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MP4J01 – Naval Architecture &

Marine Engineering

Marine Machinery and Power Plants


References
• H i t R ((ed),
Harrington d) MMarine
i E Engineering,
i i SNAME
SNAME, 1992 ((especially
i ll Ch
Chpts
t II-III)
III)

• Woud HK and Stapersma D, Design of propulsion and electric power


generation systems
systems, IMarEST
IMarEST, 2002
2002.

• Griffiths D, Marine Low Speed Diesel Engines, IMarEST, 2000.

• Basic Principles of Ship Propulsion, article from MAN-B&W (available at


www.manbw.com/files/news/filesof3859/P254-04-04.pdf )

• The Intelligent
Th I t lli t Engine:
E i Development
D l t Status
St t and d Prospects,
P t article
ti l ffrom MAN
MAN-
B&W (available at
http://www.manbw.com/files/news/filesof769/Int%20Eng%20Prospects.pdf )

• The EnviroEngine Concept, article from Wartsila, available at


www.wartsila.com/Wartsila/docs/en/ship_power/media_publications/brochures/enviro
engine.pdf )

• MAN B&W Diesel - Computerised Engine Application System (CEAS), article


from MAN-B&W
MP4J01 Naval Architecture & Marine Engineering 1-2
Introduction to marine machinery systems
Details of machinery systems determined by role /function of vessel / platform
platform,
but can be characterised based on services provided :-

• Propulsion – engines and propulsors

• Electrical power generation and supply

• Ship handling – rudder, anchor, winches, etc.

• Auxiliary systems for above


– Fuel
– Cooling
– Lubrication
– Starting and controls

• Other ship services (for crew, passengers, cargo)


– HVAC
– Water production and supply
– Waste treatment
– Bilge and ballast systems
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History of propulsion and marine power plants
• Canoes, sampans, boats (oars, rods etc.) – human powered

• Sailing boats/ships – wind powered

• First engine-powered
engine powered ships – steam engines (with paddle wheels and
propellers)

• Steam turbines – both conventional boilers and nuclear powered boilers

• Diesel engines (motor ships), gas turbines, including diesel-electric and gas
turbine electric
turbine-electric

• Future – fuel cells, etc

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Machinery systems for Queen Mary 2
• Ship information : US$ 780 million;
- sea trials Sept 2003
2003, Delivered 2004; 150000 grt
grt,
- 345 m long, 40 m beam, 72 m height (keel to funnel),
- 1310 rooms, 2620 passengers, 1253 crew, 30 knots

• Engines (CODAG) diesel electric system


– Diesel engines 4 x Wartsila 16V46C@16800 kW each
– Gas turbines 2 x GE LM2500+@25 MW each
– Total output 118 MW

• Propulsion and manoeuverability


– 4 x 20 MW Mermaid pods (2 fixed, 2 azimuthing) with
fixed pitch highly skewed propellers;
– 3 x bow thrusters; 4 x fin stabilisers
– 8 x mooring winches; 2 x windlasses (for anchors);

• Engine and propulsion system auxilliaries

• Wastewater and waste treatment/ management systems


– membrane bioreactor systems; incinerators; bilge water
separators

• HVAC and Refrigeration Systems


– based on R134a and R507
Watch out for “Oasis of the seas” – http://www.oasisoftheseas.com
MP4J01 Naval Architecture & Marine Engineering 1-5
Systems
y to
support ship/
platform
mission

Woud 02
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General view of Hitachi- B&W K_EF Main Diesel Engine
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Criteria for selection of marine propulsion/ power plant
• Performance and efficiencyy ((at design
g conditions,, both ambient and ship
p duty
y related)) –
ability to meet and match desired ship performance characteristics, including part load,
transient, manouevring/reversing

• Safety and reliability/ availability (low off


off-hire
hire time
time, redundancy)

• Operability, durability and maintainability (automation, fewer parts, long TBOs, availability
of trained MP, spares,
p after sales service/ support
pp etc))

• Size (compactness), weight, footprint, height etc. (Affects capital costs of ship, space and
displacement for other ship functions (e.g. cargo, passengers)

• Fuel and lubrication requirements/flexibility (e.g. can use heavy fuel, dual fuel, low
consumption of lub oil)

• Interaction with other ship systems (including propulsor, heat recovery systems etc.) – e.g.
flexibility in location/ simple installation

• Environmental impacts (increasingly important) – emissions,


emissions noise
noise, vibration
vibration, etc
etc.

