel, 18:2, 6, 14,37,41,42, 66,67, 17:41-66 Frame, diesel engine, 17:41-43 Frequency analysis, vibration, 25:23-25 Frequency response, performance, control, 24:6 Freshwater system, diesel, 16:97-102 Frog-leg windings, 23:73 Froude number, 29:40 Fuel(s) aromaticity index, 16:18 consumption measurement, 30:12 diesel,16:15-22 analysis, 16:21 injection, 16:3, 7,10,42-47 rack, 16:44, 110, 111, 115, 116 system, 16:85-90 total base number, 16:19, 92, 93, 95, 116 diesel engine injection, 17:23,54 quality, 17:8, 62-63 incompatibility, 16:21 rate calculation, 30:14-15 Fuses, 22:29-31 Garbage disposal, restrictions, 28:1 Gases, hydrocarbon, 26:1 Gawn-Burrill series, propeller, 29:19 Gear teeth, defect detection, 25:28 Generator, AC, see also Alternator amplidyne, 23:76 attached, diesel engine, 17:32 compound,23:80-83 electric, diesel engine, 17:32 parallel operation, 23:83-85 separately excited, 23:76-79 series, 23:79 shunt, 23:79 voltage characteristics, 23:75-76 Germanium, control system, 24:3 Gland, piston rod, diesel engine, 17:17 Glow plug, IC engine, 16:11 Goodman stress criteria, propeller, 29:24 Grate speed, Detroit stoker, coal-fired boiler, 27:50 Gudgeon pin, diesel, 16:4 Guide force, diesel, 16:54, 56 Gypsy head, 21:34 Harmonics analysis, propeller, 29:4, 25 wake, 29:7 Hatch leakage, inert gas system, 26:32 Hazardous areas classification of, 22:14 equipment protection in, 22:14 Heat balance, coal-fired plant, 27:4-5 latent, 18:2 recovery, waste, diesel engine, 16:41, ~I' Heat INDEX INDEX (cont.) 42,98, 101-109 sensible, 18:2 transfer, conduction, and radiation, 18:1, Heaters, unit, 19:24-25 Heat exchanger, liquid-suction, 18:31 Heating, 19:2 and cooling loads, 19:4 coils, HVAC, 19:20-21 value coal fuel, 27:2-3 diesel fuel, 16:17 Hele-Shaw pump, principle, 21:8-9 Helix control, diesel, 16:44 Holzer tabulation, diesel, 16:68 Hot bulb, IC engine, 16:11 Hull efficiency, 29:8 fouling, 29:3 interaction with propeller, 29:5 machinery, 21:1, Humidity, instrumentation, control system, 24:6 Humidity, ratio and relative, 19:4 HVAC system(s) control, 19:26-34 actuators, 19:31-33 relays and controllers, 19:26-34 sensors, 19:27-28 dual duct, 19:9 multiple zone, 19:8 single zone, 19:7-8 terminal reheat, 19:8-9 testing and balancing, 19:35-39 unitary, 19:11-14 variable air volume, 19:10-11 water, 19:10-11 Hydrocarbon toxicity, inert gas system, 26:37 Hydrofoil, 29:40 Hypochlorite, 28:21 Hysteresis, control system, 24:6, Ignition coal bed, coal-fired boiler, 27:28-29 delay, IC engine, 16:7, 10, 18,48 sources, 26:3 spark, IC engine, 16:4 IMCO,26:2 Imhoff cone, sewage, 28:21 IMO regulations, crude oil washing, 26:48-50 Impedance, 22:56 performance, control, 24:24, 25 Incineration systems design considerations, 28: 15-17 garbage, 28:14-19 oil waste, 28:14 Incinerator arrangement, 28: 17 chamber, 28: 16-17 cutaway view, 28:20 operation, 28:17-19 Indicator card, diesel, 16:12, 113, 116 Inductance, 22:52-54 Inert gas system, 26:1,3,7,8-40 alarms, 26:20, 39 backflow of cargo gases, 26:36 blowers, inspection, 26:38 C-E coal-fired boiler, 27:25-27 combination