CONVENTIONAL STEAM PLANT OVERVIEW

Engineering Training

ASSIGNMENT SHEET

Assignment Sheet Number 1.2

INTRODUCTION

–Conventional steam ship platforms are each configured in their own unique way to support the mission of the ship. Some ships have separate machinery spaces for steam generation and turbine operations, while others combine all main propulsion machinery in one machinery space. This lesson introduces a variety of typical steam engineering plant layouts, their capabilities and limitations, and the watchstanders who operate them.

LESSON TOPIC LEARNING OBJECTIVES

Terminal Objective:

–1.0 Execute the responsibilities of a Junior Officer of the Deck in a nuclear-powered surface combatant, taking into account the impact of conventional propulsion plant operations and casualties on a battle group (JTI: A).

Enabling Objectives:

–1.1 Describe the general plant/space layout for single and multiple screw ships.

–1.2 Describe the watch organization used aboard a conventional steam plant.

–1.3 Describe the conventional steam platforms including engineering limitations for all steaming conditions.

STUDY ASSIGNMENT

1. Read Information Sheet 1.2.

2. Outline Information Sheet 1.2 using the Enabling Objectives for lesson 1.2 as a guide.

3. Answer study questions.

STUDY QUESTIONS

1. Which watch stander is responsible for monitoring fires in the boiler furnace?

2. Draw an organizational chart of the engineering watch organization you would expect to find on USS SAIPAN (LHA-4).

3. What effect would the loss of a boiler due to a ruptured generating tube have on the propulsion capability of USS MILWAUKEE (AOR-2)?

INFORMATION SHEET

CONVENTIONAL STEAM PLANT OVERVIEW

Information Sheet Number: 1.2

INTRODUCTION

REFERENCES

–(a) Engineering Department Organization Manual COMNAVSURFLANTINST 3540.18 series

– (b) Engineering Department Management Manual COMNAVSURFPACINST 3540.13 series

INFORMATION

A.Machinery Space Configuration

– The two main machinery spaces we usually think of when we think of the conventional steam engineering plant are the fireroom and the engine room. The fireroom is the space where the boilers and supporting equipment (fuel oil service system, automatic boiler controls, etc.) are located. The engine room is where the main engine turbines, reduction gears and supporting equipment (lube oil systems, condensers, etc.) are located. Frequently, ship's service turbine generators (SSTGs) are also located in the engine room, or may be located in the fireroom or in their own auxiliary space. Although there are a variety of ways to alter the basic equipment and space configuration, there are four basic propulsion lay-outs found in steam ships today. These are:

– Single plant/combined machinery spaces

– Single plant/separate machinery spaces

– Split plant/combined machinery spaces

Split plant/separate machinery spaces

– Split plants are those with more than one "basic steam cycle". Most split plant ship classes are twin-screw and have two separate steam cycles, but carriers have four shafts and subsequently four steam cycles. They can have either separate machinery spaces (fireroom, engine room, fireroom, engine room) or combined spaces.

– Combined spaces are those which contain both the boilers and main engines for the shaft driven by that steam cycle. Basically, one space fulfills the mission of a fireroom and an engine room. The table below lists the steam ship classes by their lay-out:

Single/CombinedSingle/SeparateSplit/CombinedSplit/Separate

AFS/AEAO/AD/LPH/AS/

LCCCV/LHA/LHD/LPD

LSD/AOE/AGFAOR

–. Each of these lay-outs has advantages and disadvantages. In a general sense, combined spaces are cheaper, simpler, occupy less space, and offer better supervisory control. Although combined spaces occupy less space, smaller ships have traditionally used separate spaces for enhanced compartmentation and watertight integrity. Nearly all early combatants and some auxiliaries were built as split plant ships, usually twin-screw. Older tenders were built as split plants because they were often sent into battle zones during the war years and redundancy was important. Also, they often moored in locations which did not have complete port facilities and the twin screw design helped in maneuvering the ship. The mission of the ship and the philosophy prevailing at the time it was built played a big part in determining plant lay-out.

–.

