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DESIGN CALCULATIONS FOR THE COOLING WATER SYSTEM OF A TUG BOAT

Article · May 2017

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wjert, 2017, Vol. 3, Issue 4, 09 -26. Original Article ISSN 2454-695X
Nitonye. World Journal of Engineering Research and Technology
World Journal of Engineering Research and Technology
WJERT
www.wjert.org SJIF Impact Factor: 4.326

DESIGN CALCULATIONS FOR THE COOLING WATER SYSTEM OF

A TUG BOAT

Samson Nitonye *

Department of Marine Engineering, Rivers State University, Port Harcourt, Nigeria.

Article Received on 08/04/2017 Article Revised on 30/04/2017 Article Accepted on 21/05/2017

ABSTRACT
*Corresponding Author
The cooling water system is primarily used to ensure that the
Samson Nitonye
Department of Marine temperature of the main engine is kept within the acceptable limit for
Engineering, Rivers State maximum performance during operations. The system also is used to
University, Port Harcourt, remove or conduct heat out of hot surfaces or materials either directly
Nigeria.
or indirectly. This system comprises of different components, sub-
systems, piping and fittings, valves, sea water and fresh water pumps, filters, tanks and
condition monitoring device amongst other. The sea water cooling system was calculated
mathematically to obtain the volumetric flow rates of the sea water for the cooling of the
shaft-line bearing, reduction gear lube-oil, and the hot well. Similarly the fresh water flow
rate and the transfer surface areas within the main engine were also obtained for the jacket
water cooler, piston water cooler, crankcase lube-oil cooler and charger air cooler. All
designs were carried out obeying classification rules relating to this capacity of the Sea-going
Tug Boat bearing in mind the capacity of the load to be transported.

KEY WORDS: Tug Boat, Pumps, Coolers, Valves, Piping, Fittings and Condition
Monitoring device, Vessel, Discharge.

INTRODUCTION
The primary purpose for the cooling water system is to remove or conduct heat out of hot
surfaces or materials from the engine either directly or indirectly. Cooling enables the engine
metal to retain the mechanical properties and keep the temperature of the main engine within
the acceptable limit for maximum performance during operations. There are three basic types
of cooling system commonly used in the marine diesel engines on board the vessel. These

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include the direct cooling system, the keel cooling system and the heat exchanger cooling
system.[1]

The direct cooling system involves drawing sea water from the sea in which the ship is
floating and then circulate round the engine by the use of pumps which is later expelled
overboard. The associated problem to this system is ensuring an optimum coolant
temperature and secondly, contamination of the water supply with consequent deposition
inside the engine. Furthermore, the system is subject to high rate of corrosion and erosion due
to the nature of sea water. Cause this effects sea water is no longer used for direct coolant,
although it is a subsidiary coolant in the heat exchangers.[2]

The keel cooling system involves freshwater circulating in a close circuit of the engine, part
of which passes along pipes exposed to cooling influence of the surrounding sea water along
the keel areas. This method eliminates some problems of the direct cooling. It is also
unaffected by the cleanness of the water in which the ship is floating. A thermostat to
maintain optimum operating temperature may be higher than that of the direct cooling
system.

The heat exchanger cooling system operates on the same principle as the keel cooler, except a
special radiator is incorporated in the freshwater circuit instead of cooling pipes along the
keel. The system uses two water pumps, one of which is of sea water drawn in through the
bottom of the ship via a strainer combined with a cock. The later circulates the freshwater
which can be closed when the engine is not in operation. The advantage of the keel cooling
and that of the heat exchanger is that the sea water corrosion is reduced. Generally, cooling
system for this type consist of two installation namely freshwater and sea water
installations.[3]

The Fresh Water Cooling System

The freshwater installation is built in close circuit. It led to the provision of header tanks in
the cooling system to ensure the availability of freshwater for the cooling device at all times.
The fresh water used for cooling engine components directly must meet certain requirements.
The prevention and formation of scales, the hardness of freshwater must be controlled and the
PH value should be slightly alkaline.[8 to 9]

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Figure 1 shows a fresh water cooling system for a slow-speed diesel engine. This can be
divided into two separate systems: one for cooling the cylinder jackets, cylinder heads and
the turbo-blower; and the for piston cooling

Figure 1: Fresh Water Cooling System for a Slow-Speed Diesel Engine (source –
Machinery Spaces.com).