carriers, 26:33 precautions, 26:32 dilution, displacement, 26:5 discharging, 26:26,27-28 distribution, 26:33 drainpiping,26:22 effiuent,26:22 electrostatic hazards, 26:37 emergency procedures, 26:35-36 failure symptoms, 26:26 fan, 26:14 flue, 26:7 freeing, 26:29-31 generator exhaust, 26:8 independent, 26:8 health hazards, 26:36 high velocity vent valve, 26:20 instruction manuals, 26:40-41 instrumentation, 26:20 maintenance and testing, 26:38-41 materials, 26:17 nonreturn devices, 26: 13-17 operation, 26:24-30 piping, 26:17 pressure regulator, 26:18 product contamination, 26:31 regulation, 26:19 replacement, 26:4 safety checks, 26:26 scrubber, 26:11 inspection, 26:38 shutdown, 26:25 special precautions, product carriers,26:30-31 standard procedures, 26:27 start-up, 26:25 valves, 26:17 void spaces, 26:33 Inerting of tanks, inert gas system, 26:27 Injection, diesel lag, 16:46 pump, 16:43-44 secondary, 16:44, 47 Injector, diesel engine, 16:45-46, 98, 119,17:18,23,57,62 Instrumentation, 24:21, 24, 27 calibration, 24:7, 8,15,28 inputs, 24:6,7, 11, 13, 14, 17, 23-28 level, 24:3, 4, 5, 22, 23, 25 position, control system, 24:3 shipboard, tests, 30:7 test, 30:10-11 Intake air, direct vs external, diesel, 16:39 Interpoles, 23:70,74 Isolation valves, 26:16,17 Kramer drive, 23:52 Lanchester balancer, diesel, 16:60, 62 Lap-wound armatures, 23:71 Lavomatic SA tank -washing machine, 26:43-44 Lighting circuits, electrical, 22:6 Lighting-off, coal-fired boiler, 27:30-31, 58 procedure, stoker system, 27:41-43 Linearity, performance, control system, 24:6, Liquefaction processes, 20:2-4 Liquefied gases, properties, 20:1 Liquid indicator, refrigeration, 18:40 LNG, 20:1 cargo operations, 20:21-23 tank(s),20:21-24 cargo systems, 20:10-20 cargo tanks, 20:5 Conch, 20:6 Gas Transport, 20:8, 11 Kvaerner-Moss,20:8,12-13 Technigaz, 20:7, 9-10 Loaded passage, cargo, inert gas system, 26:28 Low speed diesel engine, 17:1-40 Low voltage protection, 23:37 release, 23:36 LPG, 20:1 LSI, control system, 24:2, Lubricating oil system, diesel, 16:90-97 Lubrication, diesel engine cylinder, 17:16, hydrostatic, 17:13, 28 Machinery defects, vibration characteristics, 25:27-29 tests, 30:1-18 tests, manufacturer's, 30:1-2 Magnetic field, rotating, 23:19-20 Magnetism, residual, 23:76 Magnetization curve, 23:76 Maintenance AC stator, 23:11-15 bearings, 23:55-56 crude oil washing machine, 26:48 DC machines, 23:96-102 diesel engine, 17:35-40, 63-66 inert gas system, 26:38-41 preventive baseline program, vibration, 25:17,20-21 diesel engine, 16:115 schedule, diesel, 16:118-120 single-phase motors, 23:65-68 squirrel-cage rotors, 23:55 synchronous rotor, 23:15-18 windlass, 21:33 wound-rotors, 23:55 Maneuvering, diesel engine, 16:111-113 Margin diesel engine, 16:75 sea, diesel, 16:75 Master controller, combustion control, coal, 27:54-56 Materials cryogenic, 20:4 propeller, 29:24 MCR, diesel engine, 17:8 Medium speed diesel engine, 17:41-66 Meter(s) portable, vibration, 25:17-18 shaft horsepower, 30:8 vibration, 25:14-15 Microorganism, sewage, 28:21 Miller cycle, 16:4 