Propeller, Types of Propellers and

Construction of Propellers

A propeller is a rotating fan-like structure which is used to propel the ship by using the power
generated and transmitted by the main engine of the ship.

The transmitted power is converted from rotational motion to generate a thrust which imparts
momentum to the water, resulting in a force that acts on the ship and pushes it forward.

A ship propels on the basis of Bernoulli’s principle and Newton’s third law. A pressure
difference is created on the forward and aft side of the blade and water is accelerated behind
the blades.

The thrust from the propeller is transmitted to move the ship through a transmission system
which consists of a rotational motion generated by the main engine crankshaft, intermediate
shaft and its bearings, stern tube shaft and it’s bearing and finally by the propeller itself.

A ship can be fitted with one, two and rarely three propellers depending upon the speed and
maneuvering requirements of the vessel.

Material and Construction of Propeller

Marine propellers are made from corrosion-resistant materials as they are made
operational directly in seawater which is a corrosion accelerator. The materials used
for making marine propeller are an alloy of aluminum and stainless steel.

Other popular materials used are alloys of nickel, aluminum and bronze which are
10~15 % lighter than other materials and have higher strength.

The construction process of the propeller includes attaching a number of blades to

the hub or boss by welding or forging in one piece. Forged blades are highly reliable
and have greater strength but are expensive as compared to welded ones.

A marine propeller is constructed by sections of helicoidally surfaces acting together

to rotate through the water with a screw effect.

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Types of Propeller
Propellers are be classified on the basis of several factors. The classification of
different types of propellers is shown below:

A) Classification by Number of Blades Attached:

Propeller blades may vary from 3 blade propeller to 4 blade propeller and sometimes
even 5 blade propeller. However, the most commonly used are 3 blades and 4 blade
propellers.

However, the most commonly used are 4 blades and 5 blade propellers.

The propeller efficiency will be highest for propeller with a minimum number of
blades i.e. 2 blade propeller. But to achieve strength factor and considering the
heavy loads subjected by the ship, sea and weather two-blade propellers are not
used for merchant ships.

3 Blade Propeller
A 3 blade propeller has the following characteristics:

• The manufacturing cost is lower than other types.

• Are normally made up of aluminum alloy.
• Gives a good high-speed performance.
• The acceleration is better than other types.
• Low-speed handling is not much efficient.

4 Blade Propeller
A 4 blade propeller has the following characteristics:

• The manufacturing cost is higher than the 3 blade propellers.

• 4 blade propellers are normally made up of stainless steel alloys.
• Have better strength and durability.
• Gives good low-speed handling and performance.
• Has a better holding power in rough seas.
• 4 blade propeller provides a better fuel economy than all the other types.

5 blade propeller
A 5 blade propeller has the following characteristics:

• Manufacturing cost is higher of all.

• Vibration is minimal from all the other types.
• 5 blade propellers have better holding power in rough seas.

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6 blade propeller
• Manufacturing cost is high
• Vibration is minimal from all the other types.
• 6 blade propellers have better holding power in rough seas.
• With six-blade propeller, the induced pressure field over the propeller
decreases

Large container ships are mainly fitted with 5 or 6-bladed propellers.

B) Classification By pitch of the blade:

Pitch of a propeller can be defined as the displacement that a propeller makes for
every full revolution of 360 .̊ The classification of the propellers on the basis of pitch
is as follows.

Fixed Pitch Propeller

The blades in fixed pitch propeller are permanently attached to the hub. The fixed
pitch type propellers are casted and the position of the blades and hence the position
of the pitch is permanently fixed and cannot be changed during the operation. They
are normally made from copper alloy.

Fixed pitch propellers are robust and reliable as the system doesn’t incorporate any
mechanical and hydraulic connection as in Controlled Pitch Propeller (CPP). The
manufacturing, installation and operational costs are lower than controlled pitch
propeller (CPP) type. The maneuverability of fixed-pitch propeller is also not as good
as CPP.

These type of propellers are fitted in a ship which does not have good
maneuverability requirements.