The cylinder jacket cooling water after leaving the engine passes to the sea-water-circulated
cooler and the into the jacket-water circulating pumps. It is then pumped around the cylinder
jacket, cylinder heads and turbo-blowers. A header tank allows for expansion and water
make-up in the system. Vents are led from the engine to the header tank for the release of air
from the cooling water. A heater in the circuit facilitates warming of the engine prior to
starting by circulating hot water.

The piston cooling system employs similar components, except that a drain tank is used
instead of a header tank and the vents are then led to high points in the machinery space. A
separate piston cooling system is used to limit any contamination from piston cooling glands
to the piston cooling system only.[4]

The Sea Water Cooling System

The sea water cooling system is an open circuit in which the salt water is forced to circulate
round the system to extract heat from the freshwater mainly in the heat exchanger. It is later
allowed to be discharge overboard. Sea water is not directly used to cool engine component
because it is highly corrosive, it is aggressive at elevated temperature, it contains constantly
amount of impurities (which after deposition deteriorate engine working performance) and it
contains calcium carbonate which causes difficulties to heat transfer process.

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The various cooling liquids which circulate the engine are themselves cooled by sea water.
The usual arrangement uses individual coolers for lubricating oil, jacket water, and the piston
cooling system, each cooler being circulated by sea water. Some modern ships use what is
known as ‘central cooling system’ with only one large sea-water-circulated cooler. This cools
a supply of fresh water, which then circulates to the other individual coolers. With less
equipment in contact with sea water the corrosion problem are much reduced in this system.
A sea water cooling system is shown in figure 2, from the sea suction one of a pair of sea
water circulating pumps provides sea water which circulates the lubricating oil cooler, the
jacket water cooler and the piston water cooler before discharging overboard. Another branch
of the sea water main provides sea water to directly cool the charge air (for a direct-drive two
stroke diesel)

Figure 2: Sea Water Cooling System for a Slow-Speed Diesel Engine (source –
Machinery Spaces.com)

The components of the cooling water system include; the sea water pump, the fresh water
pump, the coolers valves, piping and fittings and condition monitoring device. All of which
have different purpose to ensure that the cooling water system performs the required duty.

Relevant Classification Regulation and Requirement for Engine Cooling Water System
In the main supply, provision is to be made for an adequate supply of cooling water to the
main propeller machinery and essential auxiliary engines, also to the lubricating oil and fresh
water coolers and air coolers for electric propelling machinery where their coolers are fitted.
The cooling water pump(s) may be worked from the engines or driven independently.[5]

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The sea inlet for the cooling water system should not be less than two which will be provided
with pumps to supply salt water for the cooling system. One of the pumps will serve as the
main pump and the other as standby. Those inlets are to be low inlets and one of them may
serve as the ballast pump or general service pump.

The cooling water supply to auxiliaries and main engines should be fitted with strainers from
the suction pipes which can clean without interruption to the cooling water supply. Cooling
water pumps worked from the main engines are provided with relief valves on the pumps
discharge. When non-ferrous pipes are proposed for fresh and sea water piping systems,
details of the materials and the duty for which they are intended may be submitted to the
relevant society for approval. In the selection components for sea water piping system, care
should be taken to avoid metal combinations which may lead to galvanic corrosion in
service.[6]

Special considerations in the design of the cooling water system of the tug boat
To enhance the working condition of the tug boat at full load and other sea conditions we
must take a critical account of the stability of the vessel during any operation.[7] and [8]

2. MATERIALS AND METHODS

The cooling water system design calculations for component, piping and fittings for the Tug
boat engines and generators.
The capacity of the engines for the design of the cooling water system included
The Starboard side Main Engine - 955KW and 1800 rpm
The Port side Main Engine - 955KW and 1800 rpm
The Starboard side Aux-Engine - 82KW and 1500 rpm
The Port side Aux-Engine - 82KW and 1500 rpm
FI-FI pump set - 133KW and 1800 rpm[9]

General Data for Diesel Fuel Oil (D.F.O)

- Net Calorific value of D.F.O. = 42700 KJ/kg
- Mean overall heat transfer coefficient of fuel = 760KJ/m2 deg hr
- Specific gravity of .D.F.0.= 900 kg/m3
- Specific heat of D.F.O. = 1.82KJ/kg°C
- Viscosity of diesel fuel oil -5-15 cst at 20°C

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Other parameters of the tug boat

