DESIGN PHILOSHOPY

Project
: Design IV
Doc. No. : I 42 12 140
DP
By
: Atandho
Gama M.

Design Philoshopy
Ships is a transportation vessels which operate in rivers and seas. In ships be
found more system that support of ship operation. Ship systems are piping system,
electrical system, propulsion system, safety equipment and etc. Piping system include
bilge system, ballast system, fuel oil system, lubricating oil system, cooling system,
fire main system, compressed air system, and air ventilation. Electrical system also
very important system in ship that must be planned in order that ships operation
become efficient.
I.

Bilge System
Bilge system is safety system that use at leakage moment. A bilge system a
removed unwanted water and liquid from within the ship in order to maintain its
reserve bouyancy and stability. First step for make design of bilge system which we
must know about all component of bilge system. Bilge system have some
component, that component is:
a. Bilge well
b. Main and branch pipe
c. Pump
d. Accessories of system for examples valve, strainer, LAH, etc.
In designing the bilge system, first step that must be done is:
1. Determine the size of the bilge well and the amount of bilge well. Bilge well
there should be in each compartment in the ship. Number of bilge well be
determined by how much compartment on board. Size bilge well has been
determined by ClassNK. Bilge well capacity is not to be less than 0.17 m 3.
(ClassNK 2011, Part D Chapter 13).
2. After we finished determining the bilge well, we will calculate the need of pipes
used. In the bilge system there are two types of pipes that branch pipe and the
main pipe. Where the pipe needs have been set by classNK. The formula of
branch pipe and main pipe of bilge :
a. For main bilge lines and direct bilge suction pipes :

d=1.68 Lf ( B+D ) +25( mm)

b. For branch bilge lines pipe :

d=2.15 L ( B+ D ) +25(mm)
(ClassNK 2011, Part D Chapter 13)
All piping that may come into contact seawater shall be corrosion-resistant.
Metal pipes shall be copper, stainless steel, suitable grade of aluminium alloy
or carbon steel which is protected against corrosion (galvanised). The
thickness of piping shall be sufficient to withstand the likely maximum
pressure allowing for corrosion and erosion. Piping shall be protected from
mechanical damage arising from cargo stowage or from other causes.
c. Pump is an important component that must be present in the bilge system.
Bilge system can be operated if there is a pump that works. Determination of
the number of pumps in the bilge system has been determined by class.
ClassNK 2011, Part D Chapter 13 said number of bilge pump is :

DESIGN PHILOSHOPY

Project
: Design IV
Doc. No. : I 42 12 140
DP
By
: Atandho
Gama M.

All ship are to be provided with at least two independently powered

bilge pumps that are connected to the main bilge suction pipes.
However, in ships not more than 90 m in length, one of the required
pumps may be driven by the main propulsion machinery.
Ballast, sanitary, and general service pumps driven by independent
power may be accepted in independently powered bilge pump,
provided that they are connected properly to the main bilge line.
d. To select the appropriate pump must be considered and the capacity of the
pump head. Capacity bilge pumps have been set by the class. Based ClassNK
pump capacity is formulated as follows :

Q=5.66 d 2 x 103

II.

Where: Q = Required quantity (m3/hr)

d = Internal diameter of main bilge line
Then calculate the head losses specification pumps to determine the
selection of pumps that will be used.
Oily Bilge System
Oily bilge water is the mixture of water, oily fluids, lubricants, cleaning fluids,
and other similar wastes that accumulate in the lowest part of a vessel from a
variety of different sources including engines (and other parts of the propulsion
system), piping, and other mechanical and operational sources found throughout
the machinery spaces of a vessel. On most cargo ships, oily bilge water can be
managed in one of two ways: (1) retained onboard in a holding tank and
discharged later to a reception facility on shore, or (2) treated onboard with an
Oily Water Separator (OWS) after which the treated bilge water can be
discharged overboard in accordance with applicable standards and regulations.
In this design we will plan about oily bilge water system in container carrier.
The step of design oily bilge system is:
1. Determine bilge well in E/R. Component bilge well in E/R is:
- Capacity of bilge well. Size bilge well has been determined by ClassNK.
Bilge well capacity is not to be less than 0.17 m 3. (ClassNK 2011,
Part D Chapter 13).
- LAH use for measurement of high level in bilge well.
- Bellmouth
- Strainer
- SDNRV
2. Determine of oily bilge system usually diameter of oily bilge system same
as with branch bilge pipe. For branch bilge lines pipe :

