Small Boat Cooling System Operation and Maintenance

Small Boat Cooling System Operation and Maintenance There are two common engine cooling schemes in small vessels. Raw water cooling circulates seawater through the engine block directly, while closed loop cooling utilizes a heat exchanger to isolate the engine coolant from seawater which carries the excess heat out of a vessel. Both systems have similar components and operation. The more complex of the two systems is actually two simple cooling loops in series. The concepts are easy to understand and so are the fixes to common problems. Raw Water or Open Cooling We will follow the path of the water from the sea into the intake which is fitted with a valve called a seacock to close the opening if a coolant line fails. These connections are large and will put several hundred gallons per minute into your hull if they fail. The cooling water passes through a strainer which should be checked each day. Emptying this little basket of garbage is very important since it will impede the flow to the engine which could cause damage. Expensive damage. Next the seawater travels through a hard piped line or sometimes flexible hose to the cold side of the engine cooling system. Any soft lines should be secured with double band clamps on each connection, they should be checked very often for failure or wear. On its journey through the engine the cool sea water absorbs heat by passing through small channels cast into the engine components. These channels give plenty of surface area where heat can be absorbed but they do have drawbacks like clogging and freezing in cold weather. As the seawater exits it passes though a thermostat which can be a automotive spring type device or a sensor connected to a automatic gate valve. If the water is below the ideal temperature threshold for the engine cooling water by passes the engine until heat removal is required. A cold running engine is bad for the machinery and the efficiency of an engine. The cooling water and exhaust gasses are combined in a wet exhaust system where they exit the vessel. If exhaust is aerial then cooling water passes through another seacock to exit the hull. Closed Loop Cooling This type of cooling is very similar to raw water cooling except in place of an engine theres a heat exchanger. Basically a tube within a tube that transfers heat without allowing liquids to mix. The coolant circulates on the engine side while raw seawater circulates on the heat exchanger side. Other than this important point all operations are similar. Pros and Cons of Open and Closed Systems Open Pros: simple and well known, no chemicals, if hard piped the only maintenance is cleaning the strainer. Cons: Prone to clogging with debris, pure water allowed to freeze in engine passages will crack the engine block, in some environments the inside of the system can become home to mussels and barnacles. Closed Pros: Much less time to bring a engine to a stable operating temperature, less temperature fluctuation increases fuel and power efficiency, winterizing tasks and cold damage are minimized, if a clog appears it will be in the heat exchanger side which can be easily serviced; a clog in an engine passage requires disassembly excess heat can be used for space heating. Cons: Marine coolant is expensive and many systems have a high capacity, potential to leak coolant into the surrounding water, additional anodes must be placed and monitored for signs of corrosion. Whats the Best Marine Cooling System? The answer depends on you location and operations. Fouling and clogs are the biggest issue for most operators and local knowledge works best for these situations. If you must choose one type of system over another and everything else seems equal, then take a look at the anti-fouling paint used in your area. If it is meant to aggressively prohibit growth of marine life, then you should consider a closed system to reduce the risk of damage. How to Flush Your Work Boat Cooling System While there are a couple thousand large ships in the global merchant fleet, there are perhaps a couple hundred thousand smaller work boats. Operators of these boats are often also owners and to keep costs down some go without professional maintenance services. If you choose this approach it will save money, although it does increase the risk of damage due to human error. Working carefully and understanding some of the underlying concepts of you equipment will assure the job is done correctly while still saving money. Many of us have entered this profession through the world of small boats. Those long days spent at the marina washing recreational boats for extra spending money turned into more complex jobs. Soon, those little electrical and plumbing jobs earned a few dollars, and hopefully a good reputation. Then one day, while crammed under the helm station of a ship, the thought crosses your mind; how did I get here? Formal education  is available for these jobs and many excellent schools will give you a comprehensive understanding of the systems of any size vessel.

