'81~ ,,~n\ \J ~1i~ ss.

BEKULAN

MARINE ENGINEERING PRACTICE

Volume 1

Part 2

PRIME MOVERS FOR GENERATION

OF ELECTRICITY

(A) Steam Turbines

by
A. NORRIS, C.Eng., F.I.Mar.E.

THE INSTITUTE OF MARINE ENGINEERS

 Published for The Institute of Marine Engineers
by
Marine Management (Holdings) Ltd.
76 Mark Lane, London EC3R 7IN.
(England Reg. No. 1100685)

CONTENTS

Page

Copyright © 1973 Marine Management (Holdings) Ltd.

Introduction
1. Energy Transfer 2
2. Turbine Types. General 5
3. Typical Machines 12
This book is copyright under Berne Convention. All rights
reserved. Apart from any fair dealing for the purpose of
private study, research, criticism or review-as permitted 4. Vital Sub-systems 25
under the Copyright Act 1956, no part of this publication may
be reproduced, stored in a retrieval system or transmitted in
any form or by any means, electronic, electrical, chemical,
5. Starting Turbines 40
mechanical, optical photocopying recording or otherwise,
without the prior permission of the copyright owners. 6. Running 44
Enquiries should be addressed to Marine Management
(Holdings) Ltd., 76 Mark Lane, London EC3R 7JN.
7. Stopping and Securing 47
8. Maintenance and Overhauling 49
9. Turbine Hazards 66
ISBN: 0 900976 08 X 10. The Future 68
References 68

Reprinted 1981 by The Chameleon Press Ltd.


ACKNOWLEDGEMENTS
The author expresses his gratitude to Peter Brotherhood
Limited, who commissioned this work on behalf of The
Institute of Marine Engineers, for freely making available
much technical information and for supplying many of the
figures which are reproduced. Thanks are also due to
W. H. Allen Sons & Company Limited for their permission
to reproduce Figs 3.6(a), 3.6(b), 4.1.2. 4.3.1. and 4.6, and
the information given in the text. Also, to the Nash
Engineering Company (Great Britain) Ltd. for Fig. 4.7, to
the Woodward Governor Company for Fig. 4.2.2., and
to the magazine "Hydraulic Processing" for Fig. 6.
INTRODUCTION
This text is restricted to consideration of "Auxiliary" steam turbines
used to drive electric generators providing power for the operation of
motors, lighting. communications and hotel services on shipboard. These
machines are identified in USA as Ships Services Turbo-Generators (SSTG)
and commonly fall in the 400-3000 kW power range. Two generators are
normally provided, either of which is capable of carrying the peak load. and
alternating current plant is now the normal standard for electrical supply.
Such a.c. supply offers initial savings in first cost in comparison with direct
current and enables the cheaper and more reliable squirrel cage motors to
be used for auxiliary drives in addition to providing an easy facility for
voltage changes to suit the various ship systems, e.g. 220 V for lighting,
440 V for motors in the engine room and 3300 V for transmission to remote
large power drives of the bow thruster type. Turbines supplying power for
electric propulsion systems are excluded from consideration as the large
power requirement means that the turbines include features designed for
a higher efficiency than economically viable for the usual turbo-generator
set and are more closely related to main propulsion turbines.
The multi-stage axial flow steam turbines mainly used as prime movers
for the generation of electricity have a long history backed by many years
of cumulative experience. The recent rapid developments in the science
of aerodynamics, required for gas turbine design and to obtain fractional
increases of efficiency in large steam turbines in power stations, has provided
a "spin-off" of technology which has been mingled with that obtained by
long experience and applied to present day designs of turbo-generator
prime movers. These matured designs provide steam turbines with a long
working life and which are capable of long sustained operation with low
maintenance requirements-and which. in many cases, form the most
reliable machinery unit in the engine room.
 ENERGY TRANSFER 3

1. ENERGY TRANSFER
1.1. ENTHALPY DROP
Enthalpy drop is the basic energy quantity for steam turbines and the
art and science of design devotes much attention to the efficient absorption
of the kinetic energy obtained from the enthalpy drop when steam is
expanded through the turbine. Losses occur because of shock waves and
friction in nozzle and blade passages, leakage past shaft seals and blades.
disc friction, and the unavoidable loss in kinetic energy at exit from the
final row of blades where the steam must have a higher velocity than the
blades in order to escape.
1.2. CONTROL OF ENERGY TRANSFER
Turbine efficiencies are, of course, a function of type and design which
are beyond the scope of this text. The main features which control the
energy transfer are as given below.
1.2.1. The Nozzles
When steam is allowed to expand through a nozzle, it assumes kinetic
energy at the expense of its enthalpy. Maximum kinetic energy is available
when the steam is initially at full stop valve pressure before the nozzles
and the expanded steam directly impinges on the turbine blades. However,
a measure of throttling is necessary for governor control and this entails
1.2.3. Stages
In multi-stage steam turbines where large amounts of energy have to
be transformed efficiently into rotary motion, it is necessary to expend the
pressure energy in a series of steps each with a set of nozzles and a ring of
blades identified as a stage. To reduce turbine length and cost a com-
pounded velocity or Curtis stage often forms the first high pressure stage.
This allows a large press.ure drop to be effected in the first row of nozzles
and can give the same heat drop as four impulse stages, but with some loss
of efficiency. With this type, a row of stationary guide blades attached to
the casing are interposed between two rows of moving blades on the rotor
wheel and the stationary blades deflect the steam into the second row of
moving blades at the required angle.
Successive pressure compounded stages of multi-stage machines are
formed by diaphragms held in the turbine casing and carrying stationary
blading or nozzles arranged for 360 0 arc steam flow, and each followed by
a row of impulse blades mounted on the rotor. Such compact Rateau stages
effect the whole of the pressure drop in the stationary blading and provide
comparative insensitivity to blading clearances.
1.2.4. Steam Flow
In addition to their designed function, the first stage nozzles form an
efficient flow measuring device. Since the exhaust pressure or condenser
pressure is constant (or nearly so) over the load range, the nozzle box
absolute pressure is indicative of steam flow and is almost directly related to
power output. This almost linear relationship between steam rate and output
is known as a Willans Line (see Fig. 1.2.4.) and only two points need to be
determined, for any particular nozzle group, to plot the entire line. The
intercept on the ordinate represents the flow required for no load and the
Steam 185 Ib/in 2 g(12-75 bars) dry sat.
500 11000 Exhaust 26 1/2 inHg (8974mb) vacuum
1000

energy being dissipated by internal reheat and subsequent loss. 4000

~
!:»
~8000
~
-Ie •
• c:
1.2.2. Blading ~ 3000 ;g 6000
The blades used are now entirely of the impulse type. Steam from the ~e: ~;:,
nozzles impinges on the ring of blades mounted on the rotor and the blades ;:, '"
bend the steam path through an angle as near 180 0 as is practicable, so 22000
(J 84000

converting the kinetic energy into force following the change in momentum
1000-j 2000
of the steam. Typical blades are shown on Fig. 3.2.2. The root fixing has
to be capable of withstanding high steam bending stress and centrifugal
o
stress, the latter being greatly increased when the overspeed test of governing o 6 100 200 360 400 500
gear is carried out on each occasion when the turbine is started. Particular Output, kW
care is necessary when carrying out this test. FlO. 1.2.4.-Willans Line.
2
4 MARINE ENGINEERING PRACTICE
intercept extended to the other axis is a measure of the no-load losses. Such
a diagram may be easily drawn up to give an accurate basis for estimating
part load steam consumption over the range. At steam conditions other than
design it is necessary to apply correction factors to establish mass flow.
1.3. STEAM OR WATER RATE
The steam rate or water rate in kg/kW h is the most significant oper-
ational figure since it allows for the overall design efficiencies of the turbine,
gearing and generator so including all losses which are not under the control
of the Operating Engineer. His control is limited to measures to maintain
the set in good mechanical condition and to ensure that the terminal steam
conditions at the turbine inlet and exhaust are in acordance with design
conditions consistent with the load on the machine and the overall thermal
balance of the complete power plant.
2. TURBINE TYPES. GENERAL
Any steam turbine consists of a rotor carrying the blades, the casing in
which the rotor revolves, and nozzles or stationary blades through which
the steam is expanded or directed. Because of the required relationship
between steam velocity and blade speed, the turbines under consideration
are high-speed machines which are connected through single reduction
gearing to the driven electric generator. Radial flow or tangential flow
turbines are almost never used for this duty on shipboard and only axial
flow impulse type turbines will be discussed.
2.1. STAND-BY UNITS
Because the steam turbine is a reliable low maintenance machine
suitable for continuous operation, it forms the principal auxiliary power unit
in many ships where the stand-by machine may be powered by a Diesel
engine or gas turbine to facilitate rapid starting and operation independent
of the main power plant. The actual permutation of prime movers installed
for generation of electricity is usually based on expected combined whole
life costs which include those for supply, spare gear, maintenance, fuel and
lubricants.
2.2. SELECTION FACTORS
To identify the particular type of steam turbine to be used as the prime
mover for the generation of electricity the factors to be considered are the
first cost, the operating cost of which fuel consumption is the most important
component, the size and weight, and the desirability of using machines of
a standard size.
The crucial choice is thus between turbine plus gearing cost and tur·
bine efficiency. Improvements in performance are only viable if the cost
of providing say further stages and lower speed can be recovered by fuel
saving or lower maintenance costs.
2.3. TURBINE TYPES
There are several types of turbines in current commercial use. The
particular type or types installed are dependent upon the required duty and
the cost of the turbine used is related to the number of stages provided.
5
6 MARINE ENGINEERING PRACfICE TURBINE TYPES. GENERAL
7
2.3.1. High Pressure Condensing
High pressure multi-stage condensing turbines are generally considered
ra)
the most efficient of all types and operate independently from the main
propulsion plant. This is advantageous during manoeuvring conditions or
in port operation where they retain their economy of operation. Their
independence provides the further advantage that operation is not neces-
sarily impaired if a defect occurs in some sub-system of a complex main
propulsion plant. They may be either self contained units or may exhaust
to the main condenser of a steam turbine propulsion plant.

a) Self-contained or Package
These sets have their own condenser and are supplied complete
with all attached piping and accessories in place, ready for con-
.J. or
necting to shipboard piping. The condenser may be mounted on the
common turbine/ gearing/ generator base and provide the seating for
the turbine. In other cases the condenser may be separately mounted
below or alongside the turbo-generator and the condenser may also
serve other auxiliary turbines.

b) Exhausting to Main Condenser

These sets are similar to (a) except that the generator turbine ex-
haust flows to the main propulsion turbine condenser. Additional (c)
exhaust steam pipe connections may be made so that during emer-
gencies the exhaust may be diverted elsewhere. The simpler cooling
system and elimination of separate cooling pumps and condenser
evacuation systems are advantageous and more so when scoop
circulation is employed at sea for the main condenser.

c) Pass-out Condensing
These turbines were fitted in some past generations of passenger
ships where the demands for power and for heating steam varied
widely and independently. The turbine provided a combin&.tion· in
one cylinder of a back pressure turbine, discharging at constant
pressure to the low pressure steam main, followed by a condensing (d)
turbine operated on low pressure steam.

2.3.2. High Pressure Non-condensing

The familiar back pressure turbines are probably the most common
types fitted in steamships. The smaller number of stages, in comparison with
the high vacuum condensing type machine, reduces the cost of the turbines
required to meet any specific load.
FIG. 2.3.1.-Arrangements for condensing turbo-generators.
(a) conventional package type
a) Multi-stage Back Pressure (b) with air ejector and gland condenser incorporated
Where the requirements for low pressure heating steam are in excess into package feed system
(c) with condenser also incorporated
of those available from other steam driven auxiliaries (e.g. turbo (d) arranged to exhaust to remote dual purpose condenser
s MARINE ENGINEERING PRACTICE
feed pumps) so allowing the turbo-generator exhaust heat to be
used efficiently, the back pressure turbine is often selected for ships
which spend a large part of their working lives under full power
conditions. The number of turbine stages provided varies from 2
to 5, depending upon the terminal steam conditions. Power is gener-
ated at nearly ideal efficiency since internal losses are passed on as
increased heat in the exhaust steam so becoming recoverable in the
heat exchangers supplied from this exhaust steam source. Never-
theless, the steam rate of the machine is important under any
operating condition when the main engine power is below design or
the electrical load is unduly high. If these conditions-e.g. at low
power steaming or in or approaching port-lead to the exhaust
steam flow exceeding that which can be absorbed by the main
power plant feed heating or related systems, the surplus exhaust
must be dumped to a condenser at substantial dis-economy. The
intimate link to the exhaust steam range requires the surplus ex-
haust valve to be quick acting to relieve increasing range pressure if
the normal feed floy; to the boilers is suddenly reduced or inter-
rupted in emergency.
b) Single Stage Back Pressure
Turbines of this type have been fitted in many ships as stand-by
machines and arranged to exhaust at atmospheric or near atmos-
pheric pressure to an auxiliary condenser normally used for cargo
pump exhaust or similar duty. Although their steam rate is neces-
sarily high, their selection is based on the premise that their low
initial cost offsets the high fuel consumption for the short periods
when they are on load. Due to the high availability of the multi
stage turbine (which is shared by the single stage machine), stand-by
turbo-generators of the latter type are normally only on load to
provide a "spinning" power reserve when a ship is in close waters
and near absolute electrical system integrity is essential.
2.3.3. Low Pressure Condensing
Low pressure horizontal multi-stage condensing turbines are widely
used where the available steam pressure is in the 6 to 20 bar range. Apart
from the operating pressure distinction the turbines are as discussed in
Section 2.3.1.
a) Waste Heat Recovery Type
Self-contained or package type sets as described in Section 2.3.1(a)
are used in motorships where the steam source at sea is from waste
heat recovery plant. The turbines are usually designed to operate
with low pressure superheated steam at sea and with steam at a
higher pressure direct from an oil fired boiler under port conditions~
TURBINE TYPES. GENERAL 9
and the materials used for standard turbine internal parts are made
suitable for operation with saturated steam to provide long life
where a superheater is not fitted to the boiler. Present day standard
machines usually have 5 stages but the number of stages used and
hence the efficiency is linked to the compromise necessary between
turbine cost and waste heat recovery plant cost, bearing in mind
that for any designed load one cost increases as the other decreases.
Turbo-generators of this type have been used and are very suitable
for operation in unattended machinery spaces in view of their
reliability and as the residual heat in the boiler plus waste heat unit
continues to generate steam and allows the power supply to be
maintained for several minutes under the extreme emergency of an
abrupt main engine stop. This time margin allows boiler fires to be
lit-off or a stand-by Diesel set to be started, all by automatic control
devices, to maintain the integrity of electrical power supply under
such conditions. The results of actual shipboard tests are shown
on Figs 2.3.3.(a) and 2.3.3.(b).
b) Single Stage Condensing
Some package turbines of this type, arranged to exhaust at a vac-
uum to a condenser, were formerly fitted to operate in conjunction
with waste heat recovery plant in motorships where the electrical
sea load was low due to the provision of main engine driven pumps
and the minimum of electrical appliances. They seldom, if ever,
were adequate to carry the applied sea loading due to the high
steam rate of such turbines and undue optimism of the system
designers when assessing electrical loads, main engine service con-
ditions, and heating steam requirements on board the ships.
c) Bled Steam Condensing
When high steam pressures and temperatures are employed for
large powered steam turbine propelled ships the initial cost of the
main turbo-generator may be reduced by it being arranged for
operation on bled steam, and the overall thermal efficiency of the
power plant may be improved in some cases. The bled steam is
extracted from a suitable stage of the main high pressure turbine
at reduced pressure and temperature when the main engine is run-
ning at power. Provision must be made for automatic changeover
to a source of live reduced pressure steam when the ship is operating
at reduced power and when in port. The driving turbine for the
generator is provided with the required number of stages to suit
the available pressure drop before exhausting to the main con-
denser.
10 MARINE ENGINEERING PRACTICE TURBINE TYPES. GENERAL 11