Controllable Pitch Propeller

In Controlled Pitch type propeller, it is possible to alter the pitch by rotating the blade
about its vertical axis by means of mechanical and hydraulic arrangement. This
helps in driving the propulsion machinery at constant load with no reversing
mechanism required as the pitch can be altered to match the required operating
condition. Thus the maneuverability improves and the engine efficiency also
increases.

This drawback includes the possibility of oil pollution as the hydraulic oil in the boss
which is used for controlling the pitch may leak out. It is a complex and expensive
system from both installation and operational point. Moreover, the pitch can get stuck
in one position, making it difficult to maneuver the engine.

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However, the propeller efficiency for the CP propeller is slightly lower than the same
size FP propeller due to the larger hub to accommodate the blade pitch mechanism
and piping.

Propeller Dimension: As a general rule, a larger diameter propeller will be more

efficient. But the real dimension of the propeller will depend on the type of ship it will
be used for and the following factors:

1. Aft body construction and design of the ship

2. Clearance requirement between the tip and hull of the ship
3. General ballast condition of the ship. For tankers and bulkers, the propeller
size will be small as compared to containers
4. The design draught of the ship

Propeller dimension approximate value

• For Container ship d/D = 0.74
• For Bulk carrier and Tanker d/D = 0.65

Where d- diameter of propeller, D- design draught

How does a ship propeller work?

For vehicles running on land, the propelling system which drives them is different. In
those systems, the engine powers the shaft which is attached to the vehicle tyre to
move ahead of the body of the vehicle. However, for ships which are displaced in
water, there are no such tyres or surfaces where they can ride.

The ship is displaced in the water and the propeller is used to drive the ship ahead or
backwards, depending upon the direction of rotation or pitch of the propeller. The
engine of the ship is connected to the propeller of the vessel via shaft arrangement.

As the engine rotates the propeller, the radiating blades which are set at a particular
pitch form a helical spiral, similar to a screw. While doing this, it transforms the
power of rotation into thrust which is linear in nature.

This linear thrust will act upon water such that as the propeller blades rotate it
creates the pressure between the surface in front and back of it. Hence, a mass of
fluid is accelerated in one direction creating a reactive force which helps the body
attached to the propeller (which is the ship) moves ahead.

For the ship to move in the reverse direction, the engine and hence the propeller is
rotated in an anti-clockwise direction. This will reverse the thrust and the ship will
move astern. However, the engine of the FP-propeller is always designed for
clockwise rotation when sailing ahead, hence, prolong operation in astern direction is
not efficient.

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For ships fitted with CP propeller, the engine direction is not affected hence astern
efficiency of the ship is better than that of a fixed-pitch propeller.

Types of Propeller Shaft

The ship engine is connected to the propeller via different shafts connected together,
which can be named as:

1. Thrust Shaft
2. Intermediate Shaft
3. Tail Shaft

Thrust shaft:

The crankshaft of the engine is first connected to the thrust shaft which passes
through the thrust bearing whose main function is to transfer the thrust to the ship’s
structure. The casing of the thrust bearing is similar in construction to that of main
engine bedplate and the bearing is lubricated by main engine lubrication system oil.
The material of the thrust shaft is usually solid forged ingot steel.

Intermediate Shaft:

The thrust shaft is then connected to a long intermediate shaft which comes in parts
and joined together using solid forged couplings. The length and number of
intermediate shaft joined together depends on the location of the main engine as a
larger ship will have more distance between the main engine and the propeller. The
material of the intermediate shaft is usually solid forged ingot steel.

Tail Shaft:

The Tail shaft, as the name suggests, is the end part of the shafting arrangement
and carries the propeller. The tail shaft itself is carried on a lubricated stern tube
bearing with seals as it connects and protrudes out of the ship’s engine room into the
open sea, carrying the propeller.

The lubrication system can be of oil-based or water type. The tail shaft transmits the
engine power and motion drive to the propeller. The material of the tail shaft is
usually high strength duplex stainless steel alloy.