d=2.15 L ( B+ D ) +25 ( mm ) (ClassNK 2011, Part D Chapter 13).

3. Determine oily bilge pump, oily bilge pump usually use displacement
pump for examples gear pump or screw pump.
4. Determine bilge holding tank based of class rules.
5. Oily water separator
The processing capacity of an oily-water separator included in the oilywater separating equipment specified in 2.3.1 in Part 3 of the Rules is not
to be smaller than the values given in Table 3.2.3-1 depending on the size
of ships. However, 20% of the values given in the table may be applied to
non-powered ships. (ClassNK 2011, Part 2.3.1)

DESIGN PHILOSHOPY

III.

Project
: Design IV
Doc. No. : I 42 12 140
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By
: Atandho
Gama M.

6. Determine of sludge tank based on (ClassNK 2011, Part 2.2.1).

Capacity of sludge tank
Every ship of 400 gross tonnage and above is to be provided with a
tank of adequate capacity to receive the oil residue (sludge). The capacity
of such a tank or tanks is to be greater the minimum capacity specified in
the following (1) or (2). However, the volume of tanks for ships whose
building contract is placed before 1 July 2010 are to comply with
provisions specified elsewhere.
The minimum capacity V1 of the tank in ships not carrying ballast
water in fuel oil tanks:
V1= K1.C.D (m3)
Where,
K1 = 0.015: heavy fuel oil which is purified before being used by the main
engine.
K1 = 0.005: marine diesel oil or heavy fuel oil but not requiring
purification.
C: fuel oil consumption (t/day)
D: maximum number of days between ports where oil sludge can be
discharged ashore (when no detail data available, this is to made greater
than 30 days).
7. Determine sludge pump capacity
Pump meeting the following requirements are to be provided for
discharging oil residues (sludge) from the tank:
a. Not to serve in common with the oily bilge pump.
b. The pump is to be of the suitable type for discharging oil
residues (sludge) ashore.
c. The pumping rate is to be the following Q or greater. However,
ships whose building contract is placed before 1 July 2010 are
comply with provisions specified elsewhere. Not with standing
this requirement, in ships not engaged in international voyages,
the pumping rate may be 0.5 (m3/h).
Q = V/t (m3/h)
Where,
V: V1 or V2 specified in 2.2.1-1
t: 8 hours
8. Determine of design shore connection.
Fire Fighting System
The fire triangle
The three elements necessary for a fire to start to burn and continue to burn
are:
Oxigen
+ heat + Fuel
= The chain reaction that is fire

DESIGN PHILOSHOPY

Project
: Design IV
Doc. No. : I 42 12 140
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By
: Atandho
Gama M.

Classes of fire
The six classes of fire are defined the type of material burning.

An electrical fire highlight risk of electrocution by use of water based

extinguishers when the current is on. Switch it off and the fire reverts to another
classification.
-