–. Until the mid-1960's, virtually all steam combatants were built to the same philosophy which was split plant. Smaller ships (destroyers and frigates) had separate spaces and larger ships (carriers and cruisers) had combined spaces. The LPH is an example of a radical shift in combatant ship design philosophy. It was an attempt to cut costs while minimizing the impact on the ship's capability. This was a gamble which appears to have paid-off when looking back at the LPH's performance.

–.

–. Another unique plant design is the AOR which is a "split plant" design in two separate spaces. It is a twin shaft ship with only one fireroom and one engine room. The fireroom has three boilers but only requires two for all operations including full power. The boilers are designed to operate split plant, each providing steam to a separate main engine and SSTG.

–Conventional Steam Ship Platforms - The following is an outline of the ship classes of the fleet that use steam propulsion and their basic capabilities.

– LHD 1 "Wasp" Class - Amphibious Assault Ship

» Missions: amphibious warfare, air assault, troop support

» Dimensions: 844 ft long, 140 ft extreme width; 40,500 tons fully loaded

» Manning: crew of 1080 (98 officers), can carry 1870 troops and

» .equipment

» Plant: two 600 psi boilers, two shafts, split plant/combined

» .machinery spaces, max speed 24 knots

» Range: can travel 9,500 nm at 18 knots

» Weapons Systems: SAMs - Sea Sparrow (8 nm range), three CIWS

» Decoy Systems: SLQ-32 (V3), SLQ-25 NIXIE, chaff bouys

» Special Features: Large 50 ft wide well deck to support up to three LCAC or

» .twelve LCM 6 boats, flight deck can support 6-20 AV-8B Harrier fixed-wing aircraft, a variety of helicopters, and two large aircraft elevators. Ship has a 600 bed capacity hospital for troop support

LCC 19 "Blue Ridge" Class - Amphibious Command Ship

» Missions: command, control and communications, amphibious warfare

» Dimensions: 620 ft long, 108 ft extreme width; 18,300 tons fully loaded

» Manning: crew of 820 (43 officers), can carry 700 troops and

» .equipment and a flag contingent of 180 personnel

» Plant: two 600 psi boilers, one shaft, single plant/separate

» .machinery spaces, max speed 22 knots

» Range: can travel 13,000 nm at 16 knots

» Weapons Systems: SAMs - Sea Sparrow (8 nm range), two CIWS, two 25 mm

» .chain guns

» Decoy Systems: SLQ-32 (V3), SLQ-25 NIXIE, chaff, SRBOC

» Special Features: NTDS ship (all links), COMSECONDFLT flagship, small

» .flight deck can support one utility helicopter

– LHA 1 "Tarawa" Class - Amphibious Assault Ship

» Missions: amphibious warfare, air assault, troop support

» Dimensions: 820 ft long, 126 ft extreme width; 39,300 tons fully loaded

» Manning: crew of 930 (56 officers), can carry 1700 troops and

» .equipment

» Plant: two 600 psi boilers, two shafts, split plant/combined

» .machinery spaces, max speed 24 knots

» Range: can travel 10,000 nm at 20 knots

» Weapons Systems: two 5".54 guns (13nm range), six 25 mm chain guns, three

» .CIWS

» Decoy Systems: SLQ-32 (V3), SLQ-25 NIXIE, Chaff bouys, SRBOC

» Special Features: Can support operations for 19 CH-53D Sea Stallion or 26

» .CH-46D Sea Knight helicopters. Ship could be configured for fixed wing aircraft operations. Full-length flight deck and half-length hangar deck. Floodable 78 ft wide well deck can accomodate four LCU 1610 craft. Large garage for troop vehicles and extra berthing. Extensive medical facilities for troop support.

