Boiler arrangement for general cargo ships - how it

works ?

Formation of marine boiler

A boiler in one form or another will be found on every type of ship. Where the main
machinery is steam powered, one or more large watertube boilers will be fitted to
produce steam at very high temperatures and pressures. On a diesel main machinery
vessel, a smaller (usually firetube type) boiler will be fitted to provide steam for the
various ship services. Even within the two basic design types, watertube and
firetube, a variety of designs and variations exist.
A boiler is used to heat feed water in order to produce steam. The energy released
by the burning fuel in the boiler furnace is stored (as temperature and pressure) in
the steam produced. All boilers have a furnace or combustion chamber where fuel is
burnt to release its energy. Air is supplied to the boiler furnace to enable combustion
of the fuel to take place. A large surface area between the combustion chamber and
the water enables the energy of combustion, in the form of heat, to be transferred to
the water.
A drum must be provided where steam and water can separate. There must also be
a variety of fittings and controls to ensure that fuel oil, air and feedwater supplies
are matched to the demand for steam. Finally there must be a number of fittings or
mountings which ensure the safe operation of the boiler.
In the steam generation process the feedwater enters the boiler where it is heated
and becomes steam. The feedwater circulates from the steam drum to the water
drum and is heated in the process. Some of the feedwater passes through tubes
surrounding the furnace, i.e. waterwall and floor tubes, where it is heated and
returned to the steam drum. Large-bore downcomer tubes are used to circulate
feedwater between the drums. The downcomer tubes pass outside of the furnace and
join the steam and water drums.

Fig: General cargo ship boiler arrangement

The steam is produced in a steam drum and may be drawn off for use from here. It
is known as 'wet' or saturated steam in this condition because it will contain small
quantities of water, Alternatively the steam may pass to a superheater which is
located within the boiler. Here steam is further heated and 'dried', i.e. all traces of
water are converted into steam. This superheated steam then leaves the boiler for
use in the system. The temperature of superheated steam will be above that of the
steam in the drum. An 'attemperator', i.e. a steam cooler, may be fitted in the
system to control the superheated steam temperature.
The hot gases produced in the furnace are used to heat the feedwater to produce
steam and also to superheat the steam from the boiler drum. The gases then pass
over an economiser through which the feedwater passes before it enters the boiler.
The exhaust gases may also pass over an air heater which warms the combustion air
before it enters the furnace. In this way a large proportion of the heat energy from
the hot gases is used before they are exhausted from the funnel. The arrangement is
shown in Figure
Two basically different types of boiler exist, namely the watertube and the firetube.
In the watertube the feedwater is passed through the tubes and the hot gases pass

over them. In the firetube boiler the hot gases pass through the tubes and the
feedwater surrounds them.

Exhaust Gas Boilers And Economisers working

procedure

The use of exhaust gases from diesel engine

A boiler is used to heat feed water in order to produce steam. The energy released
by the burning fuel in the boiler furnace is stored (as temperature and pressure) in
the steam produced.
The use of exhaust gases from diesel main propulsion engines to generate steam is a
means of heat energy recovery and improved plant efficiency.
An exhaust gas heat exchanger is shown in Figure above. It is simply a row of tube
banks circulated by feedwater over which the exhaust gases flow. Individual banks
may be arranged to provide feed heating, steam generation and superheating. A
boiler drum is required for steam generation and separation to take place and use is
usually made of the drum of an auxiliary boiler.
Auxiliary steam plant system
The auxiliary steam installation provided in modern diesel powered tankers usually
uses an exhaust gas heat exchanger at the base of the funnel and one or perhaps
two watertube boilers .
Saturated or superheated steam may be obtained from the auxiliary boiler. At sea it
acts as a steam receiver for the exhaust-gas heat exchanger, which is circulated
through it. In port it is oil-fired in the usual way.

