— ENGLISH ee = MACHINERY OUTFITTING DESIGN MANUAL. aoa VOLUME 1. PIPING SYSTEM FOR DIESEL SHIPS “ 4 982 THE MARINE ENGINEERING SOCIETY IN JAPAN— ENGLISH VERSION — MACHINERY OUTFITTING DESIGN MANUAL VOLUME |. PIPING SYSTEM FOR DIESEL SHIPS PREFACE ‘This publication of ENGLISH VERSION: MACHINERY OUTFITTING DESIGN MANUAL VOLUME 1. Pie. ING SYSTEM FOR DIESEL SHIPS is intended for the benefits of foreign engineers, who wish to learn the practices of shipbuilding in Japan, Thave met many of those among the participants of shipbuilding tiainees under technical cooperation by Jape sete government, who are suffering from the shortage of proper publication of thas kinds in foreign languages ‘The Marine Engincering Society in Japan has carried eut for years, a3 ons beach of its commitice activities, to compile such engineering practices into several volumes of manuals, that have bean actually in practice in Japan shipyards, This is the Full trandation of one of these volumes, given under sponsorship of Japan Shipbuilding Industry Foundation to which we are very grateful. We believe that the contents ar quite applicable in any ship bulling rations, and we ave glad, if, through this publication, we could make any contribution to their business, not (9 say of promoting mutual friendly relations among marine engineers as wall ae cocistiog in respective counties, October, 1981 9, Ue! lwxo Koizumi Dr. of Eng, Former President of The Marine Engineering Society In Japan ~ ENGLISH VERSION — MACHINERY OUTFITTING DESIGN MANUAL VOLUME |. PIPING SYSTEM FOR DIESEL SHIPS ENGLISH VERSION PUBLISHING COMMITTEE MEMBER Chairman £ $.Mukoohara (Kobe University of Marcantile Marine) Comissoner —:M. Koike (Overseas Shipbuilding Cooperation Center) —Do + ¥. Yamane (Ishikawajima Ship & Chemical Plant Co., Ltd.) =Do.— _H. Hotta (Tokyo University of Marcantile Marine) =Do.— 8. Nishilima (Hiroshima Natfonai Marcantile Marcie College) =Do.- * : 7, Yamanaka (MECS Co., Ltd.) (Mitsui Eng. & Shipbuilding Co,, Ltd.) =Do.— ‘Y. Kadowaki (Kawasaki Heavy Industries, Ltd) Do. 5. Toubaki (Hitachi Shipbuilding: & Engineering Co., Ltd ) =Do.~ ‘A. Asai (The Marine Engineering Society in Japan)PREFACE For the ten and several years, Japan has kept up years records coming to nearly half ofthe world tecotd in the amount of shipbuilding, Meanwhile, marine engincering has made a remarkable progress, and the engineers have been arr mocreutdan ateech wosks and to accumdace presiousexpériencer, Consequently. a lags number of se ‘of igh fevel have been built, 9 eparate ships esonornically aml tafe, propetlychasen equipments in the engine rooms are requted, And for ving full play to theit funeton, ti necessary to design and outit the seated squipments well Therefore, oun fitting design made in the rs stge of shipbuilding is one of the important works on which the capacity of ships depend, Force fas five yeas nce 1972, Machinery Mant Corites of our society, with the eaopeatcn of Muchinory Sant Committee Group 1. Mashinery Plant Corunitice Group I, Machinory Plant Commitee Croup 11 and Fro pallet and Shafting Committee had been engaged in the research, study and discussion on the theme at thie macney ‘ry outing, The leading part ofthis activity had been taken by Machinery Pant Commniice Group { iris dats and manuscripts have now complied nto this manual. Knowledge and experiences necestry format FAtY gutting design at systematically described here. Therefore, chs mana] WOUId be eaty selpfil not only {bf marine enpineets but man ofctues of marine machinery, naval acieet¢ and sestiealengnacr tc srrprehond the details of machinery ov: fitting design. {publishing this book, chaicman and deputy chaisian of publishing eommilie of Machinery Design Mafia wie ae busy with their own businets, have made efforts towards the caripielion. THe engineers actively at werk a their business world have weitten for this book. would like to give an address of thanks toward the sdioresnd de writers for their earnest efforts This time we publihed “PIPING SYSTEM" which 2 keystone of machinery cufittng design Tis book: hes been completed with generous support of ship building cumoanies, Hete, I would ike 16 extend my hearty gratitude towards them : October, 1978 A. jdorocte. Saburo Harada President of ‘The Marine Engineering Society in Japan,Chaitrnan Dupty Chairman Depty Chairman Dupty Chairman Commissioner pa Sous, ates 2h. =De)= ate abe MACHINERY OUTFITTING DESIGN MANUAL, PUBLISHING COMMITTEE MEMBER 'S.Ishigal (Osaka Univesity, Chairman of Machinery Plant Committee) S. Mukoohara (Kobe University of Marcantile Marine, Chaieman of Machinery Plant Com= mittee Group fl) Hi. Hotta (Tokyo University of Marcantile Marine, Chairman of Machinery Plant Committee Grovp 1) §. Nishijima (Hiroshima National Marcantils Marine College, Chairman of Machinery Plant Committee Group 111) K. Sasaki (Nippon Kokan K.K., Duty Manager of Basie Design Dept.) Y¥. Kikuchi (Sumitomo Heavy Industries Lid,, Chie of Machinery Outfitting Design Sect.) 8. fnomoto (Ishikawajima-Harima Heavy Industries Co., Lté., Aloi Yard, Dupty Manager of Outfitsing Dept.) M. Endo (Nippon Kokan KX, Tsu works, Chief of Machinery Outfitting Design Sect.) K. Okumura (Nimurs Shipbuilding Co., Ltd., Dupty Manager of Ship Desion Dept.) T. Taniide (Mitsubishi Heavy Industries, Lid., Kobe Shipyard, Chief of Machinery Outfitting Design Sect.) K, Nabeshima (Hitachi Shipbullding & Engineering Co,, Lud,, Manager of Marine Machinery Design Dept.) K. Hirabayashi (Kawasaki Heevy Industiies, Ltd., Kobe Yard, Dupty Manager of Initial Design Dept) M, Matsumoto (Hitachi Shipbuilding & Engineering Co., Ltd., Maleuru Works, Chief of Machinery Outfitting Design Section) Y.. Yamada (Hitachi Shipbuilding & Enginceving Co., Led., Osaka Works, Chief of Machinery Outhiting Design Section) T. Yarumaka (Mitsul Engineering & Shipbuilding Co., Ltd, Fujinagata Works, Chief of Machinery Outltting Design Section) Y. Watanabe (Osaka Shipbuilding Co., Ltd, Chief of Machinery Basic Design Sect) 8. Suzuki (Ishikawajima-Harima eavy Industries Co , Lid,, Kure Yate, Chief of Machinery” Outfitting Design Group) H. Fujita (Hitachi Shipbudsing & Engineering Co. Ltd., Hiroshima Works, Chief of Ma chinery Qutfitting Design Seetion)MACHINERY OUTFITTING DESIGN MANUAL — PIPING SYSTEM — EDITORS AND STUDY MEMBER Kobe University of Marcantile Marine S. Muleookara Ishikawajiniadlarima Heavy tndusteles Co., Ltd, K. Muckawa Aioi Yard M. Ussunomiya Osaka Shipbutiding Co.,Ltd, T. Nakamura T. Toriids Kawasaki Heavy Industries, Lud, Kobe Yard Y. Kad owaki T Hamano: ‘Namuire Shipbuilding Go. Ltd, A. Tanatea Hitzeht Shipbuilding & Ergincering Co., Lid. Head Office M, Terada 8. Tsubaki Maizuru Works K, Teubokura Mitsui Engineering and Shipbuilding Co,, Led Fujinagata Works T. Yamanaka S.Teumaya E.Ishida Mitsubishi Heavy Industries, Lud., Kobe Ship Yard S. Shibata N.Wabima Y. Okada Nippon Kokan K-K,,Tsa Works K.TeratsuziCONTENTS FORWARDS CHAPTER |. PIPING MATERIALS AND FITTINGS LL General... 12 Piping material 13. Fittings 14 Inulation and lagging. - 1S Corrosion protection for pipesand fitings CHAPTER 2, DETERMINATION OF PIPE SIZES 2d General oe eeee ee pigerhnly rise nareiseteeee TIS stendard velocity of flow in pipes of ships machinery . 14 Pressure dropsin pipings 2... a ney CHAPTER 3. GRAPHICAL SYMBOLS FOR MARINE PIPING SYSTEM CHAPTER 4. PIPINGSYSTEMS FOR DIESEL SHIPS 4.1 Steam, exhaust and stearn drain piping system... 4a. Steam pipingsystem ..es.eeeeseeee ee 4.12. Exhaust steam piping sytem 4.13 Drain piping system : 42. Condensate water, feed water and Bolet water sieuli 42. General 42.2 Desision of partiulars «- 423. Exposition ,....- 43. Airpiping ystem . Tioeeee 43d Startingalrsysiem sess ecsee seers eve 432 Contoolairsystem -- 423 Genel sce a syst 44. Fucloilysem s 45. Lubricating ol system 44 Cooling resh water system. 43 Cooling seawater system 48 Fresh water sewvice system 49° Sea water sanitary system 410. Fie, ble and tallact systems 4.10.1. Clean bilge system «= « 4.10.2 Oily bilge disposal system 4.10.3 Waste il disposal systera 4104 Puesystem ee. ee cee 4105 Ballast system 4.11 Inert gas system... 42 Exhaust giesyscemMACHINERY OUTFITTING DESIGN MANUAL VOLUME 1. PIPING SYSTEM FORWARD ‘Ships are installed with many kinds of equipments and fittings and undergo construction which is aimed at the safety of navigation. ‘Ouititing design of ships ie dived into holt part, machinery part and electric part. Résint tendeney of ships built bigger in size, more in propulsion powor and of the automatization hus added the compeaty ofthe outfitting design. The difficulty of the design which had been notorious fr ite complexity has Increased more and more ‘Ouifiting design of machinery part begins and develops with the general lay-out of the engine room which determine the location of all machites equipped in engine rooms, pipe Mttings (pipes, valves, pisses, strsints) and miscellaneous equipments (floor, gratings, ductinge and ladders), ‘Outfitting desi of machinery part i clant enggaeering. The engineers ae requested to baxe not only know-how on mechanical engineering but knowledge on eryures, motors, electrical engineering, shipbuilding technology, ‘materials, engineering work, slong with knowledge on economy and capability and experience system engineering. That is to say, machinery cutfiting design is put into practice only by engincers with the knowledg> and capability as mentioned above. From the past, pieces of the knowledge or exptvience whieh are requied for machinery outfitting design have been handed down from generation to generation fragmentary by a lasge number of engineers invotved in this field There is almost nothing that these prescious know-iow and experiences have been written systematically, So, the detail of machinery culfitting design is hard to grasp not only for bepianers engaged in the practical work but for manufacturers of marine engineers and equipments, naval architects or electrical engineers, ‘Under sush a circumstance as this, the Marine