generator and a clutch connected to the low pressure turbine pinion. Under
steady power and, with shaft speeds near design, the clutch is engaged
Ship A. Rundown tflSt with automatic
I I firing provision for botlflr-
to cut In Mlow 140 IblinZg (9·6S bars).
to drive the unit from the main engine and the auxiliary turbine is vented
to the main condenser. Under other operating conditions, when frequency
1'lt'60JI TlA on full Sfla load
Heating steam services in USfi would exceed the acceptable 5 to 10Hz variation, steam is admitted to
the auxiliary turbine and the clutch is released, all by means of automatic
I~ and/ or remote control devices. When reversing the procedure to engage the
~ I~ I 150
clutch, the auxiliary turbine speed is controlled to match the frequencies
and a friction clutch effects a short term coupling to main gearing before
~10..j ~
<l 10 I
the gear type positive drive clutch is engaged and driving steam shut off
",,' I<l I

~
ti<:II 1"'ali~
~ Full firfl
the auxiliary turbine. With this arrangement provision has to be made to
'-
,:::>
I '"~ allow the electrical circuits and components to accept some frequency
Q..
I~
I variation, and to maintain the desired efficiency the main turbine speed has
9~ ~ t3- 1 to be kept within the acceptable range despite hull/propeller fouling or
I
~ adverse weather conditions. In operation at sea this may entail restricting
if)
125
I
I ! i i i i rudder angles, avoiding temporary power changes, and ensuring that the
o 5 W ~ ~ ~
Time from stopping main enginfl, minutfls auxiliary turbine steam valve will operate freely if a sudden emergency
(a) arises after a long passage during which the steam valve has been in the
closed position.
18 61

