Marine Engineering

NA-352
 INTRODUCTION OF INSTRUCTOR
Name Lt Cdr Jawwad Ahmed PN

Designation/ Appointment Lecturer/ Group Officer NA Labs

E-mail go-nalab@pnec.nust.edu.pk

 Qualification:
MS Manufacturing Engineering:
NED University, Karachi - 2015
BE Automotive Engineering:
NED University, Karachi - 2011
 Work Experience:
- Total 10 years of experience
04 years at Aman Foundation, Karachi (2012-2016)
03 years at Pak Suzuki, Karachi (2017 to 2019)
03 years at PN (2019 till date)
 ASSESSMENT CRITERIA

Assessment Weightage

Quizzes 10%

OHT 1 15%

OHT 2 15%

Assignments/
10%
Project/Presentation

Final Term Exam 50%

INTRODUCTION
• The various duties of a marine engineer all relate to the operation of
the ship in a safe, reliable, efficient and economic manner.
• The main propulsion machinery installed will influence the
machinery layout and determine the equipment and auxiliaries
installed.
• This will further determine the operational and maintenance
requirements for the ship and thus the knowledge required and the
duties to be performed by the marine engineer.
 NAVAL ARCHITECT VS MARINE ENGINEER

• A ship is the product of two main areas of skill, those of the naval
architect and the marine engineer.
Naval Architect Marine Engineer
• The Naval Architect is concerned with the hull, its • The Marine Engineer is responsible for the various
construction, form, habitability and ability to systems which propel and operate the ship.
endure its environment.
• More specifically, this means the machinery
required for propulsion, steering, anchoring and
ship securing, cargo handling, air conditioning,
power generation and its distribution
Common (Overlapping) Areas
propeller design, the reduction of noise and vibration in the ship's structure, and engineering services
Marine Engineer
• Usually all shipboard machinery, with the exception of radio
equipment, is maintained by the Marine Engineer.
• He must be a mechanical, electrical, air conditioning, ventilation and
refrigeration engineer, as the need arises
• He must also deal with the specialised requirements of a floating
platform in a most corrosive environment. Furthermore he must be
self sufficient and capable of getting the job done with the facilities at
his disposal.
• To simplify the understanding of all this Ship equipment is the
Purpose of this Course
 The perspective and evolution of ship systems in ship
design
Mission
requirements Auxiliary
Propulsion plant Auxiliary power Ballast and trim
Powering machinery
management management management
operation
Cost
estimates

Damage
Maneuvering
stability

Capacities,
trim & intact
stability
Lines and
body
plan

Light ship
weight
estimate
Hydrostatic &
bonjeans
Powering

Floodable Structure
length & IT and
freeboard Arrangement Navigation and Cargo handling Spares and
s (hull & maneuvering operations communication
maintenance
machinery) systems

The traditional ship design spiral by Evans 1959 The design of the next generation of digital ships by Martin Stopford 2018
The ship as a system of systems
Internal systems Propulsion Auxiliary
Auxiliary power Ballast and trim
plant machinery
management management
management operation

IT and
Navigation and Cargo handling Spares and
communication
maneuvering operations maintenance
systems

Internal Systems External Systems

Propulsion plant management IT and communication systems

Turbine Gear box Satel lite(s)

Ground Station
External systems

Electric Motors Propellers Server PC and devices

Diesel Internet Etc.

Etc.
Generators
Systems of systems (SoS) Engineering
• The SoS engineering focuses on systems
taken as a whole, not on their parts taken
separately. Such an approach is concerned
with total-system performance Amerigo Vespucci (Italian
Navy)

• The system properties derive from the

relationships between parts of systems: how
the parts interact and fit together.
Symphony of the Seas
(Royal Caribbean)

SoS engineering focuses on choosing the right

system(s) and their interactions to satisfy the
requirements.

Autonomous Ship Concept

(Rolls-Royce)
Oasis of the Seas (Royal Caribbean)
Ship systems
Propulsion plant management (1)
Most modern ships use a reciprocating diesel engine as their prime mover
Why?
Propulsion plant
management Operating simplicity,
Auxiliary power
management
Robustness
Auxiliary machinery Fuel economy
operation
Functionality:
Navigation and
maneuvering The rotating crankshaft can be:
IT and comm.
systems
• directly coupled to the propeller with slow speed engines,
Ballast and trim • via a reduction gearbox for medium and high speed engines,
management
• or via an alternator and electric motor in diesel-electric vessels.
Cargo handling
operations Classification by:
Spares and
maintenance
Operating cycle (two-stroke engine or four-stroke
engine) Construction (crosshead, trunk, or opposed
piston)
1.11.2021
Speed (Slow: 300rpm, Medium 300-1000 rpm, High 11
Opposed piston engine
 Main Engine Units

