Heat Balance Calculations for Marine
Steam Plants
BY A . S. T H A E L E R , M E M B E R , * AND D . C . M A C M I L L A N , JUNIOR ~V~E/VIBERt
INTRODUCTION
The purpose of this paper is to present a brief
description of the uses and principles involved
in heat balance calculations for marine steam
plants, together with one method of preparing
these calculations. The calculation of a heat
balance for a given installation is not difficult, if
complete information and data are available.
However, the method here outlined has been de-
veloped, keeping in mind the limited amount and
character of information available at the pre-
liminary stages of plant development; hence, it
m a y well be used as a useful tool in the prelimi-
nary stages of design, and throughout the entire
design period, rather than merely as a final state-
ment of fact.
While heat balance calculations, with their con-
sequent and ever-useful diagrams, have been
prepared b y the designers and operators of land
stations for a considerable period of years, it is
only within the past decade t h a t marine designers
in general have felt the desirability and actual
need for such work. The fact t h a t most marine
plants have been of small or moderate power, and
t h a t the steam and feed circuits with the older
types of steam machinery have been relatively
simple, made elaborate and detailed calculations
unnecessary. However, the adoption of higher
pressures and temperatures, the increasing im-
portance of fuel consumption, the growing com-
plexity of circuits, and the use of multi-stage feed
heating with its attendant extraction of steam
from the prime mover, all make necessary the
accurate evaluation of flows, and pressure and
temperature conditions in each part of the system.
* Scientific engineer, Federal Shipbuilding and Dry Dock Com-
pany.
Mr. Thaeler studied naval engineering at Lehigh University,
graduating in the class of 1922. Since 1923 he has been connected
with the Federal Shipbuilding and Dry Dock Company.
t Scientific Department, Federal Shipbuilding and D r y Dock
Company.
Mr. Mac Millan is a graduate of the M a s s a c h u s e t t s Institute of
Technology, D e p a r t m e n t of Marine Engineering, class of 1934,
and has been connected with the Federal Shipbuilding and D r y
Dock C o m p a n y since 1934.
With the m o d e m limits of steam pressure and
temperature far beyond the former boundaries,
the designer of t o d a y m u s t determine accurately
the gains to be realized. Furthermore, the cor-
rect proportioning of all auxiliaries, including
pumps, fans, heaters, piping, etc., depends upon
the definite knowledge of conditions throughout
the entire plant. Today, the designer has avail-
able a variety of types of equipment. His selec-
tion must be based not only on first cost but on
economic performance, and the latter is largely
dependent on accurate determination of perform-
ance.
Finally, the increasing importance of fuel cost,
and the demand for closer guarantees of steam
and fuel consumption, with their a t t e n d a n t pen-
alties for failure, require t h a t the designer know
a t the very inception of a design, within close
limits, what performance m a y be expected.
In short, the correct evaluation of all conditions,
flows and performance is indispensable, and the
ready determination of these is of great impor-
tance. With this end in view, the following
method has been developed, and has proven satis-
factory in use over a period of some years.
The method is simple enough to be used to ad-
vantage b y those who have heretofore regarded
the work as belonging to a special field. Refine-
ments or short-cuts m a y be used as opportunity
suggests. The presentation of the final calcu-
lation in diagram form, possibly as illustrated in
this paper, is to be recommended as the clearest
and most useful form of presentation.
USES
When prepared for a given design of plant, heat
balance calculations, with the diagrams prepared
therefrom, are of value not only as a final state-
ment of performance, but as a useful tool through-
out all stages of design.
For the designer, they offer: (a) The accurate
prediction of total steam and fuel consumption;
257
258 HEAT BALANCE CALCULATIONS

total brake horsepower developed b y the turbine

H.RIInle
~ t=725; H=1377 unit to the summation of horsepowers developed
between the various terminal and extraction
points. The horsepowers developed between the
130C terminal and extraction points are expressed in

~3rd.Sfage Bleeder
t =4.70; H=17.~5.4
terms of the steam flow between points, and the
actual water rates between these points. F o r '
example, in an installation with steam extracted

.t. I ~0C
,.s zdis.o[o..d
.~/~ t-517.; "H=1195.4
from the main unit at three points, let:
P = total horsepower to be developed,
E = total actual evaporation,
.+: G = steam flow to auxiliaries from boilers,
113Z' Ist. S+ gegle der A, B, C = extraction steam quantities a t third, second
!
~.1~ X=.98.; H=I118.5 and first-stage bleeder points, respectively.
a, b, c, d = actual section water rates between throttle
and third-stage bleeder point, third and second-stage
i- bleeder points, second and first-stage bleeder points and
c" from first-stage to condenser, respectively.
uu I041.5 ~
L.RExhau.s~-
I000 x-.914 ; H=IOIZ The basic equation, then, is as follows:
p=
E-G .jr. E-G-.______~A { E - G - - A : - B _1_ E - - G - A --B--C
a b c d

9OO 909 / The actuai section water rates a, d, c and d are

1.5 I.g 13 1.8 1.9 ?..0
Entropy
.FIG. I.~TuRBINI~ S T E A M CONDITION C U R V E ON MOLLIER
CHART
(b) the feed and steam flows to individual units;
(c) the correct feed temperatures to and from the
feed heaters; (d) a means of checking trial per-
formance of individual units.
T o the draftsman, the diagrams make possible a
thorough understanding of the operation of the
plant and the correct determination of pipe sizes.
For the operating engineer, the diagrams offer
a graphic representation of designed operating
conditions. Service results which differ widely
from predicted results indicate improper operation,
and comparison of predicted with service results
frequently.assists in remedying any trouble.
In this latter connection, it is interesting to note
t h a t in a recent important ship contract, the own-
er's specification stipulated that heat balance
diagrams, for six distinct operating conditions, be
prepared. In addition, prints of each of these
diagrams are to be framed and placed in the
engine room for the information and use of the
operating personnel.
readily determinable from the Mollier chart and
a condition curve for the main turbine. The lat-
ter m a y be drawn with reasonable accuracy,
knowing the overall turbine efficiency. The
steam flow to auxiliaries direct from boilers is
estimated for their respective duties. The ex-
traction steam flows to each feed heater, being a
definite fraction of the as y e t unknown total
evaporation E, are expressed in terms of E.
T h e consumption of other auxiliaries requiring
extraction steam is calculated, and the solution
of the basic equation, which contains b u t one un-
known term E, determines the total evaporation
for the given power. T h e extraction flows to the
heaters are then readily obtained.
This principle of expressing each extraction
flow as a definite fraction of the total evapora-
tion and then solving a single simple equation
obviates any necessity for successive approxima-
tions, and reduces the work to a minimum.
Moreover, it requires no more information than
t h a t usually available in the design stages of a
given plant. The use of an approximate condi-
tion curve, developed merely from the Rankine
efficiency ratio and the isentropic heat drops, m a y
not be accurate enough for a turbine designer, b u t
it is amply accurate for purposes of heat balance.
APPLICATION TO A SPECIFIC CASE

PRINCIPLE O F METHOD To demonstrate the principle outlined, the fol-

lowing calculation is given in its entirety. The
The basis of this method is the development of diagram, which presents graphically the results
a single equation of the first degree, equating the of this calculation, is shown in Fig. 2.
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Fla. 9,.--HEAT BALANCE DIAGRAM. DESIGN A
kO
260 HEAT BALANCE CALCULATIONS

TABLE I . - - T u R B I N E WATER RATES

Steam
conditions, isentropic Efficiency a n d
H e a t content a n d water rates
From To isentropic drop, ~ -
Section Pounds B.t.u. per lb. Water Water
P o u n d s Degrees abso- . L Effi- rate rate,
From To absolute F. lute H, H2 H,-H2 ciency ideal actual
High-pressure inlet Third-stage bleeder 390 725 85 1377 1215 162 0.689 15.704 22.793
Third-stage bleeder Second-stage bleeder 85 371 30 1215 1132 83 0.843 30.652 36.361
Second-stagebleeder First-stage bleeder 30 x = 0.966 8 1132 1041.5 90.5 0.850 28.112 33.073
First-stage bleeder Low-pressure e x h a u s t 8 x = 0.901 0.735 1041.5 909 132.5 0.804 19.201 23.882
High-pressure inlet Low-press'ure exhaust 390 725 0.735 1377 909 468 0.78 5.436 6.969

TABLE 2.--ACTUAL STEAM CONDITIONS AND BLEEDER FLOWS

S t e a m conditions, actual Heat
- ~ content,
Pounds actual, Bleeder flow,
Bleeder Service absolute Degrees F. B.t.u. per lb. lb. per hr.
Third-stage Fuel-oil heater a n d evaporator 85 470 1265.4 A = 1222
Second-stage ; Second-stage feed heater 30 312 1195.4 B = 0.0649E--842
First-stage F i r s t - s t a g e feed heater 8 x = 0.98 1118.5 C = 0.06041E-240
Low-pressure exhaust 0. 735 x = 0.914 1012