Engineering Society in Japen, being taken. the leadership by. Machinery Plant Committee completed August, 1977 the work wiich is together materials that is pieces of knowiedge tnd experience, and to compile these materials into a manul. This manual eovers the principal of each desigm on the following tems: (1) Selection of major machineries and equipments, (2) General arrangement of engine rooms, (3) Shaftings and propellers, (4) Piping system, (5) Piping arrangement, (6) Automation snd instrumentation, (7) Duetings, (8) Floors and ladders, (®) Tanks, (10) Painting Corrosion protection, (11) lasulation and lagging, (12) Spare parts-Toels, ‘Among the items mentioned above. we chose piping system for this manual, Beecuse, the pfping system makes the very core of machinery ousting design ‘Every machinery that composes « system is linked together by pipings. Arranging pipes to machinery is callad pipings, which may be compared to human vein. In this sence, piping system engineess should be well versed in piping engineering econornis, and all equipments that compose ships. = ‘The piping systems, planned by machinery ewtitting designers with such know-Rows and experiences as men- tioned above, finaly take shape of Goneral Piping Diaysas in the Prgine Ror. The general piping diagrams in engine rooms show connection of each machinery equipped in the engine r2oms and make constriction of the whole machinery part clear. In the work of preparing the piping system, itis required to have good comprehension towards each machinery and to pipe for maintaining the capacity. Because, improper piping, even if fine the capacity ofeach machinery, cannot give Full play toi, besides it might ‘euse leakage, cogging or « bad influences on machinery or some other hig accidents. Therefore, pipings, as 2 plant which links each machinery together, should be recognized co have the serve ian- portance as machinery. In this anual, piping and machinery are taken for one system from the point of view that make one body. This manual also covers piping materials and fittings in Chapter 1, Determination of pipes size in Chapter 2, Graphical symbois for-macine piping systam in Chapter 3. These sbapters are arranged to make» proctical applica: tion in each case. Chapter 4 describes examples of piping system in diesel ships, and covers outline of each system, machinery and equigments and decisions of these pattculars IHems which have to be considered in each system ave also given in this chapcer. Especially, about decision of particulars of mackinery, practical examples are given for biginner engineers[As 10 copper pipes, seamless copper pipes with good anticorrasiveness, good heat conductance and good workability ae used in general. Typieal ones are phosphorousdeoxidized copper seamless pipes and tubes (C1221T) used for beat exchangers and. oughpitch copper seamless. pipes and tubes (PCUT) used for control pipings. Other pipes are copper alloy pipes, plastic pipes, ete As to copper alloy pipes, theve are zine base alumi: ‘numba pipes (which is called slbrac oF yorcalbro by manufactures, quality of them are almost the same) and nickel bese copper nickel pipes. Both of them have good workability and anti cortosiveness, especially nickel base one has excellent quality under high pressure and high temperature ‘working conditions. Both aluminum-brass pipes and cuppronickel pipes are mainly used for cooling sea water pings. Plastic pipes generally made from polystnyl chroride Which are used for sanitary piping in the secommoda- tion. 13. Fittings (1) Pipe Mange (A). Application standard Pipe flanges are classified according to nominal pressures and the nominal pressure is decided with the maximum working pressure and above generally, But maximum working pressures in steam, com pressed air, gas, water, oil, ete. pipings can be rated beyond the nominal pressure, provided condition of vides. Limitation of maximum working pressure in sespect with material of flanges, conditions of Muids is specified in JIS B 2201. (B) Kinds of pipe flanges Pipe flanges are generally classified several kinds according to the method of connection and type of the flange surface. Followings show commonly used flanges (@)_ Welded neck flanges (J1S B 2233) (Fig. 1.1) Welded neck flanges are butt welded to the pipe and has.a cone fillet for reinforcement. This type of flange has most safety construction and is sutable for high pressure, high temperature and low temperature use. (©) Slip-on welded flanges (JIS B 2221,2222) (Fig. 1.2) Slip-on welded flanges are inserted a pipe into the plate flange ang filet welded both sides of the flange, and suitable for use from low pressure to middle pressure pipings. (©). Composite Mange (11S F 7808) (Fig. 1.3) ‘Composite flanges ate used for copper and copper alloy pipings having SOmm and above considering ‘economic point of view. Material: inside Mange: outside flange: 2) Pipe joints Pipe joints im broard sense, includs pipe flanges, cast bronze ‘mild steel =3= Fig. LL