Fig:Auxiliary steam plant system

Exhaust Gas Boilers And Economisers Arrangement
Auxiliary boilers on diesel main propulsion ships, other than tankers, are usually of
composite form, enabling steam generation using oil firing or the exhaust gases from
the diesel engine. With this arrangement the boiler acts as the heat exchanger and
raises steam in its own drum.
General guideline
It is the responsibility of the Chief Engineer to ensure that all members of the Engine
room Staff are familiar with the procedures for the safe operation and maintenance
of the exhaust gas boiler/economisers. Principles of safe operation, such as ensuring
that valves and mountings are operational and correctly set, and the necessity to
warm through and cool down in a gradual manner are similar to those detailed
previously for oil fired boilers. As before, the manufacturers recommendations
concerning operations must always be followed.
Soot fires in Boilers and Economisers
Soot fires in exhaust gas fired boilers and economisers are extremely dangerous,
catastrophic and can seriously jeopardise the safety of the vessel. Ships staff should
be aware of the dangers and methods of prevention.
They are caused by soot deposits from diesel engines running on heavy fuels

generally when running at light load, or when manoeuvring where no exhaust gas
bypass exists. These deposits may also contain excess cylinder lubricating oil and are
highly susceptible to ignition once engine power and exhaust temperatures increase.
It is therefore imperative that tubes are maintained in a clean condition by the
effective use of soot blowers. In particular, following periods of slow running or
manoeuvring for extended periods, it is essential that soot blowing operations are
carried out prior to an increase in power, or in the case of shutting down an engine.
Sootfires cannot occur in a heat exchanger which is free of soot deposits.
It is also worth noting that the boiler water circulation pump is to be started well in
advance of start up of the main engine, and not stopped for at least 2 to 3 hours
after the main engine has been shut down, in order to ensure adequate cooling of
the tubes.
Operating Instructions for Exhaust Gas Boiler/Economiser
These operating advices are not intended to be a comprehensive procedure, but
merely an aide-memoire. The actual manufacturers instructions coupled with
practical on-board experience will determine the actual sequence to be followed.
i)Start up from cold
1. Ensure drain valves are shut.
2. Open air vent.
3. Ensure circulating pump valves are open.
4. Crack open inlet valve and close air vents when steam/water issues.
5. Slowly open inlet/outlet valve.
6. Check valves, flanges etc. for leakage.
7. Allow unit to warm through.
8. Start circulating pump and ensure stand-by unit on auto mode.
9. Check pump pressures, motor load etc.
10. Check that the gas side differential pressure manometer is operational.
ii) Start up from Hot If the system has been temporarily stopped, ensure that full
circulation of water is established before gas is allowed through boiler. It is the
responsibility of the Chief Engineer, or the Second Engineer in his absence, to ensure
that a Circulating Pump is running and operating correctly before starting the Main
Engine.
In the event that the main engine has been operating, with exhaust temperatures
above 200 degree C for any length of time, without the circulating pump running, the
engine must be slowed down and exhaust temperatures in and out of the exhaust
gas boiler to be brought to below 100 Centigrade before starting a circulating pump.
The consequences of starting a circulating pump with the exhaust gas boiler tubes at
elevated temperatures could be disastrous.
On vessels with an exhaust economiser by pass valve, water temperature is a critical
factor in preventing condensation and acid formation on the gas side. The minimum

temperature of 140 degree C should be kept, when running with the exhaust gas
bypassing the economiser.
iii) Operation 1) Exhaust gas boiler circulation must be maintained at all times. This
is to maintain tube temperature and prevent cold end corrosion of tube and fins.
2) Soot blowing to be carried out at least three times daily.
3) If it is necessary to stop circulation for any reason, the unit should be soot-blown
prior to shut down.
4) It is essential to take care that when slow steaming or running the main engine in
a condition where the exhaust produced is likely to foul the gas side surfaces
(auxiliary blower running), if fitted the gas by-pass should be used.
5) Monitor the differential pressure across the gas side and high exhaust gas outlet
temperature alarm if fitted. 6) If soot release chemical is available then inject as per
the manufacturers instructions.
CAUTION: When main engine speed is increased after a period of slow steaming,
sootblowing should be increased and engine power increased very slowly whilst
monitoring the economiser parameters.
iv) Normal Shutdown
1. Immediately prior to the end of sea passage operate the sootblowers.
2. Maintain circulation for a minimum of 12 hours after engine shutdown.
3. Shut down circulating pumps.
NOTE: Vessels with short periods of Port time such as Car carrier and Container
vessels should not stop the circulating pump either at anchorage or in port.
4. Shut boiler isolating valves.
5. Open drains and vent valve.
6. During the port stay monitor the economiser unit casing for signs of high
temperature.
v) Emergency Shutdown (Soot fire or tube failure)
1.
2.
3.
4.
5.