BASIS TURBINE WATER RATES

T h e installation assumed is a single-screw,
double-reduction geared turbine, with oil-burning
watertube boilers fitted with economizers. The
auxiliary generators are driven b y single-reduc-
tio n geared turbines. All the principal auxiliaries
are motor driven. Steam is extracted from the
main turbine for two-stage feed heating, and
for~the fuel-oil heater and evaporator. A drain
cooler is provided to cool the feed-heater drains
before they are rejected to the condenser.
T h e steam conditions assumed are those in fre-
quent current u s e - - a pressure of 400 pounds per
square inch gage, and t e m p e r a t u r e of 750 de-
grees F., both at the superheater outlet. The
feed temperature to the economizers is t a k e n as
235 degrees F. T h e steam conditions a t the
main turbine inlet allow for a 25-pound drop in
pressure, and a 25-degree drop in temperature,
with the v a c u u m at the condenser assumed as
28 I/2 inches referred to a 30-inch barometer.
T h e shaft horsepower assumed is 8000. Al-
lowing for a reduction-gear efficiency of 97.5 per
cent, the brake horsepower at the turbine coupling
is 8200. T h e overall Rankine efficiency ratio,
based on brake horsepower at the turbine cou-
pling, is assumed to be 78 per cent.
T h e outlet temperatures from the feed heaters
are selected to give approximately equal tempera-
ture rise in each stage of heating. The bleeder
pressures are then fixed to give approximately a
15-degree difference between the feed outlet
temperature and the saturation t e m p e r a t u r e of
the extraction steam.
The actual section water rates between the ex-
traction points are determined from the Mollier
diagram, and the condition curve for the turbine.
As mentioned above, the condition curve m a y be
approximated b y applying the same overall Ran-
kine efficiency ratio to the isentropic heat drops
between extraction pressures; or (as in the pres-
ent case) a somewhat more correct condition
curve obtained b y applying relative efficiencies
for each section to the isentropic drops. T h e
relative efficiencies thus used are not strictly stage
efficiencies, as they are based on the brake horse-
power, rather than on internal or "indicated"
horsepower. However, this procedure gives a
v e r y close approximation to the true condition
curve, and the curve so derived is a m p l y accurate
for the purpose. T h e determination of the ac-
tual section water rates is given in Table 1.
ACTUAL STEAM CONDITIONS AND BLEEDER
FLOWS
T h e actual extraction s t e a m conditions, and
the actual heat content of extraction steam, to-
gether with the bleeder flows (which are evaluated
in later paragraphs), are given in T a b l e 2. T h e
values of heat content are obtained from the con-
dition curve in Fig. 1.
B L E D S T E A M - - T H I R D STAGE ( A )
Steam supplied from third-stage bleeder at 85
pounds absolute, and 470 degrees F., supplied to
make-up evaporator and fuel-oil heater. T e m -
 HEAT BALANCE CALCULATIONS
perature of drains from these units at 85 pounds
absolute is 316 degrees F.
(a) Evaporator--.~/[ake-up. The average make-
up required is as follows (see Appendix for allow-
ances) :
Soot blowers: 16,000 square feet heating sur-
face X 2 blows per day X 0.008 = 250 pounds per
hour.
Whistle: 12-inch diaphragm type. Average
loss --- 15 pounds per hour.
Miscellaneous losses: 8000 shaft horsepower X
0.05 = 400 pounds per hour.
Total make-up = 665 pounds per hour.
To produce v a p o r at 15 pounds gage with evapo-
rator feed at 70 degrees F. requires (1164--38) =
1126 B.t.u. per pound. Hence, the total heat
required = 665 X 1126 = 748,790 B.t.u. per
hour. H e a t supplied per pound of bled steam =
1265.4 -- 286.4 = 979 B.t.u. per pound; and bled
steam flow to evaporator coils = 748,790 -- 979 ---
765 pounds per hour.
(b) Fuel-Oil Ifeater, and Fuel-Tank Heating
Coils. To heat approximately 5000 pounds per
hour of fuel oil from 60 degrees to 250 degrees F.,
requires 5000 X (250 -- 60) X 0.47 = 447,000
B.t.u. per hour. H e a t supplied per pound of
bled steam is the same as to evaporator coils =
979 ]3.t.u. per pound; and bled steam flow to
fuel-oil heater and coils = 447,000 + 979 = 457
pounds per hour.
Hence, the total steam bled from the turbine
at the third-stage bleeder = A = 765 + 457 =
1222 pounds per hour.
BLED STEA~I~SEcoND STAGE (/3)
Steam supplied from second-stage bleeder a t
30 pounds absolute and 312 degrees F., to second-
stage feed heater. T e m p e r a t u r e of drains from
second-stage heater at 30 pounds absolute is 250
degrees F.
(a) tIeat Required for Feed Heating. T h e
second-stage feed heater is to raise the feed tem-
perature to 235 degrees F. The inlet tempera-
ture to the heater equals the first-stage heater
outlet t e m p e r a t u r e plus the rise through the af-
ter and gland seal condenser. In this case, the
first-stage heater feed outlet temperature is 168 de-
grees ; the rise through the after and gland leak-off
condenser (which m a y be determined from the
approximate feed flow, and the vapor condensed)
is approximately 4 degrees; the second-stage
heater inlet temperature is, hence, 172 degrees
F.
Let the total actual evaporation, and the total
feed, equal E pounds per hour. The B.t.u. re-
261
quired to heat one pound of feed from 172 degrees
to 235 degrees equals 63.38 B.t.u., and the total
heat required is 63.38E.
(b) Heat Supplied to Feed Heater. T h e heat is
supplied from four sources: ( 1 ) D r a i n s from
evaporator coils; (2) v a p o r from evaporator
shell; (3) auxiliary exhaust steam from miscel-
laneous steam pumps; (4) bled steam from the
main turbine. As the second-stage heater is
fitted with a trap which discharges condensate at
a temperature of 250 degrees to the first-stage
heater, only the heat above liquid at this tempera-
ture is utilized in the heater. This heat is as
follows :
(1) Evaporator Coil Drains. H e a t in 765
pounds of drains from 316 degrees to 250 degrees
is 51,715 B.t.u. per hour.
(2) Evaporator Shell Vapor. H e a t in 665
pounds of saturated v a p o r above 250 degrees is
628,625 B.t.u. per hour.
(3) Auxiliary Exhaust. Miscellaneous steam
pumps, such as bilge, fuel-oil transfer and evapo-
rator feed pumps, supply an average of about 400
pounds per hour. Of this, approximately 50
pounds per hour will be supplied as sealing steam
to the main turbine glands, and 50 pounds per
hour will be used b y the gland leak-off ejector.
Also, to overcome the condensate depression of
about 2 degrees in the v a c u u m surge t a n k and
insure deaeration, about 150 pounds per hour will
be used to heat the condensate, leaving a balance
of 150 pounds per hour available for feed heating
from this source. Assuming this to be dry satu-
rated, the heat supplied is as follows :
Heat in 150 pounds of dry saturated steam at
15 pounds gage, above 250 degrees, is 141,795
B.t.u. per hour.
(4) ~3led Steam from ~/Iain Turbine. The quan-
t i t y of bled steam required from the turbine is
not yet known. Let this quantity, in pounds
per hour, equal B. The heat per pound of bled
steam, above the drain temperature of 250 de-
grees, is (1195.4--218.8), which equals 976.6 B.t.u.
per pound. Then, equating the total heat re-
quired to the heat released in the heater, we
have:
63.35E = 51,715 + 628,625 + 141,795 +
976.6/3, o r / 3 = 0.0649E -- 842.
BLED STEAM--FIRST STAGE (C).
Steam supplied from first-stage bleeder at S
pounds absolute and 9$ per cent quality to first-
stage feed heater. T e m p e r a t u r e of drains from
first-stage heater at S pounds absolute is 18.3 de-
grees F.
 b~
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F I G . 3 . - - H E A T BALANCB DIAGRAM. DESIGN B

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F I G . 4 . - - H E A T BALANCE DIAGRAM. DESIGN C
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II V I ~ I "~33o Lb. 665Lb .l | ~ '~Z5Lb.G F I::UI

Ecnmi~e~ll ~1 Illl I ~--%" ~ ~ M i r~ 1-- 8z~ "T' ~ I
II/\1. u.u _1 i~o~k~o+o~hs~5~. ~oo, ~o.S+eO~pu~p~ H P. ~4~b. I,U~
Turbine-I--,- ~ Independent
I--- --t~V'--'~~ upe r neale F I : ~;~bP.I , 400Lb.} 4oo,b. ~ I I I Oenerar
~o,_~. ,oo~_j~ I1_ I, .I I
I - Z679Lb.z879u,. 30 ub.Lll H?aucllion

