WI_15_Propulsion_System_Spec_(FINAL).pdf

USCGC EAGLE Propulsion System Specification (Spec) 10/6/2015

200. Propulsion System

200.1. Existing Ship and Propulsion System Characteristics

200.1.1. LOA = 295’-0”

200.1.2. LBP = 230’-4 1/8”

200.1.3. Beam = 39’-5”

200.1.4. Draft, Max = 17’-0”

200.1.5. Design Waterline Fwd = 14’-6”

200.1.6. Design Waterline Aft = 15’-9”

200.1.7. Displacement = 1,774 LT

200.1.8. Max BHP = 1025 BHP at 1225 RPM

200.1.9. Max Shaft Speed = 216 RPM

200.1.10. At 10 knots and Full Load

200.1.10.1. BHP = 825 BHP

200.1.10.2. Shaft Speed = 208 RPM

200.1.11. Max Heel Angle:

200.1.11.1. Under sail = 28°

200.1.11.2. Under diesel propulsion = 20°

200.2. General Requirements

200.2.1. The following propulsion system components shall be renewed: one (1) diesel engine, one (1) reversing reduction gear, four (4) line shaft bearings, one (1) propulsion control and monitoring system (PCMS), one (1) propeller (optional), one (1) external thrust bearing (optional), and one (1) sail clutch (optional).

200.2.2. The propulsion system shall have the capacity to continuously transmit the maximum power that the attached engine is capable of producing and the maximum thrust capable of being produced by the propeller in either direction.

200.2.3. All equipment must fit into the existing engine's dimensional envelope and into the machinery space as detailed in the Machinery Arrangement Drawing (327_WIX _4000_3).

All additional maintenance and access space requirements must fit within the existing arrangement without relocating equipment not associated with the propulsion system.

200.2.4. The propulsion system and all components shall be designed, constructed, and installed in accordance with Original Equipment Manufacturer (OEM) recommendations. Certification letters from the OEM shall be provided, verifying that the particular equipment installed on this ship is in compliance with all OEM requirements. Such certifications shall be provided for the following equipment: diesel engine, reversing reduction gear, line shaft bearings, PCMS, propeller (optional), and other power transmission equipment. Any attached components or those required under this specification shall be either furnished by or approved by the OEM.

200.2.5. The propulsion system shall be free of critical torsional, longitudinal, and whirling vibrations throughout the operating range. Propulsion mass elastic system shall not produce vibratory stresses or deflections in excess of those permitted in accordance with ABS Steel Vessel Rules and by the equipment/component manufacturers.

200.2.6. The propulsion system and all components shall be capable of freewheeling for an indefinite period of time while the engine is offline, the ship is under sail, and the ship moves between heel angles of up to 28° port and starboard. The minimum speed of shaft rotation while under sail is one (1) rpm.

200.2.7. The final system shall operate without restriction and have no barred speed range(s) due to vibration or any other factors.

200.2.8. Systems shall be designed in accordance with ABS SVR and 46 CFR.

200.3. Propulsion Equipment Ratings

200.3.1. The major propulsion system components, including diesel engine, reversing reduction gear, bearings, clutches, and control system shall be models from a current production series operated in commercial marine service or U.S. Government marine service for at least two years at the rating proposed for the USCGC EAGLE (WIX-327). Changes to major propulsion system component model numbers or designation are acceptable as long as it can be demonstrated that the major propulsion system components are a continuation of models from a current production series.

200.3.2. Propulsion system components shall be rated for continuous power of which 80 percent is required to propel USCGC Eagle at 10 knots at full load displacement and in accordance with USCG Power Margin Practices ELC 026-01-001.

Figure 200-1

200.4. Regulatory Body Approval

200.4.1. Design, construction, inspection, and testing of the diesel engine, reversing reduction gear, line shaft bearings, propulsion control and monitoring system (PCMS), propeller (optional), sail clutch (optional), external thrust bearing (optional) and all other propulsion components shall be in compliance with American Bureau of Shipping (ABS) Steel Vessel Rules (SVR) and all propulsion equipment shall be ABS Type Approved or ABS Certified.

200.5. Component Foundations

200.5.1. Strength and rigidity of foundations shall be suitable to withstand all the design loads and distribute such loads into the structure.

200.5.2. Foundations shall be designed with an indefinite fatigue life.

200.5.3. Foundations shall contain no pockets which can retain liquids.

200.5.4. Foundations shall be arranged to provide sufficient clearance for servicing and disassembling parts such as circulating pumps, air coolers, pistons, and valves without dismantling other machinery, structure, or piping.

200.5.5. All foundations shall be designed and constructed so that positive and accurate alignment of equipment and components is maintained.

200.5.6. The rigidity of foundations and supporting structure shall be sufficient to prevent misalignment which would interfere with operation of the machinery and equipment and to preclude excessive vibratory motion or rocking on the foundation.

200.6. Piping

200.6.1. The engine attached piping shall be strapped and supported by the engine structure to minimize the effects of vibration.

200.6.2. Take-down joints in fuel systems shall be kept to a minimum.

200.6.3. Flanged connections to the engine piping shall be in accordance with ANSI B16.5.

200.6.4. Piping for jacket water, lube oil and fuel oil shall be seamless non-galvanized carbon steel complying with ASTM A-53 or stainless steel complying with A-312.

200.6.5. High pressure fuel injector tubing shall be double wall construction.

200.7. Fasteners

200.7.1. Threaded parts shall be in accordance with the screw thread standards of FED STD H28 or commercial equivalent. Nuts and other threaded fastenings on the engine and auxiliaries shall be secured by wire, lock washers or other means to prevent the part from working loose under operating conditions. Threaded holes in aluminum intended for bolts or studs shall have steel inserts.