USS Utah (BB-31) in World War II

USS Utah (BB-31) in World War II USS Utah  (BB-31) - Overview: Nation:  United States Type:  Battleship Shipyard:  New York Shipbuilding, Camden, NJ Laid Down:  March 9, 1909 Launched:  December 23, 1909 Commissioned:  August 31, 1911 Fate:  Sunk during the attack on Pearl Harbor USS Utah (BB-31) - Specifications Displacement:  23,033  tons Length:  521  ft., 8 in. Beam:  88  ft., 3 in. Draft:  28  ft., 3 in Propulsion:  Parsons steam turbines turning four propellers Speed:  21  knots Complement:  1,001  men​ Armament 10 Ãâ€" 12 in./45 cal.  guns16 Ãâ€" 5  in.  guns2 Ãâ€" 21 in. torpedo tubes​ ​USS Utah (BB-31) - Design: The third type of American dreadnought battleship after the preceding  - and  classes, the  Florida-class was an evolution of these designs.   As with its forerunners,  design of the new type was  significantly influenced  by war games  conducted  at the US Naval War College.   This  was due to the fact that  no dreadnought battleships were yet in use when naval architects began their work.   Close to the  Delaware-class in arrangement, the  new type  saw the US Navy  switch from  vertical triple expansion steam engines to new steam turbines.   This change led to a lengthening of the engine rooms, removal of the after boiler room, and widening of the  remainder.   The larger boiler rooms led to an enlargement in  the overall beam of the  vessels which improved their buoyancy and metacentric height. The  Florida-class retained the fully-enclosed conning towers employed on the  Delawares as their effectiveness had been demonstrated at engagements such as the  Battle of Tsushima.   Other aspects of the superstructure, such as the funnels and lattice masts, were altered to some degree  relative to the  earlier design.   Though designers initially desired  to arm  the ships with eight 14 guns, these weapons were not  sufficiently developed and  naval architects  instead decided to  mount ten 12 guns in five twin turrets.   Placement of the turrets followed that of the  Delaware-class and saw  two situated forward in a superfiring arrangement (one firing over the other) and three aft.   The after turrets were arranged with one in a superfiring position over the other two which were located back-to-back on  the deck.   As with the preceding  ships, this layout proved problematic in that turret  Number 3  could not fire astern if Number 4 was trained forward.   Sixteen 5 guns were arranged in individual casemates as a secondary armament. Approved  by Congress, the  Florida-class consisted of  two battleships: USS  Ã‚  (BB-30) and USS  Utah  (BB-31).   Though mostly  identical,  Floridas design called for the construction  of a large, armored bridge which contained space for both directing the ship and fire control.   This proved successful and was utilized on later classes.   Conversely,  Utahs superstructure employed a traditional arrangement for these spaces.  The contract for building  Utah  went to New York Shipbuilding in Camden, NJ  and work commenced on March 9, 1909.   Building  continued over the next nine months and  the new dreadnought  slid down the ways on December 23, 1909, with Mary A. Spry, daughter of Utah  Governor William Spry, serving as sponsor.   Construction progressed over the next two  years and on August 31, 1911, Utah  enter commissioned with Captain William S. Benson in command. USS Utah (BB-31) - Early Career: Departing Philadelphia,  Utah  spent the fall conducting a shakedown cruise which included calls at Hampton Roads, Florida, Texas, Jamaica, and Cuba.   In March 1912, the battleship joined the Atlantic Fleet and commenced routine maneuvers and drills.   That summer,  Utah  embarked midshipmen from the US Naval Academy for a summer training cruise.   Operating off the New England coast, the battleship returned to Annapolis in late August.   Having completed this duty,  Utah  resumed peacetime training operations with the fleet.   These continued until late 1913 when it crossed the Atlantic and embarked on a goodwill tour of Europe and the Mediterranean. In early 1914, with tensions rising with Mexico, Utah  moved to the Gulf of Mexico.   On April 16, the battleship received orders to intercept the German steamer SS  Ypiranga  which contained an arms shipment for Mexican dictator Victoriano Huerta.   Eluding American warships, the steamer reached Veracruz.   Arriving at  the port,  Utah,  Florida, and additional warships  landed seamen and Marines on April 21 and, after a sharp battle, began the US occupation of Veracruz.   After remaining in Mexican waters for the next two months,  Utah  departed for New York where it entered the yard for an overhaul.   