'j
'" 'tl

~h::,-~ ~ :t....~
12l 170
I)"
1!Q",? " I-b-g.~%.
~ C:l'tl tl
--x-,x
\ 5
t$.15t60 -<l.....
" ~] § t
~ C:l'tl.2
\
\ 5
~
:::.
~~~~ ~
f>-r-
1 - -r-c;.

~ 140
.....E"/ Q: ~~~ \ S7 tt
~"'?E" \
III
~ ~

f 9ll~130 \ S6
x

~ IfJ~
~ 8 ~f2 S5
~ C:l
<l: Ship B. RundOwn I,,'wdh
7-J l:l automatic starting
\ ~ 10 arrangement for DIA sfit

~
<:l.. ~ provided but isola. ted for tfist.
6 ~ 9 T/A on full Sfia load Initially.
~ 8 Hfiatlng steam m USfi

SJ 70
o
I iii
1 2 3 4
I iii
5 6 7
8 iii
9 10 11
I
12
Timfl from stoppmg main flngine, minutes
(b)

FIG. 2.3.3.-Rundown time graphs.

2.3.4. I\1ain Turbine/Auxiliary Turbine Driven

Competition between designers to reduce the "all purposes" fuel rate
of steam turbine propulsion plants has led to arrangements incorporating
alternative main gearing/auxiliary turbine drive to an electric generator.
The assembly comprises a common base attached at one end to the
main engine gear casing and carrying an auxiliary turbine, a two pole
 TYPICAL MACHINES 13
3.2.1. Brotherhood 1000 kW Set
An outline of a specific 1000 kW turbo-generator set, showing the main
controls, is shown on Fig. 3.2.1. The 558'8 mm (22 in) M/ diameter steam
turbine has one Curtis plus seven Rateau stages with the set arranged for
turbine/generator speeds of 6875/1200 rev/min and steam conditions of
58'5 bar /510°C/724 mm Hg (850 Ib/in 2 g/950oF /28'5 in Hg vacuum).
Steam consumption at the designed conditions in kg(lb) / kW / h is :
50% Loaded 65% Loaded 75% Loaded Full Load
3. TYPICAL MACHINES 4'84 (10'68) 4'63 (10'2) 4'49 (9'91) 4'32 (9'52)

As shown in the preceeding section there are several different types of

steam turbines in current use as prime movers for the generation of elec-
tricity. There are also many manufacturers involved, both in the United
Kingdom and abroad, in the production of such turbines. Detailed differ-
ences abound between the various makes and while the scope of this work
does not allow examination of these differences, there are many similarities
which enable a description of one manufacturer's product to be generally
applicable to other designs.

Peter Brotherhood Limited of Peterborough, England, are currently the

largest European suppliers of a full range of turbines and gearing for
driving electric generators in ships. Their products are representative of
the advanced state of the art and design of such machines. For this re3.son
and as they have readily made available and freely supplied relevant
material, much of the following descriptive matter deals with their particu-
lar designs as being generally representative of turbo-generators which may
be found in ships now in service.

3.1. GENERAL FEATURES

Steam turbine prime movers are robust and designed for long periods
of operation at part loads or full loads on shipboard without shut down
for maintenance or repair. They must be capable of operating alone or in
parallel with similar machines or with other types of prime mover. The
turbine with gearing and lubricating oil system components, with their
respective control and protective devices, should be assembled on a common
baseplate and the set factory tested before installation in the ship where
the testing is repeated before sea trials. If the set is of package type, then
the condenser will also be included in the assembly test procedures.
3.2. CONDENSING TURBO-GENERATOR
Typical machines of the high pressure steam type exhausting to a main
engine condenser, as discussed in Section 2.3.1.(b) have been supplied by
Peter Brotherhood Limited for a recent series of VLCC's.
12
FIG. 3.2.1.-Brotherhood condensing turbo-generator-turbine controls.
3.2.2. Typical Specification
A photograph of a typical set of this size with the upper part of the
casing removed, together with some typical components, is shown on Fig.
3.2.2. While details may vary slightly to suit the requirement of a purchaser
a general specification-from which the parts shown may be identified-
would cover the following features.
The turbine is of single cylinder, single flow, multi-stage, axial flow
type. The rotor is machined from a solid gashed forging and designed for
sub-critical frequency, fitted with blades of Outside Straddle and Straddle
T root form. Steam, exhaust and interstage gland packings are of the
segmental stepped high-low tooth labyrinth type with tee roots and radial
leaf springs. The sealing pockets of the shaft gland~ are served by a pressure
operated automatic system. Oil and water throwers and catchers are pro-
14 MARINE ENGINEERING PRACTICE TYPICAL MACHINES 15

vided, and a pressurized air seal between steam and oil seals prevents oil or
feed contamination under running conditions. A condensate circulated gland
tJ> t), ejector / condenser is provided. Turbine and gear bearings have white metal
.~
l;:;
-g ...
\'j lined steel shells~ the thrust bearing is a Michell multi-pad type complete
<j <II

~
Q. <l
....
I/)
with surge pads and arrangements made for adjusting the axial position of
(::
;:: ...:;, the rotor. The speed governor is motorized and arranged for both remote
:>-.
-Q
:s and local control for synchronization; it consists of a speed responsive
~
~
"
tl
Q.
t),
centrifugal element driven from a take-off on the rotor shaft extension and
(j
.;:; :§ operating a double beat profiled throttle valve through an oil operated
Vj
~ hydraulic servo mechanism. The speed control is arranged for straight line
regulation (load against speed) with a speed droop of about 4 per cent
between full load and no load; governor adjustment may be made on site
to modify speed droop control within a range of approximately 21- to 51- per
cent to enable kW load sharing between turbine and Diesel generators to
be readily matched. The security devices comprise an overspeed trip of
spring loaded unbalanced valve type (or eccentric ring or bolt type if
required) carried in an extension of the turbine shaft, a low pressure oil
trip and a vacuum trip which operate within limits of 10 to 15 per cent
overpeed, 0'345 to 0'690 bar (5 to 10 Ib/in 2 g) oil pressure and 406 to
457 mm Hg (16 to 18 in Hg) vacuum, respectively; all are as far as possible
arranged to fail safe and on operation release pressure from the hydraulic
~
::. servo mechanism of the throttle or emergency valve so shutting steam off
Q.,

:a... the turbine. Forced lubrication of bearings and gear trains is supplied by
\'j a gear type oil pump driven from the shaft extension and discharging via
~
duplex, expendable, cartridge type micronic filters providing filtration down
to 10 to 15 /lm; a motor driven oil pump is provided for normal starting
and a hand operated pump for emergency use. The gearing forming the
speed reduction unit to the generator drive coupling is single helical reduc-
tion type with teeth hardened by nitriding and precision ground by the
Maag process: end thrust due to the small helix angle is absorbed in the
gearbox and divorced from the turbine thrust. Turbine and high speed
pinion in the latest designs are coupled via a "membrane" coupling, or a
hardened and ground single engagement gear type coupling (as shown) if
preferred, and all rotating parts are accurately dynamically balanced. The
turbine, gears and generator are mounted on a common fabricated baseplate
and the oil tank for the lubrication system is integral with the baseplate
-2 section supporting the turbine and gears.
~
...<lo

~
<:: 3.3. BACK PRESSURE TURBO-GENERATOR
§,
rj
... Machines of this type, as discussed in Section 2.3.2(a), have been fitted
in many oil tankers over the last several decades and, more recently, in high
1 powered steam turbine driven container ships where the same criteria of
long sea time/short port time applies in addition to requirements for large
FrG, 3,2,2.-Turbine components. auxiliary powers and compact units.
16 MARINE ENGINEERING PRACTICE TYPICAL MACHINES 17

3.3.1. Brotherhood 1200 to 1360 kW Set usually much less than for condensing machines and the light load fraction,
A series of recently built container ships have been provided with i.e. the fraction of the full load steam required to carry the no load losses.
1200 /1360 kW back pressure turbo-generator sets as shown on Fig. 3.3.1. is correspondingly higher as is evident from a comparison of the steam rates
The 304'8 mm (12 in) multi-stage steam turbine has one Curtis plus five given in Sections 3.2.1. and 3.3.1. This calls for the greater efficiency possible
Rateau stages. Each set is arranged for turbine/generator speeds of 12000/ with minimum throttling. In addition. a dual sensitivity to loading is im-
1800 rev/min and for steam conditions of 60'33 bar/507°C (875 Ib/in 2g/ posed on back pressure turbines since the steam flow will vary with either
945°F) with an exhaust pressure of 3'86 bar abs (56 lb /in 2 a). Steam con- changes in electrical loading or changes in the steam off take from the back
sumption at designed conditions is: pressure range, e.g. if'the exhaust steam flow from feed pumps or other
units exhausting to the range is varied following changes in their loading. A
Load in kW 1360 1200 960 720 480 schematic arrangement of the control gear and protective devices for such
kg/kW/h 7'93 7'74 8'03 8'50 9'54 turbines is shown on Fig. 3.3.2(b).
(lb/kW/h) (17'48) (17'06) (17'70) (18'75) (21'04)

Turbine cylinder 3.4. WASTE HEAT RECOVERY TURBO-GENERATORS

Package type condensing turbo-generator sets operating on low pressure
steam obtained from waste heat recovery plant have been generally used in
Diesel engined ships over the last decade. They provide a power source
with high reliability and low maintenance, and the present trend towards
high propulsive powers with increased auxiliary electrical loads, and ships
spending a greater proportion of their life under full power sea conditions.
enables substantial fuel economies to be obtained from the use of the
combined plant.

3.4.1. Brotherhood Waste Heat Recovery Sets

FIG. 3.3.1.-Brotherhood back pressure turbine-principal components.
3.3.2. Machine Details
Standard prime movers of this make are available for power outputs
up to 3000 kW and an impression of a typical machine is shown on Fig.
3.3.2(a). The specification is as given in Section 3.2.2. except that the back
pressure trip security limit is 0'345 to 0'690 bar (5 to 10 Ib/in 2 g) above the
working back pressure and the steam flow through the turbine is controlled
by a separate combined stop and emergency valve with a three valve auto-
matic nozzle control valve as standard equipment. This steam flow control
system is provided because the available heat drop through such turbines is
Machines of this type have been mainly supplied for Diesel engined
tankers, bulk carriers and container ships which satisfy the above criteria.
As an example of the wide range of steam conditions and powers covered.
a series of 500 kW turbo-generater sets recently supplied for 35000 dwt
tankers and shown on Fig. 3.4.1. were arranged for operation on dry
saturated steam at 12.7 bar (185 Ib/in2g). Each 457.2 mm (18 in) multi-
stage steam turbine has 6 Rateau stages and the turbine/generator speeds
are 8400/1500 rev/min. Steam consumption at the 673 mm (26'5 in)
Hg vacuum designed conditions was 3647 kg (8040 lb)/h at 400 kW load
and 4627 kg (10200 lb)/h at the 500 kW loading state. The steam conditions
given are unusual and probably influenced by an expected trading pattern
for the ships. The steam pressure selected is usually lower to increase the
potential heat recovery from the main exhaust gases and the turbines
designed to withstand 2-!- times or more than the normal operating steam
pressure at sea to meet the rising steam pressure characteristic which follows
reduced steam demands from such systems, and to suit port conditions. It is
also usual to superheat the steam to improve turbine and system efficiency.
and to improve the dryness fraction of the steam in the last turbine stages.
For example, machines supplied to other recent ships have been designed
for higher vacuum and the following steam supply conditions:
 -
00

~
9
IJ,)

~
N / F/. .ibk couplinIJ
~

!
C3
Hardened and ground
reducHon gear/ng
3:
>
:-:l
Z
;;. tTl
~ tTl
::r-
Cl
Cl Blower for air ~
~
sf:aling glands Z
tTl
"'"
~ tTl
:-:l
"'"'
~
Overspel2d trip-
~
(1:l

1::l "tl
;:::
... :-:l
(1:l

i:
... Rotor
q
~
"'"
Cl
DQ
tTl

(1:l
;::

~
0-
:"
Blades

Q/''DIS
,,~
~ !~, 0,....

1 . .~> )~j.,
\'"-.,)i""
...: @

~
!5 ~~ l
~
IN
N
? ...,
'I -<
"tl
~ n
~ >
l"
s:::.
;:::
~ 3:
(")
Pressure >
(J
Cl control :I:
;:: valve
::;
;2., ~
CIJ
Motorized ~ntrifugal To lubricating
~ governor oil system
""~
~

B
\,
Gear oil pump
J
-, r
L

I~
Orifice
Hand trip

Aux. oil supply

Drain
Drain Drain Drain

-
\0
20 MARINE ENGINEERING PRACTICE TYPICAL MACHINES 21

it maintains the vacuum while the motor is running, whereas the steam jet
is sensitive to initial steam pressure and loses vacuum suddenly if the
Ship Type Turbo- Steam Steam Steam Rate
pressure is reduced to any appreciable extent.
Generator Pressure Temperature kg (lb) /h
Size kW bar (lb/in 2 g) °C (OF)

Cargo liner 1100 6'26 (90) 243 (470) 8164 (18000)

VLCC 1000 5'17(75) 270 (518) 7250 (15980)
OBO 850 6'26 (90) 235 (455) 6700 (14800)
VLCC 2 x 750 8'12(118) 270(518) t,430 (9775)
Oil prod ucts 650 13'70 (200) 203 (388) 6300 (13900)
aBO 600 11'25 (164) 240 (464) 4840 (10670)

Sp~~d change Gov~mor Gland steam

handwheel levers ~topvalve
Emergency valve
resetting leviN:' ,,"!

DIaphragm 1st stag~ nozzle

FIG. 3.4.2. -Turbine details.

3.5. SINGLE STAGE TURBO-GENERATORS

These machines are in restricted use where the conditions satisfy those
discussed in Sections 2.3.2.(b) and 2.3.3.(b) and similar turbines are used for
driving other rotary high powered machinery such as pumps, etc. in engine
rooms. Earlier turbine designs were usually of two bearing type but the
overhung rotor type of construction with integral gear drive, as shown on
Fig. 3.5., is now the normal type used.

3.6. ALLEN TURBO-GENERATORS

FIG. 3.4.l.-Brotherhood W.H.R. turbo-generator-controls.
3.4.2. Machine Details
Standard prime movers of this make are available for power outputs
up to 1200 kW and larger machines can be supplied as required. A section
through a typical machine is shown on Fig. 3.4.2. The specification is iden-
tical to that given in Section 3.2.2 for machines operating on high pressure
steam excepting for the provision of the condenser shown and either a two
stage steam jet air ejector or, alternatively, a liquid sealed rotary air pump
system. This alternative increases the turbo-generator run-down time since
Although now seldom if ever fitted in new ships the pass out type of
machine is widely used in shore based industry. Messrs W. H. Allen Sons &
Co. Ltd., are among the well known makers of this type of turbine, in addi-
tion to supplying the marine industry with a range of turbo-generators
similar to those discussed in Sections 3.1. through 3.5. An impression of a
pass out turbine is shown on Fig. 3.6.(a). The pass out governor or pressure
regulator is not shown, but its function is to provide a constant steam
pressure passing out from one of the early stages to the ship's low pressure
steam main for the heating steam services. It does this by controlling the
admission of steam from the pass-out branch to the low pressure part of the
turbine. Fig. 3.6.(a). also shows an outline of the epicyclic speed reduction
gear which is a feature of many "Allen" turbo generators. Fig. 3.6.(b). shows
22 MARINE ENGINEERING PRACTICE TYPICAL MACHINES 23
a diagrammatic arrangement of the Allen-Stoechicht double helical epi- Generally an alloy steel is used when greater strength, ductility and tough-
cyclic gear which these makers recently supplied with a series of 1200 kW ness are required than is usually obtainable from carbon steel, or where
11500/1800 rev / min back pressure turbo-generators for installation in specific qualities such as corrosion resistance, heat resistance or impact
high powered container ships. In this particular planetary type of gear, the
annulus is fixed to the casing and the planet carrier rotates in the same
direction as the sun wheel. The sun wheel is connected to the high speed
shaft and the planet carrier to the low speed shaft.

FIG. 3.6.(a)-Allen pass out turbine.

Planet wheels
Rotating ""-"" ~ rotating about
sun wheel ~ "'-.. lVJ own spmdles

FIG. 3.5.-Brotherhood single stage turbo-generator. FIG. 3.6.(b)-Allen planetary gear.

3.7. MATERIALS OF CONSTRUCTION values are needed. Since the principal designers are in general agreement on
Special or high grade carbon or alloy steels, including proprietary the properties required, and as the range of suppliers offering these special
brands, are widely used in the manufacture of turbo-generator components. steels or other special materials is limited because of the restricted market,
24 MARINE ENGINEERING PRACTICE

materials used for turbo-generator construction are generally very similar

whatever the make of machine. The following list shows materials used for
the principal components of the machines discussed in Section 3.1. to 3.4. It
will be noted that the EN classification is now superseded, but all steels used
will conform to the latest British Standards classification. Some material
changes are imposed for special single stage machines, and for turbines where
the initial steam supply is saturated so requiring increased corrosion resistance
from the metals used. 4. VITAL SUB-SYSTEMS

Item Material The scope of this work does not allow all turbine compo'lents to be
Rotor shaft and discs 722M 24T illustrated and discussed and reference should be made to Working Instruc-
Turbine blading Firth Vickers FV520B tion Books on board ship, and to text books, for detailed information. This
Steam casing BS3100: 1976 A2 or section, then, deals only with such vital sub-systems and components as are
BS2789 SN27/12 generally applicable in principle to many turbo-generators, even though
Exhaust casing BS2789 SN27/12 details may vary between different makes of machines.
Nozzle segements 1st stage 321 S 12
Nozzle segements later stages 420 S 37R 4.1. LUBRICATING OIL SYSTEM
Labyrinth packings 416 S 21P It is an axiom that oil is cheaper than metal and it is obvious that the
Casing fasteners BS1506-621B (T) lubricating and servo-oil systems are essential to turbine operation. The
Main steam valve 321 S 12 oil formulation used has to compromise between the requirements for bear-
Main steam valve seat 420 S 37R "Stellited" ing lubrication and cooling, and gearing and servo system operation: resist
Nozzle chest BS3100: 1976 A2 or BS2789 deterioration from oxidization, emulsification and corrosion products and
SN 27/12 inhibit sludge formation as far as possible. Water contamination is the most
Throttle valve and spindles 722 M24S nitrided common hazard due to leakage from shaft glands or condensation in the oil
Throttle valve seats 420 S 37R "Stellited" sump or in drain lines: this leads to emulsion formation when a mixture
Governor weights 722 M 24R nitrided of oil and water is agitated, but the emulsion will normally separate into
Gearbox C.1. BS1452 G20 the constituents unless oxidization of the oil has occurred. Such oxidization
Pinion and gearwheel 722 M 24S nitrided may o~cur due to a thorough mixing of air and oil, so producing foam: any
Unless otherwise stated materials are to BS970: 1970 and are those most foaming will impair bearing lubrication an1 cause erratic functioning of
frequently encountered in marine applications. servo systems due to the compressive nature of such fO:lm entrained with
the operating oil.

4. 1.1. A diagram of the oil system of the Brotherhood turbo-generators

discussed in Section 3 is given on Fig. 4.1.1. from which the circuit used is
easily followed. The high pressure supply at 60 to 80 Ib/in2g (4.1 to 5.52 bar)
goes to the servo system; the lubricating oil supply at 18 to 25 Ib / in 2 g (1.2
to 1'7 bar) is led via a pressure control valve and the oil cooler. The oil
quantity then delivered to the individual bearings, sprayers, etc. is fixed by
pipe and orifice sizes and should not be altered. The auxiliary oil pump is
provided with a pressure switch in the motor starter circuit which stops
the unit when sufficient pressure is available from the main oil pump after
the turbine is started, and switches on during the run-down period after the
steam to the turbine is shut off.
25
26 MARINE ENGINEERING PRACfICE VITAL SUB-SYSTEMS 27

KEY
x::x:x::x::x. 0/1 suction On~oftwo Combined stop and
control valVl<'S eml<'rgency~
