DIESEL PROPULSION OVERVIEW

Engineering Training

ASSIGNMENT SHEET

Assignment Sheet Number 1.10

INTRODUCTION

–The diesel engine has become an integral part of the Navy's propulsion capabilities. This lesson is designed to introduce you to the basic mission, machinery layout, and auxiliary operations of ARS-50, LST-1179, LSD-41, MCM-1, MHC-51and PC-1 class ships.

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:

–1.41 State the current ship classes with diesel propulsion, how many screws they have, and their engineering limitations.

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

–1.43 Identify the watchstations common to diesel propulsion plants.

STUDY ASSIGNMENT

1. Read Information Sheet 1.10.

2. Outline Information Sheet 1.10 using the enabling objectives for lesson 1.10 as a guide.

3. Answer study questions.

STUDY QUESTIONS

1. MCM 1 reports loss of #1 SSDG due to a crankcase explosion. What effect will this have on the ship's operation?

2. MHC-51 reports a main space fire. Will it be able to continue operation?

3. MCM 2 has lost its #1 MMGTG. How will this effect the ship's ability to carry out its minesweeping mission.

INFORMATION SHEET

DIESEL PROPULSION OVERVIEW

Information Sheet Number 1.10

INTRODUCTION

REFERENCES

•(a) LST-1182 Ship Information Book (SIB)

• (b) LSD-41 Ship Information Book (SIB)

• (c) MCM-1 Ship Information Book (SIB)

• (d) MHC-51 Ship Information Book (SIB)

• (e) Introduction to Naval Engineering, 2nd ed., David A. Blank, Arthur E. Bock and David J. Richardson, Naval Institute Press

INFORMATION

.Overview

•. The diesel engine takes its name from the a German named Dr. Rudolf Diesel. It involves the combustion of a suitable fuel inside a cylinder containing a piston, whose motion results from the transformation of thermal energy into mechanical work. Today, diesel engines are used extensively in the Navy, serving as propulsion units for small boats, ships and land vehicles. They are also used as prime movers in auxiliary machinery, such as emergency diesel generators, pumps and compressors. This lesson will focus on the use of diesel engines for the main means of propulsion on naval vessels.

• . Medium-sized combatant ships and many auxiliary vessels are powered by large (~50,000 Bhp ) single-unit diesel engines or, for more economy and operational flexibility, by combinations of somewhat smaller engines. Diesel engines have relatively high efficiency at partial load, and much higher efficiency at very low partial load than steam turbines. They also have greater efficiency at high speeds than any of the other fossil-fueled plants. Thus they require the least weight of fuel for a given endurance. Other advantages include low initial cost and relatively low RPM, the latter resulting in small reduction gears. Additionally, diesel engines can be brought on-line from cold conditions rapidly. They are reliable and simple to operate and maintain, having a long history of active development for marine use.

• . Large diesel plants have been adapted for use in the Navy on the LSD-41 (Whidbey Island) class (two medium-speed diesel engines drive each of the two shafts). In general, however, the use of diesels on intermediate sized combatants and larger requires that several smaller units be combined to drive a common shaft. This requirement results in severe space and arrangement problems. Among other disadvantages is the fact that periodic engine overhaul and progressive maintenance are required. These result in frequent down periods, which, because of the number of similar units, may not increase the amount of necessary in-port maintenance time, but do decrease the amount of time the ship has full power available while at sea. Finally, the marine diesel has a high rate of lube oil consumption, which may approach 5% of the fuel consumption; thus large quantities of lube oil must be carried.

• . Ship propulsion systems employ many different arrangements of engines, shafts, reduction gears, and propellers to suit the operating requirements of the ships they serve. One such arrangement is independent units for ships propulsion, where the engines are entirely independent of each other; they are on opposite sides of the ship, one forward and one aft of an intervening compartment for damage control. Various other arrangements are used on the minesweepers, submarine tenders and amphibious ships in the Navy. This lesson will discuss the characteristics of these ships including their capabilities and plant layouts.