Engine Head

Engine Block

Oil Sump
13
 Main Engine Units (sub classification)

Cam Shaft
Cylinder Head

Cylinder block

Crank Shaft

Oil pan/Sump

14
Ship systems
Propulsion and plant management (2)

Marine Diesel Engine (Components):

Propulsion plant
management

Auxiliary power Piston Bedplate Crankshaft

management
Auxiliary machinery
operation
Piston rings Frame box Camshaft
Navigation and
maneuvering

IT and comm.
systems Turbocharger 4-Stroke Marine Diesel Engine System
Cylinder head Connecting Rod
Ballast and trim
management

Cargo handling Inlet and

Exhaust Valves Liner
operations

Spares and
maintenance

1.11.2021
16
4 Strokes Cycle
Reciprocating Engine
Diesel Engine (4 Stroke)
1. Only air entered in the cylinder during
suction stroke.
2. Piston compresses the air at high
pressure.
3. Diesel is injected in to the compressed
and hot air.
4. Burned gases escape out

19
• 4 Stroke Diesel Components
Operating Principle of Diesel
Engine

Diesel Engine (2-stroke)

22
Operating Principle of Diesel Engine

Diesel Engine (2-stroke)

1. Intake-compression Stroke
• Intake: Piston is at BDC, and air only is
taken into the cylinder as the inlet ports are
uncovered (No inlet valves). The blower
also delivers fresh air into the cylinder.

• Compression: The piston starts to move

upward again and the exhaust valve just
closes, air inlet and blower ports are cut off.
The piston approaches top dead center,
compressing the air and raising its
temperature.

23
Operating Principle of Diesel Engine

Diesel Engine (2-stroke)

2. Power-exhaust Stroke
•Power: Just before the piston reaches top
dead center, the injector sprays the fuel. The
heat of the compressed air ignites the fuel.
The explosion forces the piston to move
down the cylinder in a power stroke.

•Exhaust: Before the piston reaches bottom

dead center, the exhaust valve opens and
burned gases escape. The inlet port is
uncovered and it admits fresh air from the
blower scavenging or pushing out the burned
gases and the piston reaches bottom dead
center.

24
• 2 Stroke Diesel Components
Comparison of two-stroke and four-stroke Engines
2-Stroke Engines 4-Stroke Engines
• two-stroke cycle engine, with one working • The four-stroke engine however can
or power stroke every revolution, will, operate efficiently at high speeds which
theoretically, develop twice the power of a offsets its power disadvantage;
four-stroke engine of the same swept
• it also consumes less lubricating oil.
volume.
• The four-stroke engine (usually rotating at
• Inefficient scavenging however and other
medium speed, between 250 and 750
losses, reduce the power advantage to
rev/min) is used for auxiliaries such as
about 1.8.
alternators and sometimes for main
• two-stroke engine is considerably lighter propulsion with a gearbox to provide a
(because of less moving parts) propeller speed of between 80 and 100
rev/min.
• Two-stroke engine does not require the
complicated valve operating mechanism
of the four-stroke.
• the slow speed (i.e. 80— 100 rev/min)
main propulsion diesel operating on the
two-stroke cycle requires no reduction
gearbox between engine and the
propeller.
 POWER MEASUREMENT
The two possible measurements of engine power are:
1. the indicated power
2. the shaft power

• The indicated power is the power developed within the engine cylinder and can
be measured by an engine indicator.

• The shaft power is the power available at the output shaft of the engine and can
be measured using a torsionmeter or with a brake
 GAS EXCHANGE PROCESS
Gas Exchange Process is the supply of fresh air and removal of
exhaust gases.
• Scavenging is the removal of exhaust gases by blowing in fresh air.
• Charging is the filling of the engine cylinder with a supply or charge
of fresh air ready for compression.
• With supercharging a large mass of air is supplied to the cylinder
by blowing it in under pressure.
• Older engines were 'naturally aspirated'—taking fresh air only at
atmospheric pressure.
• Modern engines are ‘forced aspirated’ —making use of exhaust gas
driven turbochargers to supply pressurised fresh air for scavenging
and supercharging.
 SCAVENGE FIRES
• A build-up of flammable mixture may cause unwanted scavenge fire
as a blow past of hot gases from the cylinder may ignite the mixture
• A loss of engine power will result due to scavenge fires

• What are the reasons of Scavenge fires?