200.8. Electric Cables

200.8.1. Cables and wires shall be neatly arranged on the engine and shall be protected from heat, oil and mechanical damage. All electrical cables and equipment shall comply with 46 CFR, IEEE Standard 45 (Recommended Practice and Electrical Installation on Shipboard, 2002) and MIL-DTL-24643C (Cables, Electrical, Low Smoke Halogen-Free, For Shipboard Use, General Specification, 2009).

200.9. Electric Enclosures

200.9.1. Enclosures for all electrical equipment shall rated for installation in a machinery space with 40°C temperature rating and shall comply with all requirements of NEMA 250-2008, Enclosures for Electrical Equipment (1000 Volts Maximum) and ABS SVR.

200.10. Workmanship

200.10.1. All workmanship shall be of highest quality in all respects with close attention paid to form, fit, material, dimensions, finish, etc. all to be in full conformance with this specification and associated drawings and documents.

200.10.2. All materials and components must be of first quality in every respect and of new manufacture. No use of used materials or components will be permitted.

200.10.3. All parts used in the construction of the propulsion components described below shall be new and unused.

200.10.4. Any flaws detected in material or construction methods shall be resolved to the satisfaction of the Coast Guard before completing any further work.

200.10.5. Welded parts shall be free of weld splatter, porosity, undercuts and other defects.

200.10.6. Work on all critical and or load bearing parts shall only be performed by properly certified craftsmen. Certificates shall be made available upon request.

200.10.7. All parts shall be free of burrs and sharp or ragged edges.

233. Propulsion Diesel Engine

233.1. Rating

233.1.1. The propulsion engine's OEM shall make the declaration of ISO standard power. The propulsion diesel's declaration of power shall be ISO standard power as defined in ISO 3046/1.

233.2. Emissions

233.2.1. The engines shall be certified by the OEM that they comply with exhaust emission regulations of International Maritime Organization (IMO) MARPOL (73/78) Annex VI and EPA Regulation 40 CFR 1042 (Control of Emissions from New and In-Use Marine Compression-Ignition Engines and Vessels). Compliance shall be based on a proposed installation date of September 2017.

233.2.2. The rated power shall be attained under the following conditions:

233.2.2.1. Atmospheric pressure – 15 psi

233.2.2.2. Air inlet temperature – 100 °F

233.2.2.3. Air relative humidity – 60%

233.2.2.4. Sea water inlet temperature – 90 °F

233.2.2.5. Exhaust system back pressure – 1” Hg

233.3. Manual Rotation

233.3.1. A manual barring gear shall be provided and shall be capable of rotating the engine crankshaft one revolution in 3 minutes by one person.

233.4. Lubricating Oil System

233.4.1. The engine shall use OEM approved lubricants for engine service classification and viscosity grade.

233.4.2. The engine shall be supplied with an integral oil sump.

233.4.3. The engine shall be equipped with one or more engine driven pumps to provide an adequate engine lubrication at all operating loads and speeds. An electric motor driven prelube oil pump shall also be provided.

233.4.4. Lubricating oil coolers capable of maintaining temperature of oil at the pump suction at not more than 225 °F under any conditions of machinery operation shall be provided. The engine lubricating oil shall be cooled by fresh water from the engine cooling water system.

A 3-way, thermostatically controlled valve shall be installed to control lube oil temperature.

Lubricating oil coolers shall be of the removable bundle, floating tube sheet or plate-type design. Isolation cut-out valves shall be provided in all lines to permit the removal of the cooler. Lube oil coolers which are an integral part of the engine design are acceptable;

however acceptable maintenance windows must be provided and identified in the technical documentation.

233.4.5. The lube oil shall be maintained at a temperature sufficient to permit rapid starting and application of load. Electric heaters, if used, shall be limited to 18 watts per square inch of heating areas. Heating elements shall not operate unless circulating pump is operational. In addition to a thermostatic control switch, the heater shall also have a high temperature cut-out switch of the thermocouple type attached to the heater element.

233.4.6. The engine shall be equipped with an automatic lube oil filter assembly approved by the engine OEM. The filter assembly shall be monitored for pressure differential. A relief valve shall be provided external to the filter casing or other means shall be provided to ensure positive flow. The mechanism shall bypass oil around the filter when the pressure drop across the filter exceeds operating limits. A tee pipe fitting shall be installed in the lube oil supply line to the filter for the purpose of sampling. A ¼” sampling valve and rated above the lube oil system design pressure & temperature shall be fitted to this tee. The valve shall be capped and the cap chained to the valve.

233.4.7. Provisions shall be made on the engine oil sump for measuring and adding lubricating oil to the engine while the engine is operating. A “normal” and “add” or “low oil”, mark shall be shown to indicate normal operation and the need to add.

233.4.8. A Fast Lube Oil Change System (FLOCS) shall be installed on the diesel engine to allow for convenient oil changes using a USCG-furnished portable pump and oil collection container. FLOCS shall consist of lube oil flexible suction hose and a quick disconnect positive shut-off coupling selected to connect to the diesel engine's normal oil drain point.

http://www.responseboatproject.net/rbmcontract/sections/Section_J/References/References.htm%23MARPOL73_78

Fittings shall be compatible with FLOCS 15 Oil Evacuation Unit, Aeroquip Part No.

FF9315-01 (NSN 4930-01-191-6166) or equivalent.