Reason for Heavy Running of Propeller

A propeller is supplied with engine power to rotate and propel the ship in the desired
direction. If the amount of power provided to the propeller is not generating the same
rate of revolution, the propeller is considered to be in a heavy running state which
may be due to the following reason:

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• Damage to propeller blades
• Increase in hull resistance due to hull fouling resulting in a change in wakefield
• During rough / heavy seas
• Ship sailing against the current
• Ship sailing in light ballast condition
• Ship Sailing In Shallow Water
• Ship with a flat stern

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10 Most Common Accidents On Board Ships
Life aboard a ship can be treacherous. Unpredictable weather, rough seas and mechanical
problems can lead to unforeseen mishaps that can lead to calamities and even casualties.

Surprisingly, neither Mother Nature nor machinery causes the majority of accidents. Most are
attributed to human error.

Here’s a look at the 10 most common accidents aboard ships.

Man Overboard
According to recently published statistics, 90 percent of crew members who fall off ships do so in
calm weather when there’s a chop of less than one foot. Alcohol consumption, inattentiveness
and general horseplay are often to blame.

Toxic fumes
Entering small spaces without first properly ventilating the area or wearing masks can put crews
at risk of serious illness or even death.

Electrical shock
Sometimes the miles of wires on ships become exposed, putting unsuspecting crew members at
risk for electrocution or severe shocks. That’s why it’s important to have a planned maintenance
system, where electrical equipment is inspected regularly.

Mooring accidents
Winches and ropes are inherently dangerous. It only takes a second for clothing to become
tangled. Even though the journey is nearly over, it’s important for the deck crew to remain vigilant
throughout the operation to avoid a major accident.

Explosions
Crankcases that are not properly maintained are prone to explosion, which not only wastes time
and money in repairs, but also puts crew members at risk. Again, a planned maintenance system
can reduce the risk of explosions aboard ships.

Falls
Being hoisted high above the ship’s deck to perform repairs is one of the most dangerous tasks a
crew member is asked to do. Luckily, nearly all falls are preventable if proper safety procedures
are followed and if harnesses are kept in proper working order.

Piracy
Pirate attacks have been kept in check in recent months by an increased U.S. Navy presence
around the Horn of Africa. Nonetheless, every ship should have procedures in place for
responding to attacks.

Lifeboat testing
It sounds paradoxical, but taking steps to test equipment designed to save a crew can actually
cost a crew member his or her life. A surprising number of accidents occur during the process of
testing lifeboats.

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Hot work incidents
Ships are hotspots for gases, oils and other explosive materials. So when a crew member is
performing hot works repairs, he or she is at risk for burns, toxic fume inhalation or even death
due to explosions. Whenever someone is working with flammable materials, it’s imperative that
proper safety procedures be followed.

Gangway slips
Gangway slips occur for many reasons—improper maintenance, inattentiveness and bad
weather. When they happen, crew members can find themselves laid up for days or weeks.

Accidents aboard ships are bound to happen. There’s a lot of equipment and plenty of room for
human error. The best way to limit the risk of an accident is to ensure your ship and crew is
in proper working order.

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Marine engines on ships are responsible for propulsion of the vessel from one port to
another. Whether it’s of a small ship plying in the coastal areas or of a massive one
voyaging international waters, a marine engine of either 4-stroke or 2-stroke is fitted
onboard ship for the propulsion purpose.

The marine engines are heat engines used for converting heat, which is generated
by burning fuel, into useful work, i.e. developing thermal energy and transforming it
into mechanical energy. The engines used onboard ships are internal combustion
engines (a type), in which, the combustion of fuel takes place inside the engine
cylinder and the heat is generated post the combustion process.

Ship Engine Working Principle

As mentioned earlier, IC (Internal combustion) engines are mainly used for marine
propulsion and power generation purpose. The working of the marine engine can be
explained by the following procedure:

– The fuel is injected at a controlled amount at high pressure

– A mixture of fuel and air is compressed inside the engine cylinder with the help of
piston, which results in the explosion of the mixture when pressurized due to
compression. As a result, heat is released which increases the pressure of the
burning gas

– The sudden increase in the pressure pushes the piston downwards and transmits the
transverse motion into the rotary motion of the crankshaft using connecting rod arrangement.
The explosion is repeated continuously for maintaining the power output depending upon the
type of marine engine and its usage.