Fixed fire extinguishing installation

CO2 systems is asphyxiating gas that requires storage of the CO 2
bottles in well-ventilated cabinets (above deck). Effective sealing of
the machinery space is required and personnel must evacuate the
space before deployment. Operating instructions must be displayed
and a detection system a pro-release alarm be installed.
Foam systems are operated by expelling water under stored pressure
or CO2 pressure charge. They are operated only for tanker ship with
the dangerous good in cargo area. Aqueous film forming foam (AFFF)
has the added advantage of partially cooling the surface of an oil fire
with its water film. They are aimed at the all or roof around a fire to
roll out a layer rather than directly onto the flaming liquid to minimize
spread by splashing.
Fire Main systems (ClassNK 2011, Part R Chapter 10)
The diameter of fire main and water service pipes is to be sufficient for
the effective distribution of the maximum required discharge from two
fire pump operating simultaneously, except that the diameter need
only be sufficient for the discharge 140 m 3/h. The pump required by
10.2.2 other than any emergency pump, are to be capable of
delivering the quantity of water not less than four thirds of the
quantities required by 13.5.4-2, Part D of the Rules to dealt with by
each of the independent bilge pump in a ship of the same dimension
when employed in bilge pumping, at the pressure specified in 10.2.1-

DESIGN PHILOSHOPY

Project
: Design IV
Doc. No. : I 42 12 140
DP
By
: Atandho
Gama M.

6, provided that in no ship need the total required capacity of the fire
pump exceed 180 m3/h. Emergency fire pump, its seawater inlet, and
suction and delivery pipes and isolating valves are to be located
outside the machinery space. If this arrangement cannot be made, the
sea-chest may be fitted in the machinery space if the valve remotely
controlled from a position in the same compartment as the emergency
fire pump and the suction pipe is as short as practicable. Suction or
discharge piping may be penetrate the machinery space, provided the
enclosed in a substantial steel casing, or are insulated to A 60 class
standards. The pipes are to have substantial wall thickness, in no case
less than 11 mm, and are to be all welded except for the flanged
connection to the sea inlet valve.
-

IV.

V.

Fire hydrants
Pressure at hydrants, with the two pump simultaneously delivering
water through the nozzles specified in 10.2.3-3, with the quantity of
water specified in 10.2.1-3, through any adjacent hydrant, the
following minimum pressures is to be maintained at all hydrants:
a. 6.000 gross tonnage and upwards
0.27 N/mm2
b. Less than 6.000 gross tonnage
0.26 N/mm2
Each hose is to be provided with a nozzle and the necessary couplings.
Fire hoses are to have a length of at least 10 m, but not more than:
a. 15 m in machinery spaces
b. 20 m in other spaces and open decks, and
c. 25 m for open deck on ship with a maximum breadth in excess of
30 m.
Ballast System
Ballast, or heavy weight such as rock or gravel, can be located into a ship
to improve her stability by adjusting her trim or lowering/raising her center of
gravity. Water ballasting allows a larger ship to more conveniently archieve the
same ands by pumping seawater in or out of dedicated ballast tank. These are
typically the double bottom tanks low down in the hull. Each ballast tank is
provided with means of filling, sounding and emptying. Tank can be fitted by
ballast pump or gravity by opening the tank inlet valves directly to the sea.
Ballast pump use to centrifugal type with electrically power driven motor, can
direct sea water to each of the ballast tank.
Ballast Operation physically check that all valves on the suction and
discharge manifolds of the bilge and general service pump are shut.
Ballast process
It two process in ballast system is ballasting and de-ballasting by pump.
Ballasting process is filling ballast tank from sea inlet with purpose keep the
stability a ship during unloading process. And de-ballasting process to use if the
ship will loading in cargo hold and sea water on ballast tank to pumped out from
ballast tank.
Fuel Oil System
The design of the external fuel system may vary from ship to ship, but
every system should provide well cleaned fuel of correct viscosity and pressure
to each engine. Temperature control is required to maintain stable and correct

DESIGN PHILOSHOPY

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: Atandho
Gama M.