• What remedial actions are to be taken in case of Scavenge fires?
 FUEL OIL SYSTEM
• Fuel system is divided into 2 parts:
1. Fuel Supply System (From storage tank to Injection System)
2. Fuel Injection System (from Injection system to engine cylinder)
FUEL OIL SYSTEM
FUEL OIL SYSTEM
 FUEL INJECTION SYSTEM
• Function of the fuel injection system is to provide the right amount of
fuel at the right moment and in a suitable condition for the
combustion process.
• There must therefore be some form of measured fuel supply, a
means of timing the delivery and the atomisation of the fuel
• TYPES:
1. Jerk pump system :
2. Common rail system
 1. JERK PUMP SYSTEM
Separate plunger for each injector
 2. COMMON RAIL SYSTEM
Single common fuel rail containing pressurized fuel for all
cylinders.
FUEL INJECTOR
 Various Engine Systems

• Lubrication
• Cooling
• Starting Air System
• Control and Safety Devices:
 Governors(Mechanical /Electrical
 Cylinder relief valve
 Crankcase oil mist detector
 Explosion relief valve
• Turning gear
 Couplings, clutches and gearboxes
• Between the engine and gearbox it is usual to fit some form of flexible coupling
to dampen out vibrations.
• There is also often a need for a clutch to disconnect the engine from the
gearbox.

Couplings:
• Elastic or flexible couplings allow slight misalignment and damp out or remove
torque variations from the engine.
• The coupling may in addition function as a clutch or disconnecting device (not
possible with the mechanical coupling)
• Couplings may be mechanical, electrical, hydraulic or pneumatic in
operation.
Driveline Layout
 Clutches
• A clutch is a device to connect or separate a driving unit from the unit it drives
(Driven unit).
• With two engines connected to a gearbox a clutch enables one or both
engines to be run, and facilitates reversing of the engine.

• Types:
1. Hydraulic,
2. Plate Type
 Clutches
1. Hydraulic

2. Plate Type
 GEARBOXES
• The gearing arrangement is used to reduce the medium-speed engine drive
down to suitable propeller revolutions
• Reduction ratios range from about 2:1 to 4:1 on modern installations
 REVERSING
• Reversing gears may be incorporated in the gearbox so that the engine itself
is not reversed
• Where a controllable pitch propeller is in use there is no requirement to
reverse the main engine
• When it is necessary to run the engine in reverse, it must be started in reverse
and the fuel injection timing must be changed. Where exhaust timing or poppet
valves are used they also must be retimed. With jerk-type fuel pumps the fuel
cams on the camshaft must be repositioned.
MARINE DIESEL ENGINES
 PREPARATIONS FOR STANDBY
1. Before a large diesel is started it must be warmed through by circulating hot
water through the jackets, etc. This will enable the various engine parts to
expand in relation to one another
2. The various supply tanks, filters, valves and drains are all to be checked
3. The lubricating oil pumps and circulating water pumps are started and all the
visible returns should be observed
4. All control equipment and alarms should be examined for correct operation
5. The indicator cocks are opened, the turning gear engaged and the engine
turned through several complete revolutions. In this way any water which may
have collected in the cylinders will be forced out
6. The fuel oil system is checked and circulated with hot oil
7. Auxiliary scavenge blowers, if manually operated, should be started
8. The turning gear is removed and if possible the engine should be turned over
on air before closing the indicator cocks
9. The engine is now available for standby
 ENGINE STARTING
1. The direction handle is positioned ahead or astern. This handle may be built
into the telegraph reply lever. The camshaft is thus positioned relative to the
crankshaft to operate the various cams for fuel injection, valve operation, etc
2. The manoeuvring handle is moved to 'start'. This will admit compressed air
into the cylinders in the correct sequence to turn the engine in the desired
direction. A separate air start button may be used
3. When the engine reaches its firing speed the manoeuvring handle is moved
to the running position. Fuel is admitted and the combustion process will
accelerate the engine and starting air admission will cease
 ENGINE REVERSING
When running at manoeuvring speeds:
1. Where manually operated auxiliary blowers are Fitted they should be started
2. The fuel supply is shut off and the engine will quickly slow down,
3. The direction handle is positioned astern
4. Compressed air is admitted to the engine to turn it in the astern direction
5. When turning astern under the action of compressed air, fuel will be admitted.
The combustion process will take over and air admission cease
When running at full speed:
1. The auxiliary blowers, where manually operated, should be started
2. Fuel is shut off from the engine
3. Blasts of compressed air may be used to slow the engine down
4. When the engine is stopped the direction handle is positioned astern
5. Compressed air is admitted to turn the engine astern and fuel is admitted to
accelerate the engine. The compressed air supply will then cease