Form no : 08/02

SCHOOL OF MARITIME STUDIES Date : 15/02/2012

VELS UNIVERSITY Issue no : 02/12
THALAMBUR Rev. no : 00

COOLING SYSTEM FOR RUNNING MACHINERY ON BOARD - MAIN PROPULSION SERVICES

AND HEAT EXCHANGERS 

MARINE HEAT EXCHANGERS 

The heat produced by running machinery, must be removed to ensure the satisfactory functioning of the
equipment. Cooling is achieved primarily through circulation of water, oil and air but the abundant supply of
sea water is normally reserved for use as an indirect coolant because the dissolved salts have a great potential
for depositing scale and assisting in the setting up of galvanic corrosion cells. Pollution of coastal areas by
industrial and other wastes has added to the problems of using sea water as a coolant.

CIRCULATING SYSTEMS FOR MOTORSHIPS

The usual arrangement for motorships has been to have sea-water circulation of coolers for lubricating oil,
piston cooling, jacket water, charge air, turbo-charger oil (if there are sleeve type bearings) and fuel valve
cooling, plus direct sea-water cooling for air compressors and evaporators. The supply for other auxiliaries and
equipment may be derived from the main sea-water system also.
There may be two sea-water circulating pumps installed as main and stand-by units, or there may be a
single sea-water circulating pump with a stand-by pump which is used for other duties. The latter may be a
ballast pump fitted with a primer and air separator. Ship side valves, can be arranged with high and low suctions
or fitted to water boxes. 

High suctions are intended for shallow water to reduce the intake of sediment. Low suctions are used at sea, to
reduce the risk of drawing in air and losing suction when the ship is rolling. A water box should be constructed
with a minimum distance of 330 mm between the valve and the top, for accumulation of any air which is then
removed by a vent. 

A compressed air or steam connection is provided for clearing any weed. Ship side valve bodies for the sea-
water inlet must be of steel or other ductile metal. Alternative materials are bronze, spheroidal graphite cast
iron, mechanize or another high-quality cast iron. Ordinary grey cast iron has proved to be unreliable and likely
to fail should there be shock from an impact or other cause. Permissible cast irons must be to specification and
obtained from an approved manufacturer.

Bronze has good resistance to corrosion but is expensive and therefore tends to be used for smaller ship side
valves. Steel is cheaper but prone to corrosion. It may be cast or fabricated. Unprotected steel valve casings and
pipes will , in the presence of sea water and bronze seats, valve lids and spindles, waste due to galvanic
corrosion. However, the presence of corroding iron or steel confers benefits in sea-water systems. The metal
acts as a sacrificial anode and additionally delivers iron ions which are carried through and give protection to
other parts of system where they deposit.

The fresh-water circuit comprising jacket water circulating pumps, fresh-water coolers, cylinder jackets,
cylinder heads, exhaust valves (if fitted), turbo-blowers and a branch to an evaporator, is under positive head,
and therefore in a closed system with a header tank. It is normal for there to be a blanked connection between
the sea-water system and engine jacket water circuit, for use in an emergency. 

If the engine pistons are fresh-water cooled, the circuit may be in parallel with the jacket circuit but it is more
likely to be separate. Main and stand-by piston cooling water circulating pumps are mounted directly on the
 Form no : 08/02
SCHOOL OF MARITIME STUDIES Date : 15/02/2012
VELS UNIVERSITY Issue no : 02/12
THALAMBUR Rev. no : 00

drain tank so that with flooded suctions no primer is required. The piston cooling system embraces a separate
cooler, the inlet manifold, telescopic pipes, pistons, outlet manifold, drain tank and pumps.

The engine system temperatures are kept as high as practicable. The system shown has salt-water bypass valves
on oil and water coolers for temperature control. These are valves controlled by thermo-pneumatic devices. It is
usual to make provision for warming the fresh circulating water before the main engines are started, either by
steam or by circulating from the auxiliary jacket water cooling circuit.

The auxiliary sea-water cooling circuit for generator diesel prime movers may have its own sea inlet and pumps
for circulation, with a cross connection from the main sea-water circulation system. Air compressors together
with the inter- and after-coolers may be supplied with sea-water cooling in parallel with the main system or
alternatively, there may be crankshaft-driven pumps. Charge air coolers are sea-water circulated.

The jacket water system for generator diesel prime movers is similar to that for the main engines, usually with a
separate header tank. Pumps for the services are duplicated or cross connected.

Sea-water pipes for circulation of cooling water, together with those for bilge and ballast systems, are prone to
internal wastage from corrosion and erosion. External corrosion is also a problem in the tank top area. Steel
pipes additionally suffer from rusting.
Cooling of ships engine - how it works , requirement of fresh water & sea water cooling system 

FUNCTION OF COOLING
 Form no : 08/02
SCHOOL OF MARITIME STUDIES Date : 15/02/2012
VELS UNIVERSITY Issue no : 02/12
THALAMBUR Rev. no : 00

Cooling of engines is achieved by circulating a cooling liquid around internal passages within the engine. The
cooling liquid is thus heated up and is in turn cooled by a sea water circulated cooler. Without adequate cooling
certain parts of the engine which are exposed to very high temperatures, as a result of burning fuel, would soon
fail. 

Cooling enables the engine metals to retain their mechanical properties. The usual coolant used is fresh water:
sea water is not used directly as a coolant because of its corrosive action. Lubricating oil is sometimes used for
piston cooling since leaks into the crankcase would not cause problems. As a result of its lower specific heat
however about twice the quantity of oil compared to water would be required.
FRESH WATER COOLING SYSTEM
A water cooling system for a slow-speed diesei engine is shown in Figure . It is divided into two separate
systems: one for cooling the cylinder jackets, cylinder heads and turbo-blowers; the other for piston cooling.