233.5. Cooling Water System

233.5.1. The engine shall be cooled by means of a closed, self contained, fresh water system in which the jacket water is circulated by means of an attached engine driven pump.

233.5.2. Seawater shall be circulated through the jacket water heat exchanger by means of an attached sea water pump. A drain cock or other effective means for water drain off is to be provided at the lowest point of the cylinder block.

233.5.3. The engine water pump drive arrangement shall prevent water leakage into the engine lubrication system. The pump shall be so mounted or provided with a continuous vent to prevent the entrapment of air. Pumps which are not self draining shall be provided with petcocks or other means of being drained completely without the use of special tools. The pumps shall be installed with the outlet horizontal or upward to prevent air binding of pump casings.

233.5.4. The intake air cooler (after-cooler) shall be made of copper with stainless steel fins which are copper brazed. All exposed steel shall be epoxy coated. Fresh water from the jacket water cooling system shall be supplied to the air coolers. The cooler shall be provided with an air vent if there is a possibility of air entrapment within the cooler.

233.5.5. The jacket water cooler shall be capable of maintaining jacket water within the manufacturers recommended range for standard conditions at all loads up to 100% rated load, when operating with sea water inlet temperatures of 28 to 95 °F. Coolers shall be of the removable bundle, floating tube sheet or plate-type design.

233.5.6. The engine jacket water system shall be provided with 440 volt, 3-phase electric heaters and necessary circulating pumps and thermostatic controls to maintain the jacket water at a temperature sufficient to allow starting and rapid acceptance of load from a shutdown condition. A flow switch in the heater control circuit shall be provided, which will de-energize the heater elements in the event of a loss of flow. Ambient compartment temperature shall be considered to be 40 °F.

233.5.7. An external jacket water expansion tank shall be installed above the engine in the compartment. The tank shall be equipped with a gage glass or other level indicating device. Provision shall be made for the addition of chemical treatment to the expansion tank.

233.5.8. A jacket water conditioner test kit shall be furnished with the diesel engine. It shall be capable of indicating the inhibiter concentration level and the presence of chlorides in the cooling water.

233.6. Fuel Oil System

233.6.1. The engine shall be capable of using commercial distillate marine fuel (ISO 8217 Grade

DMA).

233.6.2. In addition to the fuel injection pumps and injectors, the system for the engine shall include a hand operated priming pump, an engine driven rotary positive displacement type supply pump, a relief valve connected to the discharge side of the pump, a duplex filter-water separator and the necessary piping, valves and fittings. A duplex pressure gage shall be furnished to indicate the pressure drop across each filter assembly. The fuel system shall be capable of operating with a 10 foot static suction lift. A duplex strainer, which can be changed without interrupting the fuel supply to the engine, shall be installed on the suction side of the supply pump if the primary filter is on the discharge side of the pump. If the primary filter is on the suction side of the pump, a final filter shall be installed after the pump discharge.

233.7. Starting Air System

233.7.1. The engine shall be capable of starting with a minimum pressure of 150 psig and shall expect to be started between 150 and 225 psig.

233.7.2. The system shall be capable of sustained firing within 5 seconds following initiation of a start with engine in standby mode.

233.7.3. The engine shall be supplied with all necessary starting components and controls.

233.7.4. The system shall include a device to automatically shut-off the starting air when the engine starts.

233.7.5. A three-way valve shall be furnished and installed immediately upstream of the air start valve for removing condensate. This valve shall be installed with suitable piping to bleed the air downstream of the valve to the deck when the valve is secured.

233.7.6. Existing start air receivers shall be utilized. Start air storage capacity is 500 gallons @ 250 psig.

233.8. Turbochargers:

233.8.1. Turbochargers shall be dynamically balanced in accordance with the manufacturer’s standard.

233.8.2. Turbochargers shall receive lubrication from the engine lubricating oil system.

233.8.3. Turbochargers shall be capable of containing within the housing any parts of the rotating members which may become fragmented due to loosening, shattering or over speeding.

233.8.4. The engine shall use compartment air for combustion, and shall be fitted with a heavy duty air cleaner system. Filter elements shall be replaceable.

233.8.5. Turbochargers shall be water-cooled, water blanketed or heat-shielded.

233.9. Exhaust System

233.9.1. Pipe fittings shall be provided near the turbocharger inlet and exhaust flange in an easily accessible location for the connection of manometer gages.

233.9.2. The exhaust system components shall be water-cooled, water blanketed, or heat-shielded.

233.9.3. Exhaust silencer shall be of the dry, spark arresting type suitable for vertical or horizontal mounting in the uptake and approved by the engine manufacturer. The thickness of shell and internal baffles shall be minimum 3/16”. Silencer shall be fitted with a low point drain with cutout valve. An access for inspection and cleaning shall be provided. Material for exhaust system (silencer, expansion joint and piping) shall be corrosion resistant steel (CRES) grades 316L, 321 or 347. Steel 316L shall not be used where temperatures may exceed 750 °F. The silencer shall provide noise attenuation of at least 15 dB over the octave band center frequency range 63 to 8000 Hertz, plus an additional 4 dB over the range 63 to 100 Hertz, and plus an additional 4 dB over the range of 63 to 250 Hertz.

233.10. Governors and Over Speed Protection

233.10.1. Governor speed regulation requirements shall be in accordance with the needs of the selected propulsion system. Governors shall be equipped with a back-up system to permit manual/local control of the engine in the event of a control system failure.

