P260 MachineryA PDF

Document Title: Machinery Manual Revision: 1
Document Section 1: Date: September 1999
1: Machinery Operating Manual
List of Contents:
Issues and Updates

List of Symbols and Illustration Colour Scheme
Introduction
Part 1: Operational Overview
1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for Operation
1.3 To Prepare Main Plant for Manoeuvring from 'in Port' Condition
1.4 To Change Main Plant from Manoeuvring to Full Away
1,5 To Change Main Plant from Full Away to Manoeuvring
1.6 To Secure Main Plant at Finished With Engines
1.7 To Secure Plant for Dry Dock
Part 2: Main Engine and Auxiliary Systems
2.1 Main Engine

2.1.1 Main Engines
2.1.2 Main Engine Manoeuvring Control
2.1.3 Power Train
2.2 Boilers and Steam Systems

2.2.1 General Description
2.2.2 Boiler Control Systems
2.2.3 Sootblowers
2.2.4 Medium Pressure Steam System
2.2.5 Low Pressure Steam System
2.2.6 Economiser and Exhaust Gas System
2.3 Condensate and Feed Systems

2.3.1 Condensate System
2.3.2 Drains Systems
2.3.3 Boiler Feed System
2.3.4. Boiler Feed Sampling and Treatment System
2.4 Sea Water Systems

2.4 1 Main and Auxiliary Sea Water Systems
2.4.2 Sea Water Service System
2.4.3 Evaporators
2.4.4 Distilled Water Transfer and Distribution
2.5 Fresh Water Cooling Systems

2.5.1 Main Engine Jacket Cooling Water System
2.5.2 Central Fresh Water Cooling System
Draft Issue 1 List of Contents Page 1.


2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
2.6.2 Auxiliary Engine Fuel Oil Service System
2.6.3 Auxiliary Boiler Fuel Oil System
2.6.4 Incinerator Fuel Oil System
2.7 Fuel Oil and Diesel Oil Transfer Systems

2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System including Heating
2.7.2 Fuel Oil and Diesel Oil Purifying System
2.8 Lubricating Oil Systems

2 8.1 Main Engine Lubricating Oil System
2.8.2 Stern Tube Lubricating Oil System
2.8.3 Lubricating Oil Purifying Systems
2.8.4 Lubricating Oil Filling and Transfer System
2.9 Bilge System

2.9.1 Engine Room Bilge System and Bilge Separator
2.9.2 Pump Room Bilge System
2.9.3 Bosun Store and Chain Locker Bilge System
2.9.4 Steering Gear Compartment Bilge System
2.10 Air Systems

2.10.1 Starting Air System
2.10.2 General Service Air System
2.10.3 Control Air (instrumentation) System
2.11 Steering Gear

2.11.1 Steering Gear
2.12 Electrical Power Generators

2.12.1 Diesel Generators
2.12.2 Emergency Diesel Generator
2.13 Electrical Power Distribution

2.13.1 Distribution and Loading
2.13.2 Shore Power
2.13.5 Preferential Tripping and Sequence Restart
2.13.6 Uninterruptible Power Supplies (UPS)
2.13.7 Batteries, Transformers, Rectifiers and Chargers
2.13.8 Cathodic Protection System
2.14 Accommodation Systems

2.14.1 Domestic Fresh Water System
2.14.2 Domestic Refrigeration System
2.14.3 Accommodation Air Conditioning Plant
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment
2.14.6 Incinerator and Garbage Disposal
List of Contents Page 2 Draft Issue 1


2.15 Inert Gas (Top-up System) Generators
2.15.1 System Descriptions
2.15.2 Operation
2.15.3 Maintenance
2.16 Miscellaneous
2.16.1 Workshop and Stores
2.16.2 Lifting Appliances
2.16.3 Equipment Access and Transportation Routes
Illustrations
2.1.1a Main Engine

2.1.2a Main Engine Control System - Manoeuvring Control
2.1.2b Main Engine Control System - Bridge Control
2.2.1a Boiler
2.2.2a Boiler Control Systems
2.2.3a Boiler Sootblower
2.2.4a Medium Pressure Steam System
2.2.5a Low Pressure Steam System
2.2.6a Economiser
2.3.1a Main Condensate System
2.3.2a Drains and Contaminated Water System
2.3.3a Boiler Feed System
2.3.3b Feed Pump
2.3.4a Boiler Feed Sampling and Treatment System
2.4.1a Main and Auxiliary Sea Water Cooling Systems
2.4.2a Sea water Service System
2.4.3a Evaporators
2.4.4a Distilled Water Transfer and Distribution System
2.5.1a Main Engine Jacket Cooling Water System
2.5.2a Central Fresh Water Cooling System
2.5.2b Auxiliary Engine L.T. Cooling Water System
2.6.1a Main Engine Fuel Oil Service System
2.6.2a Auxiliary Engine Fuel Oil Service System
2.6.3a Boiler Fuel Oil Service System
2.6.4a Incinerator Fuel Oil Service System
2.7.1a Fuel Oil Bunkering and Transfer System
2.7.1b Fuel Oil Heating System
2.7.2a Fuel Oil and Diesel Oil Purifying System
2.8.1a Main Engine Lubricating Oil System
2.8.1b Lubricating and Cooling Oil Flow for Crosshead, Crankpin and Main Bearing
2.8.2a Stern Tube Lubricating Oil System
2.8.3a Lubricating Oil Purifying System
2.8.4a Lubricating Oil Filling and Transfer System
2.9.1a Engine Room Bilge System
2.9.2a Pump Room Bilge System
2.9.3a Forward Bilge System
2.10.1a Starting Air System
2.10.2a General Service Air System
2.10.3a Control Air (instrumentation) System
2.11a Steering Gear Interconnection
Draft Issue 1 List of Contents Page 3