Gov.oil
z:z:z:z::z 2S0lblin Zg
~ ---Lub.oil
~
:s ---3S-tSIb/inZg
t:l ~
is 0
b, I ~
g~
~ ElTIflrgency trip
<::l ~ gear
l.. t:: ~ I fl """#i?lll Handrl<'sl<'tting
-2 ~ lever
t:l
f: ~ 'Low lub.oil and
~ § oVflrspfled trip
~ Hand trip lever
'" Actuator 11 I

+ ==~~===::::)f-jl__ Overspeed trip

"en ;Ii ;;i4
'rifice
Prflssurfl ~Jl><l=Z Solenoid operated
gauge trip valve
Turbine lub.ot!
relief valve
Filler with--01 ~ Pressure gauge
bypass y.c==-: ........ To turbine
bearings
~.!:>
~t:l
:::is ~Toaltemator
o~ bearings
Q. .......
t:l
'-J:>'
Gov.oil : -=FTo epicyclic gear
relief valve
Pressure gauge

t.ft. " r-... j L ... ~ J Lub. ot!rekef valve

Motor drive,
gear-type
standby oil
pump~) ~ '=" ~ II-Non-return valve

TP 1 thermometer
pocket
Oi/tank
TP2 thermocouple
pocket
strainers.rr I 1 "I 'II cooler

-2
~.s.
~-b FIG. 4.1.2.-Control and lubricating oil systems, Allen B.P. turbine.
, \ ~'b
~....... ,
QC::
c::
(\I

':3 c- ~ E
(\I
S.
}; ~ ,
::ttl
~ 4.1.2. The Allen back pressure turbo-generators discussed in Section 3.6. are
''....""
(\I
:>.
-::::
(\I
Q. u
"::::
:::, .~~
0 .....
'i::
Q provided with separate tandem driven pumps for control and lubricating
0 UJ
Q. Cl
'b ~~ ::t oil duties, as indicated on Fig. 4.1.2. The control oil pressure of 250 lb/ in 2
0 c:: 0UJ--:::;'
.....
::...
.Q
~ (17 bar) is maintained by means of a relief valve and an accumulator to
(\I
Q: provide a reserve of oil in the event of pressure surges; the control pressure
is released in the event of any of the emergency trip devices operating, so
FIG. 4.1.1.-Diagram of oil system, Brotherhood B.P. turbine.
28 MARINE ENGINEERING PRACTICE VITAL SUB-SYSTEMS 29
stopping the turbine via the emergency trip gear. The lubricating oil
pressure of 2'06 to 2'40 bar (30 to 35 lb / in 2 ) is applied to the epicyclic gear
with downstream pressure reduced to 1'06 to 1'37 bar (15 to 20 lb / in 2 ) via
an orifice plate and a relief valve to supply the turbine bearings. A tapping
from the lubricating system, via an orifice and a three-way cock, provides .~

oil to raise the steam control valve for starting purposes.

(]If)
.~~.
4.2. SPEED GOVERNING
Fly ball
The function of the speed governor is to sense the turbine speed and
respond with a proportional output that is used for control purposes to
ensure the automatic safe operation of the machine when synchronizing
and when on load either alone or in 'parallel with other generator sets. The
characteristic must provide falling output power with rising shaft speeds /Floating lever
above the nominal value. Regulatmg port

4.2.1. The mechanical speed governor traditionally used is driven through Power piston
gearing from the rotor shaft and is a force balance system where the ~"
centrifugal force of rotating weights is balanced by the elastic force of a
spring or springs; the radial position of the weights is dependent upon the
speed of rotation and weight movement is usually transmitted via links and
relays to hydraulic servo motors which provide force amplification to Power cylinder
actuate the steam control valve of the turbine. The general features of such
governors can be distinguished from Fig. 3.3.2.(b). The figure shows the
connexion for the speeder motor at the top left hand side, rotation of the
worm wheel by motor or manually alters the load on the governor spring
and so adjusts the turbine speed to facilitate synchronizing and load sharing.

4.2.2. The type of governor described with hydraulic linkage or direct
linkage has been developed and proven over decades of operating experi-
ence but is relatively large and expensive. The "Woodward" spe¢d
governor is a proprietary specialised product which is increasingly being
used in place of the unit manufactured especially for a specific turbine. It
is now offered as an alternative by "Brotherhood" who use the standard
UG8 base and by "Allen" who use this "Woodward" UG8 type hydraulic
governor driven by a vertical shaft through a worm gear fitted on the steam
end of the turbine rotor shaft.
This compact variable speed oil pressure governor has a self contained
oil pump and accumulators and offers externally adjustable speed droop,
speed adjustment with limit stops and load limit control which may be used
for manual shutdown; Fig. 4.2.2. show a simplified impression of the gov-
ernor with limit and indicating mechanism removed, under the speed
increasing condition. For a full description and maintenance instructions it
is necessary to refer to the makers brochure.
• Pressure all
o Sump oil
FIG. 4.2.2.-Woodward UG8 governor.
4.3. PROTECTIVE DEVICES
These are normally provided to guard against overspeeding, oil failure.
vacuum failure or high exhaust pressure and a schematic arrangement, from
which the type of device can be identified, is shown on Fig. 3.3.2.(b). In some
cases, other equipment is provided to cover for thrust bearing failure or
excessive vibration but this is not common for turbo-generators of the size
under consideration and will not be discussed as the devices are similar to
those used for larger modern main turbines. Electrical system devices to
guard against motoring or to remotely trip the generator set are outside the
30 MARINE ENGINEERING PRACTICE VITAL SUB-SYSTEMS 31

present scope. Details of individual protective devices vary with makers t'l
<.:
l:: ~'"
but all modern tripping devices operate on the fail safe principle in that the 3' ~ :S!
operation of anyone of them causes the complete collapse of relay oil I

pressure.
I

4.3.1. Overspeed Trip

The speed governor must control the transient speed rise following
full load rejection to below 110 per cent of normal and the "fly-up" is
normally of the order of 6 to 8 per cent of rated speed. If excessive over- 2
speeding should occur centrifugal stresses will increase, in the ratio of the
speeds squared, and the risk of local plastic yielding and ultimate failure
of blade fastenings, etc. is present. The overspeed trip is the safety device
provided to initiate action to close the emergency stop or throttle valve and
prevent this hazard being imposed on the turbine. The importance of correct
functioning of the overspeed trip gear cannot be over emphasized and a
machine should not be put on load if the action of the device is impaired.
Electrical overspeed trip devices are not likely to be encountered since their
use is restricted to large shore plant. They usually consist of a normally
energized solenoid holding open a relay; on overspeed, the solenoid current
supply is broken by a signal from an inductive shaft speed pick-up device. ~
I
The mechanical overspeed trip fitted to turbo-generator rotors consists

~
of a spring loaded bolt, ring, valve or weighted leaf spring in which the
centre of mass of the weight is offset from the centre of rotation. On over-
speed the out of balance force causes movement of the trip to initiate action
leading to steam valve closure. Depending upon the type used, the weight
7 :N««cs 7
movement either contacts a trip lever linked to a catch normally holding J

the spring loaded steam valve open, or uncovers a port which releases
pressure in the relay oil system, so allowing the spring loaded steam supply ...
~~
valve to close. A manually operated device is often included in the linkage ~t
tit:
to allow local immediate tripping of the steam valve. Typical examples of
overspeed trips are: b"
'-

t:
t--+-+-~ III
:..,
a) Eccentric bolt type
This is shown on Fig. 4.3.1.(a). Under the normal running conditions
.,
~tj"b
..
~
the spring holds the bolt head against the plug. On overspeed the ~t ~
unbalanced centrifugal force causes the bolt to fly out very quickly ~~
.,,, --~
and kick the lever which is connected through linkage to the retain- "'"
:"0

~a
ing latch of the steam valve, which then closes.

b) Eccentric ring type

This is shown on Fig. 4.3.1.(b). Parts of the ring are eccentric to the
rotor shaft but in normal operation are held co-axial by the spring FIG. 4.3.1.-0verspeed trip assemblies.
load. On overspeed the action is similar to that of (a).
 32 MARINE ENGINEERING PRACTICE VITAL SUB-SYSTEMS 33

c) Unbalanced 'valve type restored while the turbine is running down or when the overspeed trip
An exploded view of this type as fitted in the latest "Brotherhood" valve has operated. Before restarting the turbine the plunger must be
turbo-generators is shown in Fig. 4.3.1.(c). The assembly is carried withdrawn by pulling the reset knob provided on the valve body.
in an extension of the turbine rotor shaft and the unbalanced valve
is held onto the valve seat by means of the helical spring at
normal shaft speed. At overspeed the centrifugal force exerted by
the valve overcomes the spring force causing rapid opening of the
valve. Lubricating oil is fed into the centre of the shaft extension \
via an orifice-see Fig. 3.3.2.(b)-and when the unbalanced valve is
opened on shaft overspeed this causes the pressure downstream of J
the orifice to be reduced to zero, so actuating the low pressure oil
trip, destroying control system pressure and so closing the steam
supply valve to the turbine.

d) Weighted leaf spring type

The cantilever type used on the latest designs of "Allen" turbo-
generators is shown on Fig. 4.3.1.(d). The assembly is located at the High pressure oil supply
l ..
steam end of the rotor shaft and comprises a weight carried at the to governor rela.y cylinder
end of a leaf spring with the other end of the spring mounted at the
centre of the rotor shaft. At normal running speeds the weight is
adjusted to be concentric with the rotor shaft so virtually closing
an orifice connected to the lubricating oil system. In the event of an
overspeed, centrifugal force overcomes the leaf spring restraint

I
and the weight moves to an eccentric position so opening the orifice
to flow and relieving the oil pressure to drain. This destroys the Low pressure oil signal
control system pressure which leads to operation of the low lubrica- from lubricating system

ting oil trip and the emergency trip gear through the circuit shown
in Fig. 4.1.2.
4.3.2. Oil Failure Trip
Loss of oil supply pressure to the bearings would quickly lead to
journal and thrust bearing failure and to shaft damage. In the absenae
of corrective action and, in the ultimate, it could lead to explosion following
overheating with hazard to both machine and man. Causes of pressure loss
may be undetected oil leakages, pump failure or blockage of suction strainer
or discharge oil strainer. Although these defects are rare, it is
fortunate that the low lubricating oil pressure trip is a simple reliable device
not subject to wear and requiring only that the oil supplied be clean to
avoid lacquer deposit that might impair operation. Location of the trip in
circuit is shown on Figs. 3.3.2.(b) and 4.1.1. and details shown on Fig. 4.3.2.
with the device in the tripped position. It will be seen that the trip consists
of a spring loaded hydraulic spool valve which moves to the spill position
as shown in the governing oil circuit if the lubricating oil supply pressure
falls to 5 to 7 Ib / in 2 g G to ! bar). In this condition the spring loaded
plunger prevents the valve rising should the lubricating oil pressure be
FIG. 4.3.2.-Low pressure oil trip.
4.3.3. Back Pressure Trip
Excessive back pressure may be imposed on a turbine if the exhaust
steam range pressure increases unduly due to mal-operation of bled steam
} control valves connected to the range or cessation of feed flow through
units absorbing the exhaust steam; with condensing turbines the vacuum
may fall due to loss of circulating water, air not being removed from the
I condenser or the condenser flooding due to condensate not being extracted.
The function of the back pressure or low vacuum trip is to protect the
turbine exhaust casing and exhaust main or condenser shell / tubes from
excessive pressure, and the last stages of turbine blading from increased
temperatures which would follow. One type of trip used and its location in
the circuit can be identified on Fig. 3.3.2(b), it is a spring balanced hydraulic
spool valve connected to a bellows contained in a casing; either the casing
interior or bellows interior (depending on type and the direction of the
balancing load required for normal operation) is connected to the turbine
34 MARINE ENGINEERING PRACTICE VITAL SUB-SYSTEMS 35
~
exhaust casing. In normal operation the spring plus bellows loading holds "b~ ~~
~~ ~ ~ ~ ~
the spool valve in a position where high pressure oil can transit the spool .~ ~ .g
~ ~.~
~
b, .... ~
.~ ....~ ;:, l... ~ ·s ~ c:: tl
valve to actuate the governor relay and stop valve, but if the turbine exhaust II) tl
g, .~
.~ .::-gtl ~

'5 ~~
tl .... 'to..
U c:: ~tl
~
t:l
casing pressure changes to a preset level, the difference in loading on the .... ~8 o .... .... II)

'ii~
~

~ t:l ' ~
~ a:::: ~ .Ql...~
bellows unit allows the spool valve to move due to the then unbalanced .Q
lX3
<.J
:::: "'~
0
.~~
g lX3~
Vi
.Q
lX3
.,c::0
~
tl
1lI
-Qtl'"
.~ ~ 0
spring loads, so spoiling control oil pressure to stop the turbine. In another ",
~
"'0
....
type of trip, which is still found in use, a spring loaded bellows is used and
connected so that bellows deformation actuates a spindle connected to
a latch which, on release, actuates the low pressure oil trip of the turbine.
Opinion varies as to the need of these exhaust pressure trips and in many
cases a Sentinel audible warning device is considered to be an adequate
'-- irl
~lIC~:t~. <~~-:--" . .
~~
'.
c::
.Q .::
-g ~~EC="
_
:,--
.I
; t _~~ . o.~
~~

~i
0
~
~

c:::

substitute. (Peter Brotherhood do not share this view).

.\ ~, ;//(> ~
. __
b,
, L ~,~~ " I~~, _d}V( ._.~
4.4. SHAFT SEALING SYSTEMS /~. ~-
~T"
C/
="~ ~
- ,. '""''' / •. tl

~~=- ~
Shaft seals are required to avoid leakages of steam and lubricant from .,
.<.J
,,'

~
the turbine and reduction gears and to preclude mixing of these elements ....
in their various phases. Such mixing can have destructive consequences, for ~
~
~;;c-c_. ~,§=l~.
n~il>/t~
example aeration or emulsification of oil, or oil contamination of condensate ~ <>
or steam which ultimately allows oil to reach the steam boiler plant. The ,,"
~ L['. •
sealing arrangements made are similar to those required for a main turbine,
[~5 r~~f/ '1~
......

but the arrangements need to be much more compact and the turbo- ~ "bb,', // ~
u_ - --

- ,.. -3§
.~
generator loss of power output through interstage leakage is not so t:l ~~ ,,~ ~
significant. Figure 4.4. shows the steam, air and oil sealing systems for an
"b
~
g~' ,. ~
~----------------
~ c=::::=====-=='~
-Q .... t:l b,
e: ..... s
·s ~ ~-l(
up to date turbo-generator, and is largely self explanatory. The use of steam b,·S

:~T""T,·-·····~ l-1!1
tl
,===1
labyrinth glands (which operate by successive pressure fall and velocity
increase over each tooth with subsequent loss of velocity by eddying in the
space between each tooth) is now usual for the high steam pressures and
~
.a
~
",

->:
~~
' _ .. , . •
(j.s
~ ~-
Hb,c::
~'t
.Q ~===,::;:;;;;;;;;;;;;;;;;::;:;;;;::::;::oQ t ~
~==--- -----===-~~ ~~__:==-.~=:c~ ~~
-Q
shaft speeds currently used. Carbon glands are fitted in many older .~

machines in service and are discussed in Section 8. '" = -

4.5. STEAM SYSTEMS
Steam supply piping arrangements vary from ship to ship and, in t II)
3 '
I:

C'~,"'"' I,

/'
rL~
.a't:
[
l~~
.Qtl
common with other pipe connexions to the turbine, they should be ~
tl-+ I [, ~
rR-" ~~;:1iil"" ~
~ 1-"':1.... g
......
adequately supported and should not be rigid. Constant load pipe supports ~ I ?~ ",
are provided on some high pressure systems and should be kept at the Vi~
LIM
~ ~)
9:
gt
........
.~

,1r~ ;tff~ J
designed load. Drainage arrangements also vary and a vortex separator
is sometimes incorporated in the steam supply line to assist drainage and
reduce the risk of any water carry-over causing damage to the turbine. A
"b ~ ~ ) \ " ~
steam strainer is often fitted in or close to the turbine stop valve casing ~~ ~ ;:L~ :s 2 ~
to reduce the risk of solids reaching the turbine steam control valves or
nozzles, or choking the small diameter steam jets in air ejector or gland '~~~J,
: ~~ ~.~~E.'--~-~
/~ ~. ~\t~i
~~ ~ <.>
~
condenser nozzles.
I....
<:1..
.I....~
0
----~
d'
~~
--
l,Jb, ~
~
-..J
tl
I....
~
<:
I....
~tl1lI ~. Vi ~~ ~
e
4.6. CONDENSATE SYSTEMS
Figure 4.6. shows a schematic arrangement of a condensing system for
",

a
<.J
:s
FIG. 4.4.-Brotherhood shaft sealing system.
36 MARINE ENGINEERING PRACTICE VITAL SUB-SYSTEMS 37

an "Allen" turbo-generator, and is typical of systems used with other makes

of machines. The dotted lines indicate a closed feed valve with connexions:
alternatives to this fitting are a discharge control valve which maintains
a constant level in the condenser and allows the discharge to the system of
.~ the remaining condensate, or having a condensate extraction pump of the
~~ l:>,
0111 .~ cavitating type to discharge all condensate to the boiler feed system. The
~~
.g (\I ......

.~.3 figure does not show a gland steam condenser which, when provided, is
5~
l..
-Qi::;C»
~u ~~g condensate circulated and is either a separate fitting or is incorporated in
~.e ...... <.J
the air ejector casing: in addition to dealing with surplus gland steam this
~.~ unit also deals with steam leakage from throttle and stop valves spindles, etc.
~'f
lij~

4.7. AIR EVACUATION SYSTEMS

The two stage steam jet air ejector system traditionally used is shown
on Fig. 4.6. and the arrangement is self explanatory. Although very reliable
they have disadvantages in that they are not very suitable for automatic or
remote control, and require adjustment with changes in load or supply
steam pressure to avoid vacuum fluctuation or the discharge of moisture
laden vapour into the engine room.
The modern trend is to substitute electric motor driven, liquid sealed,
rotary vacuum pumps for the duty particularly for low pressure steam
systems (see Section 3.4.2.). These rotary pumps keep the vacuum stable
if steam pressure fluctuates, maintain vacuum if electrical supply system
frequency falls on excess load or low steam pressure, and are quick starting
with larger capacity at lower vacuum so leading to quicker recovery if
vacuum is temporarily lost or reduced for extraneous reasons. The pump
operates on the well known liquid ring principle and is similar to units used
for automatic priming of water systems and for instrument air compressors.
Figure 4.7. shows the "Nash Condenser Exhaust Unit" which is fitted as
standard to "Brotherhood" turbo-generators.

4.8. REDUCTION GEARING AND COUPLINGS

Power transmission does not comprise a sub-system but is included
in this section for convenience. Arrangement and some details of gearing
likely to be encountered can be seen on Fig. 3.3.2.(a), Fig. 3.6.(b)
and Fig. 8.8.1. Figure 4.8. shows some types of couplings used to connect
turbine shafts and the pinion shaft of parallel axes type reduction gearing.
~ ~c:
In addition to the primary duty of transmitting torque, the coupling used
~;g
c:l
Ill .....
~~ ...L\ ~~9. has to allow some relative angular misalignment and axial movement of the
a~ c:~e:: coupled shafts, and ensure axial location.
v 8c»~
The couplings shown require continuous lubrication which is applied
FIG. 4.6.-Allen turbo-generator condensate system.
so that centrifugal force tends to lead the oil to the coupling teeth. The
difficult task of introducing the oil between pressure faces continually in
contact, and which in claw or tooth form may become axially rigid on
heavy loads, is only partially successful and is leading to the substitution
of the Turboflex (not shown) and other diaphragm types of couplings. Such
38 MARINE ENGINEERING PRACTICE VITAL SUB-SYSTEMS 39
Motiv~ air
from atmo&ph~n
30 inHg(fOf5mb) ab&

+
From &y&tem--.
finHg(34mb)abs
~1.J Iii ~ Entrain air
from system

(a) Cia w couplmg (b) Multi-tooth coupling

Compr~$$ air to
....~<."'I'I---- SinHg(f59mb) ab&

Systrlm chrlck valve

From
concknsrlr l( I To Nash plJm,> (c) Bibby coupling

FIG. 4.8.-Flexible couplings.

diaphragm or membrane types of couplings allow torque to be transmitted

in a misaligned state by deflexion of unlubricated metallic (or, less
preferably, other flexible material) discs connected to the torque tube
between the driving and the driven couplings.

t Seal watrzr
to heat
rzxchangrzr

I=I=I
t
Cooling watrzr in +
Cooling watrzr out

FIG. 4.7.-Nash condenser exhaust unit.

 STARTING TURBINES 41

INCREASE GENERATOR LOAD

T
I t· . to·
t T
~~~.:!~/~~~~_~~~~nz:.~~r ® ~~~~~~~£~~~~~~-~~