233.10.2. The engine shall be equipped with an over speed trip mechanism, capable of stopping the engine when 115% rated speed is reached. Over speed trip shall still function in the event of a control system failure.

233.10.3. A two stage low lube oil pressure alarm shall be installed. The second stage shall initiate engine shutdown.

233.10.4. No other automatic engine trips other than over speed and lube oil system failure are required.

233.11. Emergency Shutdowns

233.11.1. The engine shall be provided with an emergency shutdown device independent of the governor. The device shall be operable by a pull handle or pushbutton located at the two entrances to the main machinery space. It shall function by interrupting fuel flow to the engine and shall stop the engine without damage within 60 seconds. The device shall require manual resetting before the engine can be restarted. The device may be combined with the over speed trip device. Means shall also be provided to actuate the trip locally at the engine.

233.12. Crankshaft

233.12.1. Coupling flanges shall be secured to the crankshaft in accordance with ABS

SVR. Means shall be provided for centering the flange with the mating part of the flywheel or driven unit. Nuts shall be accessible and locked or keyed in place. Provisions shall be made on the free end of the crankshaft for attaching a torsiograph drive.

233.13. Guards and Shields

233.13.1. Suitable shielding or guards for protection of personnel shall be provided for hot surfaces and for flywheel couplings and other external moving parts. Flange shielding shall be installed on fuel and lube oil lines as well as strainers filters.

233.14. Access and Inspection Covers

233.14.1. Suitable access and inspection covers shall be designed for inspection and repair. Crankcase explosion relief valves shall be furnished per ABS SVR. A flame arrestor shall be incorporated in the relief valve.

233.15. Materials

233.15.1. Neither magnesium alloys nor aluminum parts shall be used in the fuel system.

233.16. Designation and Marking

233.16.1. An identification plate shall be located on the engine block near the controls. A plate with an arrow showing the direction of rotation shall be secured to the engine block at the power take-off end of the engine.

233.16.2. The engine identification plate information shall be engraved, etched or stamped on corrosion resisting metal. The following items shall appear on the identification plate:

Name of manufacturer Engine model Engine serial number Number of cylinders Bore and stroke Continuous horsepower Continuous RPM Approximate dry weight Date of manufacture Emissions rating and compliance data

233.16.3. The flywheel rim or other rotating parts of large diameter attached to the crankshaft shall be marked to permit checking of the valve and injection pump timing.

233.16.4. Complete accessory components such as pumps, coolers, governors and other such items shall be provided with nameplates that show: manufacturer’s name, type, part number or model.

233.17. Factory Acceptance Testing

233.17.1. Inspections and tests shall be in accordance with the Factory Acceptance

Procedures provided under this contract.

241. Reversing Reduction Gear (RRG)

241.1. Design and Rating

241.1.1. The reversing reduction gear shall be rated for continuous duty at the design full speed RPM, BHP, torque, thrust loading, and all requirements of the proposed engine.

241.1.2. The RRG shall interface directly with and transmit power to the existing propulsion shafting in compliance with ABS Steel Vessel Rules.

241.1.3. The reduction ratio shall match the maximum continuous rating of the engine with the propeller characteristics.

241.2. General

241.2.1. Gear teeth shall be either through hardened or surface hardened. Single or double helical gears shall be used. Accuracy shall meet the requirements of AGMA Quality Number 12.

241.2.2. The gear housing shall be grey cast iron, fabricated steel, cast steel, or a combination of these methods. Access covers shall be provided for inspection of gear meshes.

241.2.3. Bearings may be of the journal type or rolling contact type. Rolling contact bearings shall have an L-10 life of not less than 50,000 hours.

241.2.4. A new thrust bearing assembly shall be provided. The shaft thrust bearing assembly shall be incorporated into the reduction gear assembly if permitted by the vibration analysis.

241.2.5. The RRG shall incorporate a clutch to connect the diesel engine to the gear. The clutch shall be sized to permit engagement and disengagement with the propeller shaft stopped at engine idle once every 10 minutes without overheating.

241.3. Lube Oil System

241.3.1. The RRG shall incorporate a self-contained lubricating oil distribution system.

241.3.2. Lubricating oil coolers capable of maintaining temperature levels in accordance OEM requirements when seawater is between 28 and 95 °F shall be provided. A 3-way, thermostatically controlled valve shall be installed to control lube oil temperature.

Lubricating oil coolers shall be of the removable bundle, floating tube sheet or plate-type design. Lube oil coolers which are an integral part of the gear design are acceptable;

however acceptable maintenance windows must be provided and identified in the technical documentation.

241.3.3. The capacity of the sump shall be not less than two minutes operation of the pump.

241.3.4. The RRG shall be equipped with one attached gear driven lube oil pump and one motor driven lube oil pump (standby) in parallel, each sized to supply the necessary lubrication over the entire operating range.

241.3.5. The RRG lube oil system shall be equipped with a full flow pressure filter.

241.3.6. The RRG shall be equipped with a trail shaft system for low speed and freewheeling operation.

241.3.7. A Fast Lube Oil Change System (FLOCS) shall be installed on the RRG to allow for convenient oil changes using a USCG-furnished portable pump and oil collection container.

FLOCS shall consist of lube oil flexible suction hose and a quick disconnect positive shut-off coupling selected to connect to the RRG's normal oil drain point. Fittings shall be compatible with FLOCS 15 Oil Evacuation Unit, Aeroquip Part No. FF9315-01 and NSN 4930-01-191-6166.

241.4. Existing Shaft Brake

241.4.1. The ship’s existing air-operated shaft brake can be retained if required in order allow

RRG to shift from ahead to astern within 3 seconds at shaft speeds up to 160 RPM.