– LPH 2 "Iwo Jima" Class - Amphibious Assault Ship

» Missions: amphibious warfare, helicopter operations, troop support

» Dimensions: 592 ft long, 112 extreme width; 18,800 tons fully loaded

» Manning: crew of 686 (48 officers), can carry 1750 troops and

» .equipment

» Plant: two 600 psi boilers, one shaft, single plant/separate

» .machinery spaces, max speed 23 knots

» Range: can travel 13,000 nm at 16 knots

» Weapons Systems: eight 12.7 mm guns, two CIWS

» Decoy Systems: SLQ-32 (V3), chaff, SRBOC

» Special Features: Can support operations for 11 CH-53D Sea Stallion or 20

» .CH-46D Sea Knight helicopters. Ship could be configured for fixed wing aircraft operations. Has two deck-edge lifts. Extensive storage capacity for vehicles or pallated stores.

– LPD 4 "Austin" Class - Amphibious Transport Docking Ship

» Missions: amphibious warfare, helicopter operations

» Dimensions: 570 ft long, 100 ft high, 84 ft beam; 17,200 tons fully

» .loaded

» Manning: crew of 420 (24 officers), can carry 930 troops and

» .equipment, flag contingent of 90 personnel

» Plant: two 600 psi boilers, two shafts, split plant/combined

» .machinery spaces, max speed 21 knots

» Range: can travel 7,700 nm at 20 knots

» Weapons Systems: two 25 mm chain guns, two CIWS

» Decoy Systems: SLQ-32 (V2), chaff, SRBOC

» Special Features: Can support operations for 6 CH-46D Sea Knight

» .helicopters. Additional raised bridge in later class platforms for flag personnel. Well deck can support operations for LCM, LCAC, or LVT craft

– LSD 36 "Anchorage" Class - Docking Landing Ship

» Missions: amphibious warfare, helicopter operations

» Dimensions: 536 ft long, 84 ft beam; 13,700 tons fully loaded

» Manning: crew of 374 (24 officers), can carry 366 troops and

» . equipment

» Plant: two 600 psi boilers, two shafts, split plant/combined

» .machinery spaces, max speed 21 knots

» Weapons Systems: two 25 mm chain guns, two CIWS

» Decoy Systems: SLQ-32 (V2), chaff, SRBOC

» Special Features: Helicopter platform aft with partially open docking well.

» .Helicopter platform can be removed. 430 ft well deck can support operations for a variety of small craft. Ship has two 50 ton capacity cranes.

– AD 41 "Yellowstone" Class - Destroyer Tender

» Missions: combatant material support

» Dimensions: 643 ft long, 85 beam; 20,500 tons fully loaded

» Manning: crew of 1680 (65 officers)

» Plant: two 600 psi boilers, one shaft, single plant/separate

» .machinery spaces, max speed 20 knots

» Weapons Systems: two 20 mm MK 67 guns or two 40 mm MK 14 guns

» Special Features: Can service nuclear power plants, and provide services to

» .six guided-missile destroyers moored alongside simultaneously. Ship has two 30 ton capacity cranes and can support operations for one utility helicopter.

– AE 21 "Suribachi" Class - Ammunition Ship

» Missions: ammunition support

» Dimensions: 512 ft long, 72 ft beam; 15,500 tons fully loaded

» Manning: crew of 312 (18 officers)

» Plant: two 600 psi boilers, one shaft, single plant/combined

» .machinery spaces, max speed 20 knots

» Weapons Systems: two 25 mm chain guns

» Decoy Systems: SLQ-32 (V1), chaff, SRBOC

» Special Features: All fitted with high speed ammo transfer equipment and one

» .helicopter platform. Will be replaced by AE 26 ships in late 1990's.

– AE 26 "Kilauea" Class - Ammunition Ship

» Missions: ammunition support

» Dimensions: 564 ft long, 81 ft beam; 19,940 tons fully loaded

» Manning: crew of 383 (17 officers)

» Plant: three 600 psi boilers, one shaft, single plant/combined

» .machinery spaces, max speed 20 knots

» Range: 10,000 nm at 18 knots

» Weapons Systems: two 25 mm chain guns, two CIWS

» Decoy Systems: SLQ-32 (V1), chaff, SRBOC

» Special Features: Normally embarked with two UH-46E Sea Knight

» .helicopters. Fitted with the FAST replenishment system.