5. STARTING TURBINES
® P~~!!...~rL0:B.P..!r.2.C?!!.e.!..a~!-/9E-:!... _ ~~
V~~~C?~u~v.:=.~u!!!.____ I

~~qo~~~~~~~~-- ® /~!!/:!!t..!..O..!'t!l<:!2~'"!2.U!...s.e.~d ~sJ I

The logical order of the safe procedures necessary before starting a ~4;..§E?P_~~ t!:!!L~~-.14JyL.n @ N.2!!!!...aJ..!~I2.!i.!.£.o~':!!.o:.. r:2c!.r.2! 14 .

steam turbine may be deduced from consideration of the fluids, vapours and t.!: £~g~~~!L ?/?c?!!...s!2P_va~ @ !!2c.!..C?E..5!... t.:!!!!!.".!. !P~d.- t.!: I
actions which must be involved, i.e. oil, water, steam, air seal services, and
trip gear (OWSAT) need to be commissioned before the turbine is rotated.
r~ .6'!!'!.!!9P.L~=L~.!! @ !!..~!.!'!£S_af_4Q"h-~<L - - - -.!2 l
OvC?rspC?ro trtp opC?rated. OC?lay rC?SC?ttmg ~

1r·
With experience the finer details of procedures are quickly acquired by of trips. ChC?ck lubricating oil tC?mpC?raturC? ,
repetition but frequent changes of personnel, particularly in motorships ~ ® ~~~~2q~~~~~~~~~~t I ~
where the younger engineers may have had little previous acquaintance with CI) , 1\1

steam systems, make it desirable to provide both general and detailed ~I ~ Qp~.!...to.P. 'P~~~n.3E!!.. @ TU!E~~ !]2~~~J..s£..vtJ!:. E2c!.'"E!...!0 I~
recommendations. These cannot be comprehensive since machines differ in ~I .~ ® A~C?~!!.~?-05..o!:!:§j!!!!,:!:!~ 9 i ~
detail and the Working Instructions for each specific machine should be ~
~I {;"\:) ~ ~
, ----rurblM warming through. .~
I ~
CI)

carefully sttJdied. Although steam turbines can be rapidly started hom a

~ I § Initia.! vibration 'lxaminations ~' ~
.~ I t 8-rj~~.P..~~.e.'"29!:!~i!:!~m873!'E!~!2!!!.'?9..tE.!...0!Jo.!P~ 8 ~Ia
cold condition without warming through, and will survive, this will not be
further discussed as such a procedure does not contribute to long successful ]tiilI ~~ r7..Ih~!!!,!-d!E'.!!. ~~!... -_. _ CD Tu.!P~3:E.d.l.!E !2!!... J 'I
operation and should only be effected in emergency. I
tI l:l TurbmC? warmmg through - must not rotatrl
~I ~ 16 Chflck syst'lm pr~urC?s and trip g'lar s'lttings "