Welded neck Mange | Fig. 1.2. Slip-on welded Mange Fig. 1.3 Composite Mange expansion joints, pieces, ete., but here mentioned are nly about pipe joints of angeless pipings used fox low pressure pipings. Recently, flange joints in pipings are used joints instead of flanges, that i flangestess pipings for the purpose of saving labour fee of piping works, preven- ton of leakage, retightening of pipings, etc. To high temperature and hich pressure pipings such as main. steam pipings in turbine ships, flangetess pipings have been conventionally applied, but recently flange-less pipings are also applied low pressuce pipings in order to get the merit of flange-less pipings. The followings are about commonly used joists For — Mange less pipings. (A). Buttwelding joints (Fig. 14) ‘Buttwelding joints are one of the methods of flange less pipings. Joint part of pipes are buttwelded instead Of flanges. But this method is not entirely applied to in Consideration of a burn of galvanized pipes, lined or coated pipings, Bevels of welding part of pipes are shown on Fig. 14. ree Sete Iocewee oF te 3:2 the ed, feop th eke theee Fig. 1.4 Burrwelding joints (B)_ Sleeve joints ‘Sleeve joints as shown on Fig. 15, is used in the part whete flanges have conventionally used.‘The thickness of sleeves T varies like the followings: equivalent 10 SGP, SCH#40, SCH#80, etc. in accord. ‘nice with thickness of the pipes 'SCH#80 equivalent thickness of the sleeves are com: monly used in order to minimize kinds of sleeves Fig. 15 Sleeve joints (©) Coupling joints There are many Kinds of coupling joints. most of them are sealed fluids by tightening a elastic rubber packing witha nut and there are some countermeasures ‘against pipes falling off. (D)_ Union joints (Fg. 1.6, Fig 1.7) Union joints are mainly used for small bore pipings, there ae two kinds shown on Fig. 1.6 and Fig. 1.7. ‘One is that it Keeps sightening by inserting packings between the bodies and nipples (Fig, 1.6), the other fs that it keeps tightening with no packings hy of bodies and nipples the contact conial angles of the both 37 degrees oF 90 degrees (Fig. 1.7). “The former one is generally used for 10 kelem® or tess rating, the lator one is generally used for 10ke/ em? and above rating. [As to materials of unions, steel iS used for stael pipes and copper alloy is used for copper pipes and as fo fitting to pipes, welding is mace for steel pipes, brazing is made for copper pipes. ‘Materials of union joints are speeified in JIS F 7436 7435, sp ei C ere a © = Fig. 17 Fig. 16 (3) Valves and cocks (A) Application standard ‘As to application standard of valves and cocks used for general pipings in ships is specified in JIS F 7300 “application standard of valves and cocks in ships”. Valves and cocks should be selected to suit most working temperature and pressure, and application purpose in accordance with the application standard, For butterfly valves, valves for hich temperature for high pressure use which ate not covered in JIS. manufacturer's standards are generally used Table 1.1 shows examples of materials for valves and cacks. (B) Application and construction with distinction of Function for valves and cocks (a). Globe valves and angle valves Globe valves and angle valves are used for control of flow-rate besides closure, and are applicable for high pressure and high vemperatue use. ‘They are the most relible valves. Globe valves are designed for straight piping lines and angle vales are designed for bended parts. () Gate valves Gate valves are not structurally suitable to control flow-ate and ere ganerally used for condition of full shut oF open. Gate valves are convenient for piping in narrow space especially in case of big bore, because ‘they have less pressure drop less dimension in distance between flanges compared with globe valves. But inside-hreaded type eate valves are not suitable for use in high temperature and high pressure condition and it takes a long time for full opening or full shutting the valves. (©) Check valves (Check valves are installed where a reversal of ow is posible. Thete are screw down check valves, lft check salves and swing check valves. ‘Serew down check valves are used where flow-ate control is necessary in combination with antisback flow function, There are globe type ones and angle ones. Lift check valves are used where only ant-back flow function is necessary. Tm lift check yalves, there are also plobe-type ones and angletype ones, Swing check valves ean operate under low pressure difference and used where low fuid tesistance i needed. But they are not structurally tuitable for use under high temperatuce, high pressure and pulsation Mids condition. (a) Cocks ‘Two way cocks are used where quick shutting oF opening operation is needed, three way cocks are used where flow directions change are needed, But they are rot structurally suitable for use under high tempera- ture and high pressure condition (@), Buterfy valves Butterfly valves ate suitable in the caso of shutting or