– AFS 1 "Mars" Class - Combat Store Ship

» Missions: food/stores support

» Dimensions: 581 ft long, 79 ft beam; 18,660 tons fully loaded

» Manning: crew of 428 (25 officers)

» Plant: three 600 psi boilers, one shaft, single plant/combined

» .machinery spaces, max speed 20 knots

» Range: 10,000 nm at 18 knots

» Weapons Systems: two 25 mm chain guns, two CIWS

» Decoy Systems: SLQ-32 (V1), chaff, SRBOC

» Special Features: Normally embarked with two UH-46E Sea Knight

» .helicopters. Standard king posts and booms have been replaced with M-frames with automatic tensioning devices. Ship also carries comprehensive aviation and spare parts inventories for all class ships.

– AGF 3 "LaSalle" Class (converted "Raleigh" LPD) - Misc. Command Ship

» Missions: command, control and communications, amphibious warfare

» Dimensions: 520 ft long, 84 ft beam; 14,650 tons fully loaded

» Manning: crew of 440 (25 officers), can accomodate a flag contingent

» .of 59 personnel

» Plant: two 600 psi boilers, two shaft, single plant/combined

» .machinery spaces, max speed 20 knots

» Range: 9,600 nm at 16 knots

» Weapons Systems: two 25 mm chain guns, two 40 mm saluting guns, two

» .CIWS

» Decoy Systems: SLQ-32 (V1), chaff, SRBOC

» Special Features: Two ships in this modified class: AGF 3 (LaSalle) and AGF

» .11 (Coronado). AGF 3 is COMMIDEASTFOR flagship and Coronado is COMTHIRDFLT flagship. Coronado has larger crew compliment (516) and can accomodate larger flag contingent (120). Coronado is converted LPD 4 "Austin" class platform.

– AO 177 "Cimarron" Class - Oiler

» Missions: surface vessel refueling

» Dimensions: 709 ft long, 88 ft beam; 37,870 tons fully loaded

» Manning: crew of 135 (12 officers), with 90 spare berths

» Plant: two 600 psi boilers, one shaft, single plant/separate

» .machinery spaces, max speed 20 knots

» Weapons Systems: two CIWS

» Decoy Systems: SLQ-32 (V1), SLQ-25 NIXIE, chaff, SRBOC

» Special Features: Can provide two complete CV refuelings and six to eight

» .accompanying combatants. Ship has 180,000 barrel fuel capacity. Has helicopter pad with no helicopters normally embarked.

– AOE 1 "Sacremento" Class - Fast Combat Support Ship

» Missions: rapid replenishment at sea support, vertical replenishment

» Dimensions: 793 ft long, 107 ft beam; 53,600 tons fully loaded

» Manning: crew of 601 (24 officers)

» Plant: four 600 psi boilers, two shaft, split plant/combined

» .machinery spaces, max speed 26 knots

» Range: 10,600 nm at 17 knots

» Weapons Systems: SAM - Sea Sparrow (8 nm range), four 12.7 mm guns, two

» .CIWS

» Decoy Systems: SLQ-32 (V3), chaff, SRBOC

» Special Features: Can provide 177,000 barrels of fuel, 2150 tons of

» .munitions, 500 tons of dry stores, and 250 tons of refrigerated stores. Fitted with large hangar for VERTREP. Ship normally has two UH-46E Sea Knight Helicopters embarked.

– AOR 1 "Wichita" Class - Replenishment Oiler

» Missions: rapid replenishment at sea support, vertical replenishment

» Dimensions: 659 ft long, 96 ft beam; 41,350 tons fully loaded

» Manning: crew of 454 (20 officers)

» Plant: three 600 psi boilers, two shafts, split plant/separate

» .machinery spaces, max speed 20 knots

» Range: 6,500 nm at 19 knots

» Weapons Systems: two-four 20 mm guns, two CIWS

» Decoy Systems: SLQ-32 (V3), chaff, SRBOC

» Special Features: Can provide 160,000 barrels of fuel, 600 tons of munitions,

» .200 tons of dry stores, and 100 tons of refrigerated stores. Normally has two UH-46E Sea Knight helicopters embarked.