Misalignment, machinery vibration, 25:27 Moments, diesel engine, 16:50-69 Momentum, propeller, 29:9,10 Monitoring control system, 24:2,10,14,15,17,19,20 diesel engines, 17:30-32, 58-61 equipment, vibration, 25:16-17 Mounting, resilient, diesel, 16:51 Navigation light and signal panel, 22:7 Nitrification, sewage, 28:21 Noise, propeller, 29:25 Nonreturn valves design considerations, 26: 17 inert gas system, 26:16 inspection, 26:39 Nozzle, propeller, 29:42 Ogival section, propeller, 29:42 Oil disposal, restrictions, 28: fire control, combustion control, coal-fired boiler, 27:57 firing, coal-fired boiler, 27:58 mist detection, diesel engine 16:93 Oily water discharge, 28:10 regulations, 28:11 separators, 28:11-14 INDEX Operation/operating procedure, coal-fired boiler, 27:30-31 regulations, crude oil washing, 26:50 Opposed-piston diesel engine, 16:3, 10 Oscillating motion, 25:2 Otto cycle, IC engine, 16:2, 3-4 Outputs, instrumentation, control system, 24:6,7,11,14,17,22,23,28 Overfire air C-E coal-fired boiler, 27:23 Detroit stoker, coal-fired boiler, 27:51-52 Oxygen, inert gas system analyzer, 26:22 deficiency, 26:36 Panelboards, 22:18, 19,20 Pathogens, sewage, 28:21 Performance C-E coal-fired boiler, 27:29-30 F-W coal-fired boiler, 27:35-37 Personnel qualifications, crude oil washing, 26:50 pH value, sewage, 28:21 Phase angle analysis, vibration, 25:25 Pielstick, diesel engine, 17:41-66 Piezoelectric crystal, 25:5 Pinch point, waste heat boiler, 16:108 Piston, diesel engine, 16:4, 120-123, 17:13, 16, 48-50 oil-cooled, 17:8, 17, 28, 48-50 pin, 16:4, 17:49 rod, 17:13,17 trunk, 16:2, 90, 92, 93, 95, 119 water-cooled, 17:8, 11-13, 17,28 Plastic piping, inert gas system, 26:23 Polarized frequency relay, 23:23 Pole pitch, 23:2 Potable water, 28:23 Pour point, fuel, diesel, 16:21 Power AC, 22:56-59 apparent, 22:56 coefficient, 29:44 propeller, 29:14 DC, 22:56 delivered, 29:44 effective, 29:7,44 factor, 22:57 correction, 23:22 loading coefficient, 29:45 reactive, 22:56 shaft, 29:44 take-off, augmented drive, 22:13 constant speed engines, 22:9 diesel engine, 17:32, 33, 43, 45, 62 frequency converters, 22:10 variableratio mechanicalcoupling,22:11 test code, diesel engine, 16:15 three-phase, 22:57 thrust, 29:44 triangle, 22:56 true, 22:56 Precombustion chamber, IC engine, 16:3 Pressure maximum, diesel engine, 16:13, 14, 113, 116 mean effective and indicated, diesel engine, 16:14 line, propeller, 29:41 width ratio, propeller, 29:42 Pressure control instrumentation, 24:3, 4, 6, 10, 22, ratio, IC engine, 16:22, 25 side, propeller, 29:45 system, inert gas system, 26:19 Pressure vacuum breaker, liquidfilled, 26:20 Printers, control system, 24:1 PROM, memory, control system, 24:16 Prony brake, 16:13 Propeller(s), see also Blade, propeller advance angle, 29:33 advance coefficient, 29:12 allowable stress, 29:24 angle of attack, 29:35 back of blade, 29:35 bending moment, 29:21 body of revolution, 29:36 boundary layer, 29:36 camber, 29:36 cone, 29:37 data, 29:30 definition, 29:1 design, 29:8-25 developed area, 29:35 disc area, 29:35 ducted,29:28-29 efficiency, 