5.1. GENERAL SUMMARY I [r;..f"C!-ck..2~'2..sf!!~v:E~ _ _ _ @)

Subject to detailed changes for specific machines a typical procedure
is shown on Fig. 5.1. for a condensing turbo-generator set. Changes required
I f~..!~~~~!?i~~ 0 i
1i B...~..£O!!!I!:.. '!EE!fU..E'~.2Q..Of!. 0
for back pressure turbines can easily be identified and substituted on the
I
I (O~n 'lxhaust on B.P turbin'l) I'
figure. It should be noted that the time required for warming through and I ~§..~rt_a!!!~'!..J>'!:!'/1}£ _ 0 .
running up the turbine will vary with type and steam conditions. I
I
~~~~...
o ~
CJ~J!z!!.EC-C?i!="'to.!:!:!'!!. ~a~~~r_ _ 2
(OpC?n rll-circulating valvC?)

5.2. STARTING PROCEDURES

}'Stf'!d..a.t!~d.!.n~~_________ (0 ~

Once the turbine has been brought from the secured position discussed
in Section 7, and preliminary checks carried out, before attempting to start t
INITIATE STARTING PROCEDURE
an unfamiliar machine the engineer should be certain he is familiar with Preliminary conditions- StC?am availabl'l at turbin'l with supply line drain'ld
all controls and understands their function. With many machines an - All turbin'l strtam drains open
- Oil sump I'lvtll corr'lct
emergency steam valve or the steam control valve will need to be reset by - Trips and stC?am control Va.!V'l r'ls'lt
means of a hand operated lever: on other machines it may be necessary FIG. 5.1.-Starting turbo alternator.
to reset a low pressure oil trip, etc. and typical locations of such parts can
be seen on some of the earlier figures shown.
For a condensing turbo-generator of the self-contained type the
condenser circulating water pump should be started and the condenser
flooded, venting or priming any high level system as necessary. The con-
40
42 MARINE ENGINEERING PRACTICE
densate extraction pump should be started and the mobility of any float
controlled discharge valve in circuit checked by hand operation. also check
that if a condensate recirculating loop is provided the appropriate valve is
open: ensure condensate is being circulated through the air ejector coolers
and gland condenser (if fitted) and the headers vented; where a motor
driven vacuum pump is substituted for an air ejector the unit should be
started and the self contained circulating system checked. Gland steam may
thereafter be put on and adjusted to discharge just enough steam to seal the
shaft glands without discharging an excessive amount into the engine room:
if automatic pressure control is not provided the sealing pressure will require
periodic adjustment until the machine is loaded, since the amount of steam
required is related to hp gland leakage which is responsive to throttle box
pressure. The auxiliary oil pump may then be started and lubricating and
control oil pressures checked: where only a hand pump is provided the
bearings may be flooded with oil at this stage and the pump manipulated to
supply oil when the machine is started. When the vacuum has reached
508 mm (20 in) Hg, for which the secondary air ejector stage alone may
be adequate, the turbine should be warmed through by cracking open the
manually-operated stop valve, but the turbine should not be allowed to
rotate at this stage of the operation.
After a few minutes, when the turbine is warmed through and all water
has been expelled, the drain valves may be partially closed and the steam
stop valve opened a further few degrees allowing the turbine to rotate at,
say, 10 per cent of normal speed. At this time, and subsequently during
the running up procedure, check around the machine for unusual rubbing
noises (a rumbling noise may indicate water in the cylinder but metallic
sounds are most dangerous indications of potential trouble requiring
immediate action be taken) or vibration which if found calls for the machine
to be stopped and the starting procedure repeated. The cause of these
ominous sounds may be temporary distortion of the rotor due to non-
uniform temperature dstribution following high local heat transfer to the
metal while steam was condensing thereon. Convenient focal points for
detecting vibration are the stop vaJve handwheel, the main oil pump, the
gearbox and pedestal bearings: if more sophisticated equipment is not
available the finger tips or the end of the finger nail is sufficiently sensitive,
and he "screwdriver to ear" traditional listening technique may be
employed to partially mask out air-borne noises and identify the noise
source.
The length of time recommended for low speed running is related to
steam conditions and conservatively may be extended to as long as 15 min
until experience with a particular machine indicates a shorter time is
adequate. Subsequently the turbine may be accelerated in even stages of
about 20 per cent of normal revolutions per minute. If a motor driven
auxiliary oil pump is fitted it will be automatically stopped by a pressure
switch connexion at an intermediate speed when the turbine attached pump
STARTING TURBINES 43
takes over, and it is necessary to check that the auxiliary pump has in fact
stopped before the turbo-generator set is loaded as the pump motor may
not be continuously rated. The cooling water supply to the oil cooler should
preferably not be turned on until the oil has reached normal running
temperature.
When the governor takes over speed control the steam stop valve may
be fully opened then partially reclosed until speed just begins to fall, then
opened a further i-turn as a safeguard while the vital overspeed trip gear
is tested. To overspeed the turbine a firm even pressure has usually to be
manually applied at some convenient point in the governor linkage to give
a gradual acceleration to the tripping speed level at which the overspeed
device will operate and isolate the turbine from the steam supply.
A safety device, which requires manual resetting after an overspeed,
is always incorporated in the control system to prevent the steam supply
being re-connected to the turbine before the overspeed trip actuator has been
returned to the normal running position: the safety device may be linked
to an emergency valve re-setting lever or to the low pressure oil trip and, to
avoid damage to the mechanism, it must not be reset until the turbine
revolutions have fallen to about 40 per cent of full speed. Thereafter, the
turbine may again be brought under the control of the speed governor by
slowly bringing the stop valve to the full open position and then easing back
i-turn to reduce the risk of jamming when fully heated through.
The set may then be synchronized and loaded, the turbine drains and
condensate recirculating valves fully closed and full vacuum raised. If
possible, the load should be applied gradually, taking two or three minutes
to reach full load, as the final heating of the turbine is unlikely to be effected
until there is a substantial flow of steam at normal conditions through the
machine. Such gradual load application is also advantageous in preventing
water carryover where there has not been an earlier balancing steam load
on the boiler, or where a pocket of water may lay in the steam supply line
and be dislodged by change in line pressure drop.
During the loading procedure, if an a.c. machine is inadvertantly
connected to the switchboard when out of phase an extremely heavy
load, which may be as high as ten times normal torque, is imposed on the
transmission in which the turbine! gearing coupling may be the weakest link.
If such an incident occurs the set must be stopped and the flexible coupling
examined, particular attention being given to flange bolts which will have
been overloaded by excessive sheer stress.
Some small changes in procedure will of course be required where back
pressure turbines are fitted. It should also be noted that for certain machines
where the throttle valve is actuated by a hydraulic servo mechanism, too
rapid manual opening of the steam valve may suddenly reduce the control
oil pressure so allowing the valve to close under the action of unbalanced
steam pressure and unnecessarily stopping the turbine.
 RUNNING 45

2'TI------,----,---,-----, 2T'------,-------~

....
Numb~r of bearings
~

6. RUNNING
~L~'
~
,I
:Q
Turbine
~,
~lly.
+=~
.l:l
~!
Q:
1 Turbine and gea"r
f------ -------r---+---"-1
:
..g ,
~
Q:r---
: I
I
'I
I I
I

Some small adjustments need to be made when the set is loaded and I i I I . I
~ I
'"I 'I

until normal running temperatures are reached. Where gland steam supply
oJ
!

00 10 20 SO 100
is manually controlled it will require adjustment and, with some older Speed, rev/min x 1000 Cold start time,
systems, it has to be set to maintain a light feather of steam at the gland mlf"IUtes to full speed
(a) TYPE OF EQUIPMENT (b) START UP TIME
exit to demonstrate that air cannot enter the exhaust end gland and impair
the vacuum: automatic control is provided on many modern machines by
interposing a thermostatic valve in a leak off line from an internal pocket
of the hp gland so allowing either live steam to enter the gland sealing ....
system or surplus leakage steam to be diverted to a lower pressure point in ~ ~ : I 7'
<..J
<..J I
the turbine-this point depends upon the specific arrangement of the system ~ ~

but may be to an outer pocket of the lp gland, or to an intermediate ~I I '" I ~11 ok::: .1
turbine stage, or to the exhaust volute. Lubricating oil temperature must be
~
.l:l , , I~ ~ j
~
:.:::: I

controlled to give about 49°C (l200F) at the bearings depending upon

location, e.g. the steam end turbine bearings will run hotter than the exhaust
, I
M~xlmum temperatJre,oF
I : et; I I F'---i
o~---l- -J~-
I I
end bearings because of the proximity of the former to inlet steam, and 09 I 500 I 1000
high speed pinion bearings will run hotter than those of the lower speed b 160 260 360 400
Maximum temperature,oC
sex; o 10 20
Speed, rev/min x 1000
gearwheel. If any bearing temperature exceeds 79°C (l75°F) it must be (e) TEMPERATURE (d) COUPLING TYPE
ensured that it is stable, but if it continues rising and exceeds say 82°C
(180 0 F) the turbine should be shut down for bearing examination. 2 Ti- - - - - - - . , - - - - - , - - - - , 2- I
In sustained operation the turbine should require very little attention
other than ensuring that oil level and condition is correct and that steam,
vacuum or back pressure, oil and water systems are normal. With con- . . i~----;
-B'
~
¥t:=J
i ; I I

=tf=:-:
densing turbines it is not desirable to maintain excessive vacuum (over the : : i I
: I 10, starts per year I
design figure) when cold sea conditions allow such greater vacuum to be
I

maintained. The kinetic energy leaving the last stage of the turbine cannot
be reclaimed and the annular area provided in the last row of blading is
made as large as is economically practicable. The leaving loss plus exhaust
branch losses can represent a significant fraction of the total heat drop
r
et _-__
I I
-..to ,

I
0+-- 1

I
across the turbine. Bearing in mind the enormous specific volumes of steam 10 20 a 10 20
Speed,revjmin xlOOO Speed, rev/min x 1000
at high vacuum it is not necessary to impose the higher velocities and hence (e) TYPE OF CASING SUPPORT (f) STARTING FREQUENCY
losses which follow from excessive vacuum.
Should the turbine speed fall unexpectedly the procedures discussed FIG. 6.-Reliability factors for shore-based turbomachinery.
in Section 8.4. should be considered if time allows this. In the special case
of turbo-generators used with waste heat recovery systems one or more
44
46 MARINE ENGINEERING PRACTICE
hand operated nozzle control valves are provided and for best economy the
minimum number of first stage nozzles should be open to steam: total steam
available from such systems is restricted by design and where excess margins
are small a reduction in heating services supply may be necessary at times
to enable sufficient steam to be diverted to the turbo-generator to carry
unduly heavy loads-the simple alternative is, of course, to flash up the
boiler for a short period to make up any steam deficit. These sets are also
operated for long continuous periods and the emergency trip gear should be
tested at times when the turbo-generator set load can be transferred to
another machine.
Other and sudden emergencies may arise with a turbo-generator, as
with any other type of rotating machine. These cannot be described in total
and it still remains the bounden duty of every Marine Engineer to consider
in advance the emergency action he would take in various events, decide
on the optimum corrective measures he would take, and thereafter be in a
position to take decisive action in emergency without needing time to
consider whether such action is the best possible under the prevailing
circumstances.
There still remains much disagreement between engineers on whether
it is better to run turbo-generators for long sustained periods, or whether
they should be changed over weekly where two or more identical machines
are available and thus equate routine maintenance requirements with similar
periods of time. The basic question is one of reliability and it is obvious that
a machine is at higher risk during the starting period than when running, also
that the extent of risk is related to starting cycle time. For example, in the
extreme case of a.c. electric motor driven units the short starting time makes
supervision impossible during acceleration and if trouble then occurs it is
unlikely that damage could be prevented. Frequency of starting must then
be linked to reliability but there is no known reliable documentation of this
for marine turbo-generators. Some related information has been published
(Reference 6) for shore based turbo machinery and is shown on Fig. 6. The
"Reliability Factor" shown is comparative only, 2·0 giving excellegt
probability of trouble-free operation with a breakdown rate estimated about
half of normal, 1·0 being an average installation with normal probability
of failures and breakdown, and O·S indicating probability of problems about
twice that of normal.
7. STOPPING AND SECURING
The procedures are simple but best carried out to a routine with an
EngiI)eer standing by the set and an Attendant at the switchboard.
7.1. STOPPING
This affords an opportunity to fully traverse the governor mechanisms
and the linked throttle valves which may have remained in one position for
a long constant load period during which boiler compound deposits may
have formed on the throttle valve spindle. Desirable general procedure is:
a) Close the steam stop valve slowly until the speed just begins to fall
then re-open a quarter turn, thus preparing the valve for rapid
manual closing if mishap arises;
b) Shed the load at the switchboard, slowly at first to check that the
governor is following the load changes;
c) Switch the full load on and off several times, if allowable, to prove
governor operation and wipe off any deposits which have formed
on the throttle valve spindle;
d) Trip the emergency steam stop valve by using the hand trip and
completely close the steam stop valve (a);
e) Ensure that the auxiliary oil pump is running, if automatic pressure
control is provided, or start manually if necessary. If no power-
driven pump is provided maintain the oil supply by the hand pump
until the turbine stops. The auxiliary oil pump should be kept
running for a few minutes after the set has stopped rotating and
until the hottest bearing temperature is reduced to 43°C (110°F)
say, to avoid heat seepage along the rotor shaft burning stationary
oil into hard deposits;
f) Shut off the steam supply to the gland sealing system, the gland
condenser ejector (if fitted) and the air ejectors, alternatively stop
the motor driven vacuum pump. With a back pressure turbine close
the turbine exhaust valve, and exhaust isolating valve if fitted, and
open the intermediate exhaust line drain;
g) Shut off cooling water to the condenser, and to the oil cooler when
the oil temperature has fallen to, say, 43°C (110°F); ,
"iii
47
:.I"i '
Ii
J.,
48 MARINE ENGINEERING PRACTICE
h) Stop motor-driven circulating water and condensate extraction
pumps if independent units are fitted;
i) Open all turbine drains and leave them open at all times when the
set is standing.
7.2. SECURING
If the turbin~ is to be left standing for an appreciable p~riod. when
pcrmissibl~, the isolating valve on the engine room steam distributing
manifold should be closed and the supply line to the turbine stop valve
drained. The emergency steam stop valve on the turbine should be left in the
tripped position to increase the number of nominally closed valves between
th~ steam source and the machine to ensure that, as far as possible, no
steam leakage \'/ill condense in the turbine and cause corrosion (see Section
8.11). The main stop valve, nozzle chest and turbine casing drains must also
be kept open until the machine is restarted. When the turbine is first stopped
the r~sid ual heat in the metal will dry out the casing interior: to restore this
condition when a condensing turbine is standing for long periods the air
ejector or vacuum pump should be operated for about three minutes every
two or three days. Also, such machines should hav~ the condenser inlet
and outlet valves closed to reduce warm E.R. air reaching the tube surfaces
via the turbine drains, and depositing moisture when cooled: if it is
considered that aggressive estuarial water was being circulated at shut down
it should be replaced by clean salt water when opportunity offers. Subject
to their being safely isolated from the steam source, the turbine main stop
valve and any hand operated nozzle group control valves should be fully
opened and closed weekly with lubrication applied in accordance with any
specific instructions. Throttle valve or emergency valve spindles should not
normally be lubricated as these must be kept free from all deposits to
maintain smooth operation. These normally power actuated valves should
also be transversed through their full stroke weekly and any associated trip
gear operated~ they may require control oil pressure to be applied to check
their mobility.
Where an auxiliary oil pump is fitted this should be operated for a
short period at weekly intervals. This will provide power to demonstrate
the smooth movement required for control actuated valves and relay
gear operation and to test the action of any trip gea r incorporated in the
control circuit, e.g. vacuum/back pressure and low oil pressure trips. The
lubricating oil sump should also be restored to normal level at these times,
any water present being preferably drained off through a purifier, and oil
filters cleaned when necessary.
8. MAINTENANCE AND OVERHAULING
The great advantage offered by turbo-generator sets is that there is
very little to be done while a machine is actually running. Data from
instrumentation displays should desirably be recorded under typical service
conditions for comparison with test bed data, to provide a reference level
and aid diagnosis of the cause of any deviations from normal. Small adjust-
ments may be carried out in interim service but major overhaul can
generally be deferred until survey periods. When overhaul or adjustments
are carried out it is, of course, essential to maintain adequate records of
replacements, conditions of parts, and all clearances. Reference must be
made to Working Instruction Books when such work is contemplated, as
details and recommendation vary between manufacturers and must prevail,
and as the scope of this text only enables any guidance or suggestions
offered to be of a very general nature.
8.1. MAINTENANCE SCHEDULES
Large shipping companies operating planned maintenance schemes
and issue schedules for work between survey periods. Where such instruc-
tions are not available, the frequency of inspection depends mainly on
operating conditions and, apart from rare breakdowns, is soon indicated by
departures from the normal running state. Performance degradation is not
likely to occur unless deposits, carried over from the boiler, foul nozzles or
lodge under the shrouding of blades. Adjustments to the schedule must ce
made if such fouling or water carry-over with steam, or water starvation
of cooling systems, etc. is suspected. If in doubt, do not compromise as
reliability is of the utmost importance since the safety and security of a
modern ship depends upon the integrity of the electric supply system.
Decades of operating experience of turbo-generators running suggests the