2.11b Steering Gear Fluid Flow
2.12.1a Diesel Generator
2.12.2a Emergency Diesel Generator
2.13.1a Distribution and Loading
2.13.2a Shore Power
2.13.3a Diesel Generator - Electrical/Automation
2.13.4a Emergency Diesel Generator - Electrical/Automation
2.13.5a Preferential Tripping
2.13.5b Sequential Starting
2.13.7a Emergency Battery Charge and Discharge board 24V Distribution
2.13.8a Impressed Current Cathodic Protection
2.14.1a Domestic Fresh Water System
2.14.2a Domestic Refrigeration System
2.14.3a Accommodation Air Conditioning Plant
2.14.5a Sewage Treatment System
2.14.6a Garbage Management Plan
2.15.1a Inert Gas System
2.16.1a Workshop and Stores Layout
2.16.3a Equipment Access and Transportation Routes
Part 3: Main Machinery Control
3.1 I.M.S. System

3.1.1 System Overview
3.1.2 Operator Stations
3.1.3 Screen Displays
3.1.4 Alarms and Trips
3.1.5 Trending
3.1.6 Control of Valves
3.1.7 Control of Machinery
3.2 Centralised Control Room, Console and Panels

3.2.1 Control Centre
Illustrations
3.1.1a I.M.S. System Block Diagram
3.1.2a Operator Stations
3.1.3a Screen Displays
3.1.4a Alarm Display
3.1.5a Trending Display
3.1.6a Control of Valves
3.1.7a Control of Machinery
3.2.1a Engine and Cargo Control Room Layout
Part 4: Emergency Systems
4.1 Fire Hydrant System

4.2 CO2 Flooding System
4.3 Fire Detection System
4.4 Quick Closing Valve System
4.5 Emergency Stops
List of Contents Page 4 Draft Issue 1


Illustrations
4.1a Fire Hydrant System

4.2a CO2 Flooding System
4.3a Fire Detection System
4.4a Quick Closing Valve System
4.6a Escape Routes
Part 5: Emergency Procedures
5.1 Flooding in Engine Room

5.2 Emergency Operation of Main Engine
5.3 Emergency Steering
5.4 Emergency Fire Pump Operation
5.5 Fire in Engine Room
Illustrations
5.1a Flooding in Engine Room

5.2a Emergency Operation of Main Engine
5.3a Emergency Steering
5.4a Emergency Fire Pump
Part 6: Communications
6.1 U.M.S. System

6.2 Talkback System
6.3 Telephones
6.4 Public Address System
6.5 VHF Transceiver
Draft Issue 1 List of Contents Page 5

Document Title: Machinery Operating Manual Revision: Draft 1
Contents British Pioneer Date: September 99
BP MECHANICAL SYMBOLS AND COLOUR SCHEME

Intermediated Position
Stop Valve Simplex Strainer Air Horn
Control
Thermostatic Temp. Duplex Strainer with

Gate Valve HB Fire Hose Box
Regulating Valve Change Over Cock
Butterfly Valve M Electric Motor Driven Y-Type Strainer FB Foam Box
Screw Down Non Return A Steam Trap With Straner

Air Motor Driven Accumulator
Valve and Drain Cock Hydraulic Oil
Lift Check Non Return Sounding Head with Not Connected Fresh Water
Solenoid Actuator
Valve Filling Cap Crossing Pipe
Sea Water
Swing Check Valve Cylinder Piston Actuator Hopper Without Cover Connected Crossing Pipe Feed Water
Ballast Water
Hose Valve Spring Vent Pipe T Pipe
Fire Water System
Air
Vent Pipe with
3-Way Valve Weight Blind (Blank) Flange
Flame Screen
HT Cooling Water
Self Closing Valve Spectacle Flange LT Cooling Water

Float Flow Meter
( Open, Shut)
Marine Diesel Oil
EmcÕy Shut-off Valve Centrifugal Type Pump Observation Glass Orifice Fuel Oil
Slops
Rotary (Gear, Screw, Reducer (Concentric
Safety / Relief Valve Deck Stand (Manual)
Mono) Type Pump & Eccentric)
Lubrication Oil
P1 P2 Saturated Steam
Pressure Reducing Valve Hand Pump Deck Stand (Hydraulic) Flexiable Hose Joint
Exhaust Steam
2-Way Cock (S-Type) Reciprocating Type Pump Boss Bellowers Type

Expansion Joint Condensate
Bilges
3-Way Cock Boss With Plug Dresser Type
Eductor (Ejector)
(L-Type / T-Type) (For Pressure Gauge) Expansion Joint Electrical
Boss With Plug Instrumentation

4-Way Cock Suction Bell Mouth Expansion Bend Pipe
(For Temperature Gauge)
Hand Operated Discharge/Drain Manometer Anchor Point
Hydraulic Operated Filter Regulating Valve