The crankshaft is connected via a flywheel, either to the alternator or to a propeller

arrangement for doing the mechanical work. To obtain continuous rotation of the
crankshaft the explosion has to be repeated continuously.

Before the next explosion, the used gases are drawn out from the cylinder through
an exhaust valve and fresh air is supplied, which helps to push the used gas and
also to provide fresh air for next combustion process.

Types of marine diesel engines:

The two basic types of marine diesel engines are –

• 4 stroke engine
• 2 stroke engine

A 4 stroke engine can be installed on the ship to produce electrical power and also to
propel the ship (usually in small size vessel). This engine takes 4 cycles to complete
the transfer of power from the combustion chamber to the crankshaft.

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The events taking place in I.C. engine are as follows:

1. Suction stroke for taking the fresh air inside the chamber – which is the
downward movement of the piston
2. Compression stroke to compress the air-fuel mixture – which is an upward
movement of the piston
3. Power stroke – in which the explosion takes place and the piston is pushed
downwards
4. Exhaust stroke – which is an upward movement of the piston to draw out used
gases

The four events are completed in four strokes of the piston (two revolutions of the
crankshaft). An inlet and exhaust valve is fitted on top of the cylinder head to draw in
fresh air and to expel the used exhaust gas.

Both, the valves and the fuel pump (which supply fuel to the injector), are operated using
camshaft, which is driven by crankshaft using a gear drive. In a four-stroke engine, the
camshaft runs at half the speed of the crankshaft. The crankcase is open to the piston liner
arrangement, which assists in the lubrication of the liner.

The 2 stroke engines are used for vessel propulsion and are bigger in size as
compared to the 4 stroke engines. In this engine, the complete sequence is complete
in two cycles i.e.

1. Suction and compression stroke – which is the upward movement of the piston
to draw fresh air inside and to compress the air-fuel mixture
2. Power and exhaust – which is the downward movement of the piston due to an
explosion inside the chamber followed by removal of exhaust through the
exhaust valve fitted on the top of the cylinder. A stuffing box is used which
separates and seals the crankcase against the combustion chamber.

How and where is ship’s engine made?

If you have seen engines on ships, including small 4 stroke generator engines and
also the massive 2 stroke propulsion engines, one thought which must have crossed
your mind is how and where these engines were made?

The most famous engine manufacturers, whose engines, are used in ships are:

1. MAN Diesel & Turbo (Previously B&W engines) – famous for high, medium
and slow speed marine engines
2. Wartsila (Previously Sulzer Engines) – famous for high, medium and slow
speed marine engines
3. Mitsubishi – producing engines for light, medium, and heavy-duty applications
4. Rolls Royce – famous for the cruise ship and naval ship engines
5. Caterpillar manufactures – for medium speed and high-speed marine diesel
engines

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Wartsila is still the Guinness World Record holder for the largest ship engine ever
built.

The Wärtsilä RT-flex96C two-stroke engine fitted with turbocharger holds this record.
Manufactured for large container ships, its dimensions are as follows:

Length – 27 metres (88 ft 7 in),

Height- 13.5 metres (44 ft 4 in)

weight > 2,300 tonnes.

Power output~ 84.42 Megawatts (114,800 bhp).

The size of the ship engine varies from ship to ship, type of stroke it has, and its
power output. The ship engine can be as high as a 5 story building, and to
accommodate it, the ship engine room has to be designed accordingly.

Where are marine engines made?

These marine engines are built at the facilities of the manufacturers. For e.g. MAN
Diesel has production facilities in Augsburg, Copenhagen, Frederikshavn, Saint-
Nazaire, Shanghai, etc.

Similarly, Wartsila has facilities in Finland, Germany, China etc.