viscosity of the fuel before the injection pumps. Sufficient circulation through
every engine connected to the same circuit must be ensured in all operating
conditions.
The fuel treatment system should comprise at least one settling tank and
two separators. Correct dimensioning of HFO separators is of greatest
importance, and therefore the recommendations of the separator manufacturer
must be closely followed. Poorly centrifuged fuel is harmful to the engine and a
high content of water may also damage the fuel feed system.
Injection pumps generate pressure pulses into the fuel feed and return
piping. The fuel pipes between the feed unit and the engine must be properly
clamped to rigid structures. The distance between the fixing points should be at
close distance next to the engine. See chapter Piping design, treatment and
installation. A connection for compressed air should be provided before the
engine, together with a drain from the fuel return line to the clean leakage fuel or
overflow tank. With this arrangement it is possible to blow out fuel from the
engine prior to maintenance work, to avoid spilling.
Fuel tanks
The fuel oil is first transferred from the bunker tanks to settling tanks for
initial separation of sludge and water. After centrifuging the fuel oil is transferred
to day tanks, from which fuel is supplied to the engines.
1. Storage Tank
These are the biggest tanks in terms of capacity present on board a ship.
They are used to store fuel and diesel oil received in bulk after bunkering. The
locations of bunker tanks are normally outside the engine room and they are
generally a wing or double bottom tank.
2. Settling tanks
Generally, more than two settling tanks are present and located on a ship as
part of the bulkhead of the engine room. Oil from the bunker tank is
transferred into the settling tank. The diesel oil settling tank can be located as
double bottom tank in the engine room. Settling tank for low sulphur oil and
marine gas oil is kept separate from other fuel oil.
3. Service tanks
Service tanks onboard ships are used to store and supply treated oil to main
engine, auxiliary engine and boilers. The number of such tanks can be one or
more. Fuel oil and diesel oil service tanks are normally located as a part of the
bulkhead of the engine room. Low service fuel oil (L.S.F.O) and marine gas oil
(M.G.O) tanks are dedicated tanks to avoid mix up.
4. Over flow tank
Over flow tank is provided for both fuel and diesel oil system in the engine
room for collecting the overflowed oil from bunker tank. Return lines and leak
off lines may also be connected to overflow tank. It is a normal practice to
have a common overflow tank for high and low sulphur system.
Pump on Fuel Oil System
1. Transfer Pump
Pump that used to deliver fuel from the storage tank to settling(s) tank.
2. Feed Pump
Pump that used to deliver fuel from settling(s) tank to day tank.
3. Supply Pump

DESIGN PHILOSHOPY

Project
: Design IV
Doc. No. : I 42 12 140
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By
: Atandho
Gama M.

Pump that used to deliver fuel from day tank to injection pump in main
engine. This pump serves to maintain the pressure of the fuel being
transferred.
4. Circulating pump
This pump serves to circulate the excess fuel.
Kind
1.
2.
3.
4.
5.

of Fuel Oil
HFO (Heavy Fuel Oil)
MDO (Marine Diesel Oil)
HSD
GAS (LNG or CNG)
Etc.

VI. Lubricating Oil System

1. Primary purpose of lubrication
To keep a clean layer of lubricating oil film/ luboil film between the contacting
surfaces of the running parts/ moving components in order to prevent friction,
heat & metal-to-metal wear/ abrasive wear.
2. Secondary purpose of lubrication
a. Cooling
In passing through the engine, part of the heat is absorbed/picked up by the
circulating oil. Therefore, it is made to pass through the cooler before being
recirculate.
b. Neutralize of acid products of combustion (sulphuric acid).
c. Cleaning
Washing away of wear detritus due to surface rubbing/ friction. Therefore,
the oil is filtered and centrifuged. Oil also cleanses hot moving parts from
carbonaceous deposits.
d. Sealing
This is the case with the piston & liner where the oil provides a gas seal sa
well as lubrication.
e. Prevention from corrosion
- Hot corrosion is caused by vanadium
- Cold corrosion is caused by sulphur
3. Cylinder lubricating Oil System
Large slow-speed diesel engines are provided with a separate lubrication
system for the cylinder liners. Oil is injected between the liner and the piston by
mechanical lubricators which supply their individual cylinder, a special type of
oil is used which is not recovered. As well as lubricating, it assists in forming a
gas seal and contains additives which clean the cylinder liner.
4. Additives in lubricating oil
Diesel engines require special lubricating oil, because of the diesel fuel
and the higher pressures and therefore temperatures in the cylinder, compared
to a petrol engine.
Additives are therefore used to assist the oil in performing its duties and
also in overcoming contamination problems. Listed below are some additives
and why they are used:
a. Anti-oxidants or oxidation inhibitors

DESIGN PHILOSHOPY

Project
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: Atandho
Gama M.