29:8, 38-39 fitting, 29:3-4 flow angle, hydrodynamic, 29:34 generator line, 29:40 hub,29:40 immersion, 29:40 inboard rotation, 29:41 induced velocity, 29:41 inspection, 29:30-31 interaction with hull, 29:5 left-handed,29:41 lift, 29:41 lifting line theory, 29:9 maintenance, 29:30 mean line, 29:41 measurement, 29:31-32 open water test, 29:12, 13 optimum diameter, 29:17-18 INDEX Propeller(s) (cant.) pitch,29:43-44 plane, 29:45 projected area, 29:35 propulsion, ship, 29:1-3 race, 29:46 rake, 29:46 repair, 29:30, 32-33 rotation, outboard, 29:42 singing, 29:26 skewed, 29:27 span, 29:49 supercavitating,29:19-20 theory, 29:8-12 types, 29:26-30, 45 width ratio, 29:42 Psychrometric chart, 19:2-3 PTSA, 26:2 Pulse converter, 16:41 Pulse turbocharger, diesel engine, 16:40, 41 Pulses, instrumentation, control system, 24:11 Pump diesel engine attached, 17:45, 62 injection, 17:23, 54-55 Hele-Shaw, steering gear, 21:6-9 regulations, crude oil washing, 26:49 Purging, inert gas system, 26:29, 31 Purifier, oil, 16:87, 95-97, 113, 114 Push rod, diesel engine, 16:6, 17:53 Putrefaction, sewage, 28:22 Radiators, 19:22 RAM, memory, control system, 24:16 Rapson slide, steering gear, 21:5 Ratios slip, real, 29:49 stroke-to-bore, diesel, 16:3, 10, 17:2, Reactance, 22:52, 53, 56 Receiver, refrigeration, 18:30 Receivers, instrumentation, control system, 24:5 Recorders, instrumentation, control system, 24:5 Reference line, propeller, 29:42 Refrigerants, saturation properties 18:4, 5, Refrigeration applications, 18:9-15 definition, 18:1 ice, 18:3 systems charging, 18:46 compressor oil, 18:50-51 compressor overhaul, 18:51-55 control method, 18:10 defrosting, 18:45-46 evacuation and dehydration, 18:48-49 leak testing, 18:47-48 noncondensable gases, 18:49-50 normal operation, 18:45 preventive maintenance, 18:51-55 removing refrigerant, 18:47 safety precautions, 18:43-44 securing, 18:45 starting, 18:44-45 switches, 18:34-38 troubleshooting, 18:57-63 Relay out-of-step, 23:24 polarized frequency, 23:23 Report, sea trial, 30:4 Resistance, 22:51-54 ship, 29:1-3 definitions, 29:47 Resonance, vibration, machinery, 25:28, Resonant speed, diesel engine, 16:68 Response system, 24:6, Reversing, diesel engine, 17:22, 30-32, 45, 58-61, Reynolds number, 29:3, 48 Rocker arm, diesel engine, 17:53 ROM, memory, control system, 24:16, Rotocap, diesel engine, 17:51-53 Roughness allowance, 29:3, RPM, instrumentation, control system, 24:5, 23 Rubbing, machinery, analyis, 25:28, Rudder, active, 29:48 Rudder torque, 21:5, Rudderstock, steering gear, 21:4 Running gear, diesel engine, 16:2 Sabathe cycle, 16:2, Safety considerations, inert gas system, 26:36-38 devices, Detroit stoker, coal-fired boiler, 27:50-51, Salinity, instrumentation, control system, 24:3, Sampling, diesel, 16:21, 118, 119 Scale effect, 29:48, Scavenging, diesel engine, 16:2, 8, loop, 16:90-97, 17:13, pulse, 16:40 uniflow, 17:2 Scherbius drive, 23:52, Scrubber flue gas, 26: 10 inert gas system, effluent line, 26:24 inspection, 26:39, Sea margin, diesel, 16:75, Sea trial{s), 30:2-7 code for, 30:3 10 Seawater service, inert