The ship’s engine can also be made in reputed shipyard if there is a contract
between the two companies

The engine is usually made in three different sections (explained below) and
depending upon the size of the engine room and access for the installation, it can be
fitted in the shipyard either in sections or as an entire assembly.

Bedplate: The bedplate is the bottom-most portion of the engine which is the base
of the engine and accommodates crankshaft bearings and A-frame. For the small
engine, a single casting of cast iron is used and for large 2 stroke engines, fabricated
cast steel transverse sections with longitudinal girders are used.

A frame: The A-frame, as the name suggests, is similar to the shape of letter ‘A’ and
is installed above the bedplate of the engine. It is built separately to carry the
crosshead guide and on top, it supports the base of the entablature. The bottom

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surface of the A-frame is machined for making a mating surface to install on top of
the bedplate.

Entablature: The entablature, also known as cylinder block, is made from cast iron
and used to accommodate the cooling water and scavenge airspace. Depending
upon the size of the engine, the casting can be either for individual or multicylinder
(bolted together). The lower portion of the cylinder block is machined to form a
mating surface and fastened with the A-frame using fitted bolts.

The other different ship engine parts which are fitted inside the engine are:

Piston, liner, cylinder, connecting rod, crankshaft, camshaft, fuel pump, exhaust
valve, etc.

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1 ) Bedplate

A bedplate is made of two parallel girders running across the length of the engine. They are
connected together with another set of girders ” Transverse Girders “. It is positioned on the
either side of the trust collar between the crank throw. A bearing support made of cast steel
are embedded on these transverse girders.

Proper consideration is given towards the design and construction of aft-most transverse
girders to maintain appropriate stiffness. This is the part subjected to variable engine thrust.
Generally bedplate are constructed by welding cast steel transverse girders in between
fabricated longitudinal girders along with bearings and tie bolt holes. But for small engines
they are also made as a simple cast of cast iron.

Function

It works as a foundation block for the two stroke marine diesel engine. They are right at the
same time strong and flexible to support weight and handle fluctuating forces produced by
the engine.

2 ) Crankshaft

A crankshaft is an engine component subjected to high torsion and fluctuating bending &
shear stress. Material such as silicon ( 0.3% ), Carbon ( 0.2% ), Sulphur ( 0.02% ), Manganese (
0.6% ) and Phosphorous ( 0.02% ) is used to build crankshaft. A crankshaft must have good
bearing surface, resist wear and tear of journals and crank-pin, Good strength and unlikely
for fatigue failure.

They can be constructed in either of the four way:

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 ▪ Fully Buildup
▪ One Piece
▪ Semi buildup
▪ Welded Construction

Function

A crankshaft is a key component of an engine transmitting cylinder power to the propeller

shaft. Basically what it does is to convert the oscillating motion of connecting rod
/ reciprocating motion of the piston to rotatory motion of the shaft.

3 ) Camshaft

A camshaft consists of set of cams for each unit fitted on to the camshaft hydraulically. The
whole shaft is supported by white metal line bearing with set of cams fitted made of steel.
They have a separate set of lubrication to avoid any contamination with the fuel due to
leakage.

A two stroke marine diesel engine have fewer cam on the camshaft than of four stroke
engine due to the fact that; there is no inlet valve in two stroke engine which require cam
movement for scavenging. To ensure the correct timing for exhaust and fuel injection; a
camshaft is driven by crankshaft. They are connected together either by a chain or gear
based on the engine design or so called company. ( Sulzer has gears while B&W uses chain ).

Function

It is a control device which operates the three main valves ( Inlet, Exhaust and Fuel injector ).
It operates these valves with the help of cam follower, rocker arm and push rod. Each cam
profile is designed to produce desired speed and lift of the follower at appropriate time.

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4 ) Frame Box

Frame box also known as “A frame” is a separately fabricated structure mounted on top of
the bedplate. They carry crosshead guides while supporting the cylinder block. And are
secured to the bedplate using bolts.

Function

They support the cylinder block or popularly called as Entablature from bed plate.