.Diesel ships

•. ARS-50 (Safeguard) class (Figure 1.10-1)

–. The Safeguard class is a twin shaft salvage ship with four Main Propulsion Diesel Engines (MPDEs), three Ship's Service Diesel Generators (SSDGs). Each MPDE is a Caterpillar D399, 16 cylinder, 4 stroke engine rated at 1100 bhp. Each shaft has two MPDEs attached to each shaft via reduction gears and clutches. Each SSDG is driven by a Caterpillar D399, 16 cylinder, 4 stroke, 1200 rpm with a generator rated at 750 KW, 1200 amps, 450 VAC, 60 Hz, 3 phase. There is one main engine room, one auxiliary machinery room, and a forward generator room (Figure 1.10-2). The ship is equipped with 500 hp bow thruster for increased maneuverability at slow speeds during rescue operations and docking evolutions.

– . Ship's characteristics

•) Length 255' 0"

• Beam 51'

• Max Speed 14.5 knots

• Displacement 2880 tons

• Draft 16' 6"

• # of Shafts 2

• Personnel Enlist.= 97, Off. = 7

•. LST-1179 (Newport) class (Figure 1.10-3)

–. This Newport class ship is designed to ground itself on hostile shores and off-load tanks and troops onto the beach. The ship has a well deck and stern gate for off-loading amphibious tractors, and a bow ramp for off-loading land vehicles, via causeways, to the beach. Although these ships are being decommissioned in the US fleet, they are being sold to foreign fleets so you may still see or even operate with this type of ship during your tours in the Navy. Only two ships will remain in commission in the US fleet (one per coast).

– . This is a twin shaft ship with six Main Propulsion Diesel Engines (MPDEs) and three Ship's Service Diesel Generators (SSDGs). Each MPDE is a General Motors 16-645-E5 in the LST-1179 through 1181 and an ARCO 16-251 in all others rated at 16,500 bhp. Each SSDG is driven by an ALCO 251-E, 8 cylinder, 4 stroke, 900 rpm engine and the generator is rated at 750 KW, 1201 amps, 450 VAC, 60 Hz, 3 phase. There are three main engine rooms, three auxiliary machinery rooms, and two enclosed operating stations (Figure 1.10-4). This ship is equipped with controllable pitch propellers and bow thrusters for increased maneuverability while unloading amphibious tractors.

– . Ship's characteristics

•) Length 562'

• Beam 70'

• Max Speed 23 knots

• Range 2500 NM at 14 kts

• Displacement 8450 tons

• # of Shafts 2

• Personnel Enlist.= 244, Off. = 13

• Military lift 400 troops (20 officers), 500 tons of vehicles, 4 LCVPs on davits.

•. LSD-41 (Whidbey Island) class (Figure 1.10-5)

–. The Whidbey Island is a dock landing ship based on the earlier Anchorage class designed to transport troops and cargo for amphibious operations. The ship has a well deck capable of carrying four LCACs. There is a cargo version of this ship capable of carrying 40,000cu ft of marine cargo, 13,333 sq ft for vehicles but only two LCACs. Also 90 tons of aviation fuel.

– . This is a twin shaft ship with four Main Propulsion Diesel Engines (MPDEs) and four Ship's Service Diesel Generators (SSDGs). Each MPDE is a Colt Pielstick 16PC25-V400, 16 cylinder, 4 stroke engine rated at 8,500 bhp each. Each SSDG is driven by a Fairbanks Morse 38D8-1/8, 12 cylinder, 2 stroke, opposed piston, 720 rpm engine and the generator is rated at 1300 KW, 2085 amps, 450 VAC, 60 Hz, 3 phase. There are two main engine rooms and two auxiliary machinery rooms (Figure 1.10-6). The ship has controllable pitch propellers too.