• Life cycle costs (associated with efficiency, etc.)


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Performance
• Ability to meet and match ship powering requirements

– Develop full power or nearly full power at ship design condition

– Function satisfactorily in off-design conditions – i.e. delivers


required
q speed/thrust
p without exceeding g anyy limits imposed
p by
y
operating envelope of engine

– Power-speed characteristics are of primary importance

– More details later

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Efficiencies of energy conversion
Efficiency
• Generally defined as (useful energy output)/ (energy input)

• For power plants, energy input is often taken as the


(fuel mass flow rate * calorific value of the fuel used)

• Related to other parameters such as heat rate, specific fuel consumption,


utilization factor etc.), but must be aware of differences

• Also need to differentiate from sub-system/process efficiencies (e.g. heat


device (e.g. boiler, combustor) efficiency, electrical generator efficiency,
etc.). If appropriate sub-division is done, overall system efficiency is
obtained by combining (multiplying) individual sub-system efficiencies, i.e.

η overall = η a × η b × η c
where a, b, c are the sub - systems
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Efficiency
• Oth
Other i
important
t t “efficiencies”
“ ffi i i ”

• Part load / off-design


g efficiency
y
– important for determining actual performance
– often shown in terms of “performance curves”
– related to susceptibility to losses and irreversibilities

• 2nd Law efficiency (rational efficiency)


– compares actual performance to the idealideal, reversible system performance
performance,
e.g. 2nd Law efficiency for power plant =
(actual efficiency) / (Carnot cycle efficiency of plant operating under same
t
temperature
t limits)
li it )
– gives a more “realistic” comparison

• Individual component efficiencies - e.g. turbine efficiency, pump


efficiency, compressor efficiency etc.
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Safety, reliability and availability of technology

• In general, “proven” technology is preferred (e.g. fuel cells, Stirling


engines
g considered “unproven”)
p )

• Influenced by
– operating
ti conditions
diti (pressures,
( temperatures)
t t ) and
d cycling
li also
l
affects choice of materials
– system complexity / stability - higher efficiencies may mean lower
availability/reliability
il bilit / li bilit
– controllability
– transient behavior etc

• Affects repair and maintenance costs

• Multi engine configuration may be useful

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Energy (and fuel) source

• Availability

• Security

• Flexibility - multi-fuel capability

• Storage

• Affects environmental impacts

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Dynamic and transient behavior
• Power plants have different dynamic/transient behavior
Dynamic characteristics of generating units
Starting Max. rate Emergency Fast Pickup
Generation Type Time for sustained Amount available Time
load changes (% of rating) required
Fossil-steam
Gas or oil Hours 2-5 % per min 20 10 sec
30 30 sec
Coal Hours 2-5 % per min 15 10 sec
20 30 sec
Nuclear steam Hours 1 1/2 - 3 % per min 8 10 sec
20 30 sec
Gas Turbine
Heavy duty 3-10 mins 20% per sec 100 5 sec
Aero-derivative 1-5 mins 20% per sec 100 5 sec

• Important to consider in marine applications Source: Fraas etc

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Life cycle costs

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Environmental performance

• Emissions and pollutants, such as soot, NOX, SOX, volatile organic


compounds (VOCs), toxic substances (trace metals)

• Noise and vibration

• Safety - spills, explosions, fires,

• G ee ouse gases (esp


Greenhouse (esp. CO2) – c
closely
ose y related
e ated to fuel
ue type, a
and
dpplant
a t
efficiency

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