This complete, it rejoined the Atlantic Fleet and spent the next two years in its normal training cycle. USS Utah (BB-31) - World War I: With the US entry into World War I in April 1917, Utah  moved to the Chesapeake Bay where it spent the next sixteen months training engineers and gunners for the fleet.   In August 1918, the battleship received orders for Ireland and departed for Bantry Bay with Vice Admiral Henry T. Mayo, Commander-in-Chief of the Atlantic Fleet,  aboard.   Arriving,  Utah  became flagship  of Rear Admiral Thomas S. Rodgers Battleship Division 6.   For the final two months of the war, the battleship protected convoys in the Western Approaches with USS Nevada  (BB-36) and USS Oklahoma  (BB-37). In December,  Utah helped escort President Woodrow Wilson, aboard the liner SS  George Washington, to Brest, France as he traveled to the peace negotiations at Versailles. Returning to New York on Christmas Day,  Utah  remained there through January 1919 before resuming peacetime training with the Atlantic Fleet.   In July 1921, the battleship crossed the Atlantic and made port calls in Portugal and France.   Remaining abroad, it served as flagship of US Navys presence in Europe until October 1922.   Rejoining Battleship Division 6,  Utah took part in Fleet Problem III in early 1924 before embarking General John J. Pershing for a diplomatic tour of South America.   With the conclusion of this mission in March 1925, the battleship conducted a midshipman training cruise that summer before entering Boston Navy Yard for a significant modernization.   This saw its coal-fired boilers replaced with oil-fired ones, the trunking of its two funnels into one, and the removal of the aft cage mast.    USS Utah (BB-31) - Later Career: With the completion of the modernization in December 1925,  Utah  served with the Scouting Fleet.   On November 21, 1928, it again sailed for  sailing South America.   Reaching Montevideo, Uruguay,  Utah  brought on board President-elect Herbert Hoover.   After a brief call at Rio de Janeiro, the battleship returned Hoover home in early 1929.   The following year, the United States signed the London Naval Treaty.   A follow-on to the earlier Washington Naval Treaty, the agreement placed limits on the size of the signatories fleets.   Under the terms of the treaty,  Utah  underwent a conversion into an unarmed, radio-controlled target ship.   Replacing USS  Ã‚  (BB-29) in this role, it was re-designated AG-16.    Recommissioned  in April 1932,  Utah  shifted to San Pedro, CA in June.   Part of Training Force 1, the ship fulfilled its new role for the majority of the 1930s.   During this time, it also took part in Fleet Problem XVI as well as served as a training platform for anti-aircraft gunners.   Returning to the Atlantic in 1939,  Utah  participated in Fleet Problem XX in January and training with Submarine Squadron 6 later that fall.   Moving back to the Pacific the following year, it arrived at Pearl Harbor on August 1, 1940.   Over the next year it operated between Hawaii and the West Coast as well as served as a bombing target for aircraft from the carriers USS  Lexington  (CV-2), USS  Saratoga  (CV-3), and USS  Enterprise  (CV-6).    USS Utah (BB-31) - Loss at Pearl Harbor: Returning to Pearl Harbor in the fall of 1941, it was berthed off Ford Island on December 7 when the Japanese attacked.   Though the enemy focused their efforts on the ships moored along Battleship Row,  Utah  took a torpedo hit at 8:01 AM.   This was followed by a second which caused the ship to list to port.   During this time, Chief Watertender Peter Tomich remained below decks to ensure that key machinery continued to operate which allowed  the majority of the crew to evacuate.   For his actions, he posthumously received the Medal of Honor.   At 8:12 AM, Utah  rolled to port and capsized.   Immediately thereafter, its commander, Commander Solomon Isquith, could hear trapped crewmen banging on the hull. Securing torches, he attempted to cut as many men free as possible. In the attack,  Utah  suffered 64 killed.   Following the successful righting of  Oklahoma, attempts  were made to salvage the old ship.   These proved unsuccessful and efforts were abandoned as Utah  had no military value.   Formally decommissioned on September 5, 1944, the battleship was stricken from the Naval Vessel Register two months later.   The wreck remains in place at Pearl Harbor and is considered a war grave.   In 1972, a memorial was constructed to recognize  the sacrifice of  Utahs crew. Selected Sources: DANFS: USS  Utah  (BB-31)NHHC: USS  Utah  (BB-31)MaritimeQuest: USS  Utah  (BB-31)