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5 ) Piston

A piston is a composite structure with crown and skirt that made the moving part of a
combustion chamber. Piston Crown are subjected to fluctuating thermal and mechanical
stresses while it transfer the combustion force to the piston rod or connecting rod
depending upon type of engine ( 2 Stroke or 4 Stroke ). They are designed as a concave
structure at the top to provide maximum combustion efficiency.

It is a general practice to use chromium – molybdenum alloy steel in its construction with a
8mm thick Inconel metal fitted on top of it to avoid burning of crown. It have four to five
chromium plated grooves to accompany the piston rings. On other hand the skirt act as a
guide for the piston to move along the cylinder liner.

They are subjected to much lower temperature and pressure and so face low thermal and
mechanical stresses. A brass bands are fitted on to the skirt for better movement along the
cylinder liner.

Function

The function of a piston in marine diesel engine is to convert the force of expanding gases
during combustion process to mechanical energy. While during the compression stroke it
compresses the gas in between the crown and cylinder head with the energy provided by
flywheel. A piston can be called as the heart of an engine as it transform all that energy
under fluctuating thermal and mechanical stress.

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6 ) Piston Rings

A piston ring have following general characteristics such as strength, resistance to wear and
corrosion, elasticity and ability to transfer heat radially. They are made up of alloy cast iron
with added minerals like molybdenum, chromium, titanium and nickel; Sometimes copper
and vanadium are also added in their construction.

Function

A piston ring provides sealing of combustion chamber by expending outwards. By doing this
they prevent the combustion gases leak or escape from the space in between cylinder head
and piston crown. It also provide proper heat transfer between the piston and liner while
facilitating lubrication control; avoiding mixture of lube oil with the charge.

7 ) Liner

A liner is a thin metal cylinder inserted on top of a cylinder block and secured at the top by
cylinder head. This allows cylinder liner to expand downward when subjected to heating. It is
constructed of good quality alloy cast iron which can withstand high temperature and
pressure of the cylinder.

Certain Bores are grooved inside the liner for better cooling and transfer of heat from the
piston. This helps maintain the strength of the metal at extremely high temperature. Cooling
water is placed called jacket, a space in between the cylinder block and the liner. It is then
sealed at the bottom with help of ‘O-Rings’ with a tell tell hole to indicate any leakage.

Space for scavenge air is cut and then machined in lower parts of the liner to generate rotary
motion in scavenge air for better efficiency. A number of holes are also drilled for cylinder
lubrication in the liner to provide points to inject cylinder lub oil with non return valve to
avoid blow backs.

Function

The function of a cylinder liner in marine diesel engine is to provide durable and heat
resistant combustion chamber. It also provide area for cooling, lubrication, scavenging and
assist in sealing the combustion chamber. This helps prevent compressed gas and
combustion product to escape from the engine around the walls of the cylinder

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8 ) Connecting Rod

A connecting rod is fitted in between a crosshead and crankshaft in two stroke marine diesel
engine; while in between gudgeon pin and crankshaft in four stroke engine. They are
constructed of forged steel with shaped structure at both ends to accommodate bearings. In
older designs, white metal bearings were used as bearing; while modern engines have
different type of white metal used. When the clearance of these bearings reach manufacturer
limit, they are replaced by a new one.

A hole is grooved inside the connecting rod to allow passage of oil for bearings and under
piston space cooling. An ideal length of connecting rod is designed to be as less as possible
to reduce the size of the engine while dealing with increased angularity and side thrust with
short length.

Function

A connecting rod does the function of transforming the reciprocating motion of a piston into
rotary motion of crankshaft. It also do the work of transferring power produced by the piston
to the crankshaft.

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9 ) Cylinder Head

A cylinder head is a structure which accompany important engine parts like inlet valve ( 4
Stroke ), Exhaust valve and fuel injector. They are exposed to maximum temperature and
pressure so provided with adequate cooling arrangement. They sit on top of the liner flange
and secured with a series of nut and bolts with the cylinder block.