~3,874Lb.lI ' 3rd.Sfage I "!~ ',,~'/08

' Lb. '~50Lb. .......
31o q I Feed Hea'?er J ~.~o~e I ', I
I FeedHea]'erl , ,, ~ SOLb.
!l l . ,_ . . . . . . . . . . - - - - - " . . . . . .
..... Itu;b~e~--~ ~ t, ~0
L Jc~o . . . . "T'-. . . .3Z8" - - - ' ~ I --'D'-~o~---" -I- ~ -] ,,oto.ds I L.Rturbine ~ \

Ex h.(;ond'r. I *~Olan~ I
~150Lb, ~
Pump ~y ~ , I I andAff.C.o-nd.~'- ~eo'i ~,o,,,]nl, ,~+.~*o~e, ,
I I CO
$ urge Tan k I'38~.oLb
L__J ,5o,~.~ II Cb
1~8 ( I I ---~%:. )738zo,~ I
,y/ I It
II14.o57Lb. l C
Ship M!iis~. %~:~ I' '~~ ,'k--." >
Fuel Oil - - - 7 I H eafingJ~__,_l ~ H e ~ f f i n g I I "~ -~ /co~cl'~. I "-,-' o
,zooLr=-%.-l=~o I ', I 19
Healer II 800lb.~_r /~r~SLbl Drain ~ I
"',,, I Cooler I
I ~c~ I I~ I
oo,b., --~J I_~>__1 Do
"1 iI',,300Lb. I L__~_J I' IZOOCb. Main Aux.
I ~O~L~.[', I Condensafe I Condensclfe
I I I
4ain/~ir Pump I Pump
Ejector
Fuel Oil I I I L 034874Lb" ----7 ,I I
Inspecfion I 9o Infer ''
'I II ~3'874Lb"
Tank I I ! Condenser l "ll
,005~. ,~ e3 874t~.t I
, ,-~- '~z /k
Afro ospheric Boosfer Pump
DrainTank
FIG. 5 . - - H E A T BALANEE DIAGRAM. DESIGN D
 1200 Lb.G 950 OL489Lb.
I rol,489 I~b. 5oot" Blower5 System Losses
I 44]OLb 385Lb G
Airhea1'erH?',,I ~ IIOOLb.G 600 ~ I r[' - - -- "--~1 740""
I ~ \ ~ I 9x~O~ e65Lb. I
i I 9zs q" II=l I
El 1~ E ['[I I~ " ~ I ' I'llSO bTeam / I~ ~ I 61,489Lb. i ~ L_J
II/\1 c . . . . -~-__~._ I b o l l e r s ~ I#~ IMdke u~ol~ I " T l r l ~ [ n e ~ ',Independent
'~ L _ ~ I I ' Generator
_ i,~.',_:~-I I ]I I I
5168Lb400 Lb.A ~IF I I I
- - ~ I00
- - Lb.A
- - - - J IIII R4H.r.~ion I
- . . . . . LLZiJ '.
?.I5S Lb. 2333 Lb. II I I~ I
--r q ~ II ~eor~ I U:
,~ &, L L ~54 Lb: li I
8-~s.A' I I
C~
>
, I I [[ ~ It I OLO r r II 15712Lb i I-". . . . . . . I. . . . . . . . . .
L -~ - -D- - - - ~ o - / ~ . . . . . . -q~- -, I C~
I i1445 ~ ; I I ~nH R+",~n~ o .... I '. I I IGlands L.PTurbine N
i \
,, I \
G3819
L bl . l L_I I e e d Heater'l Gland Sea, ~UOLDII ~50L6 . . . . . Z154
. . .Lb.. -Ii
o I I I/es.8!9Lb.Ite38mLb E x h . C a n d r : I~loD, d 115,7?Lb I
/ [ Ik-r~-,~__J iZB5 I/ 7Z o n d A f f C o n d . ~ - , ~#eq, I L~o--F]7 IstGtage I 0
I I t j e cjTor '
- ~
L _ _
I~FJl-~ . . . . ,s~s-~ If ~ IFeed Heater ,
1 I 5urge Tank l,
~rd.S1,age ', I I I ~111 Iha63819Lbr~,---~L~41 I[-~-I I , ; ,sOLb. ~ 1144mU~.
Feed Mea1,er I, I ...... )-- ~-~b'~ 9-~~ ~ T I
638 9Lb. .J. ~ M ~ n I:~DH \ ) ~ / / I I ' ii39.6,8~::-[-('~:)-qjt,,,o:b *
uz35: Ilii~ 1 ~P'u'm. . . . " "" I I I
I- k _~ P "< I hm4O,L~ I iF-' I,t~q?~Y~h I/ Au'~.;Cond'r. 0
--7---- 3h~p F - - ~ M~sc "-3 .... b t II 1"83 " - le4~4~$0r
4
Lb. ~- M-a i n /
i. . . . . .
I. .
\t~ s'l
I Heafing~~ea1,in9 18o u , ~1 --
--]]d~--~ .... /Condr I \ /
',"370
1 LD 800 .T ~ ~ r 2%~,.
. . . . Lb.~- '
6 5 Lb. I! I I
I ~.-f::::~: l ! L:~o
Drain I~ ~1 i I ~ ~ I I I o
x I %J I i I
\
\ ClerI7 Y l
~ . . . . . .
1 i I L_~_J L4~_-- O0
I
I [.... I Main Aux.
Fuel Oil I
I Condens~1,e Condenso1,e
Heater I 119.40~b. I10 I200Lb '
I "1 I Main A!ir Pump Pump
570 Lb. I ---~ Ejeci1'or
I I 63819Lb.
I
Fuel Oil I
Inspection I 96 In1,er ---] IiltO0 Lb.
Tank I Condenser, I I
~3819/b.
.I I I I 92
Zoo
Atmospheric Booster P u m p
DrainTank
FIG. 6 . - - H E A T BALANCE DIAGRAM. DESIGN E

t~
266 HEAT BALANCE CALCULATIONS

TABLE 3.--GENERATOR LOAD

Driven unit
Motor
Input efficiency, Load
Efficiency, brake per kilo-
Unit Duty, rated per cent horsepower cent watts
Ship's Service
Galley equipment 50 persons on board . . . . . . . . .5
Gyro compass 1.0
Refrigerating compressor 2 tons per day; 5-horsepower motor ...... 8i 4.6
Lighting--motor generators 20-kilowatt output 80 25.0
Radio outfit 2-kilowatt input 0.2 (a)
Sanitary pressure set 25 gallons per minut e at 75 pounds 75 1.5 78 0.3 (b)
Drinking water pressure set 6 gallons per minuteat 60 pounds 75 0.3 75 0.1 (b )
Washing water pressure set 6 gallons per minute at 60 pounds 75 0.3 75 0.1 (b)
Ship's Service 38.8
Propulsion
Steering gear 35.0 88 7.4 (c)
Lubricating-oil purifier 200 gallons per hour 75 1.0 ~ 1.0
Main circulating pump 11,000 gallons per minute at 9 pounds 85 680 8 58.3
Auxiliary circulating pump 650 gallons per minute at 9 pounds 72 4.7 80 4.4
Main feed pump (centrifugal) 144 gallons per minute at 475 pounds 54 74.0 87 63.5
Feed booster pump 105 gallons per minute at 100 pounds 40 15.3 83 13.8
Main condensate pump 138 gallons per minute at 10 pounds 40 2.0 76 2.0
Auxiliary condensate pump 7 gallons per minute at 10 pounds 10 0.4 70 0.5
Lubricating-oil service pump 275 gallons per minute at 45 pounds 70 10.3 83 9.3
Fuel-oil service pump 10 gallons per minute at 300 pounds 60 2.9 80 2.7
Air compressor 10 cubic feet of free air at 100 pounds 3.0 75 0.6 (b)
Forced-draft fans (2) 9000 cubic feet per minute each at 2
inches water 60 4.8 each 84 8.5
Propulsion 172
Total (detailed) 210.8
Miscellaneous, etc. 9.2
Total (for heat balance) 220.0
(a) 10 per cent time rating.
(b) 20 per cent time rating.
(e) 25 per cent time rating.

TABLE 4 . - - A u x I L I A R Y STEAM
Steam
consumption,
pounds
Unit Duty, etc. per hour
Auxiliary generator 220 kilowatts at 15 pounds per kilowatt 3300
Air ejectors 80 pounds air and vapor at 5 pounds per pound mixture 400
Miscellaneous steam pumps Average operation (a) 400
Soot blowers As given above 250
Whistle As given above . 15
Losses As given above 400
Steam heating system Inside temperature = 70 degrees F. ; outside temperature = 0 degrees F. 800
Galley 50 persons at 0.5 pound per person per hour 25
Domestic water heaters 50 persons at 0.75 pound per person per hour 40
(a) Assuming one bilge pump, and one fuel transfer pump, in use three hours per day each.