Are used to prevent varnish and sludge accumulations on engine

parts. They also prevent corrosion of alloy bearings. They decrease the
amount of oxygen taken up by the oil thereby reducing formation of
acidic bodies. Additive generally oxidises in preference to the oil.
b. Anti-corrosives, corrosion preventative or catalyst poisons
To prevent failure of alloy bearings and other metal surfaces by
corrosive attack. Inhibit oxidation so that no acidic bodies are formed
or enable a protective film to form on bearings or other metal
surfaces. Chemical film formation on metal surfaces decreases
catalytic oxidation of the oil.
c. Detergents
To keep engine surfaces clean and prevent deposits of all types of
sludge. By chemical reaction or oxidation direction, oil soluble
oxidation products are prevented from becoming insoluble and
depositing on various engine parts.
d. Dispersants
To keep potential sludge formed insolubles in suspension to prevent
their depositing on engine parts. Agglomeration of fuel soot and
insoluble oil decomposition products is prevented by breakdown into
finely divided state. In colloidal form, contaminating particles remain
suspended in oil.

VII.

e. Extreme pressure agents

To prevent unnecessary wear of moved parts as well as scuffing or
scoring. By chemical reaction, film is formed on metal surfaces which
prevents welding or seizure when lubricating oil film is ruptured.
f. Rust preventative
To prevent rust in new and overhaul engines during storage or
shipment. Preferential wetted of metal surfaces through added
adhesiveness.
- Pour point depressants.
- To lower pour points of lubricating oils.
- Wax crystals in oil coated to prevent growth and oil absorption at
reduced temperatures.
g. Viscosity index improvers
To lower the change rate of viscosity with temperature. Improvers are
less affected by temperature change of oil. They raise viscosity at 93
C (200 F) more in proportion than at 37 C (100 F).
Engine Cooling System
Engine cooling system is one of the important systems supporting operations
of main engine in ship. The cooling system is always associated with how
temperature should be cooled and the fluid that will be used for cooling. This
system has a cooling component, namely the High Temperature Cooling
(HTC) and Low Temperature Cooling (LTC).
Purpose Engine Cooling Systems

DESIGN PHILOSHOPY

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Gama M.

a. Control and maintain the temperature in the water jacket on the Main
Engine, because in order to avoid thermal stress on the components in
the engine.
b. Transfer heat and keep the temperature of the air entering the intercooler
/ Aircooler, so that air entering the combustion chamber more mass, so
that the greater the power generated.
c. Transfer heat and keep the temperature of the lubricating oil in the LO
cooler, to keep the viscosity of Lube Oil.

VIII.

Advantages:
a. Not corrosive.
b. Maintenance only done in Central Cooling.
c. No need to charge more for maintenance.
Disadvantages:
a. Installing the system is more complicated.
b. Initial installation costs incurred more expensive.
c. Fresh water use.
d. Intercooler cooling efficiency is not as good on open cooling.
High temperature cooling (HTC)
High temperature cooling (HTC) is a process that occurs in the jacket water
cooler. The purpose of the jacket water cooler to keep the temperature of the
combustion chamber in order to avoid overheating, and maintain the
temperature of the combustion chamber. Temperature remained at work.
The impact caused the overheating:
a. Material Thermal Stress
b. Decreased engine performance
c. Damage to engine components
The impact caused the overcooled:
a. Material becomes brittle (brittle)
b. Decreased engine performance
Low temperature cooling (LTC)
Low temperature cooling (LTC) is the process of cooling required for cooling
the LO cooler and Intercooler.
a. The purpose of cooling the LO cooler to keep the lubricating oil
temperature lubricant to the lubricating oil viscosity awake and keep the
operating temperature to avoid overheating the engine.
b. While cooled intercooler to cool the intake air in the combustion chamber
before passing Turbocharger. So, the mass density of air is more dense
fuel to enter the combustion chamber.
Compressed Air System

DESIGN PHILOSHOPY

Project
: Design IV
Doc. No. : I 42 12 140
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By
: Atandho
Gama M.