Rose Box Water Line
(Open/Shut) With Strainer
Pneumatic Operated
Mud Box Surface Valve
(Open/Shut)
Symbols and Colour Scheme

Introduction
General
Although the ship is supplied with shipbuilder’s plans and manufacturer’s instruction books, there is no single
handbook which gives guidance on operating complete systems as installed on board, as distinct from
individual items of machinery.
The purpose of this manual is to fill some of the gaps and to provide the ship’s officers with additional
information not otherwise available on board. It is intended to be used in conjunction with the other plans and
instruction books already on board and in no way replaces or supersedes them.
Information pertinent to the operation of the BP Pioneer has been carefully collated in relation to the systems
of the vessel and is presented in two on board volumes consisting of the CARGO OPERATING MANUAL
and the MACHINERY OPERATING MANUAL.
The vessel is constructed to comply with Marpol 73/78. These regulations can be found in the Consolidated
Edition, 1991 and in the Amendments dated 1992, 1994 and 1995.
Officers should familiarise themselves with the contents of the International Convention for the Prevention of
Pollution from Ships, so that they are aware of the category of the cargo being carried and the requirements for
cleaning of cargo tanks and the disposal of tank washings / ballast containing residues.
Particular attention is drawn to Appendix IV of Marpol 73/78, the form of Cargo Record Book. It is essential
that a record of relevant cargo/ballast operations are kept in the Cargo Record Book and duly signed.
In many cases the best operating practice can only be learned by experience. Where the information in this
manual is found to be inadequate or incorrect, details should be sent to the BP Technical Operations Office so
that revisions may be made to manuals of other ships of the same class.
Safe Operation
The safety of the ship depends on the care and attention of all on board. Most safety precautions are a matter of
common sense and good housekeeping and are detailed in the various manuals available onboard. However,
records show that even experienced operators sometimes neglect safety precautions through over-familiarity
and the following basic rules must be remembered at all times.
1 Never continue to operate any machine or equipment which appears to be potentially unsafe or dangerous
and always report such a condition immediately.
2 Make a point of testing all safety equipment and devices regularly. Always test safety trips before starting
any equipment. In particular, overspeed trips on auxiliary turbines must be tested before putting the unit to
work.
3 Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear
before a major failure occurs.
4 Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour.
5 Never start a machine remotely from the control room without checking visually if the machine is operating
satisfactorily.
Introduction Page 1 Draft Issue 1


In the design of equipment and machinery, devices are included to ensure that, as far as possible, in the event
of a fault occurring, whether on the part of the equipment or the operator, the equipment concerned will cease
to function without danger to personnel or damage to the machine. If these safety devices are neglected, the
operation of any machine is potentially dangerous.
Description
The concept of this Machinery Operating Manual is to provide information to technically competent ship’s
officers, unfamiliar to the vessel, in a form that is readily comprehensible, thus, aiding their understanding and
knowledge of the specific vessel. Special attention is drawn to emergency procedures and fire fighting
systems.
The manual consists of a number of parts and sections which describe the systems and equipment fitted and
their method of operation related to a schematic diagram where applicable.
Part one details the machinery commissioning procedures required to bring the vessel into varying states of
readiness, from bringing the vessel to a live condition through to securing plant for dry dock.
The second part of the manual details ships systems, providing a technical description, system capacities and
ratings, control and alarm settings and operating details. Part three provides similar details for the vessels main
machinery and control system.
The valves’ and fittings’ identifications used in this manual are the same as those used by the shipbuilder.
Illustrations
All illustrations are referred to in the text and are located either in-text where sufficiently small or at the rear
of the manual in A3 format.
Where flows are detailed in an illustration these are shown in colour. A key of all colours and line styles used
in an illustration is provided on the illustration. Details of colour coding used in the illustrations are given in
the following colour scheme.
Symbols given in the manual adhere to international standards and keys to the symbols used throughout the
manual are given on the following pages.
Notices
The following notices occur throughout this manual:
WARNING !
Warnings are given to draw reader’s attention to operation where DANGER TO LIFE OR LIMB MAY
OCCUR.
CAUTION !
Cautions are given to draw reader’s attention to operations where DAMAGE TO EQUIPMENT MAY
OCCUR.
(Note ! Notes are given to draw reader’s attention to points of interest or to supply supplementary
information.)
Draft Issue 1 Introduction Page 2

Part 1: Operational Overview

DEAD SHIP zz
CONDITION
Shore Supply Available No Shore Supply Available

Establish Shore Supply. Ensure Emergency Generator Fuel
2.13.2 2.13.4
Check Phase Sequence, Tank Level Is Adequate.
Voltage And Frequency.
Start Emergency Generator. 2.13.4
Isolate Sequential Restart System.

All Ancillary Equipment Set To Manual To
Avoid Low Pressure Auto Start. 2.13
Supply Emergency 440V Switchboard.
Supply Emergency 220V Switchboard.
Start Air Compressor And Top Up

2.10.1
Emergency Air Reservoir If Required .
Start a Generator Engine L.O. Priming Pump. 2.13.3
Start Generator Engine MDO Booster Pump. 2.6.2
Prepare an Auxiliary Generator For Starting.

2.12.1
Start Auxiliary Generator.
Supply Power To Main Switchboard. 2.13
1.1 To Bring Vessel into Live Condition Page 1 Draft Issue 1

Prepare Low Temp. F.W. Cooling System.

