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Maritime Propulsion | What do Icebreaker sailors worry about? Overheating!
http://articles.maritimepropulsion.com/article/What-do-Icebreaker-sailors-worry-about-Overheating!86613.aspx[22/06/2013 17:02:36]
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What do Icebreaker sailors worry about? Overheating!By Edward Lundquist at February 16, 2011 08:55 Filed Under: Navy insights
What do Icebreaker sailors worry about? Overheating!
By Edward Lundquist
As unlikely as it may seem the chilling secret about icebreakers is the colder it is outside, the hotter they getinside.
The colder the air temperature, the thicker the ice, and the colder the water. That’s why engineers onicebreaking ships worry about overheating.
“The biggest problem is propulsion plant cooling,” says Bill Derraugh, Chief Engineer on the CGCS HenryLarsen. “Ice and slush blocks your intakes at the same time as your demand for maximum power.”
When the ice gets heavy, icebreakers have to work harder. That means maximum power, which requiresmaximum cooling. That requires cooling water taken from the sea, and that water is so cold it can freeze.
The CGCS Henry Larsen, an icebreaker serving in the Canadian Coast Guard, is a 328-foot, 6,100-ton ship withdiesel-electric propulsion. The ship was designed and launched in the late 80s.
The ship can operate on just one of its three Wartsila VASA 16v32 engines, and then add a second or thirdengine as the thickness of the ice warrants. Thicker ice requires more power, but that means the engines willrequire more cooling. Even in such a cold environment, however, cooling those engines can be problematic.
Canadian icebreakers, like many ships, have both high and low suction for cooling water. In shallow water, thehigh suction prevents mud from being sucked into the intakes. In icy water, the deep suction prevents the intakesfrom clogging with ice and freezing up. But that’s only the first line of defense.
“Very cold water becomes slushy,” says Derraugh. “It can be like oatmeal porridge.”
Seawater is taken aboard through a grating into one of the two sea boxes, located amidships on each side. Thewater in the sea box is kept above freezing by recirculating the discharged cooling water back into the sea boxinstead of over the side. That water is then fed through as system of thermostatic valves, pumps and strainers
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Maritime Propulsion | What do Icebreaker sailors worry about? Overheating!
http://articles.maritimepropulsion.com/article/What-do-Icebreaker-sailors-worry-about-Overheating!86613.aspx[22/06/2013 17:02:36]
into one of the two sea bays, which run virtually the entire width of the ship, he says.
There is no free communication between the sea box, which is open to the sea, and the sea bay. “There are 40-cubic meters of water between the two sea bays,” Derraugh says.
In the past when ships were powered by steam, Derraugh says that steam could be injected into the coolingwater to melt ice or blow out slush. “That used a lot of steam,” he says.
Today’s ships only make enough steam for hotel services. He also says that compressed air can be useful indislodging ice buildup, but air bubbles are not desirable in the system.
“Keep your suction sea bay well above freezing,” Derraugh advises. “If you are not getting cooling, you have tocome to a complete halt with overheated engine.”
Even most modern merchant ship systems might not have enough heat to keep fuel at right viscosity in constantmaneuvering. Derraugh says Herny Larsen carries light fuel, and uses waste heat recovery from the propulsionengines to keep the fuel at the proper temperature.
Ships in regular commercial trade usually travel on a steady course at the pretty much the same speed for longperiods of time. But Derraugh says merchant ships that get become beset in the ice and may have to maneuverback and forth to break a pathway clear of the ice. “You may have to do a lot more maneuvering than vesselwas designed for. Even if you’re escorted by icebreaker, you’re going to need full power. It’s a big problem ifcooling is compromised.”
Derraugh says the Canadian Coast Guard is very keen on diesel electric propulsion. “You have full power aheadand astern all under the control of the gentleman on the stick.”
Captain Edward Lundquist, U.S. Navy (Ret.) is a principal science writer for MCR LLC.
Built in 1987 in Vancouver, British Columbia, the CCGS Henry Larsen is used for icebreaking.
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Maritime Propulsion | What do Icebreaker sailors worry about? Overheating!
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Design of an icebreaker Offshore Service Vessel (OSV) of 80-m in length might seems a fair step up f...
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Maritime Propulsion | What do Icebreaker sailors worry about? Overheating!
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Maritime Propulsion | What do Icebreaker sailors worry about? Overheating!
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Maritime Propulsion | What do Icebreaker sailors worry about? Overheating!
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Maritime Propulsion | What do Icebreaker sailors worry about? Overheating!
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Maritime Propulsion | What do Icebreaker sailors worry about? Overheating!
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Maritime Propulsion | What do Icebreaker sailors worry about? Overheating!
http://articles.maritimepropulsion.com/article/What-do-Icebreaker-sailors-worry-about-Overheating!86613.aspx[22/06/2013 17:02:36]
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