International Journal of Innovative Research in Engineering & Management (IJIREM)

ISSN: 2350-0557, Volume-3, Issue-1, January-2016

Consideration Regarding Maritime Ship Engine Room

Ventilation System
Ion Serbanescu
Eng. PhD attendee Military Technical Academy, Bucharest,
Mangalia, Romania,
ionserbanescu@yahoo.com

ABSTRACT 2.2 Mass Air Flow for Ventilation:

The work has been done on the study of bibliography and
experience in the operation of the doctoral students in the field of (3) where;
comercial ships whit different type of main engines and auxiliary
engines.Air circulation in the engine compartment must ensure air
-The effective power of the thermal engine propulsion of the
quality breathing air for the crew members and, the amount of air
for thermal process development machines and power plants on vessel
ships in all the machinery spaces.
2.3 Volumetric Air Flow for Ventilation:

Keywords: (4)
Ventilated air flow, ventilated air pressure, power drive fans,
determining the temperature of the supercharge air, terms of
reference for the environment. Where: is the compressor inlet air density

1. INTRODUCTION (5)
The paper highlighted that rules of ship classification societies
For:
concerning the main design and functional parameters of gas
;
turbine integrated in naval propulsion systems, their design and
construction, and a brief overview of the role of companies
classification. ;

2. ENGINE ROOM AIR FLOW

DETERMINATION Relation (4) becomes:

2.1 Specific Air Flow for Gas Exchange: (6)

(1) 3. FANS POWER DRIVE CALCULATION

3.1. Discharge Pressure of the Fan in Engine
Where;
Room:
theoretical air mass needed for burn of one fuel kilogram Measurement units for pressure
excess air coefficient for gas exchange
specific fuel consumption

As per REF [4]

As per REF [4] specific air flow needed for ventilation is:
Result: Absolute Pressure
(2)

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 Consideration Regarding Maritime Ship Engine Room Ventilation System

Or Table 2.The Debt and the Drive Power of The Fan

/fan /fan Nr.

of
Relation (6) becomes: fans

(7)
1000 3.91 2.15 4.88 2.64 2

3.1 The Drive Power of The Fan: 2000 7.84 4.31 9.775 5.38 2

5000 19.61 10.78 24.44 13.48 2

(8)
10 000 39.22 10.78 48.88 13.48 4
Where: is mechanical efficiency of the fan
20 000 78.43 21.57 97.75 26.96 4
Numerical application:
50 000 196.08 35.93 244.38 44.91 6
; ;
70 000 274.51 50.33 342.38 63.00 6

Result: 80 000 313.73 57.52 391.00 72.00 6

From relation (7) actual engine power is:

(9)

So,

Comparison of Table 1 And 2 Values And Fig.1 Values for

Engine Powered At 50000KW:
Table 1.The Debt and The Drive Power of The Fan a) As per calculation from table 1 and 2, fans power drive in
engine compartments are between values of 135 and
respectively 270 [kW]
Nr.
b) From Fig.1, for power drive at 200÷270 [kW], we have
of exchange gas coefficient α between 4÷5, so appropriately
fans whit tables1 and 2 and graph Fig.1 values.

1000 2.45 1.35 2.94 1.62 2

2000 4.90 3.03 5.88 3.64 2

5000 12.24 6.69 14.7 8.025 2

10 000 24.51 6.695 29.41 8.035 4

20 000 49.02 13.47 58.83 16.17 4

50 000 122.55 22.50 147.06 27.00 6

70 000 171.56 31.45 205.88 37.74 6

80 000 196.07 35.94 235.29 43.13 6

Fig.1 Installed engine room fan power as a function of main
engine size [5]

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 International Journal of Innovative Research in Engineering & Management (IJIREM)
ISSN: 2350-0557, Volume-3, Issue-1, January-2016