– . Ship's characteristics

•) Length 609' 7"

• Beam 84'

• Draft 20' 6"

• Max Speed 24 knots

• Range 8000 NM at 18 kts

• Displacement 11,125 tons light, 16,695 tons loaded

• # of Shafts 2

• Personnel Enlist.= 340, Off. = 21

• Military lift 450 troops, 4 LCACs

•. MCM-1 (Avenger) class (Figure 1.10-7)

–. The Avenger class is a mine countermeasure vessel constructed out of oak, Douglas fir and Alaskan cedar, with a thin coating of fiberglass on the outside, to permit taking advantage of wood's low magnetic signature. The Avenger and three MSOs were transported to the Persian Gulf by heavy lift ship in 1990.

– . This is a twin shaft ship with four Main Propulsion Diesel Engines (MPDEs), three Ship's Service Diesel Generators (SSDGs), and one Magnetic Minesweeping Gas Turbine Generator (MMGTG). Each MPDE is a Waukesha, 12 cylinder, 4 stroke, (MCM-1,2) or low magnetic Isotta Fraschini ID 36SS6V-AM, 6 cylinder, 4 stroke (MCM-3-14) engine rated at 600 bhp. The Each SSDG is driven by a Waukesha, 12 cylinder, 4 stroke, 1800 rpm (MCM-1,2) or Isotta Fraschini ID 36SS6V-AM, 6 cylinder, 4 stroke, 1800 rpm (MCM-3-14) with a generator rated at 375 KW, 601 amps, 450 Volts, 60 Hz, 3 phase. The Siemen Allis-Solar Magnetic Minesweeping Gas Turbine Generator (MMGTG) is rated at 1750 KW, 1550 rpm, 5000 amps, 350 VDC. There is one main engine room and one auxiliary machinery room (Figure 1.10-8). The ship is also equipped with bow thrusters and one 4 hp electric motor per shaft for hovering operations so the diesels may be secured in minefields.

– . Ship's characteristics

•) Length 224'

• Beam 39'

• Draft 12' 2"

• Max Speed 13.5 knots

• Displacement 1312 tons

• # of Shafts 2

• Personnel Enlist.= 81, Off. = 6

•. MHC-51 (Osprey) class (Figure 1.10-9)

–. The Osprey class is a mine hunting ship constructed of GRP (fiberglass) throughout the hull, decks and bulkhead with frames eliminated.

– .This is a twin shaft ship with two Main Propulsion Diesel Engines (MPDEs) and three Ship's Service Diesel Generators (SSDGs). Each MPDE is an Isotta Fraschini ID 36SS8V-AM, 8 cylinder, 4 stroke engine rated at 800 bhp. Each SSDG is driven by a Isotta Fraschini ID 36SS6V-AM, 8 cylinder, 4 stroke, 1200 rpm with a generator rated at 300 KW, 481 amps, 450 volts, 60 Hz, 3 phase. There is one main engine room, one auxiliary machinery room, and two generator rooms (Figure 1.10-10). The ship is also equipped with bow thrusters and 2 Voight Schneider (cycloidal) propellers for precision maneuvering.

– . Ship's characteristics

•) Length 187' 10"

• Beam 34' 9"

• Max Speed 13 knots

• Range 2500 NM at 12 knots

• Displacement 895 tons

• # of Shafts 2

• Personnel Enlist. = 51, Off. = 4

•. PC-1 (Cyclone) class (Figure 1.10-11)

–. The Cyclone class' primary mission is coastal patrol, surveillance and interdiction of hostile coasts. The secondary mission is to support Naval Special Warfare Missions by deploying SEALs for shore invasion. The main hull, up to and including the weather deck, is fabricated with welded mild steel, and the superstructure is constructed of welded aluminum alloy. This is the newest diesel propulsion ship in the US Naval fleet.

– . This is a four shaft ship with four Main Propulsion Diesel Engines (MPDEs) and two Ship's Service Diesel Generators (SSDGs). Each MPDE is a Paxman Velenta 16RP200 16cm 16 cylinder, 4 stroke engine rated at 3350 bhp and 1500 rpm. Each SSDG is driven by a Caterpillar Model 3306B DIT, 6 cylinder, 4 stroke engine with a generator rated at 155 KW, 450 volts, 60 Hz, 3 phase. There are two main engine room, one forward and one aft (Figure 1.10-12). Each main engine room contains two MPDEs and one SSDG.