(a) Heat Required for Feed Heating. T h e A s s u m e t h a t t h e d r a i n cooler will b e designed

first-stage feed h e a t e r is t o raise t h e feed t e m p e r a -
t u r e to 168 degrees F . T h e i n l e t t e m p e r a t u r e to
t h e feed h e a t e r e q u a l s t h e s u r g e - t a n k t e m p e r a t u r e
plus the t e m p e r a t u r e rise in t h e e j e c t o r i n t e r c o n -
denser plus t h e feed t e m p e r a t u r e rise in t h e d r ai n
cooler. I n a s m u c h as t h e feed t e m p e r a t u r e rise in
t h e drain cooler is as y e t u n k n o w n , it is a d v i s a b l e
to c o m b i n e t h e c a l c u l a t i o n s for t h e feed h e a t e r
a n d drain cooler.
t o r e d u c e t h e t e m p e r a t u r e of h e a t e r d r a i n s to
110 degrees F., or a p p r o x i m a t e l y 14 degrees a b o v e
t h e t e m p e r a t u r e of t h e i n c o m i n g feed w a t e r .
T h e i n t e r c o n d e n s e r i n l et feed t e m p e r a t u r e is 92
d e g r e e s ( c o r r e s p o n d i n g to 281/2 inches v a c u u m )
a n d t h e i n t e r c o n d e n s e r o u t l e t t e m p e r a t u r e is 96
degrees. T h e n t h e c o m b i n e d t e m p e r a t u r e rise
of d r a i n cooler a n d first-stage h e a t e r will be f r o m
96 degrees to 168 degrees.
 HEAT BALANCE CALCULATIONS
As the total feed quantity equals E pounds
per hour, and the B.t.u. required to heat one
pound of feed from 96 degrees to 168 degrees F.
equals 72 B.t.u. then the total heat required is
72E.
(b) Heat Supplied to Feed Heater and Drain
Cooler. The heat is supplied from three sources:
(1) Drains from second-stage feed heater; (2)
drains from the atmospheric drain tank; (3)
bled steam from the main turbine. As the drain
cooler will discharge the drains at a temperature
of 110 degrees to the condenser hotwell, only the
heat above liquid at this temperature is utilized.
This heat is as follows:
(1) Drains from Second-Stage Heater. These
drains include the following: E v a p o r a t o r coils,
765 pounds per hour; condensed evaporator va-
por, 665 pounds per hour; condensed auxiliary
exhaust, 150 pounds per hour; bled steam con-
densed in second-stage heater (B), (0.0649E -- 842)
pounds per hour; or a total of (0.0649E + 738)
pounds per hour. The heat per pound of drains
from 250 degrees to 110 degrees F. = 140.9 B.t.u. ;
and the total heat = (0.0649E + 738) X 140.9 =
(9.144E + 103,985) B.t.u. per hour.
(2) Drains from Atmospheric Drain Tank. The
atmospheric drain t a n k receives drains from the
fuel-oil inspection tank; the after and gland leak-
off condenser; and the ship's heating system, gal-
ley and domestic water heaters, etc. The total
of these drains is 1622 pounds per hour, and the
average t e m p e r a t u r e 200 degrees. The heat per
pound of drains from 200 to 110 degrees F. is
90 B.t.u., and the total heat is 145,980 B.t.u. per
hour.
(3) Bled Steam from Main Turbine. T h e
quantity of bled steam required from the turbine
is not yet known. Let this quantity, in pounds
per hour, equal C. T h e heat per pound of bled
steam above the drain cooler outlet temperature
of 110 degrees is (1118.5 -- 78.0) = 1040.5 B.t.u.
per pound.
Then, equating the total heat required to the
heat released in the heater, we have
72E = (9.144A~E + 103,985) -}- 145,980 -]-
1040.5C, or C -- 0.06041E -- 240.
GENERATOR LOAD
The expected generator load is determined b y
detailing the approximate duties of the various
electric auxiliaries, as given in Table 3.
STEAM FLOW
T h e steam flow to auxiliaries taken from the
boilers is as detailed in Table 4, and equals 5630
267
pounds per hour. Hence, if E represents the
total actual evaporation, the main turbine throttle
flow is E -- 5630.
POWER EQUATION
As described above, the unknown total evapora-
tion is determined b y a single "power equation"
containing but one unknown, E. This equation
is now set up, using the actual section water rates
in Table 1, and the bled steam data in T a b l e 2, as
follows :
E--5630 . E--6852
B.H.P. = 8200 22.79~ -}- ~ -i-
0.9351E--0010 + 0. 87469E--5770
33.073 23. 882
Solving this, the total evaporation E is found to
be 66,475 pounds per hour.
With the total evaporation known, the steam
flows in each section of the turbine, the bled steam
flows and condenser flow m a y all be determined.
B y substituting the evaporation E in the power
equation, the horsepower developed in each sec-
tion of the turbine is found.
FUEL CONSUMPTION
In the above, the main turbine and generator
turbines operate on superheated steam, a total of
64,145 pounds per hour. The balance of 2330
pounds per hour is desuperheated steam, from
desuperheating coils in the boiler drums, with
desuperheater outlet conditions of 375 pounds
gage pressure and 475 degrees temperature.
Assuming a boiler efficiency of 88 per cent and
fuel with a heat content of 18,500 B.t.u. per
pound, the total fuel consumption is found to be
4819 pounds per hour, or a rate of 0.602 pound
per shaft horsepower.
COMPARISON OFTYPICALCASES
The procedure outlined is, naturally, applicable
to any t y p e of installation, and to any steam con-
ditions desired. The steam conditions assumed
for the example above were selected because of the
prevalence of these conditions in a considerable
number of current designs. To afford a com-
parison between the example described and other
t y p e s of installation, several designs have been
calculated and compared in Table 5. These heat
balances are based on oil-fired watertube boilers
and cross-compound, double-reduction geared
turbines of 8000 shaft horsepower.
The purpose of this comparison is not to ad-
vocate a n y particular steam conditions, or type
268 HEAT BALANCE CALCULATIONS

TABLE 5.--COMPARISON OF TYPICAL CASES

Design A B C D E
Fig. No. 2 3 4 5 6
a. Boiler Data.
Pressure, superheater outlet, pounds gage 400 400 400 650 1,200
Temperature, superheater outlet, degrees F. 750 750 750 850 950
Feed temperature, final, degrees F. 235 235 300 310 420
Air heater A ~ heater
Heat recovery element Econo- Econo- and Econo- and
mizer mizer economizer mizer economizer
Efficiency, per cent 88 88 88 88 88
b. M a i n Turbine Data.
Pressure, turbine inlet, pounds gage 375 375 375 625 1,100
Temperature, turbine inlet, degrees F. 725 725 725 825 925
Vacuum, turbine outlet, inches mercury 281/2 281/2 281/2 281/2 28'/,
Rankine efficiency ratio, turbine a n d gears 0.76 0.76 0.76 0.755 0.75
c. Auxiliaries.
Type of drive All electric P a r t electric All electric All electric All electric
Feed pumps, drive Electric Turbine Electric Electric Electric
Condenser circulating pumps, drive Electric Turbine Electric Electric Electric
Generator load, kilowatts 220 85 240 (b) 265 315 (a~
d. Feed System. 1
Number of stages 2 Direct 3 3 4
Type of heaters Closed contact Closed Closed Closed
e. Consumption, Steam, pounds per Hour
Main turbine, throttle flow 60,845 57,814 36,426 57,724 61,489
Auxiliaries 5,630 11,798 2,330 6,150 2,330
Total actual evaporation 66,475 69,612 68,756 63,874 63,819
Extraction steam 8,470 1,454 12,548 12,077 21,830
Steam to main condenser 52,375 58,145 53,878 45,647 39,658
Steam to auxiliary condenser 3,300 0 0 3,820 4,410
Steam to condensers, total 55,675 58,145 53,878 49,467 44,058
f. Fuel Performance (c).
Total consumption, pounds per hour 4,819 4,972 4,709 4,494 4,17!
Rate for all purposes, pounds per shaft horse-
power 0.602 0.622 0.589 0.562 0.521
Heat rate for all purposes, B.t.u. per shaft
horsepower 11,140 11,510 10,900 10,400 9,640
Notes: (a) Generator operates on steam bled from main turbine a t 385 pounds gage and 740 degrees F., exhausting t o
auxiliary condenser.
(b) Sea service generator driven by main turbine, with one auxiliary generator motoring a n d ready to furnish auxiliary-
power in case of main unit shut-down.
(e) Based on fuel with high heat value of 18,500 B.t.u. per pound.