– CV 63 "Kitty Hawk" Class - Aircraft Carrier

» Missions: air strike, command, control and communication

» Dimensions: 1063 ft long, 130 ft beam; 81,000 tons fully loaded

» Manning: crew of 2930 (155 officers), aircrew of 2480 (329 officers),

» .can accomodate a flag contingent of 70

» Plant: eight 1200 psi boilers, four shafts, split plant/combined

» .machinery spaces, max speed 32 knots

» Range: 12,000 nm at 20 knots

» Weapons Systems: SAM - Sea Sparrow (8 nm range), three CIWS

» Decoy Systems: SLQ-32 (V4), SLQ-36 NIXIE, chaff, SRBOC

» Special Features: Supports operations for carrier air wing consisting of over

» .50 fixed wing aircraft and helicopters. NTDS (all links). four steam catapaults with associated arrester wires for aircraft launch and recovery. Ship has three deck edge lifts to improve flight deck operations.

See figures 1.2-1 through 1.2-7 for examples of basic steam plant layouts

–Steam Plant Engineering Watchstation Organization

– The number of engineering watchstanders required to man these ships varies by ship configuration, but the responsibilities of these watchstanders are common from ship to ship. The Type Commander (TYCOM) delineates the minimum watchstation requirements for ships in the Engineering Department Organization and Regulations Manual (EDORM).

– Inport Watchstanding - Normally, fewer watchstanders are required for inport operations. If the steam plant is idle or in a lay-up status (cold iron), only the engineering duty officer, cold iron watch(es), sounding and security watch, and a damage control supervisor watch are normally required for most steam ships (refer to Figure 1.2-8).

– The Engineering Duty Officer (EDO) is responsible for supervision of the steam plant for the duration of the watch (24 hours) and will act as the duty department head in the absence of the Engineer Officer. Additionally, the EDO acts as the engineering officer of the watch (EOOW) when the plant is steaming inport and reports directly to the CDO. Specific additional duties of the EDO are listed in the TYCOM EDORM. Some others are listed below:

• Attend eight o'clock reports meeting with the CDO and prepare reports

Inspect departmental spaces

• Plan and conduct damage control training and/or a daily fire/flooding drill with the duty section.

Maintain the engineering log

• Manage the engineering tag-out log and act as authorizing officer for all engineering tag-outs.

– The Cold Iron watch is responsible for main machinery spaces when the ship is in a cold iron status. The Cold Iron watch is responsible for ensuring a proper lay-up is maintained on idle boilers, operation of auxiliary equipment as required (such as fire pumps, air compressors, air conditioning units). Each main machinery space may have its own Cold Iron watch, or one watch may be assigned to tour main machinery spaces.

– The Sounding and Security watch sounds voids and bilges outside main machinery spaces, inspects for fires, flooding and overall physical security. The Sounding and Security watch reports to the Officer of the Deck inport and the Damage Control Supervisor and/or the EOOW underway.

– Often, a Damage Control Supervisor watch is required to monitor certain alarms and be ready for emergencies requiring action by the duty section damage control organization.

– The duty section will often have a Fire Marshall assigned to inspect all shipboard spaces for fire hazards, as well as ensure the readiness of all damage control equipment. Results of these inspections are communicated to the EDO and/or the CDO.

– When the engineering plant is steaming inport (boilers are operating), additional watchstanders are required (refer to Figure 1.2-9). For inport steaming, the engine room is manned by a Machinist Mate of the Watch (MMOW) and other watchstanders as dictated by the TYCOM EDORM. The total contingent of watchstanders in a typical engineroom include the following:

– The MMOW is the engineroom supervisor, responsible for the proper operation of engineroom equipment and the performance of all engine room watchstanders.

– The Engineroom Upper Levelman (ERUL) is responsible for all equipment and operations on the upper level of the engineroom. Typical equipment would include main and auxiliary air ejectors, main engine lube oil strainers, a main engine jacking gear, the upper portion of the main engine and SSTGs, and other auxiliary equipment dependant on ship's configuration.