Length of Boat - 28m
Breadth of Boat - 9m
Moulded depth of Boat - 4.5m
Gross Tonnage - 180
Net Tonnage - 55

Cooling of shaft-line Bearings

The volumetric rate of flow of sea water can be established from the relation

(1)

Where:-
- Total energy loss due to friction in all shaft-line bearing KJ/hr
- Specific heat of the sea water = 3.925 KJ/Kg0C
- Temperature rise of sea water = 40C
– Density of sea water = 1020 Kg/m3

The total energy loss is assessed with the fact that the energy loss to stern tube bearing is
approximately equal to 1.5% of the transmitted power
The transmitted power = 955KW
Therefore energy loss to stern tube bearing = 14.33KW
Similarly the energy loss to shaft-line bearing is approximately equal to 0.4% of the
transmitted power
The transmitted power = 955KW
Therefore energy loss to shaft-line bearing = 3.82KW
The total energy loss due to friction in all shaft-line bearing

By Simple substitution into equation 1

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Cooling of reduction gear lubrication oil

The volumetric rate of flow of sea water can be established from the relation

(2)

Where
- Total energy loss due to friction in the reduction gear KJ/hr
- Specific heat of the sea water = 3.925 KJ/Kg0C
- Temperature rise of sea water = 5.50C
– Density of sea water = 1020 Kg/m3

The total energy loss is assessed with the fact that the energy loss to reduction gear is
approximately equal to 0.5% of the transmitted power
The transmitted power = 955KW
Therefore energy loss to reduction gear = 4.775KW
Similarly the energy loss to the clutches and couplings is approximately equal to 4% of the
transmitted power
The transmitted power = 955KW
Therefore energy loss to the clutches and couplings = 38.2KW
The total energy loss due to friction in the reduction gear

By Simple substitution into equation 2

Cooling of Hot well

The volumetric rate of flow of sea water can be established from the relation

(3)

Where:-
D – Mass flow rate of condensate drain
Specific heat of Condensate = 4.200KJ/Kg0C
- Specific heat of the sea water = 3.925 KJ/Kg0C
– Condensate Temperature drop = 350C
- Temperature rise of sea water = 120C
– Density of sea water = 1020 Kg/m3

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The rate of flow of cooling media is given as

(4)

(5)

Where
Q – Mass flow rate of coolant Kg/hr
Heat absorbed by coolant KJ/hr
- Specific heat of coolant = 1.942 KJ/Kg0C

- Temperature rise of sea water = 100C

The heat absorbed by the coolant is approximately equal to 0.42% of the transmitted power
The transmitted power = 955KW
Therefore heat absorbed by the coolant = 4.011KW
Substituting into equation 4
Q = 0.207 Kg/hr
Hence to obtain the volumetric rate of sea flow, we substitute into equation 3

Fresh water cooling system of Main Engine

Total heat rejected to the fresh water cooling media of the diesel engine can be determined
with the relation
(6)
Where
HCM – Total heat rejected by coolant
LHV – Lower heating value = 42700 KJ/Kg
- Specific fuel consumption 0.200KG/KW hr
Note
For Marine diesel oil = 0.55
For I.F.O oil = 0.56
For Heavy Diesel oil = 0.57
By simple substitution

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In the cooling system, the total heat rejected in the engine is distributed to the cylinder jacket,
piston cooling, crankcase cooling and charge air cooler at the ratio of 54:15:3:28 percent
respectively

Cylinder Jacket Heads and Turbo Charger cooling

The heat dissipated to the cylinder jacket water cooler is 54% of the total heat rejected
(2223KJ/KW hr)
= 1200.42 KJ/KW hr
And the rate of flow of jacket water cooler is
(7)

Q – Mass flow rate of coolant Kg/hr

Heat absorbed by coolant = 1200.42KJ/KW hr
- Specific heat of coolant = 4.203 KJ/Kg0C

- Temperature rise of sea water = 160C

The rate of flow of jacket (fresh) water is obtained by substituting into equation 7

The rate of flow of jacket (sea) water is obtained by substituting into equation 7

And related known data for the jacket water cooler includes
- Fresh water inlet temperature (T1) = 850C
- Fresh water outlet temperature (T2) = 690C
- Sea water inlet temperature (t 1) = 41.40C
- Sea water inlet temperature (t 2) = 480C

To obtain the log mean temperature difference (LMTD = )

(8)

Where

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By simple substitution into equation 8

Figure 3 shows the temperature profile for counter flow of jacket water cooler and the sea
water inlet and outlet temperatures. It also shows the fresh water inlet and outlet
temperatures.