of plant, b u t to indicate i n a general way the
salient features of each type. Attention is drawn
to one section of the comparison; the relation be-
tween the total steam rejected to the condensers
and the fuel rate. T h e efficiency of the plant
is seen to vary, not with the total actual evapo-
ration, but with the heat rejected to the condensers.
F r o m a thermal standpoint, the cycle which in-
dicates the greatest a m o u n t of extraction steam,
with consequent lowest heat loss to the conden-
ser, is the most efficient cycle.
SUMMARY
T h e value of heat balance calculations and the
attendant diagrams will increase as the designer
becomes more familiar with them. Their value
lies in the m a n y uses to which tll.ey m a y be put.
T h e y should be regarded as a tool, which m a y be
used throughout the design period, and during
trials and service operation of the actual ship.
T h e method here outlined is not necessarily-
superior to other methods of calculation which
m a y be used. I t is believed t h a t its chief m e r i t
lies in the fact t h a t it is based on information
generally available at the inception of a n y de~
sign. The calculations are not particularly elabo-
rate or involved, and m a y be m a d e b y anyone
with a knowledge of the fundamentals of thermo-
dynamics. T h e effort has been made, in de-
veloping this method, to reduce to a m i n i m u m t h e
assumptions which m u s t be made. I t is recog-
nized t h a t the accuracy of the result depends as
much on the correctness of these assumptions as
on a n y particular method of calculation. N o
calculation, however precise it m a y be m a t h e -
matically, c a n be a n y more correct t h a n the basic:
 HEAT BALANCE CALCULATIONS 269

assumptions. Fortunately, they have a rela- signer are important in this regard. In this
tively minor effect on the general accuracy of the field, as in all other phases of engineering, there
result. The judgment and experience of the de- can be no mathematical substitute for experience.

APPENDIX

The steam consumption of those auxiliaries of reasonable estimates of steam consumption. It

definite size or capacity is estimated fairly readily.
However, other units of indefinite or unknown
design must be allowed for as well. For example,
in the early design stages little is known as to the
precise design and radiating surface of the ship's
heating system, yet it m a y require an appreciable
steam flow which should be allowed for.
The following empirical allowances have been
developed both from design data and from ex-
isting installations, and in the absence of detailed
information will enable the designer to make
is understood that where detailed designs are
available the consumptions m a y be more ac-
curately determined. The empirical allowances
here stated give admittedly approximate values.
GENERATOR LOAD
Where possible, it is advisable to estimate in
detail the generator loads to be carried, an ex-
ample being given in the paper. Should this be
impossible, an approximation to the generator
load may be obtained from the relation:

I I I I
Load - Per C e n t o f Ra~ed P o w e r
9o/5O 0o too I

~ ~ . _.------

I ~0

E:
Q)
"~ 50

LO
t
+o 40 , ~ ~
0

~C

20

10

0
0 I0 ZO :50 40 50 ~0 70 80 90 IO0
c ~ t e d MoJror H o r s e p o w e r
FIG. 7.--EFFICIENCYOF ELECTRIC]~OTORS,FOR DIRECT-CURREN'T~OTORS WITHFIELD CONTROL
270 HEAT BALANCE :CALCULATIONS
IOO
9o
80
a. 50
d
- ..--
~ 4o
=
o / I .
l O S
IO ZO 30 4O 50. 60 708090100.
Broke Horsepower
FIG. 8.--EFFICIENCY OF AUXILIARY TURBINES
K.W. = C1 X N + C= X S.H.P.,
where K.W. -- the average generator load in kilowatts,
N = number of persons on board,
S.H.P. = shaft horsepower,
G = 0.75,
c~ = 0.025.
This relation is based on t h e use of an electric
galley, a n d all electrical auxiliaries. Loads so
figured represent, of course, average loads over
a perio d of hours, and do not represent peak or
extreme conditions.
Approximate m o t o r efficiencies, which m a y be
used for estimating generator loads, are given in
Fig. 7.
AIR E L E C T O R S
The quantity of air to be removed from the
condensers b y air ejectors depends upon numer-
ous factors; b u t a satisfactory approximation for
turbine-driven ships, taken from Sterling's " M a r -
ine Engineers' H a n d b o o k , " is given b y the equa-
tion: A = 7.5 + 0.00025 C, where A = dry air
to be removed and C = total condensate, both in
pounds per hour. T h e water v a p o r entrained
with this air, which must be removed b y the
ejector, m a y be calculated b y Dalton's law; b u t
for well-designed condensers, and a v a c u u m of
281/2 inches, the total air and v a p o r mixture
ranges between 2 and 21/2 times the weight of
dry air. T h e steam consumption of an ejector,
where fitted with an intercondenser, is approxi-
mately 5 pounds of steam per pound of a i r - -
v a p o r mixture. Where no intercondenser is
fitted, this steam consumption must be doubled.
"'-A...-.
L
, "too 300 400 500 O00 700800 I000
MAKE-UP FEED
Feed water is lost chiefly b y three means: Soot
blowers, the whistle and miscellaneous losses.
F o r the soot blowers, the average loss (not the
consumption during the blowing period, b u t this
consumption averaged over the day) is given ap-
proximately b y the formula: S = 0.008 X H X
iV, where S = average consumption, pounds per
hour; H = total boiler heating surface in square
feet; N = number of blows per day. T h e above
formula is based on an average blowing period of
45 seconds for each unit. T h e steam lost b y t h e
whistle is small. Considering the average use
as 7 minutes per day, the averaged s t e a m loss is
approximately 15 pounds per hour for a diaphragm
type, with 12-inch diaphragm; and 55 pounds per
hour for a 12-inch bell type. Miscellaneous
losses are naturally indefinite; however, a fair
allowance is: L = 0.05 X S . H . P . , where L =
loss in pounds per hour.
The average make-up requirements of the
evaporator is the sum of the above three types
of loss.
DOMESTIC STEAM
In this category are the ship's s t e a m heating
system, the galley steam and wash-water heating.
(a) Ship's Heating System. T h e consumption
of the ship's heating system will v a r y greatly with
the weather, t y p e of system, etc. A reasonable
estimate for ships with reasonably well insulated
wall construction is given b y the formula:
 HEAT BALANCE CALCULATIONS
S = (0.3A + 0.06V) X (h--to)
950
where S = steam consumption, in pounds per
hour; A = total superficial area of all heated en-
closures; V = total volume of all heated en-
closures; t~ = inside maintained temperature;
and to = outside air temperature. To the figure
so obtained, which represents steam condensed b y
radiators, should be added the steam condensed
in long and exposed supply mains, particularly
if these mains are uninsulated.
(b) Galley and Wash-Water Heating. Con-
sumption of galley kettles, urns, etc., is approxi-
mately equal to 0.5 pound per person per hour.
DISCUSSION
MR. J. j. NELIS, Member: This paper presents
in a clear and definite manner data very much re-
quired by this industry, now that a number of new
shipyards, which have not had time to form a
technical staff are coming into existence. These
new shipyards are badly in need of some reliable
guidance of this type. The writers of this paper
should be commended not only for the excellence
of their paper but for its timeliness.
One of its important features is extending the
heat balance into what will definitely be our future
temperatures and pressures. With the improve-
ments now being made in the Diesel engine, it is
necessary for the steam plant to advance or find
itself in the position of the old Scotch boiler and
triple engine of a decade ago. I t is good for this
industry to have intense competition between im-
proved Diesel and improved steam power. For
large powers, steam will no doubt be used for
m a n y generations; in the smaller powers there is
an opportunity to check engineering data and fit
into the owner's requirements for his trade the
type of power plant best suited, whether it be
steam or Diesel. This Society should have a simi-
lar paper giving as fully and clearly the complete
heat balance of similar size Diesel plants.
An interesting feature that stands out in this
analysis is that, as pressures and temperatures
rise, there is a definite field for both types of heat
recovery apparatus (namely, the economizer and
the air heater), especially in the merchant marine
where space is available for the installation of
these two pieces of heat recovery apparatus. As
pressures and temperatures increase, we will no
271
For wash-water heating, the consumption equals
0.75 pound per person per hour.
S~IALL TURBINES
The actual water rates of small turbines used
for auxiliary drive m a y be derived from the ideal
water rates, and the chart of efficiency shown in
Fig. S. The chart represents average efficiencies
of a number of small turbines of varying capacity,
speed, number of stages and steam conditions.
I t is appreciated that the efficiency of a given
design of turbine m a y vary considerably from the
values shown; however, the results obtained by
its use will be reasonably accurate.
doubt follow the large land plant where the heat-
ing surface, usually known as the boiler, will be-
come smaller; where the superheater and the heat
recovery devices will become larger, and the
amount of steam rejected to the condenser will
become smaller. All of these things will be neces-
sary as we increase pressures and temperatures in
that never-ending search for greater efficiencies.
In some recent high-pressure land plants the boiler
or evaporating surface is less than one-fifth the
total heat-absorbing surface.
The pressures considered in this paper are defi-
nitely in the range of present standard-design na-
tural-circulation boilers. Sometime in the far dis-
tant future pressures m a y increase to the point
where forced-circulation boilers should be seriously
considered for marine use. Natural-circulation
boilers are in daily use at pressures up to 1S00
pounds per square inch.
A very important feature which also needs con-
sideration as we increase the pressures and tem-
peratures is to keep the marine power plant as
simple and reliable as possible. The type of
operatives we are going to use in our new ships
have to be trained in the handling of this improved
equipment. If we increase the efficiency of the
plants faster than the mentality of the operatives,
the saving in fuel by the better power plant can
be very quickly lost. This means that we must
go forward in careful, definite steps. We will
probably soon install 600 pounds and $50 degrees
for the average merchant marine power plant. It
would seem advisable that sufficient marine power
plants at this pressure and temperature be in-
272 HEAT BALANCE CALCULATIONS