– The Engineroom Lower Levelman (ERLL) is responsible for all equipment and operations on the lower level of the engineroom. This typically includes operation of the main engine lube oil pumps and purifiers, main and auxiliary circulating and condensate pumps, main space eductors, fire pumps, and other auxiliary equipment.

– The Engineroom Throttleman is responsible for operating the ahead and astern throttle valves as directed by the MMOW and the EOOW. Orders for speed or bell changes will normally come from the bridge unless shaft control is given to the EOOW during specific trials, tests, or in casualty situations.

– The Engineroom Messenger is responsible for taking readings on gages and indicators of all operating engineroom equipment.

– During inport steaming, the fireroom is typically fully manned. Watchstanders in a typical fireroom include the Boiler Technician of the Watch (BTOW), Boiler Console Operator, Fireroom Upper Levelman (FRUL), Fireroom Lower Levelman (FRUL), Burnerman, and Messenger.

– The BTOW is the fireroom supervisor, responsible for the proper operation of fireroom equipment and the performance of all fireroom watch standers.

– The Boiler Console Operator is responsible for the operation of the automatic boiler control system. During steady state inport operations on many ships, a console operator and BTOW watchstation may be combined.

– The FRUL is responsible for the operation of all equipment on the upper level of the fireroom. This typically includes the forced draft blowers, main feed pumps, portions of the boiler feed system and the deaerating feed tank.

– The FRLL is responsible for the operation of all equipment on the lower level of the fireroom. This typically includes the fuel oil service system, booster pumps, main space eductors, and fire pumps.

– The burnerman is solely responsible for monitoring fires in the boiler and for the operation of all supporting devices on the boiler front. There shall be one Burnerman per operating boiler.

– A duty Oil King and/or Water King are normally required both inport and underway. The duty Oil King is responsible for testing and treatment of boilerwater and feedwater as necessary, fuel and lube oil tests, and the supervision of fuel oil transfers within the ship. Water Kings are responsible for routine testing and treatment of ship's potable water, and work in conjunction with the ship's Medical Department Representative.

– When steaming inport, the EDO stands a 24 hour watch on board , but is normally required to be present in the main spaces only when major plant configuration changes are being executed (lighting fires in a boiler, paralleling SSTGs, etc.).

– While underway, the EDO performs all duties and responsibilities of the EOOW and will be continuously present in a predesignated main space location. Watches for the EOOW and all engineering watchstanders will rotate in accordance with the ship's engineering department underway watchbill (normally every four or six hours).

– All space supervisors (BTOWs and MMOWs) report to the EOOW/EDO when the plant is steaming. There is only one EOOW/EDO, even though there may be more than one steaming plant. The EOOW reports directly to the OOD underway and informs the Engineer Officer, both underway and inport, of significant events as outlined in the ship's engineering standing orders.

–Watchstander Qualifications

– As delineated in the TYCOM EDORM, all shipboard qualifications of EOOWs, watch supervisors (BTOWs and MMOWs), oil kings and water kings must be approved in writing by the Commanding Officer. Qualification is normally attained by the convening of an engineering qualification board consisting of the CO, Engineer Officer, Division Officer, and other qualified watchstanders.

– All other engineering watchstanders must have their qualifications approved in writing by the Engineer Officer, normally via the same qualification board as noted for EOOWs and watch supervisors. The Commanding Officer's signature is not required for final approval of these qualifications.

Engineering Casualty Control Training Team and Damage Control Training Team

– The purpose of the Engineering Casualty Control Training Team (ECCTT) is to utilize the most competent, talented engineering watchstanders aboard the ship to train qualified watchteams in the proper operation of the plant in both normal and casualty situations. Each plant watchstation will have an ECCTT member assigned. ECC drills will be conducted at a frequency delineated in the PEB Engineering Department Training Plan to maintain and improve watchstander proficiency.