2.5.2
Start Low Temp. C.W. Pump.
Start Up Instrumentation Air System. 2.10.3
Disconnect Shore Supply. 2.13.2 Stop Emergency Generator and

2.12.2
Place On Standby.
Place Emergency Generator

2.12.2
On Standby.
Reset Preference Trips 2.13.5
Prepare S.W. Cooling System.

2.4.1
Start S.W. Cooling Water Pump.
Start Engine Room And Accommodation

Ventilation Fans. 2.14.3
Start Air Conditioning.
Ensure CO2 Systems

4.1
Are Ready For Use.
4.2
Ensure Foam System Is Ready For Use.
cargo
Start IGS Deck Seal Supply Pump. 2.15.2

Pressurise Fire Main. 4.1
Put Fire Pumps On Standby. 4.1
Draft Issue 1 1.1 To Bring Vessel into Live Condition Page 2

Start Domestic Water System With Electric Heater. 2.14.1
Put Refrigeration System Into Operation. 2.14.2
Put G.S. Air System Into Operation. 2.10.2
Pump Bilges To Bilge Holding Tank As Required. 2.9.1
Put All Ancillary Equipment On Standby.

Restore Sequential Restart System.
Put Remaining Auxiliary Diesel Generators
On Standby.
PLANT IS NOW IN LIVE CONDITION
One Diesel Generator In Use,

Other Diesel Generators On Standby.
Emergency Generator On Standby.
Boiler And Steam System Shut Down.
S.W. And C.F.W. Systems In Use.
Domestic Services In Use.
Start Sewage Treatment Plant

2.14.5
Put Fire Pumps on Standby
1.1 To Bring Vessel into Live Condition Page 3 Draft Issue 1


1.2 To Prepare main Plant For Operation
PLANT IS NOW IN LIVE CONDITION

Boiler And Steam System Shut Down.
S.W. And C.F.W. Systems In Use.
Domestic Services In Use.
Prepare And Flash Up Boiler Using

2.2.1
Diesel Oil And Air Atomizing.
Supply Steam to Low Pressure Steam System. 2.2.5
Start Feed Pump.

2.3.3
Line Up Distilled Water Make Up System.
Supply Steam To F.O. Tanks. 2.2.5

Supply Steam To Boiler Fuel Oil Heaters. 2.2.5
Start Boiler F.O. Pump And Circulate Fuel. 2.6.3
Change Boiler To Operate On F.O. And

2.6.3
Atomising Steam.
Put Boiler On Automatic Operation. 2.2.2
Start F.O. Purifier System. 2.7.2
Change Diesel Generator To Run On H.F.O. 2.6.2
Start M.E. Jacket C.W. Pumps. 2.5.1

Supply Steam To Jacket C.W. Heater. 2.2.5
Draft issue 1 1.2 To Prepare Main Plant For Operation Page 1

1.2 To Prepare Main Plant For Operation
Supply Steam To M.E. F.O. Heaters.

Start M.E. F.O. Pumps.
2.6.1
Start Viscorator .
Circulate F.O. Until The D.O. Has Been Expelled.
Maintain Standby Generators In Warm

2.5.2
Condition Using G/E Preheating System.
PLANT IN ‘IN PORT’ CONDITION

Boiler And Steam System In Use.
Diesel Generator Running On Blended Fuel.
M.E. Jacket Cooling Water In Warm Condition.
M.E. Being Circulated With Hot F.O.
1.2 To Prepare Main Plant For Operation Page 2 Draft Issue 1

1.3 To Prepare Main Plant For Manoeuvring

From ‘In Port’ Condition

Boiler And Steam System In Use.
Diesel Generator Running On H.F.O.
M.E. Jacket Cooling Water In Warm Condition.
Start L.O. Purifier System. 2.8.3
Start M.E. L.O. Pump.

2.8.1
Heat Sump If Required.
Start Camshaft L.O Pump. 2.8.1
Ensure Cylinder Oil Measuring Tank Is Full. 2.8.1
Start A Second Diesel Generator And

2.12.1
Run In Parallel.
Start Both Steering Motors.

2.11
Carry Out Steering Tests.
Obtain Clearance From The Bridge And Turn The

Engine Two Or Three Revolutions While Manually
2.1.1
Operating Cylinder Oil Pumps.
Take Out The Turning Gear.
Draft Issue 1 1.3 To Prepare Main Plant For Manoeuvring

From ‘In Port’ Condition Page 1

1.3 To Prepare Main Plant For Manoeuvring
From ‘In Port’ Condition
Put Starting Air System In Use.

2.10.1
Supply Starting And Control Air To Main Engine.
Start Auxiliary Blowers and Put On Auto. 2.1.1
Obtain Clearance From The Bridge, Turn Engine

5.2
Over On Starting Air From Local Control Stand.
Close Indicator Cocks.

From The Local Control Stand Turn The Engine Until
5.2
It Fires In Both The Ahead And Astern Direction.
Close Turbo Blower Drains.
Change Control To The Engine Control Room. 2.1.2
Change Control To Bridge Control. 2.1.2
Check Telegraph, Bridge/E.R. Clocks And

2.1.2
Communications.
Ensure All Standby Pumps Are On Auto. 2.13
1.6
Prepare Deck Machinery For Use.
cargo
PLANT IN MANOEUVRING CONDITION
Two Diesel Generators In Use,