following tentative maintenance schedule may be found suitable.
Full Survey
At classification periods. (An exception may be made for new ships
where a set may be opened up just within the guarantee period to ensure
that no damage has been caused by solids or aggressive material entering the
machine during the fitting out period, also to provide records of any wear
49
 50 MARINE ENGINEERING PRACTICE
rate found to aid future scheduling of inspection work.) Requirements for a
typical condensing turbo-generator, excluding electrics, for such full survey
might be:
a) Remove turbine cover and examine blading;
b) Check clearances between the bottom half of labyrinth packings
and rotor;
c) Examine and adjust rotor bearings;
d) Check gear spray nozzles;
e) Examine gearing and flexible couplings;
f) Check thrust clearances;
g) Chemically clean oil side of lubricating oil cooler;
h) Renew lubricating oil, oil filters and main oil pump, and hand
clean oil sump;
i) Dismantle and clean speed governor and low lubricating oil pressure
trip;
j) Dismantle and clean emergency stop valve;
k) Renew governor valve spindle and bush;
l) Overhaul auxiliary oil pump;
m) Clean air seal blower strainer;
n) Clean water side of condensers and oil cooler and renew protective
rods;
Annually
Repeat procedure c)-d)-e)-f)-g)-h) (excluding pump renewal) -i)-j)-k)-
m)-n).
Six Month Periods
Hand clean lubricating oil cooler and oil sump, change or purify
lubricating oil and renew lubricating oil filters, clean air seal blower strainer.
Three Mouth Periods
Analyse lubricating oil.
8.2. ALIGNMENT
This should only require checking if the turbine, gearing or generator
alignment has been disturbed during survey I repair periods. On replacement
the turbine and gearshaft coupling flanges should be checked for concen-
tricity and absence of swash after the fitted holding down bolts have been
tightened down. Checking methods advised by makers may be by straight
edge and feelers or distance gauge, or by bridge gauge across the shafts for
some older machines, or by attaching a dial gauge to some convenient fixed
point and taking peripheral and face readings on a coupling while it is being
rotated; at this time thrust and journal bearings should be in contact with
the shafts. Similar methods may be followed for gearbox I alternator
alignment but, depending on makers recommendations, the alternator
coupling may need to be set slightly high to allow for differential expansion
when the set is operating.
MAINTENANCE AND OVERHAULING 51
8.3. DYNAMIC BALANCING
Some machines that have been well balanced initially may tend to get
out of balance after extended service; the unbalance resulting from unsym-
metrical thermal or pressure distortion, erosion, corrosion, wear, material
deposits or creep. Also if work has been carried out on the turbine rotor
or blading unbalance may exist and, after correction, it may be necessary
to approve the final static and dynamic balance obtained. The static balance
is demonstrated by rolling the rotor on horizontal knife edged supports.
Dynamic balance is demonstrated by spinning at say 400 rev Imin on a low
speed two plane balancing machine with resilient bearings. If part of the
flexible coupling is bolted to the rotor this should be in place during the
operation. When completed the amplitude of vibration at the turbine
bearing pedestals should be about 0'025 mm (0'001 in) or less.
8.4. SPEED GOVERNING SYSTEMS
Unscheduled maintenance may be required in service if the turbine
speed should fall or it be impossible to maintain load, or if the governor
should "hunt" and amplify load fluctuations. This will require a prog-
ranImed check of likely causes extending until the defect is found, com-
mencing with checks that:
a) The load does not exceed that at which the governor was set, and
that speed adjustment only is required to increase the lift of the
throttle valves;
b) All steam supply valves are fully open as shown by normal
pressure at the turbine stop valve when the machine is on load, and
steam temperature is correct;
c) The correct back pressure or vacuum is being maintained at the
turbine exhaust, and that adjustment of exhaust range pressure or
attention to condenser I air evacuation is the required corrective
action.
If these adjustments are unsuccessful and the governor mechanics are
suspect the load must be transferred to another unit and the defective
machine shut down. The governor I throttle valve linkage should firstly be
checked to ensure that any bearings, pivot pins, or rockers are free and have
been adequately lubricated. When the throttle valve movement is controlled
by a pilot or control valve in the hydraulic system, this should next be
checked, particularly if the machine has been "hunting". Such pilot valves
are particularly susceptible to dirty oil because in addition to its fine
clearance in a liner, the pilot valve acts as a filter when metering small
quantities of high pressure oil to actuate the power piston of the throttle
valve: the pilot valve should be examined for score marks, polished if
necessary with fine or worn emery cloth, and checked for freedom of
operation after cleaning and polishing. If any pilot valve or linkage stiffness
has been found it is worth re-assembling Rnd testing the turbine again
without further dismantling: if not or if the control oil has been found
52 MARiNE ENGINEERING PRACTICE
to be dirty it may be necessary to strip and examine the oil relay cylinder /
piston which provides the power to actuate the steam throttle valve; see
Fig. 3.3.2.(b). Sluggish operation of governor gear may also' be due to carry-
over of chemicals or corrosion products with steam, so impairing clearances
of throttle valve spindles or guide bushes which may require cleaning and
dressing of scores on mating surfaces in the steam control valve. Before
opening up it is essential to ensure that the steam supply and exhaust lines
are isolated and de-pressurised with all drains open. At the annual overhaul,
or if the diagnostic procedures suggested have not proved effective, the
speed governor will require overhaul in accordance with makers detailed
instructions. Generally the features requiring attention will be:
d) Throttle valve(s), actuating gear, linkages and linkage bearings;
e) Examinations of governor driving gearwheel and pinion, and their
bearings;
f) Condition of ball and needle bearings in governor;
g) Examination of the toes of the governor weights for wear;
h) Checking the free length of the governor spring against the original
dimensions and the compression rate (weight applied / deformation
under load) which should be -+- 10 per cent of the original rate;
i) On re-assembly movement of all valves and linkages should be
smooth and travel in accordance with original settings;
j) When first re-started the turbine should be run-up under manual
control of stop valve opening, governor speed control reset, and
governor control tested by progressively adding and shedding
t, 1, -t, and full load which should be switched rapidly on and off.
8.5. PROTECTIVE DEVICES
8.5.1. Overspeed Trip Gear
It is vital to maintain the trip gear in complete working order to prevenJ
the turbo-generator accelerating to a dangerous speed if the load is suddenly
thrown off the machine and throttle valve response is sluggish for reasons
as discussed in Section 8.4. The trip action should always be tested during
the starting procedure. If it fails to operate it may be due to:
a) The trip device-bolt, ring, valve or weight, whichever is fitted-
failing to move out against the retaining spring load. This may be
due to oxidation or deposits formed due to baking of the oil
following machine shut down. It may occur when the auxiliary oil
pump has been stopped prematurely and the heat transferred from
the rotor has not been sufficiently dissipated. Such deposits usually
appear as an amber brown translucent film, if found the trip should
be cleaned and polished and thereafter checked for freedom of
movement;
MAINTENANCE AND OVERHAULING 53
b) The trip device has moved out but the low pressure oil trip, where
connected in circuit, has failed to operate. Where the trip device is
linked to a catch holding the throttle valve open, the cause may be
in the catch or linkage;
c) The trip device has moved out but the emergency steam stop valve
has not fully closed due to partial packing seizure. In modern
turbines the gland is of non-packed type but deposits from small
steam leaks may form on spindle or bush: where packed glands are
used the packing should never be followed up or interfered with
when the machine is running;
d) The tachometer reading being incorrect and the turbine not
reaching the speed indicated on the instrument dial.
Routine maintenance may be restricted to cleaning. If the trip
is operating below the rated setting, the spring may be fatigued and
require replacement. In an emergency, the trip speed may be altered
by adjustment of spring loading but it is preferable to replace the
device by a complete unit which has been tested by the manufac-
turer.
8.5.2. Low Pressure Oil Trip
No adjustment of this trip is normally required but if operation is
sluggish due to dirt in the lubricating oil, then the unit should be cleaned
and the valve polished and checked for freedom of movement before
re-assembly. The hand trip assembly, where fitted, may require similar
treatment.
8.5.3. Back Pressure Trips
Little maintenance is necessary other than cleaning and polishing if
the valve sticks due to dirt in the lubricating oil. The bellows need careful
handling to avoid distortion; if punctured it will prevent the turbo-generator
being started.
8.6. LUBRICATING OIL SYSTEM
Almost all turbine wear and faults are due to a dirty lubricating oil
system and cleanliness is paramount. All vapour in admixture with air,
even when the oil is cooled, is extremely inflammable and when any part of
the system is opened up it must be well ventilated before anything which
might initiate ignition is introduced to the space. All top overall pockets
should be emptied before gearcases, for example, are inspected; some
engineers who have failed to do so have had their names handed down in
disreputable legend!
8.6.1. Oil Sump
Records should be kept of running hours, oil renewal and purification
times. Level must be maintained and a tight oil system is unlikely to need

more than 4 to 9 I (1 to 2 gallons) added per week; if substantial amounts
are needed it is inadvisable to add more than about 10 per cent of sump
capacity as rapid sludge formation may occur if excess amounts of new oil
are mixed with old oil. An oil sample should be taken weekly for visual
inspection and if water or solid impurities are present the cause should be
identified and filter cleaning periods should be modified. Periodic settling or
purification of the oil charge is desirable, as indicated by the oil condition,
also regular chemical analysis by the lubricant suppliers. Sponges should be
used for mopping out the sump after draining and the use of fibrous
materials not allowed.
8.6.2. Oil Cooler
The water side of the tubes needs cleaning annually or more frequently
if the need is indicated by high oil temperature which may follow occasions
the ship has been trading in sandy waters; the tube inlet ends should be
examined at this time to check that water velocity has not been too high.
The oil side of the cooler should be cleaned after 2000 hours cperation
with an initially clean and well kept system. Thereafter frequency of
cleaning will depend on the oil condition and treatment of the charge.
Proprietary brands of chemical cleaners are often supplied for removing
oil sludge and deposits which are trapped in the cooler. Where these are not
available steam or high pressure feed water may be used, or the tube stack
may be boiled for 8 hours in a steam heated bath of an alkaline solution,
e.g. commercial soda ash and 50 per cent trisodium phosphate mixed at the
rate of 50 gil (8 ozjgallon) of fresh water. Thereafter, the tube stack should
be flushed with high pressure water to remove all traces of alkalinity, as
proved by testing the used water with litmus paper, and the stack dried out
with an air hose.
8.6.3. Oil Pumps and Bearings
Oil pumps are generally of the positive displacement gear type of
proprietary design and unsuitable for "on board" maintenance except in
emergency. If the main oil pump overheats, produces heavy vibrations;
leaks at the cover joints or shows any other indications of failure the turbine
should be stopped and the complete pump replaced. To avoid overheating
of bearings with possible consequent vibration and damage to shaft seals
the auxiliary oil pump must be in use throughout the turbine run down
period: if this pump should fail, the hand oil pump must be used.
The quantity of oil delivered to the individual bearings, sprayers, etc.
is fixed by pipe and orifice sizes and should not be altered. Journal and
thrust bearing adjustment methods follow standard engineering practices
for small sensitive bearings and will not be described in detail: typical
clearances are given in a later section. When considering lubrication, the
need to periodically grease bearings in external governor linkages, speeder
gear, etc. must not be overlooked.
MAINTENANCE AND OVERHAULING 55
8.7. SHAFT SEALING
Provided that the turbine is warmed through and run up to speed
slowly, and adequate lubrication is maintained at all times when the machine
is rotating, the shaft seals will require little or no maintenance. The gland
steam condenser where fitted is almost invariably condensate circulated and,
if not inadvertently overheated, the only probable maintenance requirement
will be to clean the small bore steam nozzle of the ejector which is liable to
become choked with scale or salts deposited from the steam.
8.7.1. Labyrinth Glands
These are similar to those used in main turbines and details of typical
spring supported glands can be distinguished on Figs. 4.4. and 3.2.2. If
rubbing should occur due to shaft eccentricity-following unsymmetric
heating, vibration or dangerous water carry-over with the steam-the
contact will initially occur at one point on the shaft surface but at all points
around the sealing fins. The gland segments in way are pushed outwards
against the springs to a larger diameter until the disturbance is over, so
restricting possible shaft damage. Where such a mishap has caused heavy
fin wear, the replacement of segments may be required. Otherwise, main-
tenance at survey will be restricted to checking the freedom of segments
to move in their housings; if tight the guide surfaces will require cleaning
and polishing with replacement of any weak springs.
8.7.2. Carbon-ring Glands
These cylinder j shaft seals are found on older design of turbines where
moderate steam temperature and shaft speeds made them suitable. Good
drainage of the glands is essential, particularly when the turbine is standing,
to avoid shaft corrosion and roughening which will cause heavy wear of the
graphitic carbon rings. Figure 8.7.2. shows a typical gland and all such
glands should be examined and tested for wear whenever a turbine is opened
FIG. 8.7.2.-Carbon ring gland.
56 MARINE ENGINEERING PRACTICE
MAINTENANCE AND OVERHAULING 57

up for inspection. The rings must be free to move in their housings
and their diametrical clearance adequate to allow for shaft expansion when
heated. If the ring segments have to be rebedded a mandrel should preferably
be used. The side face of each ring which seats in the housing must be
perpendicular to the shaft axis. The ring radial face curvature may require
correction by careful filing or scraping if wear has taken place and the
mating segment ends must be closely butted. Garter springs should not be
overstretched, their length when in place should not exceed 5 to 10 per cent
of their free length. The stop pins fitted to prevent ring rotation should allow
slight radial movement and not prevent the segments bedding on the shaft.
Insufficient radial clearance of the rings may cause vibration when the
£u.rbine is restarted.
one end of the helices due to load concentration, are often attributable to
the flexible coupling becoming fouled and "freezing" when under heavy
torque. Where gears are not hardened during manufacture, wear on the
teeth may be caused by water in the lubricating oil and indicated by a
matt surface on the driving flanks of the teeth. Any mal-alignment, which
must be investigated, may be due to flexible coupling wear or blockage.
worn bearings, or bearing shells being distorted by dirt trapped between
the shell and housing. A permanent record on transparent adhesive tape
should be made of any pitting or other surface deterioration of teeth by
adding a thin layer of marking to the tooth surface and applying the
adhesive side of the strip to the tooth. After lifting the transparent tape,
markings will show the location and extent of pitting, etc. If gearing is

8.7.3. Oil Seals

An excellent arrangement of oil seals is shown on Fig. 4.4. The only
normal maintenance likely to be required is to keep the blower air intake
Gearwheel
suction gauze clean. In some other designs weardown of the adjacent Bearing thermometer
bearings may cause the oil seal fins to lose their knife edge through rubbing pockets

on the shaft. This will require the fins to be renewed and the replacement
new bottom half fins will have to be re-examined after the adjacent bearing
has been tightened down while the shaft has been rotated by hand. If the
new fins are then found to have lost their knife edge, this should be restored
by careful dressing before final assembly.

8.8. REDUCTION GEAR

Gearing maintenance, other than adjustment of bearings at survey, is
normally expected to be restricted to an annual visual examination of the
gearing and the distribution of oil to bearings and oil sprayers. To achieve
this desirable condition it is necessary that gearbox/turbine alignment
should remain correct, the flexible coupling should remain free, and an
adequate amount of clean lubricant should be supplied whilst the gears
are rotating. The auxiliary oil pump should be started once weekly and tire
machine barred round by hand during periods of protracted shutdown.

8.8.1. Parallel Axes Gearing

The usual type of single reduction gearing encountered is shown in
Fig. 8.8.1. and the hardened and ground thrust cones which absorb the
wheel end thrust can be seen. Before opening up the gearbox any overhead
structure should be cleaned down to reduce the risk of dirt entering the
gearbox and warnings observed on naked lights and loose objects as HIgh speed
coupling face
mentioned in Section 8.6. On inspection, the tooth contact marking is the
criterion for correct meshing of the gears as indicated by an even band
right across the driving flanks of both wheel and pinion teeth; this marking Beanng shells Plnton
may be weaker towards the ends of the teeth due to the end relief ground
off during manufacture. Abnormal markings, as shown by hard polish at FIG. 8.8.I.-Brotherhood reduction gem.
 58 MARINE ENGINEERING PRACTICE
removed from the gearbox for any reason it must not be landed or rested
on the teeth, which need careful protection.
8.8.2. Epicyclic Gear
This type of gear is shown on Fig. 3.6.(b) and should be inspected
annually by lifting the cover and visually checking the gear internals. The
turbine torque is transmitted to the sun wheel by a tooth type flexible
coupling sleeve and a check on the amount of silt that has been built up in
this high-speed sleeve by centrifugal action will give an indication of the
condition elsewhere in the gear internals. Oil is supplied to the planet wheel
bearings through two small standpipes protruding into a recess at the centre
of each planet spindle. Centrifugal action of the revolving planet carrier
separates any sludge from the oil and the build up should never be allowed
to cover the planet spindle standpipes. ~1eans are provided for checking
bearing and gearing alignments, and for stripping the gear for examination
but are not reproduced here as an explicit procedure has to be followed for
the particular gear. Where maintenance experience shows no outward signs
of deterioration in condition of the gear, it may be stripped, inspected and
cleaned every four years. During periods of protracted plant shutdown the
