Medium Speed Diesel Engines

Defined as those having rated speeds within the range of 300 to 1000 rev / min.
In recent years the geared multiple engine marine main propulsion plants have been used in certain types of ships. There are a number,of advantages which have prompted development of these compact power units. The developments that have taken place for these new, higher output four stroke, main propulsion geared units are towards high piston and engine speed, higher mean effective pressure with high degree of turbo charging and vee arrangement of cylinders.

According to Speed. Slow Speed Engines: 100 to 150 r.p.m. Medium Speed Engines: 300 to 1000 r.p.m. High Speed Engines: More than 1000 r.p.m.

In Diesel engines also, there is tough competition between medium and slow speed engines. The worse quality of fuels available and increase in the cost of oil has led to renewed interest in coal-fired ships. Keeping in view the limited world reserves of oil, coal fired ships seem to provide a good alternative in 2000s but at present the position of Diesel engines remains unchallenged.

Compact engine room

Medium speed engine shaft drive

Vee type engine

Medium speed engine crankshaft

Friction clutches A and B are pnuematically controlled from some remote positions. Gears 1,2,3 and 4 would have to be the same size if the gear were to be single reduction.

Advantages of medium speed engines:

(a) Low weight of engine and reduced space requirement - In the present state of technology, with turbo - supercharging there is about 30%, saving in space of engine room and 300% saving in weight compared with slow, speed diesel engine plant with comparable output. 35 kg. per h.p. for Slow Speed crosshead engine. 12 kg. per h.p. for Medium Speed geared unit. (b) Low head space - The low. height of engine room enables the shipbuilder to provide a continuous deck which may be useful for laying out of workshop, auxiliary engines, control. room, stores etc. A continuous deck may prove useful for carriage of cargo in some special type of ships. (c) Location of engine as far aft as possible is advantageous for best utilisation of space in the carriage of cargo. Low machinery weight enables the ship, light or laden, to maintain a level trim which is hardly possible for a ship fitted with slow speed crosshead engine. (d) The speed of engine and propeller. shaft being independent to each other, best designed speed can be selected for both. A free selection of propeller revolutions ensures maximum propeller efficiency.

(e) The medium speed application affords possibilities of number of combinations, such as, in line and vee engines in single or. multi-engine layouts. The same engine can be used for other duties like driving alternator or cargo pump in ports. Multi-engine plant enhances the reliability and safety factor. It also combines the advantage of certain routine work being carried out at sea.
(f) The initial cost of a geared installation may be 30 p.c. less than that of the conventional two-stroke crosshead engine. The spare parts are not only cheaper, but also easier to handle store or transported.

(g) As the engines are worked on clean distillate or light blended heavy oil, the rate of wear of pistons, rings and liners are considerably less.

Disadvantages to use these engines in ship for main propulsion purpose.

High lubricating oil consumption (1.2 gm per b.h. p. hour as against 0. 5 gm. per b.h.p. hour in crosshead engines).
Short service life of exhaust valves. More maintenance work High load on bearings needing more frequent attention and replacement, Very high noise level.