Objective of compressed air system

Large marine diesel engines use high pressure compressed air to start
them. The air flows into the cylinder when the piston is moving down the
cylinder on the power stroke. To minimize the risk of an air start explosion, fuel
is not injected into the cylinder whilst the air is being admitted.
Air start systems vary in their design and can be quite complex. There will
be a means to start the engine locally as well as from a remote location (The
Bridge or the engine control room). This system is not representative of one
type of engine but is simplified to give a basic understanding.
Two air start receivers are fitted. The total capacity of the receivers must
be sufficient to start the engine 12 times alternating between ahead and astern
without recharging the receivers. The air receiver will be fitted with a relief
valve to limit the pressure rise to 10% of design pressure. A pressure gauge
and a drain must also be fitted. A manhole gives access to the receiver for
inspection purposes.
Two air start compressors are normally supplied which must be capable of
charging the air receivers from empty to full in one hour.
The automatic valve is only open whilst an air start is taking place. It
incorporates a non return valve to prevent any explosion in the air start system
getting back to the air receivers. A slow turn valve is incorporated in the
smaller bore pipework to the side of the valve. This is used to turn the engine
slowly before starting, to prevent damage which could be caused if liquid had
found it's way into the cylinder.

IX. Engine Room Air Ventilation

1. Design conditions
Engine room air ventilation design following requirement from ISO 8861:
1998 standard, the outside ambient air temperature shall be taken as + 35
C.
Temperature rise from air intake to air passing from the engine room up
to the casing entrance shall be max. 12.5 K.
The capacity of the ventilation plant should be such as to provide
comfortable working conditions in the engine room, to supply the necessary
combustion air to the diesel engine(s) and boiler(s), and to prevent heatsensitive apparatus from overheating.
In order to meet these requirements, the air should be distributed to all
parts of the engine room, so that pockets of stagnant hot air are avoided.
Special considerations should be given to areas with great heat emission and
to all normal working areas, where reasonably fresh and clean outdoor air
should be provided through adjustable inlet devices.
When arranging the air distribution, all normal conditions at sea and in
harbour for in-service machinery shall be taken into account.
2. Total airflow
The total airflow Q to the engine room shall be at least the larger value of
the two following calculations.
a. Q = qc + qh as calculated according to 5.2 and 5.3 respectively.

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Gama M.

b. Q = 1.5 x qc, i.e. the airflow for combustion + 50 %. The total airflow to
the engine room shall not be less than the airflow for combustion
[engine(s) and boiler(s)] plus 50%.
3. Distribution of air in the engine room
Approximately 50 % of the ventilation air should be delivered at the level
of the top of the main propulsion diesel engine(s), close to the turbo-charger
inlet(s), care being taken to ensure that no sea water can be drawn into that
air inlet. No air should be blown directly onto heat-emitting components or
directly onto electrical or other apparatus sensitive to water.

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Refference
a.
b.
c.
d.

ClassNK 2011, Part D and R

Safety of Life at Sea (SOLAS 2009)
Marine Pollution (MARPOL) 2002 Annex 2
L.Harington, Roy. 1992. MARINE ENGINEERING. Jersey City: The Society of
Naval Architechs and Marine Engineers
e. ISO 8861: 1998 standard
f. Project Guide Wartsila RT-Flex 40

DESIGN PHILOSHOPY

I.

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Gama M.

Electrical Systems and Generator-set

Basic Principles
Simple circuit is a battery with potenstial 12 volts and a load (light golbe)
that when switched on will demand 2 amps to burn brightly. Conductors resist
the flow of electric current (not super conductors) and convert a portion of the
electrical energy into heat.
That work done will create a resistance to flow that we can calculate
using Ohms Law The ratio of the potenstial difference (volts) between
the ends of a conductor and the current flowing throught the
conductor is constant.