Remaining Diesel Generator On Standby.
Boiler and Steam System In Use.
Diesel Generators Running On H.F.O.
M.E. Heated and Ready On Bridge Control.
Both Steering Gear In Use.
Economiser Circulating System In Use.
Deck Machinery Ready For Use.
1.3 To Prepare Main Plant For Manoeuvring Draft Issue 1

From ‘In Port’ Condition Page 2
1.4 To Change Main Plant From Manoeuvring

To Full Away

Boiler and Steam System In Use.
Diesel Generator Running On H.F.O.
M.E. Heated and Ready On Bridge Control.
Both Steering Gear Motors in use
Deck Machinery In Use.
Vessel Manoeuvring On Bridge Control.
Ensure Steam Dump System Is In Operation. 2.2.4
Shut Down M.E. Jacket Heating System. 2.5.1
Ensure Boiler Stops As The Economiser Takes

2.2.2
Over The Steam Generation.
Operate Boiler Sootblowers While Boiler

2.2.3
Is On Load.
When Bridge Notifies Engine Control Room

Of Full Away Record The Following:
Time
M.E. Revolution Counter
F.O. & D.O. Tank Levels
F.O. & D.O. Counters
Fresh Water Tank Level Readings
Ensure Auxiliary Blowers Stop Automatically. 2.1.2
Draft Issue 1 1.4 To Change Main Plant From Manoeuvring

To Full Away Page 1
1.4 To Change Main Plant From Manoeuvring

To Full Away
1.6.2
Shut Down Deck Machinery.
Cargo
Stop One Steering Gear Motor. 2.12
Operate Economiser Sootblowers and Set For

2.2.3
Auto Operation.
Operate Turbo Blower Washing System

2.1.1
If Required.
Shut Down One Diesel Generator.

3.1.7
Put Remaining Two Generators On Standby.
Start Up Evaporator System.

Do Not Fill Fresh Water Tanks While In 2.4.3
Coastal Waters.
Transfer And Purify F.O. As Required. 2.7.1
When Run Up Program Completes, Check That

2.1.2
Pressures And Temperatures Stabilise.
Reduce The Bilge Water Holding Tank Through

The O.W.S. 2.10
Reduce Bilges Through The O.W S.
Supply Steam Heating To Standby Boiler Water

Drum And Maintain A Pressure Above 0.5 kg/cm2
2.2.1
OR Chemical Dose and Fill Standby Boiler
For Wet Lay Up.
VESSEL IS FULL AWAY ON BRIDGE CONTROL
1.4 To Change Main Plant From Manoeuvring To Draft Issue 1

Full Away Page 2

1.5 To Change Main Plant From Full Away
To Manoeuvring
VESSEL IS FULL AWAY ON BRIDGE CONTROL
Ensure That E.R. Bilges and Bilge Holding

2.9.1
Tank Are Empty.
Prepare Sewage Treatment System For

2.14.5
Port Operation.
Shut Down Evaporator Plant. 2.4.2
Start A second Diesel Generator and Put

2.12.1
In Parallel.
Shut Off Heating Steam

2.2.1
Flash Boiler and Raise Pressure.
Prepare Main Starting Air Compressors For Use.

2.10.1
Check Starting Air System Drains For Water.
If Required To Manoeuvre On D.O. Begin Change

2.1.1
Over 1 Hour Before EOP.
30 Mins Before EOP, Bridge Begins To

2.1.1
Reduce Speed.
Start Second Steering Motor.

2.1.2
Carry Out Steering Tests.
Draft Issue 1 1.5 To Change Main Plant From Full Away To

Manoeuvring Page 1
Document Section 1: Date: May 99
1.5 To Change Main Plant From Full Away

To Manoeuvring
Operated Turbo Charger Washing System

2.1.1
If Required.
Bridge Informs Engine Control Room Of EOP.
Record the Following:

Time
M.E. Revolution Counter
F.O. & D.O. Tank Levels
F.O. & D.O. Counters
Fresh Water Tank Level Readings
Test Main Engine In Reverse Direction. 2.1.2
1.6
Prepare Deck Machinery For Use.
Cargo
Check Bridge/E.R. Clocks And Communications. 2.1.2
Supply Steam To J.C.W. Heater. 2.5.1

Boiler and Economiser In Use.
Diesel Generators Running on H.F.O.
1.5 To Change Main Plant From Full Away To Draft Issue 1

Manoeuvring Page 2
Document Section 1: Date: May 99

1.6 To Secure Main Plant at Finished
With Engines

Boiler and Economiser In Use.
Diesel Generators Running On H.F.O.
Bridge Notifies Engine Control Room Of F.W.E’s.
Switch Over To Engine Control. 2.1.2
Stop Auxiliary Blowers. 2.1.1
Isolate Starting Air.

