The associated auxiliary machineries necessary for steam turbine operation.

First, AUXILIARY
ENGINES Marine auxiliary engines are designed with the rigorous environment in which they
will be installed and operated in mind, as well as the need for continuous operation to provide
uninterrupted power supply to various ship systems.The most important aspect of running the
machinery system to its full potential is knowing the correct operating procedure for the same
and resuming operation of the machinery following the correct sequence and troubleshooting
procedure if it is stopped due to unavoidable circumstances. The ship's engineer in charge must
become acquainted with the auxiliary engine's operating manual, correct operating parameters,
and scheduled planned maintenance. Second, AUXILIARY BOILER the steam boiler can also
be used to clean and heat the seawater in the freshwater generator, evaporating it to create
potable water. On a ship, a steam generator is an auxiliary boiler that uses high-pressure
superheated steam from the vessel's propulsion system to generate low-pressure saturated steam.
Third, LUBE OIL Lubrication is required for all types of machinery onboard ships. The
Lubrication of the Main Engine is in charge of lubricating and cooling the internal parts, which
act relative to each other, causing friction and heat, resulting in overheating of parts. Lubrication
not only cools, but it also removes any debris or impurities. This is how to get the Lubrication
Oil System ready. It is assumed that the engine has been turned off but is being prepared to start.
First, check the oil level in the main engine sump tank and replenish it as needed. Next, make
sure that the low temperature central cooling system is turned on and that freshwater is flowing
through the main LO cooler. Ensure that all pressure gauge and instrumentation valves are open
and that all instruments are reading properly. If the LO temperature is low, make sure that steam
heating is applied to the main LO sump tank. Set the line and ensure that all of the appropriate
valves are open. It is commonly assumed that the main engine lubricating valves are left open.
Choose one of the main LO pumps to be the master (duty) pump and the other to be the standby
pump. Maintain the LO system's circulation and allow the system's temperature to gradually rise
to normal operating temperature. Examine the individual units' outlet flows. Check that all
pressure gauges are reading correctly and that temperatures are similar. When lubricating system
temperatures and pressures are stable, the engine may be started. The main engine lubrication
system is replenished from the main LO storage tank. Fourth, FUEL OIL the basic requirement
for any marine engine is to propel a ship or generate power onboard by utilizing the energy
obtained from the combustion of fuel oil. HFO, or heavy fuel oil, is the most commonly used
type of fuel for commercial vessels. The following steps must be taken to prepare the Fuel Oil
System: diesel engines are started by supplying compressed air into the cylinders in the
appropriate sequence for the required direction. A supply of compressed air is stored in air
reservoirs or 'bottles' and is ready for use at any time. With the compressed air stored, up to 12
starts are possible. Interlocks are usually installed in the starting air system to prevent the engine
from starting if everything is not in working order. Air compressors deliver compressed air to air
receivers. Fifth, CONTROL AIR On ships, compressed air is used for a variety of purposes.
High-pressure air at 30 bar is primarily used to start the main engine. Through pressure reduction
valves, this high-pressure air is reduced to lower working pressures and used for other important
purposes. Control air is another important branch of this 7-8 bar compressed air. The control air
is a filtered branch of the service air that has been cleaned of moisture and oil carry-over. This
controlled air is used for pneumatic controllers and is critical for the operation of shipboard
machinery. As a result, the air line on a ship is a critical component of ship operations. Lastly,
COOLING SYSTEM Fresh water and sea water are the most commonly used coolants. The
main engine is cooled by two separate but linked systems: an open system (sea-to-sea) that takes
water from and returns it to the sea (seawater cooling), and a closed system that circulates
freshwater around an engine casing (freshwater cooling). Despite the fact that there is an
abundance of free sea water available, marine diesel engines do not use it directly to keep the
engine's hottest parts cool. This is due to the corrosion that would occur in the cooling water
spaces, as well as the salts that would be deposited on the cooling surfaces, interfering with heat
flow. Instead, the water circulated around the engine is fresh (or, better yet, distilled) water that
is then cooled with sea water. This fresh water is chemically treated to keep it slightly alkaline
(to prevent corrosion) and scale-free. Of course, distilled water, which some ships can produce
from sea water using evaporators, reduces the risk of scale formation.