Series and parallel circuits

Series and parallel connection are made when a large storage capacity is
needed but a single battery would be too heavy or cumbersome to handle.
Series circuits if two or more batteries are connected in line each other,
they are said to be connected in series. Total voltage would be the sum of the
individual batteries added together. While the output voltage increases, the
total amp-hour capacity of the three batteries together remains the same as
the amp-hour rating of one.

Similarly other component such as resistors (electrical devices that create

resistance) connected in series would have their total resistance increased.
Parallel circuits if two or moe batteries have all their positive poles linked
and all their negative poles linked they are said to be connected in parallel.
The total voltage would as one of the batteries. While the output voltage
remains the same, the total amp-hour capacity of the three linked batteries
increased.

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Gama M.

Batteries
A battery is a storage device for electrochemical energy taht easily
enables conversion into electrical energy and vice versa. If two electrodes
(pieces of dissimilar metals) are emmersed in a cell (a bath) of electrolyte (a
reactive acid or alkali) a voltage will be produced across the electrodes.
Lead acid batteries
The components of a lead acid battery cell are:
a. Positive plate cathode of lead dioxide (PbO 2)
b. Negative plate anode of lead (Pb)
c. Dilute sulphuric acid electrolyte (H2SO4 + H2O)
Alkaline batteries
Alkaline betteries are generally externally connected.
A variety is available including Nicad (nickel cadmium), NiMH (nickel-metal
hydroxide) Nickel zinc and lithium. The componets of a NiMH alkaline battery
are:
a. Positive plate (nickel hydorxide)
b. Negative plate (calcium hydroxide)
c. Electrolyte (potassium hydroxide)

DESIGN PHILOSHOPY

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Battery charging from electrical generators

When a wire coil is moved through a magnetic field, a voltage is induced in
that wire coil.
Similarly if a magnetic field was passed over a stationary wie coil a voltage is
induced in that wire coil. This principle enables electricity to be produced by a
motive force (movement).
AC Generator
AC is pulsing current driven by a voltage wave that alternates between a
negative and a postive voltage. The frequency of this cycle is defined in unit
Hertz (cycle per second).

Three phase electricity is generated by an alternator. The three phase

supply is much more efficient at transfering electricity over long distances
than single phase and uses smaller cabling for the power carried. Due to the
triple wave form generated at 120o electrical separation, it laso provides a
more constant current than single phase that dips through zero volts on every
cycle.
The power distribution of the ship is controlled from the amin switch
board (MSB). Warning lights are incorporated to indicate the health and status
of the electrical system. Here the ships gensets power and shore power
supply can be isolated, monitored and selected through changeover
contactors.

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The load side of the changeover contactors connect directly onto bus bars
(common connectors) at the main switch boad (MSB). These bus bars are
then routed through fuses, circuit berakers and switches to feed various
supply distribution boards. The sub-circuits from these distribution boards the
supply lighting, power, and utlity circuits. There should be wiring schematics
pasted inside these distribution board cabinets to identify each fuse/circuit
breaker, its rating and which circuit each protects.

A fuse is a thin metal wire designed to open circuit (break) by melting if the
current goes above a certain level, so stopping a surge continuing down the
wiring system. A surge from a short circuit would otherwise cause equipment
damage or electrical fires.
A circuit breaker is a load sensitive switch that trips (open circuit) if a
predetermined exceed current flow. Consequently they active much more
quickly than a fuse so ensuring greater protection for sensitive electronic
equipment and personal protection for higher power situations. They are
easily reset simply by re-switching them to the original position. The can be
used as an additional circuit isolation switch.

DESIGN PHILOSHOPY

Project
: Design IV
Doc. No. : I 42 12 140
DP
By
: Atandho
Gama M.