241.4.2. Operation of shaft brake and trail shaft system shall be automatic and controlled by the

PCMS.

241.5. Factory Acceptance Testing

241.5.1. The RRG set including clutch(es) shall be assembled prior to shipboard installation and shall be subjected to Inspections and tests in accordance with the Factory Acceptance Procedures provided under this contract.

242. Sail Clutch (Optional)

242.1. General

242.1.1. The sail clutch shall completely decouple the reduction gear from propulsion shafting.

242.1.2. This optional item shall supersede the low-speed, freewheeling requirements of 241 if it is supplied.

242.2. Design and Rating

242.2.1. The sail clutch shall be a mechanical clutch complying with Mil. Spec. MIL-C-18087 or commercially equivalent design and construction standard.

242.2.1.1. The clutch need not be shock qualified.

242.2.2. The sail clutch shall be rated for continuous duty at the design full speed RPM, BHP, torque, thrust loading, and all requirements of the proposed engine.

242.2.3. The sail clutch shall interface directly with and transmit power to the existing propulsion shafting in compliance with ABS Steel Vessel Rules.

242.2.4. The sail clutch shall be capable of engaging and disengaging at all shaft speeds.

242.2.5. The sail clutch shall be air operated

242.2.5.1. The sail clutch shall be designed to operate with minimum 125 psi air supply.

242.2.5.2. The air for the sail clutch shall be supplied from the ship’s service air system.

242.3. Factory Acceptance Testing

242.3.1. Inspections and tests shall be in accordance with the Factory Acceptance Procedures provided under this contract.

244. Bearings

244.1. Line Shaft Bearings

244.1.1. General

244.1.1.1. The line shaft bearings shall be oil lubricated babbitted journal bearings or split roller bearings. The selected bearings shall comply with all operational requirements and scenarios outlined in this specification.

244.1.1.2. Journal bearing loading shall not exceed 75 psi computed by dividing the static bearing load in pounds by the product of the journal length and the outer diameter.

The bearing journal length to diameter ratio shall not be less than one.

244.1.1.3. Bearings shall be designed for low speed operation for indefinite periods of time.

244.1.1.4. Split roller bearings shall be designed for a minimum L-10 life of 150,000 hours at rated shaft RPM and the worst loading condition.

244.1.1.5. Bearings shall be Spherical Self-Aligning.

244.1.1.6. Bearings shall be pedestal mounted.

244.1.1.7. The bearing’s oil shall be 2190 TEP or commercial equivalent.

244.1.1.8. Material type and specification shall be determined from engineering analysis and load requirements.

244.1.1.9. Bearings shall be designed for heel angles to a max of 28° (sail ship operation).

244.1.1.10. For journal bearings the shaft shall be isolated from steel spherical shell bore by grade 2 babbitt as specified in ASTM B23.

244.1.1.11. Bearing housings shall be designed with seal housings incorporating twin lip seals to prevent water ingress and oil egress from reservoir.

244.1.1.12. The line shaft bearing oil seal leakage rate shall not exceed 1 drop per minute.

244.1.2. Monitoring

244.1.2.1. The bearing shall be equipped with a commercial thermometer located in the sump.

244.1.2.2. Two (2) Remote Temperature Detectors (RTD), one primary and one backup, shall be installed. For journal bearings RTD shall be embedded within the babbitt bore at bottom to monitor babbitt temperature.

244.1.2.3. Commercial waterproof fittings to be provided in order to connect to the Propulsion Control and Monitoring System (PCMS).

244.1.2.4. RTD wiring shall exit the bearing housing via a watertight electrical connector.

244.1.2.5. Temperature indication and alarms for high temperature shall be provided for line shaft bearings locally and tied into the PCMS.

244.1.2.6. Oil level to be monitored via dipsticks installed on the bearing.

244.1.2.7. Line shaft bearings shall be designed with a depth-micrometer clearance reading hole to measure bearing wear.

244.1.2.8. The sight cover in physical top of bearing to allow visual inspection of oil flow shall be provided.

244.2. External Thrust Bearing (Optional)

244.2.1. If the reversing reduction gear is not supplied with an integral thrust bearing or the optional sail clutch is provided, the optional external thrust bearing is required.

244.2.2. The thrust bearing shall consist of a thrust bearing housing, load equalizing ahead and astern thrust shoes, a hydrodynamic journal bearing, a thrust shaft with integral collar, a lubricating oil system, and seals.

244.2.3. The external thrust bearing shall be rated for continuous duty at the design full speed RPM, BHP, torque, thrust loading, and all requirements of the proposed engine.

244.2.4. Thrust bearing assemblies shall be designed for at least a thirty year service life without a major overhaul. A major overhaul is defined as a repair which requires the removal of the thrust bearing housing or the thrust shaft from the ship.

244.2.5. Readily replaceable parts which are subject to heavy wear or erosion shall be designed for at least a 20,000 hour trouble free life.

244.2.6. The design shall provide maximum accessibility to bearing unit parts which require routine examination, maintenance and repair. Parts that can be physically reversed during installation shall also be functionally reversible, allowing for interchangeability in installation and service.