opening fluids and controling the flow-ate. Butterfly valves are light in weight, easy in opera: tion and low in cost. Construction, materia, et. of buttery valves are different according to manufac: turers at there are no JIS standards about butterfly salves and ate produced aecording to exch manufac- turer’ standard Errosion or corrosion might be caused in case unfit application and material selection is done. This is why they are installed according to recommendation ‘through experience of each manufacturers. (0 Automatic temperature controller ‘Actuating is devided into two types; one is ‘operating typ8, another is pneumatically operating. For temperature control there ace heating by stain cooling by cooling water and heating by eleetieity In the ease of heating, temperature iscontrolted by increase or detease of steam flow or electric currents In the case of cooling, temperature & controlled by 2 flow adjustment of the by-pass fuid and the Muid 10 be cooled by coolers. The following are ghen outlines reeof direct operating and pneumatically operating two fr three way temperature control valves. (Two-way direct operating temperature control valves (Fig. 18) A vapour pressure of fluid filled in the bulb which ts installed at the outlet of heaters varies according to the temperature increasing or decreasing. ‘The vapour pressure is transmitted im tum to a aphragm of the valve assembly diteetly throush a capillary, and the valve contsols the temperature by adjusting the flow of steam (H) Twoovay pneamadcally operating empersture control valves A vapour pressure ofa tluid filed in the bulb which is installed at the outlet of heaters varies according to the temperature increasing or decreasing. ‘The vapour pressure is transmitted in tum to a pilot valve in a controller through a capillary and the vapour pressure is transmitted with a pneumatic signal pressure The transmitted pneumatic signal pressure actuates a disphragm and a valve, and the valve controls the temperature by adjusting the flow of steam. A posi- tioner is necessary to control a valve in case of a high steam pressure, oF bigger control valves in size or bigger ‘actuating power is required. The positioner amplifies ‘poeumatic signal pressure from the controller. (iil) Three-way direct operated temperature control valves (Fig. 19) Three-way ditect operated temperature control valves self-contain temperature sensing clement, and the valve is installed as. flow diverting valve. The flow is automatically proportioned between the bypass and ‘the cooler to maintain the fluid temperature. For an example, Fig. 1.9 shows a wax operated temperature control valve. Fig. 1.8 Two-way direct operating temperature control valve (iv) Threeway preumatically operating temperature control valves (Fig. 1.10) Threeway pneumatically operating temperature control valves consist of temperature tansmitiers, controlters, positioners (if necessary) and thee way diaphragrn valves. Temperature difference detected by the thermo. bulb is transmitted to a pneumatic signal pressure by the controller and actuates the three way control valve which is mounted downstream of the cooler to adjust the flow between the by-pass and the cooler, consequently the temperature is kept constant, a i bh oo Fig. 1.9 Threessay direct operated temperature contrat valve Fig. 1.10 ‘Three-way pneumatic operated temperature = control valve © Relief valves Relief valves are installed in. pressure vessels or pressurized pipings directly and are used to prevent ‘an over pressure beyond the limited pressure from boeing built up in the lines. For example, in case the reducing valves become out of order, the relief valves are used to prevent high pressure Muids from flowing directly to the low pressure lines, The flowing capacity of the relief valves may not be necessarily blowed off ‘at maximum capacity of the equipments under their limited pressure. Retief valves and safety valves are at times commonly used, but the zafety valves are used as safety devices of pressure vessels which are accumu tajed with big amount of energy such as boiler draras and itis necessary to blow off at maximuin evapotation rate of the equipments below the designed pressure Fig. 1.11 shows an example of flanged type relief valvesFig. 