Synchronizing Method
Synchronizing relays enable automatic and remote operation by the use
of sophisticated microprocessors. A failsafe synchro check realy is installed
that prevents connection beyond a few electrical degrees of in phase with the
system. Often manual verride synchronizing devices are incorporated.
Synchronizing lamps three indicator lamps are connected between the
alternators (instrument transformer) terminals and system terminals. As the
gensets speed changes, the lights glow bright when the alternator voltage
opposes to the systems voltage (ahead or behind in-phase). When the
alternator voltage matches the system voltage the light go dim. At that
instant, the alternator is switched into citcuit and stays in synchronism.

Synchronoscope displays the relative frequencies of system and

alternator. The pointer (or indicator lamps) indicate fast or slow speed of the
genset compared to the system requirement. If the pointer rotates (or +/indicator lamps show), the engine governor must be adjusted until the needle
points vertically (or top lamp shows) and steady.

DESIGN PHILOSHOPY

Project
: Design IV
Doc. No. : I 42 12 140
DP
By
: Atandho
Gama M.

1. Generator Capacity Calculation

In calculating the capacity of the generator, there are several things
to consider, among other things:
a. Kind of ship operation
b. Load factor of each equipment
Load factor is the ratio between the average power equipment with
a maximum power requirement of operation for a condition. Held after
the grouping, then the existing data is loaded from the amount of
equipment, power in, then when the operation of the equipment is too
much equipment to be operated in light of the backup equipment.
Percent load factor is loaded on each operating condition and the
amount depends on the frequency of the equipment used, the amount
of the power consumption of the equipment against the nominal and
based on previous design experience. For equipment that is rarely used
can be given a zero load factor for all conditions. While the equipment
is operated continuously in a fixed load operation of ships or
continuous load. And for equipment with temporary or intermittent load
is a load of equipment that do not operate continuously. After all the
data entered by each group, then added load, the fixed load and
temporary load.
c. Diversity factor
Diversity factors are often also referred to as the togetherness
factor, is a factor which is the ratio between the total power of all
existing equipment with a total power required for each unit of time.
Diversity factor can be used to search for operating load in order to
determine the total amount of load that must be served by the
generator as a result of the operation of the loads at the same time.
2. Calculation of Power Requrements
In the calculation of ship electric power needs, it is included in the
calculation process is
a. Rooms that require electrical power for lighting and power supply for
existing
equipment
b.
c.
d.
e.
f.
g.
h.

Dimensions of the room

This type of armature to be fitted
Power needed for each component
When operating these components
The type of operation is intermittent or continuous components
The number of points in the armature of existing rooms
The total power of each room

Generator Set calculations are based on electricity demand at the

time of sailing, left, mooring, and loading-unloading to determine the
maximum power of the existing electricity needs. Of maximum demand,
the selection of several alternative generators on the market with the
following considerations:
a. The need for resources

DESIGN PHILOSHOPY

Project
: Design IV
Doc. No. : I 42 12 140
DP
By
: Atandho
Gama M.

b. The power factor generator

c. Maintainability
d. Space in the engine room
3. Determination Part of Power Distribution
In the making, any existing equipment in a junction box for the
hanging of the deck, and common functions, such as:
a.
b.
c.
d.

Communication Junction
Monitoring Junction
Power Junction
Main Switch Board (MSB)
Is a terminal that serves to connect the wires from the JL, JP, JM, JC, to
the generator.

e. Emergency Switch Board (ESB)

ESB is a terminal that connects the wires from the battery through the
junction emergency with ACOS.
f. Diesel Generator Set (GENSET)
g. Automatic Change Over Switch (ACOS)
ACOS is a tool that can automatically connect the emergency
equipment to the battery when the generator is not working.
h. Shore Connection (SC)
Power is supplied by the power plant land when the ship docked at the
port so that ships do not need a generator for a while. Electoral base is
the largest power that is required at the time of loading and unloading.
i. Battery
Accumulator is required at the time of emergency power supply for
equipment and placed on the ESEP (Emergency Source of Electrical
Power) room.