4. STANDARD REFERENCE CONDITIONS 5. ENGINE ROOM VENTILATION

To maintain an acceptable engine running and optimal
a) Terms of reference for the contracting of thermal machines that functioning smoothly and all equipment, special attention must be
allow naval facilities require maintenance of appropriate
paid to the ventilation system in engine room and engine intake
temperatures in the engine department for crew activities, and air used by engines [7]. Suction intakes for engine room air must
starting and safe operation of thermal machines. be positioned and designed so as to prevent entry into the
Below I will mention same international standards in ship and ventilation system exhaust gas, rain water, rainfall, dust and
ship equipment building and design: sprayed seawater. The amount of air required to be delivered to
ISO 3046-1:2002(E) and ISO 15550:2002(E): the engine room ventilation system is calculated, started from the
ISO ambient reference conditions: total amount of energy flow from aggregates in engine room.
Barometric pressure: 1000 mbar To be determined amount energy flow, all heat sources
Turbocharger intake temperature: 25̊ C should be considered , such as : motors ( main and auxiliary ) ,
Charge air coolant temperature: 25̊ C piping exhaust gas , generators , electrical systems , boilers or
Relative humidity: 30% donkey boiler , boilers , steam piping , condensing the steam
heated fuel tanks etc.
IACS M28 (1978): Figure 2 presents a simple ventilation engine room
Tropical ambient reference conditions where the fan sucks air from the outside, you enter through
Barometric pressure: 1000 mbar manifolds of air in the engine targeted to aggregate, then the
Air temperature: 45̊ C excess air and warm air is discharged through the chimney engine
Sea water temperature: 32̊ C room to the atmosphere.
Relative humidity: 60% Air ventilation system in the engine room is provided
with several independent fans. It is preferable that these fans have
Winter ambient reference conditions more speed. The ventilation can be controlled depending on
Barometric pressure: 1000 mbar outside air temperature and the heat generated in the engine room.
Turbocharger intake temperature: 10̊ C For example, when making repairs to the main engine, it has
Cooling water temperature (minimum for lubricating oil cooler): stopped preheating system.
10̊ C
Relative humidity: 60%

b). Reference conditions for other spaces on board of Ship

regulated by:
ISO 7547, Shipbuilding – Air-conditioning and ventilation of
accommodation spaces on board ships– Design conditions and
basis of calculations
ISO 8862, Air-conditioning and ventilation of machinery control
rooms on board ships – Design conditions and basis of
calculations

ISO 8864, Shipbuilding – Air conditioning and ventilation of

wheelhouse on board ships – Design conditions and basis of
calculations

ISO 9785, Ships and marine technology – Ventilation of cargo

spaces where vehicles with internal combustion are driven

ISO 9943, Shipbuilding – Ventilation and air treatment of galleys

and pantries with cooking appliances

As per reference [9] the following conditions shall be met with

regard to permanent workplaces:

- Engine room maximal temperature must be below 350C

- Engine control room temperature mus be below 280C or less Fig.2. Machinery spaces ventilation system [8]
becouse of electronic equipment and in both situation, maximal
70Cdiference temperture below outside summer temperature. The air introduced into the engine room ventilation
- Work shop maximal temperature no more than 330C, and should be distributed in a balanced manner taking into account the
maximal de 50C below summer outside temperature. amount of air supply points, and the points of discharge in the air.
- Inlet air speed betewen 0,1m/s and 0,5m/s . Usually basket ship engine room serves for evacuation of most of
the hot air. At the same time, the outdoor fans may be used.

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 Consideration Regarding Maritime Ship Engine Room Ventilation System