Figure 3: Temperature profile for counter flow of jacket water cooler.

Total heat transfer surface area (AT) of jacket water cooler is

(9)

Where
– Heat transfer surface area
– Total heat transfer in cooler = 1200.42 KJ/KW hr
Mean overall heat transfer coefficient = 4800KJ/KW hr
- Log mean temperature difference = 320C

F - Temperature correction factor = 0.95 (0.95 for two-pass cooler and 1.0 for single pass
cooler)
By simple substitution into equation 9
AT = 29.62 m2

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Piston Water cooler: The heat dissipated to the piston water cooler is 15% of the total heat
rejected (2223KJ/KW hr)
= 1200.42 KJ/KW hr
And the rate of flow of piston water cooler is
(10)

Q – Mass flow rate of coolant Kg/hr

Heat absorbed by coolant = 333.45KJ/KW hr
- Specific heat of coolant = 4.191 KJ/Kg0C

- Temperature rise of sea water = 15.20C

The rate of flow of piston (fresh) water is obtained by substituting into equation 10

The rate of flow of piston (sea) water is obtained by substituting into equation 10

And related known data for the piston water cooler includes
- Fresh water inlet temperature (T1) = 70.20C
- Fresh water outlet temperature (T2) = 550C
- Sea water inlet temperature (t 1) = 41.40C
- Sea water inlet temperature (t 2) = 480C

To obtain the log mean temperature difference (LMTD = )

(11)

Where

By simple substitution into equation 11

Figure 4 shows the temperature profile for counter flow of Piston water cooler and the sea
water inlet and outlet temperatures. It also shows the fresh water inlet and outlet temperatures

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Nitonye. World Journal of Engineering Research and Technology

Figure 4 Temperature profile for counter flow of Piston water cooler

Total heat transfer surface area (AT) of Piston water cooler is

(12)

Where
– Heat transfer surface area
– Total heat dissipated in cooler = 333.45KJ/KW hr
Mean overall heat transfer coefficient = 4800KJ/KW hr
- Log mean temperature difference = 17.50C
F - Temperature correction factor = 0.95 (0.95 for two-pass cooler and 1.0 for single pass
cooler)
By simple substitution into equation 12

AT = 15.1 m2

Crankcase lubricating oil cooler

The heat dissipated to the Crankcase lubricating oil cooler is 3% of the total heat rejected
(2223KJ/KW hr)
= 66.69 KJ/KW hr

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And the rate of flow of Crankcase lubricating oil cooler is

(13)

Q – Mass flow rate of coolant Kg/hr

Heat absorbed by coolant = 333.45KJ/KW hr
- Specific heat of coolant = 1.960 KJ/Kg0C

- Temperature rise of sea water = 5.80C

The rate of flow of Crankcase lubricating oil is obtained by substituting into equation 13

And related known data for the Crankcase lubricating oil cooler includes
- Lube-oil inlet temperature (T1) = 50.60C
- Lube-oil outlet temperature (T2) = 44.80C
- Sea water inlet temperature (t 1) = 32.20C
- Sea water inlet temperature (t 2) = 34.50C

To obtain the log mean temperature difference (LMTD = )

(14)

Where

By simple substitution into equation 14

Figure 5 shows the temperature profile for counter flow of crankcase lube-oil cooler and the
sea water inlet and outlet temperatures. It also shows the lubricating oil inlet and outlet
temperatures

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Nitonye. World Journal of Engineering Research and Technology

Figure 5: Temperature profile for counter flow of crankcase lube-oil cooler.

Total heat transfer surface area (AT) of crankcase lube-oil water cooler is determined by
(15)

Where
– Heat transfer surface area
– Total heat dissipated in cooler = 66.69 KJ/KW hr
Mean overall heat transfer coefficient = 4800KJ/KW hr
- Log mean temperature difference = 15.520C
F - Temperature correction factor = 0.95 (0.95 for two-pass cooler and 1.0 for single pass
cooler)
By simple substitution into equation 15

AT = 3.4 m2

Charger air cooler

The heat dissipated to the Charger air cooler is 28% of the total heat rejected (2223KJ/KW
hr)
= 622.44 KJ/KW hr

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And the rate of flow of Charger air cooler is

(16)