Engage Turning Gear.
Open Indicator Cocks. 2.1.1
Open Turbo Blower Drains.
Vent M.E. Starting Air And Control Air Systems.
Stop Steering Gear. 2.11
Maintain J.C.W Temperature For Normal Port Stay 2.5.1
After A Minimum Of 15 Mins:

Stop Main L.O. Pumps.
2.8.1
Stop Camshaft L.O. Pumps.
Maintain L.O. Sump Temp. with L.O. Purifier.
If M.E. Was Manoeuvred On D.O. Stop F.O. Pumps 2.6.1
Draft Issue 1 1.6 To Secure Main Plant At Finished

With Engines Page 1

1.6 To Secure Main Plant at Finished
With Engines
Shut Down One Diesel Generator And

2.12.1
Place On Standby.
Prepare Plant For Cargo Operations If Required. 2.2.4
Prepare Plant For IGS Operations If Required. 2.15.1
1.6.2
Shut Down Deck Machinery.
Cargo
1.6 To Secure Main Plant At Finished Draft Issue 1

With Engines Page 2
1.7 To Secure Main Plant For Dry Dock
Ensure All Tanks Are At The Required Levels To

Give The Vessel The Necessary Trim, Draft and
Stability For Entering Dry Dock.
Shut Steam Off The J.C.W. Heater.

2.5.1
Allow J.C.W. Pumps To Run Until M.E. Cool.
Transfer L.O. Sump To L.O. Settling Tank

2.8.3
Via Purifier.
Shut Down L.O. Purifier. 2.8.3
Shut Down F.O. Purifier. 2.7.2
M.E. Should Have Been Manoeuvred On D.O.

If Not, Change Over To D.O. and Circulate F.O.
Back To H.F.O. Tank, Until The Line Has Been 2.6.1
Flushed With D.O.
Stop M.E.F.O. Pumps And Viscorator.
1.6
Shut Down Deck Machinery System.
Cargo
Change Diesel Generator To Run on D.O. 2.6.2
Shut Down Auxiliary Boiler In Use.

Allow To Cool Naturally, Drain If Required For 2.2.1
Maintenance OR Put In Wet Lay Up Condition.
Draft Issue 1 1.6 To Secure Main Plant For Dry Dock Page 1
Shut Down Feed Pumps and Condensate System.

2.3
Isolate Distilled Water Tanks.
Circulate Boiler F.O. System with D.O.

2.6.3
Shut Down Boiler F.O. Pumps.
Shut Down Stern Tube L.O. System. 2.8.2
Change Domestic Water Heating To Electric. 2.14.1
Shut Down Air Conditioning and Refrigeration

2.5.2
Plants Until Shore Side C.W. Supply Is Established
Shut Down Fire Pumps.

4.1
Pressurise Fire Main From Shore.
Isolate Sequential Restart System. 2.13.5
Establish Shore Power.

2.13.2
Check Phase Sequence, Voltage And Frequency.
Stop Diesel Generator. 2.12.1
Connect Shore Supply To Emergency Switchboard

Connect Shore Supply To Main Switchboard
2.13
Establish Lighting and Ventilation and Any Other
Essential Services.
Shut Down Sea Water Cooling System. 2.4
1.7 To Secure Main Plant For Dry Dock Page 2 Draft Issue 1

Shut Down Control And G.S. Air Systems. 2.10
Restart F.W. Cooling Pump And Circulate

2.5.2
Diesel Generator Until Cool.
Secure CO2 System. 4.2
The Dry Dock Can Now Be Emptied.
PLANT SECURED FOR DRY DOCK
Draft Issue 1 1.7 To Secure Main Plant For Dry Dock Page 3
2.1.1a British Pioneer Date: September 99
Illustration 2.1.1a Main Engine Exhaust Hydraulic Exhaust

Manifold Valve Actuator
Exhaust Valve
Samsung Man B&W 7S80MC Piston Cooling Housing
Lub Oil Supply Exhaust
Cylinder Cover
Turbo Charger
Scavenge Port
Camshaft
Scavenge Air Reciever

/Auxilary Blower Unit
Piston Rod
Stuffing Box
Air Cooler
Cross Head Guide Shoe
Jacket H/T Cooling Inlet Cross Head Guide Enlarged View of Piston Crown Lub. Oil
FUEL OIL Cooling Arrangement
FRESH WATER Connecting Rod
LUBRICATING OIL
SCAVENGE AIR Main Bearing

Lub Oil Supply
COMBUSTION GAS
Main Engine

2.1 Main Engine
2.1.1 Main Engine
Maker: Samsung - Man B&W

Model: 7S80MC
Engine Number: ML-0101
Type: Two stroke, single acting direct reversible, cross head diesel engine with two
constant pressure turbo chargers and air coolers.
Number of cylinders: 7
Cylinder bore: 800mm
Stroke: 3056mm
Output (M.C.R.): 34,650 bhp (25,480kW) at 79 rpm
Direction of rotation: Clockwise looking from aft
Specific fuel oil consumption: 120.9g/bhp per hour
Daily fuel oil consumption: XXXX MT/day at NCR
General description
The engine is a single acting, two stroke, direct reversible, cross head type, constant pressure turbocharged
diesel engine. Tie rods bind the bedplate, columns and cylinder jacket together. Crankcase and cylinder jackets
are separated from each other by a partition, which incorporates the sealing gland boxes for the piston rods.
The cylinders and cylinder heads are fresh water-cooled.
The exhaust gases flow from the cylinders through the hydraulically operated exhaust valves into an exhaust
gas manifold. The exhaust gas turbo-chargers work on the constant pressure charging principle.
The charge air, delivered by the turbo-chargers, flows through air coolers and water separators into the air
receiver. It enters the cylinders via air flaps through the scavenge ports when the pistons are nearly at their
B.D.C. At low loads independently driven auxiliary blowers supply additional air to the scavenging air space.
The pistons are cooled by bearing lubricating oil. The thrust bearing and turning gear are situated at the
engine-driving end. The camshaft is driven by a chain from the crankshaft.
The engine is started by compressed air, which is controlled by a starting air distributor.
In case of failure of the pneumatic control system, the engine can be controlled from an emergency control
stand.
Lubricating Oil System
The engine lubrication system, (with the exception of cylinder and exhaust valve spindle lubrication), is
supplied by one of two pumps, which take suction from the bottom tank, forcing it through the lub oil cooler
and filter. The oil then supplies the camshaft bearing, roller guides and exhaust valve actuators. Telescopic
pipes supply lubricating and cooling oil to the crossheads, crankpins and pistons. The remaining oil goes to the
main bearings, chain drive and thrust bearing.
Lubricating oil drains from the stuffing boxes are piped to the stuffing box drains tank where they can be
processed back to the lubricating oil sump by a combination of the lubricating oil purifier and a scavenge box
transfer pump and CJC filter.
A more detailed description of the lubricating oil system can be found in section 2.8.1.
2.1 Main Engine Page 1 Draft Issue 1