The cylinder jacket cooling water after leaving the engine passes to a sea-water-circulated cooler and then into
the jacket-water circulating pumps. It is then pumped around the cylinder jackets, cylinder heads and turbo-
blowers. A header tank allows for expansion and water make-up in the system. Vents are led from the engine to
the

header tank for the release of air from the cooling water. A heater in the circuit facilitates warming of the engine
prior to starting by circulating hot water.

The piston cooling system employs similar components, except that a drain tank is used instead of a header tank
and the vents are then led to high points in the machinery space. A separate piston cooling system is used to
limit any contamination from piston cooling glands to the piston cooling system only.

SEA WATER COOLING SYSTEM

The various cooling liquids which circulate the engine are themselves cooled by sea water. The usual
 Form no : 08/02
SCHOOL OF MARITIME STUDIES Date : 15/02/2012
VELS UNIVERSITY Issue no : 02/12
THALAMBUR Rev. no : 00

arrangement uses individual coolers for lubricating oil, jacket water, and the piston cooling system, each cooler
being circulated by sea water. Some modern ships use what is known as a 'central cooling system' with only one
large sea-water-circulated cooler. This cools a supply of fresh water, which then circulates to the other
Individual coolers. With less equipment in contact with sea water the corrosion problems are much reduced in
this system.
A sea water cooling system is shown in Figure . From the sea suction one of a pair of sea-water circulating
pumps provides sea water which circulates the lubricating oil cooler, the jacket water cooler and the piston
water cooler before discharging overboard. Another branch of the sea water main provides sea water to directly
cool the charge air (for a direct-drive two-stroke diesel).

CENTRAL COOLING SYSTEM

In a central cooling system the sea water circuit is made up of high and low suctions, usually on either side of
the machinery space, suction strainers and several sea water pumps. The sea water is circulated through the
central coolers and then discharged overboard. 

A low-temperature and high-temperature circuit exist in the fresh water system. The fresh water in the high-
temperature circuit circulates the main engine and may, if required, be used as a heating medium for an
evaporator. The low-temperature circuit circulates the main engine air coolers, the lubricating oil coolers and all
other heat exchangers. A regulating valve controls the mixing of water between the high-temperature and low-
temperature circuits. A temperature sensor provides a signal 
FRESH WATER & SEA WATER COOLING SYSTEM MAINTENANCE GUIDE 

The heat produced by running machinery, must be removed to ensure the satisfactory functioning of the
equipment. Cooling is achieved primarily through circulation of water, oil and air but the abundant supply of
sea water is normally reserved for use as an indirect coolant because the dissolved salts have a great potential
for depositing scale and assisting in the setting up of galvanic corrosion cells. Pollution of coastal areas by
industrial and other wastes has added to the problems of using sea water as a coolant.

COOLING WATER SYSTEMS (SALT & FRESH)- DIESEL ENGINE COOLING WATER QUALITY :

An alkaline condition must always be maintained in the fresh water cooling system. Where a proprietary brand
of water treatment is used, the recommendations of the suppliers regarding dosage and test procedures must be
followed and routinely reported on to the appropriate Management office and the suppliers using the log sheets
that are provided. 

During Diesel engine overhauls internal cooling surfaces are to be examined and any build up of material,
which would adversely affect proper heat transfer, or flow of cooling water, recorded. In vessels fitted with
Cooling Water drain tanks for use during engine overhauls, these tanks are to be kept clean and ready for use. 

TOPPING-UP DIESEL ENGINE SYSTEMS:

Distilled water must be used in Diesel Engine cooling systems if on board production is possible. If this is not
possible or, in cases of extreme emergency, shore or potable water may be used, samples are to be taken, and
analysed for chlorides, alkalinity etc and the relevant management office informed immediately. It is at all times
imperative that an accurate record is maintained in the Engine Room Log Book and Water Condition Logs.
 Form no : 08/02
SCHOOL OF MARITIME STUDIES Date : 15/02/2012
VELS UNIVERSITY Issue no : 02/12
THALAMBUR Rev. no : 00

Excessive use of topping up water must be investigated, and the defect rectified as soon as possible. 

CHEMICAL CLEANING OF SEA & FRESH WATER SYSTEMS:

Under certain circumstances chemical cleaning of a system or component of the system will be required. Details
of the system, component materials and capacity are to be advised and, following discussion with the Fleet
Superintendent, a procedure plan prepared. It is important not to proceed with such an exercise, without being
fully prepared with adequate cleaning and neutralising chemicals, water reserves, protective clothing, safety
information and all the necessary hardware. 

SALT WATER PIPEWORK REPAIRS:

It is essential to avoid the use of unspecified materials in the repair of salt water system pipework. As a basic
guideline dissimilar metals are to be avoided, however, if there is any doubt regarding the correct materials to
be used and as general rule, salt water pipework repairs should be discussed with the relevant Fleet
Superintendent. 
FLOODING OF ENGINE ROOM DURING MAINTENANCE:

Incidents have occurred whereby main SW systems undergoing maintenance have been inadvertently operated,
resulting in the flooding of the engine room, and seriously jeopardising the safety of the vessel. It is the
responsibility of the Chief Engineer to issue standing instructions to all engine room staff regarding the
impending maintenance of any system or machinery, and also, that the said systems or machinery must not be
operated until confirmation is received from the Chief Engineer that the maintenance is satisfactorily
completed, and it is safe to operate. 
The isolation of any sea water pipework system for the purpose of maintenance to machinery or repair to the
pipeline must be supervised by the Chief Engineer or Second Engineer Officer before the commencement of
repairs/maintenance.