gas system, 26:23 Sedimentation, sewage, 28:22 Self-synchronizing motors, 23:52-54 Semiconductor, control system, 24:3 Semiconverter drives, 23:91 SEMT,17:41-66 Sensing, instrumentation, control system, 24:1,3,4,8,9,22,24 Sensitivity, performance, control, 24:7 Sensor, inert gas pressure, 26:22 Separated flow, propeller, 29:39 Separators oily water, 28:12 Series data, propeller, 29:12 Series 60, ship resistance, 29:7 Service margin, diesel, 16:75, 79,80 Setback, propeller, 29:48 Set point manipulation, control system, 24: 17 Sewage, 28:1-10 activated sludge, 28:22 process, 28:21 aerobic treatment systems, 28:5, 19 aeration, 28:7, 9-10, 19 anaerobic digestion, 28:19 available oxygen in, 28:21 biochemical oxygen demand, 28:19 coarse bubble system, 28:5 denitrification, 28: 19 disinfection, 28:21 dissolved oxygen in, 28:21 dissolved solids in, 28:22 effluent, 28:21 fine bubble aeration, 28:5 hydrogen concentration, 28:21 influent, 28:21 mixed liquor, 28:21 oxygen deficiency in, 28:21 primary treatment, 28:22 secondary treatment, 28:22 septic, 28:22, settleable solids, 28:22 skimming, 28:22 sludge, 28:22 suspended solids, 28:22 volatile solids, 28:22 Shaft angle, propeller, 29:34 Shaft horsepower, calculation, 30:11-12 Ship's stores, refrigerated, 18:11 Shroud, propeller, 29:48 Signals, control system, 24:2, 4, 5, 8, 9, 12,13,22 Sintering strength, coal-fired boiler, 27:14 Skew angle, skewback, propeller, 29:49 Slagging, coal-fired boiler, 27:8, 9-13 bituminous, 27:10 Slip, 23:26 Sodium, fuel contaminant, diesel, 16:20 INDEX Soot blower, coal-fired boiler cleaning radius, 27:16 spacing, 27:13 Spark arrestor, 16:40 Specifications, sea trial, 30:3 Specific gravity, fuel, diesel, 16:17, 87 Speed advance, 29:6 control system, 24:3, diesel engine, 16:1 regulation, 23:31 Squirrel-cage motors adjustable speed control, 23:32, 45-49 characteristics, 23:26-30 construction, 23:26 dual-voltage, 23:29 multispeed control, 23:32-35 NEMA design class, 23:29-30 starting, 23:35-49 Stack gas inerting system, 26:9 Starter closed transition, 23:41 open transition, 23:41 Starting, diesel engine, 16:81-83, 109-111, 17:28, 30-32, 53, 58-61 Static electricity, inert gas system, 26:32 Stator winding, 23:12-15 Steam flow, combustion control, coal, 27:56 Steam rate test, trial, 30:6 Steam system, diesel plant, 16:101-109 Steering engine, electrohydraulic, 21:3-10 Steering gear, 21:3-24 communications requirements, 21:19 control requirements, 21:18 electromechanical, 21:11-14 floating lever control, 21:4 four ram, 21:4 hydraulic, 21:5,6 pressure, 21:17 inspections, 21:9-10 operating requirements, 21:22 power units, 21:18 regulations, 21:15-16 amended, 21:17-22 reliability, 21:12 relief valves, 21:17 rotary vane, 21:10-11 rudder stock, 21:17 requirements, 21:20 SCR controller, 21:14 SOLAS requirements, 21:16-23 tanker requirements, 21:20 testing and drills, 21:23 types, 21:3 variable stroke pump, 21:6-9 Sterilization, sewage, 28:22 Stock coal-handling system, 27:37-40 Stoker, coal-fired boiler INDEX Stoker, coal-fired boiler (cont.) C-E continuous discharge, 