stalled and operated for a reasonable period be- A detailed s t u d y of heat balance diagrams and
fore the next step of higher pressures and tem- tables will show where improvements in efficiency
peratures becomes general. can be made, and this is necessary to obtain the
I t is reported t h a t the N a v y is considering highest efficiency, I t is erroneous to assume t h a t
building one high-pressure high-temperature ex- giving attention to these details is unimportant,
perimental marine .plant. I t would be interesting since the total saving b y so doing is usually con-
if some owner of merchant marine equipment built siderable.
an installation leading the way for higher pressures I wish to congratulate the authors on their in-
and temperatures beyond those of 600 pounds and teresting and valuable paper, for which they
850 degrees to get sufficient practical experience should receive the thanks of the Society.
with this t y p e of plant, after which other owners
and designers could more safely install the t y p e
PROFESSOR J. R. Jack, Member: This paper
of higher pressure and temperature .equipment
has great educational value for .young engineers as
which will unquestionably b e c o m e standard
it illustrates a convenient method of applying the
marine practice in the not too distant future.
theoretical principles learned in college to the
actual problems in the designing office. I t is also of
MR. W . . W . SMITH, Vice-President: I t is a
value as giving approximate quantities of steam
pleasure for me to discuss this paper because of
required b y the auxiliaries, which are now so nu-
m y close association with the authors, and be-
merous. T h e requirements of these are a p t to v a r y
cause I know they have made diligent effort to
very considerably and h a v e special influence on
contribute to the Society a valuable scientific
the make-up feed required. For instance, the al-
work. T h e paper is important in t h a t it points
lowance for soot blowers might have to be in-
the way to obtain the highest efficiency b y means
creased several times, if there were a few leaky
of good engineering, and therefore it should be of
rivets in the shell plating, allowing sea water to
especial interest to the Society.
mix with the fuel oil" in the tanks an d producing
During the past ten years, a n u m b e r of ships
h e a v y smoking.
have been built with inefficient machinery. If
Perhaps the worst offender is the steam whistle,
heat balance .diagrams and statements, as de-
which wastes a lot of s t e a m while actually blowing
scribed in the paper, had been prepared, it is prob-
and very often leaks in between the blows. A
able that the machinery would have been much
shipyard whistle of m y acquaintance used to use
more efficient. I t is believed t h a t such diagrams
as much steam as a 100-horsepower compound
and statements should be prepared for new ships,
engine during the t i m e it was actually blowing.
and that they will result in material i m p r o v e m e n t
in efficiency. Feed losses in the turbines themselves are of
course small b u t with the older reciprocating en,
T h e efficiency of a design of machinery depends
gines, some of which had not been too well alined,
on the effieiencies of the various component ele-
these losses could be v e r y serious. In one case
ments. T h e statistical details given in the dia-
where the indicated horsepower did not exceed
grams and statements enable the designer to ap-
2500 the losses were so high t h a t a nominal 40-
praise and control all of these elements so as to
ton evaporator could not keep pace with them.
obtain the best general design. T h e y enable him
These of course are extreme cases, b u t some allow-
to see and comprehend quickly the i m p o r t a n t
ance m u s t be made for practical sea conditions,
essentials involved, without being c o n f u s e d b y
unessential details. which are never as favorable as those visualized
in the designer's office. The comparison of typical
As stated in the paper, the diagrams and state-
cases is exceedingly valuable and points out just
ments are not intended to give the most efficient
how much fuel saving m a y be expected from in-
designs, b u t to illustrate the detail methods of
creased pressures and temperatures. These sav-
making them. T h e y do, however, show t h a t cer-
tain features of design give higher efficiencies than ings m u s t be considered along with the increased
cost of installation and of its consequent unkeep.
Others, as seen from Table 5. I t is i m p o r t a n t to
note that, as pointed out in the paper, the lowest Some economies are worth while striving for,
others m a y be obtained only a t a price which is
fuel consumption results from the lowest heat re-
not economical.
jection to the condenser. The latter, in turn, re-
sults from the highest value of the heat available
in the steam and the m a x i m u m bleeding of the PROFESSOR EVERS BURTNER, Member: T h e
turbine for feed heating. This means t h a t elec- heat balance diagrams and comparison of typical
tric auxiliaries, and three or four stages of feed cases given on page 268 are worthy of study. T h u s
heating are required for the highest efficiency. case A, representing two-stage bleeder heating
 HEAT BALANCE
w i t h electric auxiliaries, has a fuel rate of 0.60
p o u n d per shaft horsepower per hour. This is
o n l y 3V, per cent b e t t e r t h a n the 0.62 p o u n d fuel
rate of case ]3 where a single-stage feed h e a t e r is
fitted a n d the feed a n d m a i n circulator p u m p s are
s t e a m t u r b i n e driven.
As a p a r t of the i n s t r u c t i o n work a t the M a s s a -
chusetts I n s t i t u t e of T e c h n o l o g y a n u m b e r of
h e a t b a l a n c e d i a g r a m s h a v e b e e n calculated. Com-
p a r i s o n of our c o m p u t e d fuel rates for a two-stage
feed-heating s y s t e m h a v i n g electric auxiliaries
with a single-stage h e a t i n g s y s t e m a n d s t e a m
auxiliaries showed an i m p r o v e m e n t of fuel rate of
some 51/.o per cent for the former a r r a n g e m e n t .
T h i s difference of 2~/4 per cent in the saving shown
b y two-stage feed h e a t i n g a n d electric auxiliaries
over t h a t n o t e d in the paper was largely due to
v a r i a t i o n s in auxiliary s t e a m c o n s u m p t i o n .
Personally, I prefer a more logical m e t h o d of
finding the m a i n t u r b i n e c o n d i t i o n curve a n d
" s e c t i o n a l " m a i n t u r b i n e water rates, even t h o u g h
it m a y be argued t h a t our knowledge of t h e con-
dition c u r v e is n o r m a l l y n o t as accurate as is de-
sirable. T h e scheme of c o m p u t i n g the m a i n t u r -
bine w a t e r rate is ingenious; however, it presup-
poses a close e s t i m a t e of the a u x i l a r y s t e a m con-
s u m p t i o n , which in t u r n is d e p e n d e n t on t h e m a i n
t u r b i n e w a t e r rate. Hence, even with t h e pro-
cedure outlined, I would expect t h a t a p r e l i m i n a r y
a n d a final solution of m a i n a n d a u x i l a r y s t e a m
rates would b e necessary.
T h e curves of efficiency ratios of a u x i l a r y s t e a m
t u r b i n e s in t e r m s of the t u r b i n e r e v o l u t i o n s a n d
the shaft horsepower a p p e a r to check r e p o r t e d
values as well as c a n be expected. F o r ranges in
r e v o l u t i o n s per m i n u t e b e t w e e n 2000 a n d 6000
a n d for u n i t s of over ,30 shaft horsepower t h e
curves c a n b e represented b y the expression,
Efficiency ratio = 11 (R.P.M.'~
\ ~ ] (s.n.p.) ~
A l t h o u g h one m a y argue a b o u t m i n o r details i n
these h e a t b a l a n c e c o m p u t a t i o n s , I feel c e r t a i n
t h a t m a r i n e engineers will find this p a p e r v e r y in-
teresting. I n particular, it indicates s t e a m con-
s u m p t i o n allowances for various auxilary services
which h a v e n o t received m u c h p u b l i c i t y , and,
f u r t h e r m o r e , it compares fuel rates with different
a r r a n g e m e n t s of feed heaters a n d a u x i l a r y drive.
T h e a u t h o r s deserve m u c h credit for their paper.
MR. MORRIS WEITZNER, Member: T h i s paper
describes, a m o n g other things, a m e t h o d of com-