– . Ship's characteristics

•) Length 170'

• Beam 29' 9"

• Draft 7' 6"

• Max Speed 40+ knots

• Range 2000 NM at 12 knots (endurance = 10 days)

• Displacement 266 tons

• # of Shafts 2

• Personnel Enlist. = 25, Off. = 4

• SEAL Team Enlist. = 7, Off. = 2

. Diesel Plant Watchstations

•. Just like on nuclear powered ships, the watchstanders are the heart of the propulsion plant and without them, nothing would operate. The number and names of the watchstanders vary from ship-to-ship and so every combination of possible watch organizations cannot be covered in this lesson. The following is a general overview of some watchstanders found on most diesel ships including their responsibilities.

–. EOOW (Engineering Officer of the Watch) - Officer or Petty Officer on watch in charge of the ship's entire engineering plant. The EOOW is responsible for safe and proper operation of the engineering plant, and for the performance of duties prescribed.

– . ENOW (Engine Room Watch Supervisor) - Engineman in charge of the watch in the Engine Room. ENOW shall be responsible for operation of main engine and their auxiliaries as directed by EOOW.

– . Engine Room Throttleman - Person assigned watch on main engine throttles. The throttleman is responsible for operation of main engine throttles per orders received from the OOD.

– . Engine Room Oiler / Equipment Monitor - Person assigned watch in the Engine Room. The oiler is responsible for lube oil systems of all operating machinery and for other auxiliary machinery that may be assigned.

– . Engine Room Messenger - Person assigned the messenger watch in the engineroom. The Engine Room Messenger is responsible for recording the hourly readings of operating machinery and for other duties that may be assigned by the ENOW.

– . Distillate Plant Operator - Person assigned the distillate plant watch. The Distillate Plant Operator is responsible for recording hourly readings of operating machinery and for other such duties as assigned.

– . SSDG Watch - Person assigned responsibility for warming up, operating, and securing generator and associated auxiliary machinery

– . Auxiliary Boiler Watch - Responsible to the EOOW for operation of the ship's auxiliary boilers and evaporators

– . Electrical Supervisor - Electrician or IC electrician assigned to watch at main ship's service switchboard in charge of the electrical and IC equipment throughout the ship. The Electrical Supervisor is responsible for control and distribution of all ship's service 60 and 400 Hz power generated onboard the ship.

– . Electrical Switchboard Operator - Electrician or IC electrician assigned watch on one of the main electrical switchboards

– . Assistant Oil King - Person who may be assigned watch in the oil lab; responsible for oil/water testing and treatment

– . Sounding and Security Watch - Person assigned as a roving security patrol. The Sounding and Security Watch is responsible for detection and prevention of fire, fire hazards, flooding, theft, sabotage, compromise of classified information and other irregularities affecting the physical security of the ship.

.Ship control stations

•. Diesel ships have numerous control stations available to them.

–. The local control station is located in the propulsion plant and includes separate controls for the MPDEs and the controllable pitch propeller. This control station can take control from any of the other stations by means of a swithch on the local control panel.

– . The next control station in order of precidence is the one in central control. The local control station can give control to the central control station since this is wherer the EOOW and other key watchstanders are located.

– . The third and lowest precidence control station is the pilothouse (bridge) at the Ship Control Console (SCC). This station has an integrated throttle control to control the MPDEs and controllable pitch propellers via a single control handle. The centrol control station may give control to this station so the OOD/Conning Officer may have direct control of the ship. Although this is the station of lowest precidence, the ship is normally controlled from this station.

•. Anytime a casualty in the propulsion plant requires control to be transfered to a station of higher precidence, that station may take control. In other words, the EOOW can take control from the bridge and the local control station can take control from either the bridge or the central control station.

• . Steering of the ship is normally controlled from the bridge via the helmsman's wheel but may be transferred to the after steering rooms in a casualty situation. Actually, the steering rooms will take control from the bridge via an order from the OOD/Conning Officer.