27:20-23 operation, 27:53, 54 out of service, 27:53 system, 27:41-48 Stopping, diesel engine, 16:114 Strainer, refrigeration, 18:42-43 Strip indicators, control system, 24:5 Stroke, diesel engine, 16:4 -to-bore ratio, 16:3, 10 Sulfur, fuel contaminant, diesel, 16:19, 72 Sulfur content, coal fuel, 27:6 Sulzer, diesel engine, 17:1-40 Sun Oil Company, 26:1 Switchboards, 22:15-16 Synchronizing lamps, 23:8 Synchronous machine alternator, 23:1-18 field coils grounded, 23:17 maintenance, 23:11-18 motor, 23:18-25 open, 23:17 reversed, 23: 17 shorted, 23:15-16 troubleshooting, 23:11-12 Synchronous motor description, 23:18-20 operation, 23:21-25 power factor correction, 23:22 starting, 23:23-25 troubleshooting, 23:21 Synchronous speed alternators, 23:1 motors, 23:21 Synchroscope, 23:8 Tank cleaning, inert gas system, 26:29 cleaning machine regulation, crude oil entry inerting after entry, 26:30 preparation, inert gas system, 26:29, mixing, diesel, 16:89, 112, 17:28, 54 pressure, inert gas system, 26:37 washing, 26:48-49 washing machine, gear box, 26:44 Lavomatic SA, 26:43 Taylor series, 29:3 Teleprinters, control system, 24:5 Temperature condensing, 18:9 dew point, 19:4 dry bulb, 19:2 evaporator, 18:7 instrumentation, control system, 24:3, 4,6,8,10,22,23 11 saturation, 18:3 wet bulb, 19:2 Terminals, HVAC, 19:26 Test, machinery, 30:1-18 Thermocouple, instrumentation, control system, 24:24, 26, 27 Thrust bearing, diesel engine, 17:9, 43 breakdown, 29:50 coefficient, 29:50 propeller, 29:14 deduction, 29:5-6, 50 loading coefficient, 29:50 propeller, 29:22-23 Thruster, 29:50 Tie bolt, diesel engine, 17:9-10 Tie rod, diesel engine, 17:11 Tiller crosshead, steering gear, 21:4 Tip emergence, propeller, 29:39 Topping cargo tanks, inert gas system, 26:35 Torque, 29:51 diesel engine reaction, 16:56, 61, 65, 17:27 variation, 16:68 instrumentation, control system, 24:3,5, 23 meter, McNab, 30:8-9 Torsional vibration, diesel engine, 17:20, 27, 45 Transducers, control system, 24:7, 8, 22, 27, 28,30 Transformer auto-,22:41-42 current, 22:43 efficiency, 22:37 magnetizing current, 22:36 percent impedance, 22:37 potential, 22:42 rating of, 22:36 step-down, step-up, 22:36 terminal markings of, 22:38 three-phase connections, 22:38-41 Transmission, control system, 24:4, 5, 9, 12, 29,31 Transmission, electronic, control system, 24: Transmitter, control system, 24:24, 25, 30 Trash disposal, restrictions, 28:1 Trend analysis, diesel engine, 16:115 Trial data use, 30:15 Trials, sea, 30:2-7 Troost series, propeller, 29:8 Troubleshooting DC generators, 23:98-99 DC motors, 23:101-102 induction motors, 23:56-57 single-phase motors, 23:67-68 synchronous, alternator, 23:11-12 12 INDEX INDEX Troubleshooting (cant.) motor, 23:21-22 Trunk piston, diesel engine, 17:41-66 Tube temperature, coal-fired boiler, 27:8 Turbine, exhaust gas, diesel engine, 17:33-35 Turbocharger characteristics, 16:26 diesel engine, 17:23-26, 33, 57-58 washing, 17:35, 58 efficiency, 16:15,25,36 matching, 16:29-37 surge, 16:26, 38, 72, 77 two-stage, 16:4, 22, 38 uncooled, 16:22 water wash, 16:37, 113, 