weekly lubrication procedure must be followed and if the shut down extends
to six or more weeks the gear internals should be checked for signs of
deterioration.
8.9. FLEXIBLE COUPLINGS
Gear tooth type flexible couplings, although intended to be self-clearing,
tend to act as centrifuges and accumulate sludge and dirt separated from
the oil supplied for tooth lubrication. Deposits may affect the alignment of
the gears and cause excessive thrust loads to be transmitted through to the
turbine thrust bearing surge face. Wear on the teeth may occur because
of the difficulty in providing lubrication between the meshing pairs of teeth.
which slide back and forth when running under any angular misalignment
and in which the surfaces are in constant contact when the machine is on
load; frettage corrosion may also occur. The couplings need to be inspected
at least annually for wear. All deposits must be removed from the coupling
and the small passages or lubrication supply holes leading to the tooth
surfaces must be cleaned at this time and on other occasions when the
complete lubrication system is cleaned.
8.10. CONDENSING PLANT
Maintenance procedures are generally the same as for those of the
main plant in steamships. but are given here in view of the many motorships
fitted with condensing turbo-generators.
MAINTENANCE AND OVERHAULING 59
8.10.1. Condensers
These are usually of the two pass or three pass type on the circulating
water side. The coolant may be supplied by a separate pump or be from
that of the main engine: depending upon salt water system characteristics,
it may be necessary to throttle cooling water supply to the condenser in cold
weather to prevent surplus from other systems being directed through the
condenser. Such excess flow may cause damage if the water velocity through
the tubes exceeds that appropriate for the tube material used; it may easily
be checked by comparing the water temperature rise across the condenser
at full load with the shop test or calculated value. Corrosion plates of bare
metal preferably of soft iron, but sometimes undesirably of zinc, are fitted
in the inlet water box to protect the non-ferrous tubes and tube plates by
sacrificial action; these need renewal annually or when the total surface
area has been appreciably reduced and must b~ in good electrical contact
with their attachments.
Additionally, many condensers have metal bonding strips across shell/
tubeplate/waterbox and pipe flanges and when refitted these also require
thorough cleaning to ensure a good electrical contact. A protective coating
of some type is applied or bonded to the interior surfaces of waterboxes
and doors, and needs to be kept in good condition as apart from the anti-
corrosion effect the detachment of material has been known to impair
condenser circulation by blanking off tube inlets. Water box air vents, must
also be kept clear to reduce possible corrosive action. Condenser tube bores
should be cleaned at least annually but periodic inspection for cleanliness
may be made through inspection covers on the water boxes: if fouled by
silt, or more dangerously by marine growth, remove the water box doors
and clean the tube bores with a high pressure water jet applied from both
ends, or with canes and brushes or by pneumatically fired tube cleaning
bullets. Chemical de-scaling is undesirable as this removes the protective
film from the tube surfaces. Tube fastenings vary from the now obsolete
condenser cord (corset lacing) treated with tallow, or modern designs of
metallic and fibre rings, secured by brass ferrules screwed into the tube
plate to expand the packing or, in some cases, by tube ends being expanded
and rolled into one or both tubeplates: the profile of the ferrule or tube
end presented to the water is such as to prevent thinning or eddies which
lead to pitting deterioration a few inches inside the tube and which, if
discovered on inspection, may be offset by fitting nylon or equivalent tube
inserts to reduce entrance turbulence.
8.10.1.1. Condenser Testing
The condensate must be tested regularly to check the oxygen and salt
levels. If there is salt water leakage, the condenser must be tested to isolate
the leaks and unless supersonic test equipment is available, this entails
pressurization of the steam space of the condenser. The usual procedure is
60 MARINE ENGINEERING PRACTICE
to isolate the cooling water lines and remove water box doors: fill the steam
side of the condenser with distilled water: apply a low air pressure to the
top of the condenser through the vacuum gauge connexion, observing the
pressure on the gland steam gauges and not exceeding 1 bar (14'5 Ib/in 2g);
dry the tubes and tube plates thoroughly by hot air flow and locate the
leaking tubes or ferrules. Air leakage through the turbine glands may be
tolerate:! at this time or. if the turbine is still hot, the steam sealing to the
glands m3.Y be kept in use. Leaking ferrules may be hardened up, repacked
or replaced by a blan:<: ferrule; expanded tube ends may be re-expanded
after releasing pressure from the condenser or the tube replaced if this fails.
Leaking tubes may be plugged at each end as a temporary measure but it
is preferable to renew the tube if it is an isolated failure. The condenser
should be re-tested after remedial work is completed. If several tubes are
found defective it is not always economic to completely re-tube a condenser
at the repair period. In some cases it may be preferable to have all tubes
electrically probed by a specialist firm to indicate those which are unsound
or defective: if small in number, these may be securely plugged and the
condenser restored to service with a resulting small fuel penalty at near full
loads due to the reduced condensing surface.
8.10.2. Air Ejectors
Normal routine maintenance is restricted to c1eanin~ steam nozzles of
chemical deposits carried over with boiler steam or of scale which has
passed through the steam strainer in the turbo-generator supply line. Non-
scheduled maintenance may arise from overheating and tube leakage if
insufficient cooling water is supplied, because of a failure of the condensate
to recirculate through the unit at light loads or when starting up, as indi-
cated by excess condensate temperature rise across the ejector. Apparent
poor ejector performance may reflect connected system troubles, commonly
excess air leakage on the suction side from inadequate turbine gland sealing
as indicated by cool leak-off piping or condenser shell/pipe leakages:
location of leakages is a tedious procedure which entails applying a low air.
pressure to the condenser and a soap sud check at potential leakage points.
or putting the system under vacuum and testing for air ingress by candle
flame or equivalent to show local air movement. Where rotary vacuum
pumps are installed the makers instructions shou ld be followed and the
pump shaft gland kept air tight.
8.10.3. Extraction Pumps
Condensate extraction pumps in common with other pump types re-
quire periodical examination to see that the gland, coupling bolts and nuts
are in good condition; no other adjustment should normally be necessary.
Mechanical seals are preferable but many packed glands are in use. The
gland packing is sensitive, it should not be topped up or the top rings only
renewed but completely repacked when required to ensure the condensate
MAINTENANCE AND OVERHAULING 61
pressurized water seal cage is correctly located. When operating, a slight
leakage of water from the gland should be accepted to prevent air entering
the pump suction and causing an air lock. When the pump is of the cavita-
ting type, i.e. returning all condensate directly to the system without a
condensate level controller being interposed, an annual examination of the
pump internals may be desirable to check on impeller deterioration.
8.11. INTERNAL CORROSION
The corrosive effect of moisture and some boiler treatment chemicals
which may be deposited in the turbine is far worse in a standing turbine
open to atmosphere, via glands and drains, than under running conditions.
Condensation of leakage steam in the casing when the turbine is standing
idle must, therefore, be avoided to minimise such corrosion. Some leakage
from steam stop valves may have to be tolerated but may be offset by open-
ing drains interposed between master valves and valves on the turbine, e.g.
back pressure turbines commonly have such provision made on the con-
nexions to the exhaust range. All steam drains on the turbine should be left
open and if condensing turbines are standing for long periods the air ejector
or vacuum pump should be operated for about three minutes every two or
three days to keep the cylinder dry.
8.12. OVERHAUL AND INSPECTION
If considered necessary, after the first year of operation and thereafter
according to Classification Societies regulations, the turbine casing should
be lifted and the rotor examined. At these times other moving parts should
be inspected for wear, particular attention given to thrust and other bearings
and to the freedom of movement of control valve gear. On the first occasion
this work is done it is desirable to contact the manufacturers to obtain
guidance, and if expert assistance is not available the Working Instruction
Book and drawings should be consulted to establish stripping sequences
and procedures. It is, of course, essential that all steam and exhaust lines
should be isolated and vented; that warning be given on the danger of
exposing escaping oil vapour to a naked light; that precautions are taken
against allowing dirt or foreign bodies to enter the parts exposed during
the inspection; and that rotors should not land on blading nor gearing on
gear teeth. Figure 8.12. shows the lifting arrangements for the 120011360
kW back pressure turbine discussed in Section 3.3. and attention is drawn
to the low weights of the principal components as shown on the figure.
8.12.1. Lifting Casing
The extent of preliminary stripping necessary will vary with turbines
but typically may comprise removing steam stop valves, disconnecting trip
and drain pipes, also governor linkages. Casing lifting sling lengths may need
adjustment to provide a level lift. After removing the horizontal casing joint
bolts and fitting the graduated guide pillars jacking screws are manipulated
62 MARINE ENGINEERING PRACTICE MAINTENANCE AND OVERHAULING 63

to break the joint, tension being maintained on the lifting slings meantime.
When the joint is open about 3 mm (0'12 in), the top half of any labyrinth
glands should be proven clear of the casing and left on the rotor shaft,
thereafter the casing should be lifted evenly on the guide pillars and
traversed clear of the machine for landing. Before replacing the casing the
joint bolt threads may need easing and the cylinder jointing faces cleaned.
Item Description
solids passing through the turbine are best left alone, but bruised edges may
be lightly dressed, with a brass dolly supporting the edge while dressing.
Chipped blade edges may also be lightly dressed with a smooth file to a fine
finish to "round off" notches which could lead to stress concentrations and
ultimate fatigue failures. Erosion damage, caused by suspended moisture in
the steam and which may be found on the outer half and back of the exhaust
end blades should be noted for reference but a considerable amount may
be tolerated because of adequate stress margins usually allowed for blading.
Estd weight If any cracks or looseness of blading is found the rotor should be removed

~J
A Turbine top cas;[)g 712 kg
B Gearbox cover 369 kg for expert remedial attention.
C Pinion shaft 37 kg

di
D Turbmerotor 153 kg
E Gearwheel shaft 305 kg 8.12.3. Lifting Rotor
F stop valve 204 kg
G Governor and
Before attempting to lift the rotor the drawings should be checked to
ma;[) 01/ pump ! 02 kg ascertain which, if any, internal attachments need to be uncoupled to avoid
B. .

,
Lifts A,C and D occur over turbme damage. The turbine rotor / pinion shaft flexible coupling must be discon·
'==d''==='' ~c sh"ftc,ntr, nected after removing the gear case cover also bearing, packing and oil seal
top halves removed together with any other external restraints. Clearances
between the bottom half labyrinth packings and the rotor should be checked
using long feeler gauges. Lifting slings should be lightly tensioned and the
rotor pushed hard against the thrust surge face to check the thrust clearance.
Thereafter, the thrust-retaining ring with thrust pads should be removed
and the rotor lifted slowly and evenly to avoid bumping the blading and
nozzles.

8.12.4. Adjustments
After the rotor has been landed all cylinder interstage diaphragms may
be examined, the top half casing being reversed for access to the respective
'b
~
half diaphragms. The labyrinth packing segments should be checked for
!;: 1::1 ><
00 tl freedom of movement (see Section 8.7.1.) and diaphragm nozzles examined,
~c\J I::
also interstage drains at the bottom of the diaphragms and cylinder drains
E checked to ensure they have not been blocked by deposits. Rotor shaft
journals, thrust collar and surge faces should be examined; any scoring or
hard marks should be lightly stoned off, but if heavily scored regrinding
ashore will be required. Bearing clearances should be checked by com-
parison of bearing bore and shaft diameter readings taken by micrometer;
lead wire clearances must not, of course, be taken on these small important
bearings.

FIG. S.12-Lifting arrangements, Brotherhood 1200/1360 kW turbine. 8.12.5. Re-assembly

8.12.2. Blading Examination
It should be possible to turn the exposed rotor by hand to examine all
rows of blading. It is necessary to look for cracks in the blading, especially
near the roots, and to check the tightness of shroud bands and any lacing
wires fitted. Bruises or dents in the blading faces caused by scale or other
This is a reversal of the sequence for removal but with added checks
where adjustments have been made, e.g. of thrust axial clearance and blade
clearance. The journal bearings should be lubricated and the rotor checked
for freedom of rotation before and after the top halves of bearings and
labyrinth packings are replaced, also after the flexible coupling is re-
connected. The casing jointing material-special compound or sieved red

9. TURBINE HAZARDS
Provided that intelligent care is exercised, the steam turbine is capable
of long sustained periods of trouble free operation and minimal maintenance.
As with any other type of high speed machine, it must be guarded against
externally and internally imposed hazards. If such care is taken, it will result
in a virtual elimin3.tion of unscheduled maintenance and by satisfactory
plant performance both of which provide a transparent reflection of the
competence of the operating engineer. Measures normally required h~vc
been dealt with in the preceding text but special attention should be given
to guard against the following mishaps which may unnecessarily cause
extensive damage to the turbine.
9.1. WATER CARRY-OVER
Care must be exercised in draining the steam supply line when admit-
ting steam at any time after the line has been isolated (or the machine has
been stopped) as any turbine is most susceptible to damage during the
starting up period if water should be entrained with the steam. Similar care
is necessary with waste heat recovery plants where a superheater is in circuit
under normal sea conditions but is isolated under manoeuvering and port
conditions, change-over being effected while the turbo-generator is running
on load. If extensive water carry-over should occur it will be immediately
evident as the machine will lose power and shed the load, and heavy leakage
will occur from shaft glands: the steam stop valve must be closed immed-
iately and all drains opened. The slug of water entering the turbine is likely
to cause thermal distortion of the rotor and impose severe decelerating
loads on the turbine blades. Fortunately, these parts are short and sturdy
and in many cases have resisted such maltre(Jtment without bending or other
damage which would affect dynamic balance and cause machine vibration.
In the unfortunate event of this type of mishap, however, the thrust bearings
should be examined and replaced if any damage is found, e.g. spreading of
white metal.
9.2. VIBRATION
Any increase in vibration observed when the turbo-generator is on load
may be due to earlier maltreatment, which may not have been observed or
66
TURBINE HAZARDS 67
reported, and may call for an internal examination of the turbine and flex-
ible coupling. If the turbine should begin to vibrate when it is being run up
to speed, the cause may be temporary distortion of the rotor due to non-
uniform temperature distribution which, in excess, may lead to a rub
between the rotor spindle and the gland fins. The machine should be stopped
immediately, thereafter slowly started and allowed to run for about ten
minutes at about 20 per cent normal speed before being gradually brought
up to full speed.
9.3. TURBINE BLADE DEPOSITS
Incorrect chemical treatment or high density of boiler water may lead
to carry-over of substances with the boiler steam and deposits on turbine
blading or under the blade shrouding with adverse effects on balance. This
may be indicated by an increase in nozzle box pressure being evident for a
specific turbine load. Variations in steam conditions, loads, and frequency
of starting may prevent such fouling reaching noticeable proportions in
marine turbo-generators. It has occurred in shore located plant however,
and it may be as well to be aware that soluble deposits are reputed to have
been removed by the use of saturated steam or by careful water injection
at very low speeds after the turbine has been cooled by low speed operation
off load.
9.4. OVERSPEED
Although rare, this may be the most hazardous turbine state and cases
have been known where turbines have disintegrated from uncontro!led
speed escalation. It is, therefore, essential that the overspeed trip testing
procedure discussed in Section 5 should be carried out whenever a turbine
is started. In motor ships fitted with waste heat recovery plant the steam
turbo-generator set is run continuously for periods up to three month~
duration or more. In these ships it is recommended that the governor and
emergency trip be tested immediately after arrival in port. At this time a
stand-by machine will be running and all load may be transferred to it:
thereafter the tests may be carried out on the turbo-set before the machine
is again placed on load for a further continuous period. As a further general
precaution, except in emergency, an engineer should stand by the turbo-
generator when the machine is being disconnected from the switchboard.
 10. THE FUTURE

With the continued escalation in propulsive power required for larger

and faster ships, the size of steam turbo-generators must inevitably increase
if only for the reason that auxiliary power loadings are commonly from 3 to
5 per cent of main engine power. A further major increase in turbo-generator
power must also follow when it is accepted that fuel resources must be
conserved and overall specific fuel rates reduced by utilising maximum
waste heat recovery from the exhaust gases of Diesel and gas turbine
engined ships of high power. This will entail power feed back to the propel-
ler shafting, which may conveniently be effected by electrical transmission
of power. Where large shaft powers from a diesel plant, for example, are
involved such power feed back could give a 10 per cent improvement in
specific fuel rate without exceeding any limits of known technology.

REFERENCES
1. CEGB. 1971. "Modern Power Station Practice". Vol. 3. "Turbines and
Auxiliary Equipment", 2nd edn. Pergammon Press, Oxford.
2. Harrington, R. 1972. "Marine Engineering". SNAME, New York.
3. MOD (N). 1971. Vol 1, 1962 Vol. II. "Naval Marine Engineering'
Practice". BR 3003. HMSO, London.
4. Kearton, W.J. 1964. "Steam Turbine Operation", 7th edn. Pitman
Press, London.
5. BSRA Report. N.S.214. "Shipboard Evaluation of a Condenser Unit".
6. Sohre, J.S. 1970. "You Can Predict Reliability of Turbo-machinery."
Hydrocarbon Processing. Vol. 49, p.100.
7. Mann, J.W. 1969. "MST 14, a Prototype for a Marine Steam Propulsion
System". Proc. IMAS 1969. 4d, p.24.
8. Yamate, S. 1969. "A 36,000 shp Marine Steam Turbine with Main
Turbine-driven Machines". Proc. [MAS 1969. 4d, p.15.

68