244.2.7. Thrust bearing assemblies shall accommodate the following:

244.2.7.1. 120 % of design full power thrust in both the ahead and astern directions;

244.2.7.2. Loads due to the thrust and radial bearing reactions to the shafting system weights as presented in the shafting arrangement;

244.2.7.3. Loads due to the thrust and radial effects of alignment tolerances, deflection, and bearing wear down;

244.2.7.4. Dynamic forces and moments due to the flexible coupling assembly and propeller;

244.2.7.5. Transient loads from trim, list, roll and pitch;

244.2.7.6. Transient thrust loads during crash ahead and astern maneuvering; and

244.2.7.7. Loads due to mechanical vibrations.

244.2.8. Housing

244.2.8.1. The housing shall be split on a horizontal plane to provide access to the bearing elements.

244.2.8.2. Upper and lower housings shall be bolted together at the horizontal joint.

244.2.8.3. The housing shall be designed to mate with the foundation designed by the

Contractor at either the base of the lower housing or at the horizontal joint between the upper and lower housings.

244.2.8.4. Housing shall have the following:

244.2.8.4.1. Lubricant inlet

244.2.8.4.2. Lubricant outlet

244.2.8.4.3. Lubricant drain

244.2.8.4.4. End seal drains

244.2.8.4.5. Provisions for resistance type temperature element (RTE)

244.2.8.4.6. "AN" connectors

244.2.8.4.7. An oil level indication device

244.2.8.4.8. Removable plates to permit both inspection of the bearing internals and measurement of thrust bearing end clearance.

244.2.8.4.9. Necessary bosses and fittings to permit the installation of an electric or hydraulic type of thrust meter.

244.2.8.5. Provisions shall be made for adjusting the forward and after location of thrust bearing elements within the limits of the housing by use of filler plates inserted between the housing and the base rings.

244.2.8.6. Housings shall accommodate internal, floating, split ring seals that isolate the thrust and journal bearing cavities from each other and the rest of the thrust bearing housing.

244.2.8.7. End seals shall be provided to prevent any leakage of oil from the bearing housing and to prevent any ingress of water or other contaminants into the bearing housing.

244.2.8.8. End seal drain lines shall be sized to accommodate oil leakage past the internal seals.

244.2.9. Shoes

244.2.9.1. Thrust bearings shall be pivoted shoe, hydrodynamic bearings designed to accommodate either ahead or astern thrust by the use of two sets of shoes, one set located forward and one set aft of the thrust collar.

244.2.9.2. Shoes shall operate in an oil flooded section of the thrust bearing housing.

244.2.9.3. Each set of shoes shall be retained by a base ring load equalizing assembly that employs a mechanical system of load equalizing links or alternative means for ensuring even loading across the bearing.

244.2.9.4. The maximum thrust shoe loading due to 120% of design full power thrust shall not exceed 500 psi.

244.2.9.5. The minimum oil film thickness between the thrust shoes and thrust collar shall not be less than 0.001 inch under all continuous operating conditions.

244.2.9.6. Thrust shoe babbitting shall be in accordance with the requirements of DOD STD 2188 and DOD STD 2183.

244.2.10. Lubrication

244.2.10.1. Lubrication for the external thrust bearing shall be independent of the reduction gear.

244.2.10.2. Lubrication shall be adequate for shaft speeds from one (1) rpm throughout the designed range of the propulsion system.

244.2.10.3. The bearing’s oil shall be 2190 TEP or commercial equivalent.

244.3. Factory Acceptance Testing

244.3.1. Inspections and tests shall be in accordance with the Factory Acceptance Procedures

245. Propeller (Optional)

245.1. Design and Rating

245.1.1. The number of blades shall be selected to provide the best possible propeller efficiency and meet the vibration requirements.

245.1.2. The propeller shall be designed to absorb maximum rated SHP in the ahead bollard condition and to develop a minimum of 60% of the ahead bollard thrust in the astern bollard condition.

245.1.3. The propeller design shall provide the best possible efficiency at the sustained speed consistent with the other requirements of this section.

245.1.4. The propeller shall be free of cavitations that will cause thrust breakdown throughout its operating range.

245.1.5. USCGC EAGLE fixed pitch propeller the propeller hub bore shall be checked for fit to the existing propeller shaft taper as per Dwg 327-WIX-4301-1 & 2 with a non-drying Prussian blue marking compound. The propeller shall be advanced 1/32-inch beyond the initially seated position at time of fitting to obtain a representative transfer of blue. The blue transfer pattern shall demonstrate the fit to be uniformly distributed over a minimum of 60 percent of the fit area of both the forward and aft lands. Installation of the service keys shall not offset the fit of the taper. At final assembly, the propeller shall be assembled on the shaft taper in the dry condition and advanced beyond the initially seated position determined at time of installation. The amount of the advance, in inches, shall be A = D/160; where:

A = Advance in inches.

D = Shaft diameter in inches.

245.2. Construction

245.2.1. The propeller and shaft shall be sealed from seawater at the forward end of the propeller hub by a rubber packing ring and gland. The propeller hub shall be counter-bored to a depth sufficient to provide a seal between the shaft sleeve and propeller hub.

245.2.2. Propeller blade manufacturing tolerances and inspection shall be in accordance with ISO standard 484 class I.

245.2.3. The propellers shall be statically balanced in accordance with MIL-STD-167-1, Type II or commercial equivalent. Materials for the propeller shall be nickel aluminum bronze ABS Type 4.