1.11 Relief valve (hi). Reducing valves Rexiucing valves are special valves which are installed in pipings so as to control the pressure of a fluid, that is high pressure steam or air, at a constant value lower than the higher pressure source. ‘The valve has mechanisms to detect a deviation between the set pressure and a reduced pressure, 10 amplify this deviation pressure and to operate a main valve by the amplified pressure. Accordingly, the valve ‘controls the secondary pressure of a fluid at a constant value according to the fluid demand by means of these mechanisms. ‘There are two kinds of reducing valves; one is direct ‘operated type and another is pneumatic operated type. ‘A ditect operated type is self-contained the above tiuee mechanism and a main valve is operated by an inet pressure. ‘A pneumatic operated type is the combination of controllers which detect and amplify the secondary pressure and diaphragm valves, which require supplied energy , that is contre! air. For direct operating reducing valves, pilot operated reducing valves (which is shown in Fig. 1.12) are commonly used, but the biginsize ones are difficult to manufacture, besides it needs consideration about pressure difference between inlet and outlet pressure ig. 112 Reducing valve (4) Strainers (A). Purpose of application ‘Strainers ate (ntalled in suction lines of pumps, reducing salves and machineries. The strainer serves to prevent foreign particles from entering machineries or valves interior hinding injuties to machineries. (B) Classification ‘Strainers are classified as water strainers, oil stiain~ ers, steam strainers, air strainers, ete. according (0 uids. According 10 the shape of bodies, they are classified a8 type Y, type can. type HT, ete. According to construction, cisified as simplex and duplex. For simplex strainers, there are rose boxes and mud boxes used for bilge and ballast lines, ‘Simplex strainers are used for intermittent use lines. such as ballast lines, and duplex strainers are used for continuous use lines such 2s suction lines of main ‘engine lubricating oil Lines. ‘MS F 7202 — 7209 and JIS F 7220 ~ 7225 cover strainers in ships (©) Application standard "There is no aplication standard of strainers. However Table 1.2 shows application standard for mesh of the gauze of olf strainer with many experi- fences in ships for reference, (Machineries manufac: turer's standard recommendation shall be followed, ifany) ‘A mesh of wire gauze on Table 1.2 is based on JIS F 7207 Application for Wire Gauze of (il Strainer for Marine Use. Table 12 Application standard for wire guire of oil om ArmucAsLe PPE UNE Teas | Rear ig wen ao ae ron en Ge] 0am | Soci at am pnp Se ‘ung bung panes Stpemn =| os we | 0152 | Date ine anna ere, Dery ie ot pry le oi ek np ‘ton ef pet aon ‘hued a ins, te nese ps, ‘neg nr ure = Fats py oie pn ee) Daley ino fn Tae | en | Fae wae or eo) | vom ya | on we_| 2080(5) Steam traps If large condensate remained in steam heaters or pipings, it might cause decreasing of heating surface, water hammering and corzoston Steam taps may be called drain traps. For steam ‘raps, there are several types such as impulse type, dise type. float type, ete ‘The impulse type steam trap is shown in Fig. 1.13, ‘While inflowing condensate is low in temperature, ‘control chamber pressure is low and consequently, the valve is pushed upward, permitting condensate discharge When steam comes, control chamber pressure is talsed by increased flash rate, the vale is pushed down to close steam flowing. ‘The disc type steam trap is used a dise valve instead of a conical one of the impulse type as shown in Fig. 114, but principal function is the same to the impulse type, that is when condensate arrives at the traps, the valve disc tilts upward due to flow impulse of con- densate t0 discharge condensate, and when process fluid has been changed from condensate to steam, ‘upper side of the disc valve chamber pressure is raised and disc valve is pushed down to close steam Now. ‘The flost type steam traps as shown Fig, 11S discharge condensate by floating action, that is when condensate arrives at the traps, the float is floated permitting condensate discharge, and when steam comes, the biemetal plate is curved by the heat to stop air vent, valve in order to stop steam flow. Fig. 1.13 Impulse type Fig. 1.14 Dise ype. = Fig. 115 Float type (6) Packings (A)_Purpose and classification ‘There are gaskets for pipe flanges, pipe joints and valve bonnets and packings for valve stems. The gaskets and packings should be selecced to have suiteble char acteristics and durability for using condition JIS F 7102 “Application Standard of Packing and Gaskets to Piping System lor Marine Machinery" spect fies application standard of packings and gaskets used for pipe Manges, pipe joints, valve bonnets, valve stems and the lke of piping system for marine’ machinery Ic is recommended to apply this application standard Recently, however, general purpose packings which can be applied for every pining lines ace on the market ‘These packings are widely used. (7) Expansion joints (A) Purposes Thermal expansion joints are installed in exhaust 438 pipings for main diesel engines, generator diesel ‘engines, auxlliary boilers, and in exhaust sieam pipings for cargo oll pumps, safety valves on the boiler, ete. jn order to absorb theresal expansion of pipings and equipments, ‘And for the purpose of absorbing the vibration of hhulls and equipments, expansion joints are installed in forced draft ductings for boilers and exhaust gxs pipings from turbo-chargers of main diesel generator. {B) Selections of joints {a)_Elongations of pipings due to heat expansion Etongations of pipings due 1o heat expansion ae t0 be calculated by equations (1.1) and (1.2) taking into consideration of temperatures, materials of pipes and length of pipings, The calculation decides specification and distance of the joints, ai=aqT-t)1 .. een) a-o. = 2) where Al: Elongition of pipings due to heat expan sion (mm) : B+ Coefficient of heat expansion of pipes (rimjmi"C) Maximum working temperature (C) ‘Minimum working emperarure °C) Lensth of pipes (m) Number of joints + Maximum expandable length of joint (mmm) (>) Adjusting of face to face dimension of s joint ‘As expansion and extraction of piping are absovbed by heat expansion joints Therefore, before installing of the heat expansion joint, the face to face dimension ofthe joint should be caleulated by equation (1.3) based on atmospheric Aemperature at the installation, range of working tem perature and maximums expandable length ofthe joint and adjustment of the face to face dimension of the joint to be done, +13) L, + Face to face dimension of the joint (mm)Lj Maximum face 10 face dimension of the @ + Coefficient of ow rate joint (au) D = Internal diameter of pipe (m) 5: Maximum expandable o extrctable length Pi.Py Fluid pressures before and after ofthe of the joint (mm) orifice (kg/m?) T : Maximurn working temperature CC) hhyshy + Primary and secondary leads of the ty t Minimum working temperature or atmos- flue (em) pheric temperature (C) 2: Area of orifice hole (m*) tf Atmospheric temperature at the installa 7: Specific gravity of fluid before orifice tion Cc) Ogi?) 4 + Diameter of orifice (m) (6) Oniices Coefficients of flow rate e are obtained from the (A) Purpote of applications equation (1.6) Purpose of applications of orifices ae given as fol From the equation (1.6), ma is lows: Howover, these are not necessarily solely existent bat have many purposes combined together me STE 1, Pressure reduction BO12s1tD" 1 =P 2. Keeping minimum flow rate (including protection ais obtained from Fig. 1.17 with ma which i ealeu- ‘of over heat of pumps and warming up) lated by the above equation. 3. Flow rate distribution ‘Also mis obtained from 4, Flow rate control 5. Limitation of flow rate memes 6, Pressure adjustment ‘According to equation (1 5), is (B) Application ‘Application of orifices are complied with Muids according to their purpose, however, orifices ae seldom used for solely-used important pipings such as, fue ol pipings. (©), Constevetion and materials There are many types of construction, though it is simple. Fig. 1.16 shows an example, Materials applied with are SUS 304. ee ®) oo roe direction a Fig. 1.16 Orifice Fig. 1.17. mace for standard orifice (D) Calculations (b) Incase of steam or air ‘There are many formulas for orifices calculation. In cate of Py

Ratioot throttlewhere G : Flow sate (kg/h) Diameter of orifice (rm) + Coelficient of flow cate (0,62) ‘Area of orifice hole (m#) Specific volume of fluid at before orifice Indet pressure (kg/m?) ‘Outer pressure (kg/m?) 141 for air, 130 for super heated steam, 1.135 for saturated steam PL» Critical pressure, 0.527 P for air, 0.546 P for super heated steam, 0577 P for dry saturated steam (0 Pieces for stee! pipes Each piping which composes pipings is the com- bination of pieces and pipes. Peces are divided into. sorewed pieces and welded pieces, Screwed pieces generally have tapered gut threads for their connections and are used for water, ofl, steam, ait, gas, te, of low pressure lines, As to kinds of screwed pieces, there are elbows and bends For bending flow direction and tees For branch flow and reducers for connection of different diameter of pipes. Welded pieces have less radius than mechanical bended pipes or hot bended pipes have. The welded pieces are flungedess as connections to pipes are ap. Pied butt welding, therefore for narrow space pipings, ‘welded pieces are usually applied JIS B 2301, 2302, 2304 are specified kinds, mate- tials dimensions, ete. of serewed and welded pieces. 14 Insulation and lagging (0) Genoral (A). Purpose Tnulation and lagging are generally applied for saving heat loss, inprovernent of thermal efficiency of equipments, safety for erews, protection against fre, te. that is, i pipings, which requiee insulation, radia. tion surfaces are covered with insulation materials 2s much 2s possible Pipings, heaters, ete, ate lagged for protection against fie, injury and to minimize temperature in the engine room rise with heat transmission from fluids in ppings, (B) Design conditions Pipings which handle Auids of temperature over 60°C ace generally insulated and lagged. However, piping systems which haye not an sim to insulate, such a& cooling fresh water lines, might be omitted insulae tion even the fluid temperature exceeds 60°C. Never- theless, spot where there isthe possibilty of causing injury is generally insulated or lagged. On insulation or lagging, the insulation surface temperature is designed 55°C against 30°C engine room ambient temperature, and the insulation surface temperatuce is designed 60°C against 35°C engine {oom ambient temperature (2) Caleulation for thickness of insulation materials of pipings The rate of heat transmission through insulation oi pipes can be calculated by the equation. 