Q – Mass flow rate of coolant Kg/hr

Heat absorbed by coolant = 622.44KJ/KW hr
- Specific heat of coolant = 1.107 KJ/Kg0C

- Temperature rise of sea water = 111.860C

The rate of flow of Charger air is obtained by substituting into equation 16

And related known data for the Charger air cooler includes
- Exhaust gas temp at turbine inlet (T1) = 2980C
- Exhaust gas temp at turbine outlet (T2) = 186.140C
- Sea water inlet temperature (t 1) = 33.480C
- Sea water inlet temperature (t 2) = 41.80C

To obtain the log mean temperature difference (LMTD = )

(17)

Where

By simple substitution into equation 17

Figure 6 shows the temperature profile for counter flow of Charger air cooler and the sea
water inlet and outlet temperatures. It also shows the Exhaust gas inlet and outlet
temperatures

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Figure 6 Temperature profile for counter flow of charger air cooler

Total heat transfer surface area (AT) of Charger air cooler is

(18)

Where
– Heat transfer surface area
– Total heat dissipated in cooler = 622.4 KJ/KW hr
Mean overall heat transfer coefficient = 4800KJ/KW hr
- Log mean temperature difference = 2000C
F - Temperature correction factor = 0.95 (0.95 for two-pass cooler and 1.0 for single pass
cooler)
By simple substitution into equation 18
AT = 2.5 m2

3. RESULTS DISCUSSIONS
The design of the cooling water system for a sea going tug boat has shown that at a
transmitting power of 955KW the total energy loss due to friction in the shaft line bearing is
about 18KW while the volumetric flow rate of the sea water for cooling is estimated at
4m3/hr. It was also discovered that if the power increase there will be also an increase in the
energy loss and the volumetric flow rate of the sea water. The volumetric flow rate of the sea
water for cooling is estimated at 7m3/hr while the total energy loss in transmission in the

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reduction gear is 43KW. The Jacket water flow rate for the fresh water is obtained as
17.851m3/hr and the area of heat transfer surface is estimated at 30 m2. The results for piston
water cooler and the charger air cooler are 5.23m3/hr; 15.1 m2 and 5.03m3/hr; 2.5 m2
respectively. It is also observed that in the exchanger, the volumetric flow rate of the sea
water is always higher than that of the fresh water; this is to ensure that the rate of taking
away heat should be higher than the rate at which the heat is formed. This will enables the
engine metal to retain its mechanical properties and keep the temperature of the main engine
within the acceptable limit for maximum performance during operations. All designs were
done in accordance to the Lloyd’s specification rules and regulations for a sea going tug boat.

4. CONCLUSION
The cooling water system is used to ensure that the temperature of the main engine is kept
within the acceptable limit. The system removes or conducts heat out of hot surfaces or
materials either directly or indirectly. This system comprises of different components, sub-
systems, piping and fittings, valves, sea water and fresh water pumps, filters, tanks and
condition monitoring device amongst other. The design of the cooling water system for a sea
going tug boat has shown that at a transmitting power of 955KW, the total energy loss due to
friction in the shaft line bearing about 18KW while the volumetric flow rate of the sea water
for cooling is estimated at 4m3/hr. It was also discovered that if the power increase there will
be also an increase in the energy loss and the volumetric flow rate of the sea water. The
volumetric flow rate of the sea water for cooling is estimated at 7m3/hr while the total energy
loss in transmission in the reduction gear is 43KW. The Jacket water flow rate for the fresh
water is obtained as 17.851m3/hr and the area of heat transfer surface is estimated at 30 m2.
The results for piston water cooler and the charger air cooler are 5.23m3/hr; 15.1 m2 and
5.03m3/hr; 2.5 m2 respectively. All designs were done in accordance to the Lloyd’s
specification rules and regulations for a sea going tug boat.

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1. Caterpillar Engine Division (1990), Caterpillar Marine Engines Application and
Installation Guide, Printed in USA.
2. Detroit Engine Division (1990), Detroit Diesel Engines Manuel (Series 149), Printed in
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3. Nitonye Samson and Ogbonnaya, E. A. Optimized Condition Monitoring Model for
Performance Evaluation of a Shell and Tube Heat Exchanger, International Research

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 Nitonye. World Journal of Engineering Research and Technology

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(http://www.irejest.org).
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7. Nitonye Samson, (2015). Stress and Resistance Analysis for the Design of a Work Barge,
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