A good method is to use in areas with significant heat

sources such as compartment dividers, a proper ventilation
system, with introductory and air extraction. Excessive
temperature in the engine room should be avoided throughout the
operation of the ship. A decrease in temperature must also be
avoided, especially during maintenance. In winter conditions,
with very low temperatures preheat systems should be used. As a
heating agent, thermal oil can be used in or glycol mixture in
water to avoid freezing plants. If steam is used in the heating
system of the vessel shall be provided a preheating secondary.
Normally, the intake air is taken from the engine room,
passed through the filter to the blower unit of supercharger. This
reduces the risk of engine use in cold or contaminated air. It is
important that the intake air is dust, sea water, smoke etc., free.
Under normal circumstances, intake air temperature boost unit
should be kept between 15 and 35ºC. Temporarily, for short
periods of time, it supported a maximum of 45ºC [ 7 ]
Intake air must be pumped several independent fans Fig.3 The condensation in cooler air [7].
with a capacity greater than the amount required air consumption.
The amount required air mass specified in the technical data is Example:
calculated for a temperature of 25 º C ambient airs. Calculating
the air density corresponding to a temperature of 30ºC or higher, At a temperature of 35 ° C ambient temperature and 80% relative
turn the volume flow mass flow. humidity, the water content in the air is 0.029 kg water / kg dry
Preferably, for better flexibility, the fans must be driven air. If the pressure in the manifold air is of 2.5 bar (3.5 bar
by electric motors in 2 speed stages ( or variable speed ) . Thus, absolute pressure), the dew point will be 55 ° C . If the
by simple manual control, fan speed is linked to main engine load. temperature in the collector the air is only 45 ° C, the air will
In ships with several main engines, it is preferable that each contain only 0.018 kg water / kg dry air. The difference of
engine has its own fan air intake necessary. In this way, the 0,011kg water / kg dry air (0.029 - 0.018), therefore, the amount
amount of air can be adapted to the number of engines under of condensate produced in the system.
operation.
The air intake must enter the engine room through a
manifold located as close to the suction blower supercharger unit
and be routed directly to suction. The same must be insured and 6. CONCLUSIONS:
other consumers of air in the compartment, such as internal The main air flow inlet in engine room space are destinated for
combustion engines, boilers, gas turbines, etc. At the end main engine good operating;
manifolds for air at the exit to users must be mounted flaps Ventilation air syetem must drive the air flow to this directions:
controlling the direction and amount of air. If necessary, the air - supercharging unit inlet at propulsion main engine;
manifold can be connected by a flexible connector directly to the - supercharging unit inlet at auxiliary thermal engines;
turbocharger. In this case, to protect the turbocharger, manifold - steam boiler ventilators inlet burners;
air must be provided on an additional air filter. - air compressor inlet and gas turbine power plant;
In extreme cold, the air supply system must be provided Extraction and introduction fan must be provided for area of
for heating the air. Also, fans are turned off during engine starting injectors testing bench and purifiers cleaning areas;
and engine air required is taken from the engine room. After To optimize the energy consumption required for air entrainment
starting, the air introduced by the ventilation system must be fans must take into account the burden of thermal propulsion
combined with that of the engine or the heater so as to maintain machine works, namely the number of engines to run
the minimum required inlet air temperature. In the situation simultaneously, the number of steam boilers burners in operation
mentioned, extremely cold air coming from the ventilation system simultaneously.
should be so directed as to not come directly to the engine; he Ambient conditions require adjusting the air flow which
must first heat in the engine room . ventilates the engine room and supply the necessary air for
In tropical regions, particularly in areas with high engines, and engine room air temperature regulation.
humidity, it condenses into air coolers [7]. In addition to paragraph 5, to increase the density of the
The motors are equipped with a short drain pipe to the supercharging air, air cooling is used at constant pressure, and
condensate collector air and air cooler. The amount of condensate
depending on its moisture content, the air coolers must be purged
can be estimated and controlled using the diagram in Figure 3
from time to time by using a manual or automation systems.

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 International Journal of Innovative Research in Engineering & Management (IJIREM)
ISSN: 2350-0557, Volume-3, Issue-1, January-2016

REFERENCES:
[1] DIN EN ISO 8861:1998- 10Schiffbau- Maschinenraum-
Luftung auf Schiffen mit Dieselmotoren
[2] INTERNATIONAL STANDARD ISO8861 Second edition
1998-05-15-Shipbuilding — Engine-room ventilation in diesel-
engined ships -Design requirements and basis of calculations
[3] GL Rules for Classification and Construction Ship
Technology 21 Ventilation-Edition 2014,-www.dnvgl.com
[4] Influence of Ambient Temperature Conditions Main engine
operation of MAN B&W two –stroke engines
[5] Energy efficient engine room ventilation , SEPT.2009, WITT
& SOHN, IGW Ventilatoren
[6] Anastase PRUIU, Instalatii energetice navale - Editura Leda
&MunteniaConstanta 2000
[7] Combustion Air System, Product Guide Wärtsilä 50DF –
1/2014;
[8] Influence of Ambient Temperature Conditions on Main
Engine Operation, MAN B&W Diesel A/S, Copenhagen,
Denmark;
[9] BG Verkehr Status: 02/2012 - Ship Safety Division -
Appendix 4-Engine Room Ventilation Systems

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