p u t i n g the t o t a l e v a p o r a t i o n in m a r i n e s t e a m
p l a n t s . T h e a d v a n t a g e of this m e t h o d over t h e
c o m m o n one is t h a t it yields a c c u r a t e e x t r a c t i o n
flows for m u l t i p l e - s t a g e feed h e a t cycles w i t h o u t a
CALCULATIONS 275
second a p p r o x i m a t i o n , therefore reducing some
work, which is, of course, desirable. T h e esti-
m a t e d fuel b y the new m e t h o d is, however, v e r y
n e a r l y the same as e s t i m a t e d b y t h e c o m m o n one,
exclusive of a n y second a p p r o x i m a t i o n s , the differ-
ence b e i n g o n l y a b o u t I/4 of 1 per c e n t for t h e
specific case illustrated in t h e paper.
While it is recognized t h a t T a b l e 5 was pre-
sented p r i m a r i l y to i n d i c a t e t h a t the m e t h o d pro-
posed applies e q u a l l y well to different designs,
it is desirable to call a t t e n t i o n to the fact t h a t in
seeking small differences in fuel p e r f o r m a n c e be-
tween different designs it is necessary to e v a l u a t e
these b y a m e t h o d of differences r a t h e r t h a n b y
overall methods. Otherwise a large p o r t i o n of t h e
difference sought m a y be lost.
To illustrate this point, let us c o m p a r e Design
C with A. Design C has a n a d d i t i o n a l stage of
feed h e a t i n g a n d the sea service g e n e r a t o r is
driven b y the m a i n t u r b i n e .
The r e d u c t i o n in oil due to the a t t a c h e d genera-
tor m a y be e v a l u a t e d t h u s :
Steam sent to main turbine in Design C because of
6.99 X 240 X 1.:34
generator load 0.95 = 2400 pounds per
hour.
Steam sent to generator in Design A = 3300 pounds per
hour.
Reduction in generator steam = 3300 -- 2400 = 900
pounds per hour.
Additional saving in steam because of reduced bleeding
requirements will be about 100 pounds per hour.
Total saving in steam due to driving generator by main
turbine = 1000 pounds per hour.
Converting this into oil per hour = 71 pounds.
This saving in oil amounts to 1.4 per cent over Design A.
The s a v i n g in oil due to t h e a d d i t i o n a l stage of
feed h e a t i n g m a y be e v a l u a t e d t h u s :
Reduction in steam to main turbines due to work the
third-stage feed heater steam does in passing through tur-
bine = third-stage feed heat steam
X (1377 - 1265.4) (see condition curve).
(1377 -- 1012) (see condition curve)
First approximation to third-stage feed heat steam re-
quired 66475 X 65 4450 pounds per hour. (This
970
value compares with 4657 appearing in heat balance,
Design C.)
Reduction in steam to main turbine due to above item
4450 )< 112
1370 pounds per hour.
365
Additional steam sent to main turbine because the third-
stage feed heater drains are cooled in the other feed
heaters, drain, cooler, etc., and has to be reheated wil~hhigh
temperature steam = 150 pounds.
Net gain in steam to turbines = 1370 -- 150 = 1220.
Converting this into oil per hour = 86 pounds.
This saving amounts to 1.7 per cent over Design A.
Saving in fuel of Design C over A = 1.7 + 1.4 = 3.1
per cent.
274 HEAT BALANCE
Saving as appears in body of table =
0.602 -- 0.589
= 2.16 per cent.
0.602
While the difference between the two methods
of evaluations is only 1 per cent, this amounts to
a b o u t 32 per cent of the value sought. T h e
method of differences is admittedly an approxi-
mation, nevertheless it yields accurate results
when small differences are involved.
H e a t balance diagrams serve a number of pur-
poses and no single simple diagram will suit all
purposes equally well. The diagram illustrated in
the paper serves the purposes stated in the paper.
However, it was considered desirable to describe
briefly a form of diagram which supplements the
one illustrated and has the useful property t h a t it
is convenient for comparison purposes.
I n this diagram, the pictorial appearance of
which is the same as the one illustrated, the flow
quantities are stated on a per S.H.P. basis, B.t.u.
per S.H.P. going to and leaving, and a work and
loss item leaving each unit or group of units is
also included. There is included also a table show-
ing the work and loss in B.t.u. per S.H.P. and as
a 15"er cent of total B.t.u. input from oil for the
following groups.
Output equivalent of effective bare hull.
Propulsion loss.
Loss at gears and bearings.
Stack, radiation and unaccounted for loss at
boilers.
Loss in main condenser.
Pipe losses from boilers to turbines.
Work and losses in electric generator:
Loss of high-pressure and low-pressure drains.
Work and loss in fuel-oil heater and heat coils.
Work and loss in domestic steam service.
Work and loss in steam-driven auxiliaries.
Work and loss in evaporator.
Out of system loss.
Total work and loss.
Total input from fuel oil.
A diagram with the data presented as described
in the foregoing affords ready comparison between
trials and estimated performance, trials and serv-
ice results (when the S.H.P. is available), various
designs of marine plants of different powers, steam
conditions, feed cycle arrangements, and auxiliar3r
machinery drive. I t also shows the distribution
of th.e losses of the B.t.u. supplied in the fuel.
MR. THAELER: Mr. Smith has very well
pointed out the fact t h a t the particular heat bal-
ance calculations and diagrams given in Table 5
do not necessarily represent the o p t i m u m which
can be obtained for these conditions. I t is pos-
CALCULATIONS
sible, of course, t h a t the turbine efficiencies m a y
be higher t h a n those given, and t h a t the boiler
efficiency m a y be increased, although this figure
is quite high. I believe t h a t improvements in the
design of the motor-driven auxiliaries m a y be
made, and it m a y be possible t h a t a more satisfac-
tory heat recovery in the feed heaters, and the
utilization of the drips from them, m a y be made;
but the prime purpose of this paper, of course, was
not, as Mr. Smith pointed out, to present the op-
t i m u m which could be obtained, b u t to present a
workable method for the calculation of heat bal-
ances.
We could just as well have taken and worked a
calculation for an installation at 200 pounds steam
pressure, with steam auxiliaries and Scotch boilers
and reciprocating engine, and it would have been
just as satisfactory for the paper, with the excep-
tion, of course, t h a t t o d a y we have comparatively
few of those installations in service or building.
Mr. Nelis has commented on the fact t h a t we
have made this available for the general use of
marine engineers. There is nothing particularly
original in the utilization of heat balance diagrams
or calculations, and I wish also to point out the
fact t h a t a heat balance calculation and dia-
gram is not an end in itself; it is a means to an
end, and is simply a tool, the value of which de-
pends on the use to which it is put.
We feel t h a t simply making a heat balance cal-
culation and diagram, and leaving it there, is of
little value. I t is of interest, but of very little
value. If the diagram is prepared at the very in-
ception of a design, and if it is made available to
the draftsmen and designers in the shipyard, and is
referred to b y the owners, then the inherent weak-
nesses which m a y be there will be v.ery evident and
improvements m a y be made.
In addition, of course, the utilization of that
diagram b y the draftsmen extends to the deter-
mination of pipe sizes, heater design, p u m p s and
coolers, in fact, the information given on the dia-
grams can be used in the design of every p a r t of the
equipment.
Professor J a c k has mentioned the educational
v a l u e o f the paper. We are grateful for t h a t par-
ticular comment, because apparently there has
been some feeling t h a t heat balance calculations
are rather mysterious~ whereas there is nothing
mysterious about them. T h e y are relatively
simple, and if the paper presents a workable
method for making heat balance calculations in
diagram form in a way t h a t anyone can under-
stand, then the purpose of the authors has been
fulfilled.
I believe that, if more designers understand the
relatively simple nature of these calculations, it
 HEAT BALANCE CALCULATIONS 275

