Marine Engineering

Through the window of the fuel pump housing, it is possible to see the movement of the sleeve up and down. The sleeve has one marking only. At the same time, the sides of the window also have one reference mark. When the reference mark on the sleeve starts moving upward, it indicates that the plunger is moving upward. When the mark on the upward moving sleeve coincides with the mark on the pump body, it indicates that the upward moving plunger has closed the suction port of the fuel pump. This is the beginning of the injection. This can be checked on the flywheel and, if required, can be adjusted and to allow the pump to be timed with the engine. The end of the injection will be dependent on the amount of fuel to be injected.

Quick closing valve are fitted in the fuel system so that in the event of a fire in the vicinity of these systems or break in these lines the system can be shut down rapidly and remotely, these valves are pneumatically operated. If by any means control air fails to reach the valve the system will fail. 

In addition to providing sufficient air for combustion purposes in the main engine, the auxiliary diesel engines, the fuel-fired boiler, etc., the ventilation system should be designed to remove the radiation/convection heat from the main engine, auxiliary engines, boilers, and other components. A sufficient amount of air should be supplied and exhausted through suitably protected openings arranged in such a way that these openings can be used in all weather conditions, and care should be taken to ensure that no seawater can be drawn into the air intake. Furthermore, the ventilation air inlet should be placed at an appropriate distance from the exhaust gas funnel in order to avoid the suction of exhaust gas into the engine room. Air supply In the case of a low-speed two-stroke diesel engine installed in a spacious engine room, the capacity of the ventilation system should be such that the volume of air is at least 1.5 times the total air consumption of the main engine, auxiliary ...

The exhaust gas from the engine is utilized in the turbocharger for compressing fresh air to charge the engine with a positive pressure greater than ambient conditions. This compression causes the temperature of the air to increase, which thus cannot be fed directly into the engine as it is out of operating limits. Thus a cooler that brings the air temperature back to near ambient conditions is fitted on the engine. When the air is hot its density is less and thus the mass of air charged into the engine is less when compared to the mass when the air is cold. Thus the charge air cooler improves the charge air density and its temperature. The compressed charged air at the outlet of charged air cooler will have a reduced temperature of about 40 to 50 degrees celsius from a temperature of about 200 degrees celsius. This reduced temperature of the air will increase the density of the charge ait at low temperatures. Increased air density of the charge air will raise the scavenge effi...

An application for designating a sea area as an Emission Control Area (ECA) must be approved by the Parties to Annex VI. ECAs may be designated for sulphur oxides (SOx) and particulate matter (PM), or nitrogen oxides (NOx), or all three types of emissions, subject to a proposal from an IMO member country. Annex VI originally set a limit of 1.50 percent sulphur for marine fuel oil used by ships sailing in designated Sulphur Emission Control Areas (SECAs).  The revised Annex VI lowered the sulphur limit in SECAs to 1.00 percent from July 2010 and to 0.10 percent as from 2015. The Baltic Sea was the first SECA to enter into force in 2006, followed by the North Sea (including the English Channel) in 2007. In March 2010, the IMO officially designated waters extending 200 nautical miles (370 kilometers) from the coast of the United States and Canada as the first “full” ECA, i.e. covering SOx, PM and NOx. The decision entered into force from August 2011 and the stricter sulphur ...

Benefits of Sulzer Rt-flex engines Smokeless operation Reduced running costs Lower running speeds High reliability and redundancy Common rail Fuel pumps Electronic injection control Ideal for heavy oil Exhaust valve actuation and servo oil systems Ease of installation Smokeless operation A clearly visible benefit is smokeless operation at all ship speeds. The superior combustion performance with the common-rail system is achieved by maintaining the fuel injection pressure at the optimum level right across the engine speed range. In addition, the selective shut-off of single injectors and an optimized exhaust valve timing help to keep smoke emissions below the visible limit at very low speeds.  Sulzer RT-flex engines also comply more easily with the NOX emission limit in Annex VI of the MARPOL 73/78 convention, with the best possible trade-off between fuel consumption and NOX emissions at all loads. Reduced running costs Reduced running costs of Sulzer RT-flex en...

Oils containing water can only be de-watered in a perfect manner if the bowl is accurately adjusted to the difference in densities of oil and water. The gravity disc with proper inner diameter i.e. with the diameter that corresponds to the difference in densities of the oil-water mixture to be treated should, therefore, be inserted in the bowl, This disc can be chosen from the set of disc provided with the separator. The inner diameter of the disc to be chosen can be determined by:  Calculation   Experiment The general rule is : Small diameter gravity disc when treating heavy oil Large diameter regulating ring when treating light oil Determining the size of gravity disc by calculation: For a given separating temperature, the inner diameter of the gravity disc and if the desired density of the oil can be determined from the diagram, provided that the density of the oil at a temperature ranging 15℃ and 90℃ is known. For example; Given: Density of oil at 20℃...