By Peter Hodges

Conflict classification Destroyers

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At low engine loads there is insufficient energy in the exhaust gases to drive the turboblower at the speed required for the necessary airmass flow. In addition, the small piston movement during the through scavenge period does nothing to assist the flow of air, as in the fourstroke engine. Accordingly, starting is made very difficult and off-load running can be very inefficient. Below certain loads it may even be impossible. A solution is found by having mechanical scavenge pumps driven from the engine arranged to operate in series with the turboblowers or, as is more common on the latest engines, electrically driven auxiliary blowers.

For example, most ships' engine rooms now incorporate a control room to provide some noise protection. The last point will be appreciated every time the door is opened. W. Engine selection The choice of a main propulsion engine for a motorship is by no means an easy one. A few years ago a shipowner had the straight choice of a direct coupled slow-speed engine driving a fixed pitch propeller or a geared four-stroke, medium-speed engine driving either a fixed or controllable pitch propeller. Today, vessels are entering service with geared and direct coupled two-stroke engines driving either fixed or controllable pitch propellers and geared four-strokes; while for certain ships, particularly those involved with offshore oil exploration and production, diesel—electric power plants are becoming increasingly popular.

2. When the vessel is propelled only by the two centre screws, the outer screws being locked. 3. When the ship is being propelled only by the two wing screws, the two inner screws being locked. 8 summarises a series of tests made on the trials of a twin screw passenger vessel, 716 ft long, 83 ft 6 in beam, trail draught 21 ft forward, 26 ft aft, 26 000 tons displacement. 1. T h e dotted curves show reductions of speed and times. The dotted curves A to F respectively correspond to curves I to V I .

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