– Members of the ECCTT will assemble at the direction of the Officer in Charge (normally the Engineer Officer) and the ECCTT team leader (normally an EOOW qualified Engineering Division Officer or MPA). Each casualty control drill will be fully briefed to all team members prior to the conducting of drills, including disclosures of the casualty, simulations, and any safety related items. ECCTT members will take station in the main spaces to inspect the space for safety, to initiate drills (at the direction of the team leader), to observe watchstander actions during the drills, to assume plant control in the event of a loss of watchstander control, to critique watchstanders on station, and to debrief the ECCTT after drills are completed.

– The purpose of the Damage Control Training Team (DCTT) is to utilize highly trained personnel to train engineering watchstanders, repair locker personnel, and other crewmembers in proper actions in shipboard damage control situations (fire, flooding, mass conflaguration). The DCTT functions much as the ECCTT, with an assigned Officer in Charge and team leader. Drills are briefed to all DCTT members, and DCTT personnel supervise the drills in the same manner as the ECCTT.

– .

Steam Plant Opertions

– All operations are conducted by watchstanders using the Engineering Operational Sequencing System (EOSS). EOSS provides a step-by-step procedure for all plant operations, and is written for every watchstation. Watchstanders must follow every step contained in EOSS when starting equipment, aligning systems, etc. EOSS can be divided into two primary subdivisions: Engineering Operational Procedures (EOP) and Engineering Operational Casualty Control (EOCC). EOCC will be addressed later in this lesson.

– Steam Plants are operated or maintained in one of four primary steaming conditions: cold iron, auxiliary steaming, at-sea ready/modified main steaming, and underway steaming.

– In a cold iron status, boilers are secured and placed in lay-up status. Wet lay-ups such as steam or nitrogen blanket lay-ups leave the boilers filled and ready to be lit off with only minimal preparation. If all other equipment and systems are in tact and ready, the ship can perform master pre-light off checks (MLOC) and can light off boilers from a wet lay-up and get underway in a matter of several hours if necessary. However, most ships will light off boilers at least one or more days prior to getting underway to ensure all systems are fully operational.

– Dry lay-ups are placed on boilers to keep oxygen out of the boiler while allowing internal work to be conducted within the boiler. To light off a boiler on a dry lay-up, it must be inspected by the Engineer Officer prior to closure (for loose fittings, gear adrift, etc.), closed, hydrostatically tested IAW NSTM 221, freshly filled and treated with chemicals as required by NSTM 220 V2. It normally takes several days to go from a dry lay-up to lighting fires.

– After fires are lit in a boiler, steam is eventually made available to run auxiliary equipment such as main feed pumps, forced draft blowers and ship's service turbine generators. Steam driven auxiliary equipment will exhaust steam that needs to be reclaimed to avoid excessive water losses. Therefore, auxiliary condensers are aligned to provide a location to reclaim this steam and condense it back to water for reuse. When a boiler is in automatic operation (1-2 hours after light-off), two auxiliary condensers are drawing a vacuum, and auxiliary exhaust is aligned to them, the ship is said to be "auxiliary steaming."

– Steam ships normally shift to "at-sea ready/modified main" status a few hours prior to getting underway. "At-sea ready" requires additional auxiliary equipment and requires a greater steam demand. Because more fuel must be used to sustain the plant in this condition, it is not as economical to steam inan "at-sea ready" status for long periods of time. First, a vacuum is drawn in the main condenser. When sufficient vacuum is created, auxiliary exhaust is redirected to the main condenser, and placing the ship in "at-sea ready."

– When the ship is ready to get underway, the main engine is tested by steam. This procedure is normally conducted as ship's personnel proceed to sea and anchor stations. Once the ahead and astern throttles are verified to be operating properly and no apparant abnormalities are detected in the main engine, the main engine is warmed by spinning alternately ahead and astern in very small amounts for a duration as perscribed by the ship's EOP (normally 15-30 minutes). Once the main engines are warm, the engineering plant is ready to answer all bells from the bridge. After all lines are away, the ship is "underway."

Casualties

–The EOOW is responsible for overall plant control while the plant is steaming, ensuring all required actions are taken and reports are made in a timely manner to the OOD. Watchstanders need to be proficient enough to recognize symptoms of abnormal operations and must respond to casualties using procedures listed in the EOCC for their watchstation. The EOCC is made up of four primary subcatagories of actions required of watchstanders.