245.2.4. Welding, if necessary, shall be in accordance with the ABS SVR 2-3-14.

245.2.5. Certified test reports of the mechanical and chemical properties of the propeller material shall be provided.

245.3. Hub Markings

245.3.1. The propeller shall be clearly stamped on the hub outside diameter, adjacent to the aft end and clear of the fillets. The stampings shall be a minimum of ¼ inch high and contain the following information:

Centerline Diameter (feet and inches) Design pitch (feet and inches) Manufacturer Weight in lbs Serial number Vessel name USCGC EAGLE (WIX-327) Material specification and type Rotation (Right Hand) Date of manufacture Applicable drawing and revision number

245.4. Factory Acceptance Testing

245.4.1. Inspections and tests shall be in accordance with the Factory Acceptance Procedures provided under this contract.

245.4.2. The Contractor shall provide complete dimensional and balance measurements and criteria (including material composition certification) with detailed parameters and min/max tolerances for use by the QA representative in verifying the propeller’s conformance to OEM standards, specifications and drawings. The following are required:

245.4.2.1.1. Propeller blade radius

245.4.2.2. Pitch at the following sections – (0.2 through 0.97)

245.4.2.3. Average pitch of each blade at the following sections – (0.2 through 0.97)

245.4.2.4. Blade section width at the following sections – (0.2 through 0.97)

245.4.2.5. Blade section thicknesses in accordance with the table of offsets at the following sections – (0.2 through 0.97)

245.4.2.6. Track

245.4.2.7. Fairing rod clearances

245.4.2.8. Surface finish of blade surfaces, fillets, hub and bore

245.4.2.9. Surface inspections (visual and 100% dye penetrant examination)

245.4.2.10. Material composition

245.4.2.11. Keyway dimensions and tolerances

245.4.2.12. Hub bore dimensional and visual inspection. This includes small end and large end inside diameter measurements and taper per foot measurement

245.4.2.13. The Contractor shall perform a complete dimensional inspection, surface finish, and balance check prior to packaging. The inspection shall include a complete dimensional verification of the hub bore and keyway including surface finish and blue fit of the hub bore with a certified plug gauge.

252. Propulsion Control and Monitoring System (PCMS)

252.1. General

252.1.1. The Propulsion Control and Monitoring System (PCMS) shall be operable from the engine room control console and weather deck console (aft of the pilothouse) and have provisions for starting, stopping, monitoring, and controlling the propulsion system.

Components between the engine room and the weather deck control stand shall be completely wired with components/functions as described in this specification.

252.1.2. The PCMS shall be equipped with three modes: (1) sailing, (2) diesel propulsion, and (3) in port. While in sailing mode, the trail shaft system should be engaged and allow the propulsion shaft to freewheel while the ship is under sail.

252.2. System Design & Construction

252.2.1. System shall be designed and comply with IEC Standard 61131-3, System Hardware and

Software Technical Requirements, SAE J1939 Serial Control and Communications Heavy Duty Vehicle Network, and NEMA Standard ICS-1– Industrial Control and Systems (series), 2003.

252.2.2. Controls shall provide appropriate resistance to movement and a range of travel appropriate to allow effective and accurate adjustment of the system controlled. In general, proportional controls shall be linear-proportional.

252.2.3. The PCMS shall be of 24 VDC power supply input (redundant) with distribution to all components of the propulsion system (with protections and monitoring in the sub-circuits).

252.2.4. The PCMS shall include data acquisition and processing for diesel engine, reduction gear, line shaft bearings, and additional propulsion plant signals for analogue/digital display of measured values and alarm reports of exceeded limits according to manufacturer's specification.

252.3. Control, Monitoring, & Alarm

252.3.1. The PCMS shall utilize ABS Type-Approved equipment to accomplish the following control functions:

252.3.1.1. Means to transfer control between the engine room and weather deck control consoles. Propulsion control shall only be possible from one set of controls at any time. Transfer of control between stations shall include a means of preventing inadvertent and abrupt changes in control input during control transfer. In the event of a control system casualty or failure, the speed of the engines shall default to idle and the reversing reduction gear shall default to the neutral setting.

252.3.1.2. Start logic including start interlocks via engine-side signals (e.g. barring gear engaged). Interlocks shall be provided to ensure that the reversing reduction gear is in neutral when the diesel engine is started, and that the engine’s throttles are set to idle when shifting the reversing reduction gear. Controls shall prevent damage to engine and reduction gear when switching from forward to reverse (and vice versa).

252.3.1.3. Control of the starter with starter protection and “tooth on tooth” start repetition.

252.3.1.4. Monitoring of start air pressure in conjunction with compressed air starting system.

252.3.1.5. Single lever throttle control. Engine speed control shall be in response to speed setting signal with fuel injection and speed limitation as a function of engine status and operating condition.

252.3.1.6. Stop logic including stop sequence function in case of unexpected switch off.

252.3.1.7. Emergency stop logic with loop monitoring of the emergency stop buttons.

252.3.1.8. Manual and automatic control and operation of the shaft brake and trail shaft

(i.e. freewheeling) system.

252.3.1.9. Manual and automatic control and operation of the engine priming/standby oil pump.

252.3.1.10. Manual and automatic control and operation of the reduction gear standby oil pump.

252.3.1.11. Manual and automatic control and operation of the jacket water & lube oil heater(s).

252.3.1.12. Reduction gear shall be provided with means of local, emergency control.

Interlocks shall be provided to prevent actuation of the clutch with the shaft lock or brake engaged. If a pre-lube oil system is provided, interlocks shall prevent engine starting prior to pre-lubing.