will be for t h e general a d v a n t a g e of t h e m a r i n e To i l l u s t r a t e his case, M r . W e i t z n e r has com-

profession. p ar ed Designs A a n d C. I t appears t h a t his cal-
Professor J a c k has d r a w n a t t e n t i o n to t h e f a c t culations are in error, as will be shown b y t h e
t h a t t h e fuel c o n s u m p t i o n is n o t the final criterion. following co m p ar i so n , also m a d e b y t h e m e t h o d of
T h a t is q u i t e an i m p o r t a n t factor, I believe. W e differences.
are all i n t e r e s t e d in k n o w i n g h o w m u c h fuel will be
1. R e d u c t i o n in s t e a m c o n s u m p t i o n d u e to
r e q u i r e d b y a ship u n d e r certain a s s u m e d condi-
a t t a c h e d g e n e r a t o r m a y be e v a l u a t e d t h u s :
tions, b u t we c a n n o t c o n c l u d e from a h e a t b a l a n c e
(a) Steam to main turbine, Design C, due to attached
c a lc u l at i o n t h a t the i n s t a l l a t i o n which t a k e s t h e 6.97 X 240 X 1.34
least fuel is a l w a y s t h e m o s t desirable i n s t a l l a t i o n generator load = = 2470 pounds per
0.93 X 0.975
for a g i v e n service. I t d e p e n d s on m a n y o t h e r hour.
factors; t h e first cost of t h e installation, t h e pos- (b) Steam to generator in Design A = 3300 pounds per
hour.
sible risk, t h e cost of fuel a n d a g r e a t m a n y o t h e r (c) Reduction in generator steam = 830 pounds per
factors m u s t be considered. H o w e v e r , I do wish hour.
to say in this co n n e c ti o n , it is g e n e r a l l y f o u n d 2. I n c r e a s e in s t e a m c o n s u m p t i o n due to t h e
that, for ships o p e r a t i n g a t sea a n y considerable a d d i t i o n a l stage of feed h e a t i n g m a y b e e v a l u a t e d
porti o n of t h ei r t o t a l life, t h e ship which has t h e as follows :
lowest fuel c o n s u m p t i o n u s u a ll y earns t h e m o s t (a) Bled steam required for third stage heater (first ap-
dividends. I n o t h e r words, if y o u can save on proximation) 66,475 X 65 _ 4450 pounds per hour.
y o u r fuel bill, it will u s u a l l y p a y y o u to do it, e v e n 970
1265.4 - 1012
at a slightly h i g h e r first cost. I t is i n e v i t a b l e t h a t (b) The replacement factor 1377 -- 1012 = 0.693.
w i t h h i g h e r s t e a m pressures a n d t e m p e r a t u r e s t h e
(e) The steam to be added to the throttle flow in order
first i n s t a l l a t i o n or t h e first several installations to develop the same horsepower when 4450 pounds per
m a y be s o m e w h a t higher in first cost, s i m p l y be- hour are extracted = 4450 X 0.693 = 3080 pounds per
cause of the a d d e d d e v e l o p m e n t costs. H o w e v e r , hour.
a fte r t h e first two or t h r e e ships h a v e b e e n b u i l t 3. I n c r e a s e in t o t a l s t e a m due to a t t a c h e d
with high. pressures a n d t e m p e r a t u r e s , I b e l ie v e g e n e r a t o r a n d a d d i t i o n a l st ag e of feed h e a t i n g is:
we will find t h es e installations cost no m o r e t h a n Additional, feed heating = 3080
our p r e s e n t level of s t e a m pressures a n d t e m p e r a - Deduction, attached generator = 830
tures, a n d m a y v e r y r e a d il y be r e d u c e d below t h e Net addition 2250 pounds per hour
pr e sen t cost level.
4. T h e a d d i t i o n a l t h r o t t l e flow r e q u i r e d for
Professor B u r t n e r c o m m e n t s a b o u t t h e m e t h o d
h eat i n g w i t h bled s t e a m t h e a b o v e a d d i t i o n a l feed
for a r r i v i n g a t t h e c o n d i t i o n curve, which is, of
m a y be e s t i m a t e d t h u s :
course, r a t h e r a basic a s s u m p t i o n m a d e in con-
n e c t i o n w i t h t h e calculations. W e recognize t h e 2250
Third stage = 66,47-----5~X 4450 X 0.693 = 104
f a c t t h a t t h e m e t h o d we h a v e set u p is n o t pre-
cisely correct, b u t th e i m p o r t a n c e of precision in 29.250
Second stage = 60,47~ X 4287 X 0.509-2 = 73
a s s u m i n g a c o n d i t i o n c u r v e for t h e m a i n t u r b i n e
2250
is n o t so great, a n d does n o t affect t h e a c c u r a c y of First stage = 60,47-~5 X 3776 X 0.299. = 37
t he final result so m a t e r i a l l y . If y o u h a v e a m o r e
Total equivalent throttle steam = 214 pounds per hour
a c c u r a t e c o n d i t i o n c u r v e for th e turbine, b y all
m e a n s use it; b u t u s u a l l y a t t h e s t a r t of a job it is 5. F i n a l change in s t e a m flow is:
not available. W e g e t f r o m t h e t u r b i n e builders 2o.50 -}- 214 = 2464 pounds per hour additional
an e s t i m a t e d w a t e r rate, or an e s t i m a t e d R a n k i n e
efficiency ratio, b u t we do n o t g e t a c o n d i t i o n 6. S a v i n g in oil of D e s i g n C o v e r A m a y n o w
curve. H o w e v e r , we n e e d h e a t balance d i a g r a m s be e s t i m a t e d t h u s :
i m m e d i a t e l y , a n d c o n s e q u e n t l y the a s s u m p t i o n of (a) Design A, equivalent evaporatiou, fi'om and at 212
a c on d i t i o n c u r v e b a s e d on t h e R a n k i n e efficiency degrees F.
ratio is used for t h e p u r p o s e of p r e l i m i n a r y calcu- 64,145 X 1.'222 = 78,385
2330 X 1.~)57 = 2460
lation. As soon as a m o r e a c c u r a t e c u r v e is avail-
able, it will certailfly be a d v a n t a g e o u s to use it. Total equivalent evaporation = 80 84,) )(.muds per hour
W i t h reference to M r . W e i t z n e r ' s c o m m e n t s on (b) Design C,
e v a l u a t i n g small differences b e t w e e n designs, it is (04,145 q- 2464) X 1.154 = 76,,R70
2330 X t).!)85 = 22!)0
not n eces s ar y to do this b y t h e m e t h o d of differ-
ences as he states. E i t h e r m e t h o d m a y b e used, Total equivalent evaporation = 79,1{i0
a nd a c c u r a t e results will be obtained, p r o v i d e d 80,845 -- 79,1(;0
(e) Saving in oil = 811,845 = 2.09 per cent.
t h a t all f act o r s are c o r r e c t l y introduced.
276 HEAT BALANCE CALCULATIONS
0.602 -- 0.589
(d) Saving as shown in Table 5 =
0.602
' Percent.
This shows reasonable agreement b y the two
methods. I t is .difficult, b y the method of differ-
ences, to allow for changes in feed heating require-
ments of the first and second-stage heaters due to
heat recovered from hot drips from the third-
stage heater. For this reason, the overall method
is to be preferred.
I n the appendix are given several approxima-
tions or empirical allowances. One, for instance,
for generator load is rather important. Naturally,
the most accurate determination of generator load
comes from detailed analysis, but we usually do
not know precisely w h a t auxiliaries will be run-
ning, or the type and efficiency of the units.
However, we need some means of determining
this.load a t an early stage, so we have given an
approximate formula--empirical, admittedly, b u t
one which will give the final detail load with con-
siderable accuracy. This particular formula has
been applied to installations such as a 3000-horse-
power tanker with no passengers, and also to the
coming Queen Elizabeth with approximately 200,-
000 horsepower and a large number of passengers.
Intermediate Cases have also been checked. T h e
greatest variation is 10 per cent.
There are also formulae given for "the determina-
tion of make-up feed water, and for steam heating,
galley and wash water heating which are admit-
tedly approximate, but which must be allowed for
in the early stages.
Fig. 8, giving the Rankine efficiency ratio of
small auxiliary turbines, is an approximation.
I t has been developed from the water rates of some
hundred or more small turbines, and it shows the
importance of high rotative speed in obtaining
high efficiency with these small units. I t h a g b e e n
= 2.16
inserted simply because a t the inception of a de-
sign, if we have a n u m b e r of turbine-driven aux-
iliaries, some idea of the Rankine efficiency r a t i o
and the water rates of these small units is needed.
I t is entirely possible t h a t manufacturers of auxili-
a r y turbines m a y produce designs considerably
more efficient than those presented in this particu-
lar chart; if that information is available, natur-
ally it is much better to use than the average pre-
sented. However, these data were inserted with
the hope t h a t they would prove of value at the in-
ception of a new design.
These approximations are justifiable when their
relative effect on the final answer is smalli If as-
sumptions are kept to a minimum, the final result
can be very accurately determined. B u t if more
detailed information is available, it is to be recom-
mended.
In closing, the a d v a n t a g e of making these heat
balance calculations available in diagram form
should be stressed. I t is an extremely i m p o r t a n t
feature t h a t the diagrams be kept as simple as pos-
sible, consistent with the a m o u n t of information
they are to convey. If t h e y are k e p t simple, they
will be of far more use than if t h e y are made ex-
tremely comprehensive a n d extremely compli-
cated.
T h e authors wish to t h a n k the c o m m e n t a t o r s
for their remarks.
THE PRESIDENT: We have just listened to a
most valuable paper t h a t is going to add ma-
terially to the value of this Society's Transactions.
I will ask you all to give the authors, Messrs.
Thaeler and M a c Millan, a rising vote of thanks.
A rising vote of thanks was given b y the m e m -
bers.