Cylinder lubrication system
To reduce liner wear rate each cylinder block is fitted with load dependent lubrication of the pistons, cylinders
and exhaust valve spindles, performed by a separate cylinder lubrication system. The lubricators are inter-
connected by shafts and couplings. The lubricators are driven by chain transmission from the camshaft
intermediate wheel. They are of the ‘Sight Feed Lubricator’ type and are provided with a sight glass for each
lubricating point. The oil is led to the lubricator through a pipe system from an elevated tank.
Cooling Water System
The engine is fresh water cooled supplied by jacket cooling water pumps. The fresh water is led from the
cylinder frame of each cylinder to the cylinder cover and through the exhaust valve up to a main outlet pipe
through which it is carried back to the fresh water cooler. The cooling water is also led to the exhaust
turbocharger from the main inlet pipe.
The inlet pipes to the cylinder are provided with a shut-off valve, the outlet pipes with a regulation valve, a
pocket for a thermometer and a deaeration cock. The deaeration pipe is fitted to the outlet manifold and led to
the fresh water expansion tank.
The fresh water pipes are covered with phosphatic film, ‘Parkerising’ instead of galvanising to avoid reaction
with corrosion inhibitors. The cooling water must be treated with an approved cooling water inhibitor to
prevent corrosive attack, sludge formation and scale deposits in the system.
A more detailed description of the cooling water system can be found in section 2.5.1.
Fuel Oil System
The fuel oil is led from the main inlet pipe through branches to the fuel injection pump of each cylinder.
In order to keep the fuel oil inlet to fuel injection pump pressure constant, regardless of the fuel oil
consumption during engine running, a spring loaded overflow valve is to be provided on the fuel oil inlet line.
The fuel oil is heated to the temperature required to achieve the optimum atomising viscosity, but, prior to
prolonged shut down, and after starting up from cold, the engine will be run on diesel oil in order that the high
pressure lines between the fuel injection pumps and fuel injectors do not become clogged with cold fuel oil.
A more detailed description of the fuel oil system can be found in section 2.6.1.
Turning Gear and Turning Wheel
The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The turning wheel is driven by a pinion
on the terminal shaft of the turning gear, which is mounted on the bedplate. The turning gear is driven by an
electric motor with built-in gear and chain drive with brake. The turning gear is equipped with a blocking
device that prevents the main engine from starting when the turning gear is engaged. Engagement and
disengagement of the turning gear is effected manually by an axial movement of the pinion.
Starting Air System
The starting air system contains a main starting valve, a non return valve, a bursting disc for the branch pipe to
each cylinder, a starting air distributor and a starting valve on each cylinder. The main starting valve is
connected with the manoeuvring system, which controls the start of the engine.
The starting air distributor regulates the supply of pilot control air to the starting valves so that these supply
the engine cylinders with starting air in the correct firing order.
Draft Issue 1 2.1.1 Main Engine Page 2


The starting air distributor has one set of starting cams for ‘Ahead’ and one set for ‘Astern’, as well as one
control valve for each cylinder.
The air start valve is opened by pilot control air from the starting air distributor and is closed by a spring.
A more detailed description of the starting air system can be found in section 2.10.1.
Fuel Pump and Fuel Oil High-pressure Pipes
The engine is provided with one fuel pump for each cylinder.
The fuel pump consists of a pump housing, a centrally placed pump barrel, a plunger and a shock absorber. To
prevent fuel oil from mixing with the separate camshaft lubrication system, the pump is provided with a
sealing device arrangement. The pump is activated by the fuel cam and the volume injected is controlled by
turning the plunger by means of a toothed rack connected to the regulating mechanism.
The fuel pumps incorporate Variable Injection Timing (VIT) for optimised fuel economy at part load. The VIT
principle uses the fuel regulating shaft position controlling parameter. Adjustment of the pump lead is effected
by a threaded connection, operated by a toothed rack.
The fuel oil pump is provided with a puncture valve for each cylinder, which quickly prevents high pressure
from building up during normal stopping and shut down.
The fuel oil high-pressure pipes are equipped with protective hoses, and are neither heated nor insulated. Any
leakage from the protective hoses is led to a collecting tank with alarm.
Camshaft and Cams