252.3.2. The PCMS shall utilize ABS Type-Approved sensors to accomplish the following monitoring and indication functions:

252.3.2.1. Engine Hour Meter (Total)

252.3.2.2. Engine Hour Meter (Trip)

252.3.2.3. Engine RPM

252.3.2.4. Turbocharger RPM

252.3.2.5. Shaft RPM

252.3.2.6. Engine Lube Oil Inlet Temp

252.3.2.7. Engine Lube Oil Outlet Temp

252.3.2.8. Engine Lube Oil Pressure (Two Stage)

252.3.2.9. Engine Lube Oil Filter Assembly Differential Pressure

252.3.2.10. Reduction Gear Lube Oil Inlet Temp

252.3.2.11. Reduction Gear Lube Oil Outlet Temp

252.3.2.12. Reduction Gear Lube Oil Pressure

252.3.2.13. Clutch Oil Temp

252.3.2.14. Clutch Oil Pressure

252.3.2.15. Clutch Position

252.3.2.16. Thrust Bearing Temp

252.3.2.17. Jacket Water Inlet Temp

252.3.2.18. Jacket Water Outlet Temp

252.3.2.19. Jacket Water Pressure

252.3.2.20. Jacket Water Level

252.3.2.21. Seawater Cooling Pressure

252.3.2.22. Inlet Air Temp

252.3.2.23. Inlet Air Pressure

252.3.2.24. Control Air Pressure

252.3.2.25. Rail Fuel Oil Temp

252.3.2.26. Rail Fuel Oil Pressure

252.3.2.27. Fuel Filter Differential Pressure(s) across each fuel filter assembly

252.3.2.28. Cylinder Exhaust Temps

252.3.2.29. Exhaust Manifold Temps

252.3.2.30. Exhaust Temp

252.3.2.31. Crankcase Pressure

252.3.2.32. Line Shaft Bearing Temps (Primary and Secondary RTD)

252.3.2.33. Other sensors required by equipment manufacturers to ensure safe operation

252.3.3. The PCMS shall utilize ABS Type-Approved sensors to accomplish the following alarm functions:

252.3.3.1. Low engine lube oil pressure

252.3.3.2. High engine lube oil temperature

252.3.3.3. Low engine lube oil level

252.3.3.4. High lube oil filter differential pressure

252.3.3.5. High jacket water temperature

252.3.3.6. Low jacket water temperature

252.3.3.7. Low jacket water pressure

252.3.3.8. Low jacket water level

252.3.3.9. High inlet air temp

252.3.3.10. High exhaust temp (cylinder, manifold, and total)

252.3.3.11. Low start air pressure

252.3.3.12. Loss of crankcase vacuum or high crankcase pressure

252.3.3.13. Engine over speed

252.3.3.14. High reduction gear oil temp

252.3.3.15. Low reduction gear oil pressure

252.3.3.16. High clutch oil temp

252.3.3.17. Low clutch oil pressure

252.3.3.18. High thrust bearing temp

252.3.3.19. Low seawater cooling pressure

252.3.3.20. Low rail fuel pressure

252.3.3.21. High rail fuel pressure

252.3.3.22. High fuel oil filter differential pressure

252.3.3.23. High reduction gear oil temp

252.3.3.24. Low reduction gear oil pressure

252.3.3.25. High line shaft bearing temperature

252.3.3.26. Line shaft bearing temperature sensor failure

252.3.3.27. System fault indication

252.3.3.28. Other alarms required by equipment manufacturers to ensure safe operation

252.4. Engine Room Control Station Arrangement

252.4.1. Engine room control console shall be arranged using the human systems integration design processes, tools, and techniques in accordance with ASTM F-1166-07. Human machine interfaces shall be configured to accommodate users of varying physical proportion from the 5th percentile female to the 95th percentile male requirements per ASTM F 1166- 07 (2013), section 9.1.2. The following components shall be integrated into the existing engine control console:

252.4.1.1. Two (2) minimum 19” color, touch screen displays

Mimic screens with the control, monitoring, and alarm functionality of the propulsion plant Pages detailing all limits and set points Summary page of all monitoring data points Page detailing system alarm notification, acknowledgement, and log Summary page of all alarms and indication of active alarms Information pages of the local area network (LAN) Help pages: system operation, alarm handling, engine troubleshooting, and technical documentation for system components

252.4.1.2. Single lever, throttle control head

252.4.1.3. Keyboard and trackball for alternate means of interface

252.4.1.4. Hour meters (trip and total)

252.4.1.5. Digital tachometer (Engine RPM)

252.4.1.6. Digital tachometer (Shaft RPM)

252.4.1.7. Ready for operation indicator

252.4.1.8. Operational mode selection and indication [(1) sailing, (2) diesel propulsion, and

(3) in port]

252.4.1.9. Clutch position indication (ahead, neutral, and astern)

252.4.1.10. Engine start/stop control

252.4.1.11. Engine emergency stop button

252.4.1.12. Means for switching control to and from the control console and indication of the active position

252.4.1.13. Audible alarm buzzer for acoustic alarm and indicator light for installation in control stand console

252.4.1.14. Alarm acknowledge button

252.4.1.15. Existing engine order telegraph (EOT)

252.5. Weather Deck/Remote Control Station Arrangement

252.5.1. The existing weather deck stand shall be modified to suit the PCMS. The following components shall be integrated into the existing weather deck stand:

252.5.1.1. Engine start/stop control

252.5.1.2. Digital tachometer (Engine RPM)

252.5.1.3. Single lever, throttle control head

252.5.1.4. Summary alarm notification (audio and visual)

252.5.1.5. Alarm acknowledge button

252.5.1.6. Means for switching control to and from the control stand and indication of the active position

252.6. Factory Acceptance Testing

252.6.1. Inspections and tests shall be in accordance with the Factory Acceptance Procedures