118 Turbocharging, 16:2, 22 diesel, 16:22-23, 92, 120 constant pressure, 16:41 Turbulent flow, propeller, 29:39 Two-stroke engine, diesel, 17:1-40 Unbalance, mechanical, machinery vibration, 25:27 Ultraviolet disinfection unit, sewage system, 28:9 Uniflow, diesel, 16:8, 9, 10 Valve diesel engine, 17:18, 22, 51-53 fuel circulation, 17:23, 28 refrigeration, 18:38-41 solenoid, 18:37 Vanadium, fuel contaminant, diesel, 16:20 Vapor crankcase, control system, 24:5 meters, inert gas system, 26:22 Velocity distribution, propeller, 29:5 Ventilation, criteria, 19:1, 6-7 Venturi injection, sewage system, 28:5 Vibration(s),21:1 ABS rules, 25:9 acceleration, 25:5 acceptable limits, 25:11-13 air-handling equipment, 25:10 amplitude, 25:2 modulation, 25:25 analysis diesel engine, 16:117 economic benefits, 25:9 new machinery, 25:8 shipboard, 25:8,10-11 analyzer, maintenance program, 25:1820 beat frequency, 25:25 bent shaft, machinery, 25:27 case histories, 25:29-31 damped, 25:2 diesel engine, 16:50-69, 114, 117,118,17:26-28,25:11 displacement, 25:4 forced, 24:2 free 21:2 frequency, 25:2 gas turbines, 25:11 gear standards, 25:11, 13-14 investigation of problems 25:9 machinery repairs, 25:9 mathematical models, 25:7 measurement, 25:3 equipment, 25:13-17 interpretation, 25:21-26,30 motors and generators, 25:10-11 phase angle, 25:6 propulsion systems, shaft and propellers, 25:10 signature, 25:9 systems, 25:2 torsional, diesel, 16:68-69 velocity, 25:4 velocity standards, 25: 13 Viscosimeter, fuel, 16:90 Viscosity fuel, diesel, 16:16, 17,87,89,93, 116 kinematic, 29:3 temperature relation, coal-fired boiler, 27:12 water, 29:1 Voltage, standard, 22:1 Voltage dip, 23:38 Voltmeter, control system, 24:10 VoltslHertz control, 23:45 Volume, specific, 19:4 VSLI, control system, 24:3 Wageningen series, propeller, 29:8 Wake, 29:4 fraction, 29:6, propeller, 29:51 Ward-Leonard drive, 23:90 Wash head assembly, crude oil washing, 26:47 Waste disposal in sea, restrictions, 28:1 heat recovery, diesel engine, 17:28, 62 Water jet, 29:52 seal(s), inert gas dry, semi-dry, wet, 26:15 inspection, 26:39 Wave-wound armatures, 23:71 Winches, 21:33 construction, 21 :34 Windings compensating, 23:75 consequent-pole, 23:33 Windlass, 21:24 band brake, 21:28 hydraulic, 21:30-33 maintenance, 21:33 reduction gear, 21 :21-30 steam, 21 :24-30 13 Windmilling, propeller, 29:52 Wound-rotor motors, 23:49-52 Wrist pin, diesel, 16:4, 120 Zero drift, performance, control system, 24:7 ... older marine engineer JAMES L BATES Director, Technical Division U S Maritime Commission Washington, D C March 2, 1943 xv Preface T HIS second edition of Modern Marine Engineer' s Manual, Volume II, ... Cataloging-in-Publication Data Modern marine engineer' s manual. -2nd ed / edited by Everett Hunt p em "Based on the original edition by Alan Osbourne." ISBN 0-87033-307-0 (v 2) Marine engineering II Osbourne, Alan... These companies are fully acknowledged at the end of each chapter ,'.t MODERN MARINE ENGINEER' S Volume II MANUAL CHAPTER 16 Marine Diesel Engines ALAN L ROWEN AND R D JACOBS INTRODUCTION Current