– controlling actions - actions required to reduce or stop the casualty from escalating in severity. Controlling actions are often required before the abnormal situation reaches a critical measurable point. An example of a controlling action for a loss of main feed control casualty is to investigate specific components of the main feed system when the boiler water level is between +1 and +6 inches. At a particular measurable point (+7 inches), immediate actions are required. Controlling actions must be memorized by watchstanders.

– immediate actions - actions required to secure specific equipment to stop the effects of the situation and to limit damage to the plant. In the loss of main feed control example, the first immediate action is to secure the boiler when water level reaches +7 inches. Immediate actions must also be memorized by watchstanders.

– supplemental actions - actions required to align/secure additional auxiliary systems as required to sustain the plant in a safe condition and to facilitate investigation for cause and any required repairs.

– restorative actions - actions required to restore the equipment or system to a fully operational status. For many boiler casualties, restorative actions require the boiler to be cooled down and opened and inspected in 48-72 hours.

Casualties and Their Impact on Operations

–The impact of casualties to boilers and engines is a function of the plant type, single plant or split plant. The impact of electrical casualties generally follows the boiler. Here is an outline of the impact of some engineering casualties:

– A casualty to all on-line boilers prevents ship's propulsion until restored. It will also limit available electrical power to that which can be supplied by the ship's emergency generator(s). This generally is enough power to restore the plant to operation with little to spare.

– If another boiler remains in operation when a boiler is lost, mobility will not be entirely lost. A remaining boiler can be operated "cross-connected." This means that one boiler can be aligned to two main engines (no matter whether the ship has combined or separate machinery spaces). For example, the AOR normally steams at 20 knots when operating two boilers split with each boiler supplying a main engine. If a boiler is lost, the other can be cross-connected to supply both main engines, but the maximum speed available would only be about 14 knots.

– .

– In restoring from a boiler casualty which is immediately restorable (the cause is detected and corrected quickly) and lighting off that same boiler, about forty-five minutes to an hour will be required to fully recover.

– Most of the above listed ship types have three or four SSTGs rated somewhere between 1000 and 2500 KW. All have a diesel generator to provide emergency power if steam is lost to the SSTGs. Some of these are able to be paralleled with the SSTGs, but some ships' are not. Obviously, all diesel generators for this purpose must supply enough electricity for plant start-up.

– An electrical plant casualty may be temporary and relatively quickly restorable, such as a loss of vacuum. On the other hand, it may be long term if an SSTG must be placed out of commission limiting available power to only the remaining ones. In the latter case, serious thought must be given to the limitations and restrictions placed upon routine operations, Power surges from starting large motors may overload SSTGs causing a loss of all power.

– Casualties to the main engine can have a variety of impacts. A minor bearing casualty may cause the speed to be limited while a major casualty may cause the engine to become useless. A loss of main engine vacuum may be easy to restore if the cause is easily discovered and corrected. When operating at a reduced vacuum, speed is restricted. Normal vacuum is about 27-29 " Hg vac. If vacuum drops to 21 " vac, speed is slowed to two-thirds bell. At 18 " Hg vac, it is slowed to one-third bell. At 15" Hg vac, the throttles must be shut and the engine secured. If the condenser is "hot" it must be secured immediately and cooled slowly, which may take hours.

– Some engine casualties are not immediately restorable, such as a loud metallic noise in an engine, contaminated main engine lube oil, or damage to boiler tubes. These always require a lot of time to cool down, investigate, and repair, and normally require some outside assistance.

– In split plant ships, loss of an engine affects maneuverability and some skill is required to maintain heading in these cases. If alongside,there is little margin for error. The skill of compensating for a lost engine can be mastered with practice.

– Loss of an entire engineroom, fireroom, or combined space due to flooding or a main space fire puts all of that space's equipment out of commission and depending upon the ship configuration, may effectively put all ship's propulsion out of commission (i.e. AFS, AD, AOR).