As it is subjected to high temp and pressure it must radially transfer heat, be symmetrical,
have high coefficient of thermal expansion and resist bending. Above all they must also have
space to install exhaust, inlet and fuel injectors. Internal passage are bored into its design for
cooling water to increase cooling efficiency.

To avoid thermal shock due to temperature gap in-between the cylinder and cooling water;
reasonably hot water is used for cooling cylinder head. Normally, cooling water for cylinder
head is connected in series with liner jacket water.

Function

It’s main function is to form the top part of the combustion space; while supporting all
necessary valves required for the operation such as inlet, exhaust and fuel injector.

10 ) Inlet and Exhaust Valves

Large two stroke marine diesel engine have only exhaust valves mounted on the cylinder
head. A exhaust valve opens inward to the cylinder to have positive closing due to internal
pressure. The valve is operated by the cam profile of cams mounted on the camshaft.
Modern engines use air spring rather than mechanical springs as in older designs.

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A valve rotor ( 2 Stroke ) or rotocap ( 4 Stroke ) is provided on the valve steam of a exhaust
valve to turn it by a short degree on each operation. It ensures even temperature through
the valve reducing chances of failure. In some designs high quality heat resistant steel alloy
are used for its construction; while newer designs valves made of nimonic metal.

An inlet valve is the larger valve of the two as the compressed air is forced into cylinder. Its
large diameter also helps reduce scavenge air temperature avoiding risk of early ignition and
knocking. They are constructed by low quality fabricated alloy steel as they are subjected to
less corrosion and heat than exhaust valve.

Function

The function of inlet valves in a four stroke marine diesel engine is to inject a charge of fresh
air in the combustion space; while the work of exhaust valves all marine engines is to eject
out all the byproduct of the combustion.

11 ) Turbocharger

One of the revolutionary development in the diesel engine ( Including Marine Diesel Engine )
that have increased the efficiency of a plant / Ship / Vehicle drastically. It helps increase the
power output for the same engine without change in its design or size. It is also known as
the supercharger in many automobile; but have a significant importance in the marine
industry.

A turbocharger consists of two main parts; blower and the turbine. Both turbocharger and
the blower is mounted on the same shaft separated by labyrinth and gland seals. The turbine
blades rotates by the energy of the flue gas passing through the nozzle rings. High velocity

20
flue gas coming out of the nozzle rings strike these heat resistant blades of turbine. Which in
turn rotate the shaft connected to it. Adequate cooling arrangements are made to prolong
its maintenance free ( Break down maintenance ) operation.

A blower is fitted on the other side of the shaft with a filter and inducer to direct the flow of
air towards the center. This helps avoid any shock load to the blower blades. These blades
are made of light aluminum alloy driven by shaft movement. The impeller sucks in the fresh
air axially while delivers it radially through a diffuser.

Function

The function of a turbocharger is to increase the overall power and efficiency of an engine. It
has two main parts: A blower and a turbine. Turbine rotates with the shaft by the kinetic
energy of flue gas produced by nozzle rings. On other hand a blower rotates by the rotating
shaft which in turn produce air suction and then compression to desired pressure.

21
A day in the life of a Deck
Officer Cadet
George Light recently joined the Bibby Marine crew, he shares his cadet diary with us on his
experience as a Deck Officer Cadet and life at sea.
Wednesday the 23rd September, 2020. Week two of a 4-month trip onboard the
Bibby Wavemaster 1.
We are currently on sea passage from Barrow in Furness in Northwest England,
to the port of Den Helder in the Netherlands. During this voyage I am on the
08:00 – 12:00 and 20:00 – 00:00 navigational watch, this involves assisting the
officer of the watch with ensuring the safe navigation of the ship. Within 20
minutes of arriving on the bridge this morning I had the binoculars out, as a
large pod of dolphins were swimming playfully ahead of the ship. I also saw
some whales breaching in the distance later on in the morning, quite the wildlife
displays in the Celtic Sea!