Operate sootblowers.
Stop the circulation pump and isolate the unit.
Open the drain valves.
Depending upon circumstances stop the main engine.
Monitor the tube bank for soot fire progression.

CAUTION: If the tubes are intact, circulation can be continued and the stand by
pump also started to improve circulation but the feed supply must be closely
monitored. There is danger of a hydrogen fire should a tube fail; also water entering
the main engine could cause severe damage to pistons and connecting rods due to a
hydraulic lock.
Boiler Cleanliness

i) Water Washing Sootblowing will remove dry deposits from the tube banks but for
heavier accumulations water washing is necessary. Experience and inspection will
determine the frequency necessary however, the normal requirement is to carry out
water washing every 500 hours of operation or once a month.
1. Shut down boiler and allow unit to cool.
2. Water wash using a hand held hose or lance. Salt water may be used for initial
washing although fresh water is preferable, usual quantity in the region of 15 20
tons. To aid the removal of acidic soot deposits, a mildly neutralising detergent may
be added to the water wash.
3. If fouling is severe and deposits are difficult to remove, it may be necessary to
apply chemical detergent solutions directly to the tube surfaces prior to washing.
Allow time to soak before hosing down.
4. Final rinsing of tubes should be at least 30 minutes with fresh water to remove all
salt water if used and/or cleaning chemicals.
CAUTION: Prior to commencement of water washing ensure all drains etc. are clear
and that precautions have been taken to avoid water entering turbochargers and the
main engine.
Upon completion of water washing, it is essential that the economiser tube bank be
closely examined for any remaining soot deposits. Close up examination from within
the economiser casing is required.
CAUTION: The possibility of soot fire increases after washing due to any remaining
cold wet soot deposits, and also sparks being emitted from the funnel. Precautions
are to be taken, mooring ropes protected etc, and fire-fighting equipment is to be in
a state of readiness.
ii) Soot Collection
The majority of vessels are fitted with a soot collection tank for soot/wash retention
while water washing exhaust Gas Boilers or Economisers.
Some designs have the soot discharged directly overboard via an educator driven by
the fire main or similar arrangement. Others being of simple collection tank and weir
system whereby the soot is retained within the tank with wash water returning to
bilge for discharge overboard via the OWS. The approved plans for the vessels
arrangements should be onboard.
With regard to the weir system the soot is then collected and retained onboard for
disposal ashore. Whenever soot is landed ashore for disposal, pertinent details are to
be recorded in the Garbage Log Book .
Dry Running
The practice of operating an exhaust gas boiler without circulation through the tubes
should be avoided except in emergency situations. The following normal dry running
procedures must be adhered to:

Inform respective Management Office regarding the situation.

Read instruction manual section before operating the equipment in a dry

condition.

The engine exhaust gas temperature must be no higher than the expected
maximum.

The period of dry running must be as short as possible.

Prior to dry running the tube banks must be cleaned to remove all traces of
soot and other accumulations.

Cleaning by sootblowing must continue throughout the dry running period

with at least the same frequency as for normal operation.

The tube bank must be drained and vented.

Monitoring of inlet and outlet gas temperatures is important to ensure no

sudden rise occurs. Temperature excursions may indicate the presence of a
sootfire.