22m (ly tr) 2s = ve Tadley ta Gal 2a aes ta) ty dni 1) whore q+ Rate of ese transmission (kealfm? 4.2C) AriMEiADi noi Ag + Thermal conductives (seal. °C) tt Fluid temperature (°C) tg: Sueface temperature C) aiewodtnas ? Boundary temperatures (°C) Diameter of pips (mm) Sridyi.etdy Diameter of each insulation material (mm) Since the cate of heat transmission by a radiation from the insulation surface to the engine room must be the same Fig. 1.18, = Pde (ty ~te) vee eee where - @: Film coefficient for convection from the surface of the insulation (Kcal/in® h.°C) te: Engine room ambient temperature (°C) ‘Accordingly, equations (1.12) and (1.13) work out ‘each thickness of Insulation materials on the asump- tion that boundary temperatures 1), te, ou tar °C a >t > ty tyis >ty > te), ‘ilustrative example Piping line: 7ka/em? Steam line Fluid temperature ty = about 170°C Engine room ambient temperature ty = 30°C Diameter of pipe: Nominal 808 Material of insulation: Moulded calusivm silicate cover No. Insulation material surface temperature ty =95°C The thermal conductive of the insulation material is a .046 +.0.0001 keal/m °C = 0.046 + 0.0001 x (170 + 52= 0.05725 keal/mh,'C where @ = average temperature= tte} By squation (112) and (1.13) assuming the fa cosfisent for AP: Use (Py ~Ps) where in Fig. 2.15 1 Glove type (double and single seate!) and Angle type (inner valve size is equal tothe valve bore) 2 Sweep flow angle type 3. Angle type (Mlow to shut) (inner valve size ip equal to the 50% of valve bore) 4 Angle type (Flow to shut) (nner valve size is equal to the 25% of valve bore) Iw 9 5 be 2 |. Se E ; 3 le a2 l, TANCE OF AAOONLE ESSE OP Fig. 2.15. Correction for lushing Mid (i) Airgases where P; > 0.5 Py ¢,< Ve es) a6V(P -Pa)Ps whore P, $05 P VEG) o She + @14) were Q = Max. flow rate (air-gases) N m?/h P Inlet pressure kg/em? abs. (15.6°C) P : Outlet pressure kglem? abs. G + Specific gravity (Air= 1) t+ Fluids temperature °C (i) Steam ‘where P; 0.5 P © RR = @1s) 19aV@ -PP where Py <0.5P (2.16) Max. flow rate kg/h Inlet pressure kg/om? abs. + Outlet pressure ka/em? ads. Correction coefficient to super heat (Ke! #000013 «deg of super best 1 in case of saturated steam (B) Decision of differential pressure 40 — 60% of total pressure drop in the sisters should be preferably imposed on a contal save. at feast 156 is necessary from the point of optimus com trolling viewCHAPTER 3, GRAPHICAL SYMBOLS FOR MARINE PIPING SYSTEM Graphical symbols for piping and Fittings to be used in marine piping diagram are spectfied in JIS F 7006- 1976 “Graphical Symbols for Marine Piping Systems”, Table 3.2 Control and regulation parts ‘The graphical symbols are classified as given below. [=| ==] SF (1) Pipes and pipe joints (Table 3.1) T (2) Control and regulation pars (Table 3.2) Serene oes (3) Valve and cocks (Table 3.3) ie (4) Pipe fittings (Table 34) jer (5) Control and instrumentation (Table 35 — 3.8) I Remarks: (1) Tn Table 3.1 to 38, the symbols marked with (4) | = are same as speified in 180/538 (CONVENTIONAL = SIGNS TO BE USED IN SCHEMES FOR THE IN- |, STALLATION OF PIPELINE SYSTEM IN SHIPS), oe @) Examples of application of symbols are show in a Fig. 3.1 t0 Fig. 34. = L# [ ¢ Table 3.1 Pipes and pipe joints 2 : a ¢ So aan q A | Table 3.3. Valves and cooks [eee] om. ee le ee pees | hese |__| seat alraarcrsios “Ti =e =| ele ee Ea a | {= ae + fae, oe aa i i ; | are ota +) psi ee |R] cme say«|4/a}oj«|ajolja 4 1 -20-Table 3.5 Control and instrumentation ‘Table 3.6 Table 37 ‘jodi ates a [> |e ee ae —— oe mati ha e = b= Toe ¢ ane eee S acne a ae . 6 aoa ary a € 2 ¢ Fig. 34 Three way diaphragm regulating vale with = z positioner and manual handle ® Th = Fig. 3.2 Example of application of symbols for = ‘conttol and regulation parts (1) Integrating flow meter (inserted into line) —@— (2) Integrating low meter with electric transmitter and indicating Now meter —®(G) Remote indicating orifice type differential pres- ‘sure type flow meter with paeumatic transmitter (with flow conttol, record) (1) Remote contral of pump (4) Multipoint selector type thermometer (5) Remote indicating control thermometer (with record) (6) Pneumatic transmitter of level and flow, and record level, record control flow meter * & (Remote manual) (Automatic start) 2) Stop alarm of pump ft ae Be (No voltage start) (Delivery pressure detection) ) Automatic start and stop of compressor #8 Re a tk Fig. 3.3. Example of application for control and instrumentation eee eel (4) Remote indication of valve opening, ge? Symbols in eecence gues stand fora follows: STL, Starr (Line start) STLA: Starter (Auto start) PB: Push button switch PBL: Push button switch with light Fig. 3.4 Examples for showing remote control, autor matic shift and stop alarm of puraps, auto- matic start_and stop of ait compressor, remote indication of valve opening, etc. in piping system diagram