This is my second trip onboard the Bibby Wavemaster 1, and I have settled back
in very quickly to ship life. The crew were all incredibly welcoming upon my
arrival, and previous onboard friendships were immediately rekindled. The
senior bridge officers have already started quizzing me regularly on my
knowledge of the COLREGS (rules of the road).

The onboard lifestyle suits me very nicely; I have a set routine which has enabled
me to hit the ground running with my various training tasks. A good balance of
bridge watchkeeping, along with routine maintenance and safety equipment
checks, combine to make every day different and interesting. The ship’s wellness
facilities are fantastic, with a great gym and a sauna available to use, I’m able to
keep fit and well during my time onboard. The food onboard is excellent, with
multiple options of healthy and delicious meals every day, it makes it difficult to
miss the food at home.

My cabin is awesome, I have my own en-suite bathroom, as well as a study desk,

two portholes and even Sky TV! I feel very fortunate as I know many other cadets
don’t have access to such luxuries whilst they are at sea.

The ships Wi-Fi Internet has enabled me to keep in touch with all of my family
and friends, keeping them updated with lots of pictures and videos of what I get
up to on a daily basis.

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My favourite aspect of life onboard is my time spent on the bridge, particularly
during pilotage, as the entry into port is always challenging for the bridge team
and requires precise communication and coordination between the pilot, the
master and the bridge officers.

I am excited for the remainder of my time onboard, as the vessel will be

undertaking new and interesting contracts in the Offshore renewables sector of
the industry.

The most common mooring methods

Mooring is a procedure to anchor the ship to a fixed or floating element and keep it
connected during loading or unloading operations. Safe mooring must withstand several
forces, such as wind, the current, the tide and waves.
We are going to review the most common kinds of mooring, what they consist of and
when it is advisable to use each one of them.

Ship-to-Ship Transfer
Ship-to-Ship transfer means mooring two ships in parallel to transfer cargo. During this
operation, one of the ships may be anchored, or both of them in movement.
The procedure consists of an anchored or stopped ship being approached by another, at the
most reduced angle possible. During the approach, the manoeuvring ship comes close,
seeking a parallel course, reducing the distance until the fenders are in contact.

Single Point or Single Buoy Mooring

This mooring method consists of a floating dock or buoy outside the port to handle liquid or
gaseous cargo from ships like oil vessels. It is used in ports that do not have specific
facilities for this sort of large ship.
The ship is tied to a buoy with the aid of one or two chains which are secured on-board at the
end of the prow. This mooring operation requires favourable weather with low waves and
wind.
Conventional or Multi-Buoy Mooring
With this mooring method, the ship’s prow is secured with its two anchors, while the poop is
secured to a buoy. The berthing position is approached at a 90-degree angle. The starboard
anchor is released at a determined location as the ship moves forward. When the ship stops,
the port-side anchor is released, thereby positioning the poop along the central line
bifurcating the buoys.
Baltic Mooring

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When there is a strong wind at port and a boat must be moored without tugboats to a dock not
resistant to impact, Baltic Mooring is used. The captain or the pilot use the ship’s anchor and
on-board cables to reduce this impact, mooring the ship such that it is berthed lengthwise to
the dock.
Mediterranean Mooring
This consists of mooring the boat in perpendicular to the dock, with the poop surface parallel
the jetty. This procedure is used when there is insufficient dock space to moor the boat. It is
also used when there is a ramp on the poop connecting to the hold (for example, a car
carrier).

Anchor Mooring
Lastly, ships sometimes use the anchor along with the mooring lines to drag the
vessel outside the jetty while anchoring or de-anchoring, thus helping to control the speed of
lateral movement toward the dock.
Of note in this modality are Running Mooring, which provides greater control over the ship,
and Standard Mooring, used during cross winds, and which takes longer.

A typical mooring scheme

umber Name Purpose

1 Head line Keep forward part of the ship against the dock
2 Forward Breast Line Keep close to pier
3 Forward or Head Spring[7] Prevent forward movement
4 Back or Aft Spring[7] Prevent back movement
5 Aft Breast line Keep close to pier
6 Stern line Prevent forwards movement

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