The camshaft consists of a number of sections. Each individual section consists of a shaft piece with exhaust
cams, fuel cams, coupling parts and indicator cams.
The exhaust cams and fuel cams are of steel, with a hardened roller race, and are shrunk on to the shaft. They
can be adjusted and dismantled hydraulically.
The cam for the indicator drive can be adjusted mechanically. The coupling parts are shrunk on to the shaft and
can be adjusted and dismantled hydraulically. The camshaft bearings consist of one lower half shell mounted
in a bearing support which is attached to the roller guide housing by means of hydraulically tightened studs.
Chain Drive
The camshaft is driven from the crankshaft by a chain drive. The engine is equipped with a hydraulic chain
tightener, and the long free lengths of chain are supported by guidebars. The cylinder lubricators are driven by
a separate chain from the camshaft.
Governor
The engine is provided with an EGS 2000 electronic governor. The speed setting of the actuator is determined
by an electric signal from the electronic governor which is based on the position of the main engine regulating
handle. The actuator shaft is connected to the fuel regulating shaft by means of a mechanical linkage. The
governor is explained in detail in section 2.1.2.
Manoeuvring System
The engine is provided with a pneumatic electric manoeuvring and fuel oil regulating system. The system
transmits orders from the bridge, ECR or local control position to the engine.
2.1.1 Main Engine Page 3 Draft Issue 1


The regulating system makes it possible to start, stop, reverse the engine and control the engine speed. The
speed control handle on the manoeuvring console gives a speed setting signal to the governor, dependent on
the desired number of revolutions. Reversing is effected by moving the telegraph handle from ‘Ahead’ to
‘Astern’ and by moving the speed control handle from ‘stop’ to ‘start’ position. Control air then moves the
starting air distributor and, through an air cylinder, the displaceable roller in the driving mechanism for the
fuel pump, to the ‘Astern’ position.
A more detailed description of the main engine control system can be found in section 2.1.2.
Scavenge Air System
The air intake to the turbocharger is direct from the Engine Room through the intake silencer of the
turbocharger. From the turbocharger, the air is led via the charging air pipe, air cooler, scavenge air receiver to
the scavenge ports of the cylinder liners. The charging air pipe between the turbocharger and the air cooler is
provided with a compensator and is heat insulated on the outside.
Air Cooler
The charge air cooler is of the block type made up of steel plates. The cooler housing is provided with
cleaning covers so the elements can be cleaned through the covers with the elements in position. The cooler
has an air reversing chamber with a water mist catcher incorporated to separate the condensation water from
the scavenge air. The separated water is collected in the bottom of the cooler housing and is removed by a
drain.
Exhaust Turbocharger
No. of sets : 2
Type : NA70/T9
The turbo charger bearing casing and exhaust casing are non - cooled with the bearing’s lubrication fed from
the piston L.O. cooling circuit. An observation glass is provided on the lubrication oil outlet from the
turbocharger.
A water washing system is supplied for the turbine and compressor sides.
The turbocharger is equipped with an electronic tacho system with pick-ups, converter and indicator mounted
in the engine control room.
Exhaust Gas System
From the exhaust valves, the gas is led to the exhaust gas receiver where the fluctuating pressure from the
individual cylinders is equalised and the total volume of gas is led to the turbochargers at a constant pressure.
After the turbochargers, the gas is led to the economiser heat recovery system.
Compensators are fitted between the exhaust valves and the receiver and between the receiver and the
turbocharger.
For quick assembling and disassembling of the joints between the exhaust gas receiver and the exhaust valves,
clamping bands are used.
The exhaust gas receiver and exhaust pipes are provided with insulation, covered by galvanised steel sheeting.


Auxiliary Blower
The engine is provided with two electrically-driven blowers. The discharge side of the blowers is connected to
the scavenge air space after the air cooler. Between the air cooler and the scavenge air receiver, non-return
valves are fitted, which automatically close when the auxiliary blowers supply the air.
The auxiliary blowers will start operating before the engine is started and will ensure sufficient scavenge air to
obtain a safe start. During operation of the engine, the auxiliary blowers will start automatically each time the
engine load is reduced to about 30-40%, and they will continue operating until the load again exceeds
approximately 40-50%.
Operation
Preparations for Starting
1.1 Air Systems
a) Drain water, if any, from the starting air system.
b) Drain water, if any, from the control air system at the receivers.
c) Pressurise the air systems. Check the pressures.
d) Pressurise the air system to the pneumatic exhaust valves.
(Note ! Air pressure must be applied before the camshaft lube oil pump is started. This is to prevent the
exhaust valves from opening too much.)
e) Engage the lifting/rotation check rod mounted on each exhaust valve, and check that the exhaust
valves are closed.
a) Start the lubricating oil pumps for the engine and camshaft.
b) Check Turbocharger oil levels.
c) Check the oil pressures.
d) Check the oil flow, through the sight-glasses, for piston cooling oil.
e) Check that the cylinder lubricators are filled with the correct type of oil.
f) Operate the cylinder lubricators manually. Check that oil is emitted.
1.3 Cooling Water Systems
a) Preheat to minimum 20°C or, preferably, to 50°C.
(Note ! The engine must not be started if the jacket cooling water temperature is below 20°C)
b) Start the cooling water pumps.
c) Check the pressures.


1.4 Slow-Turning the Engine
This must be carried out to prevent damage caused by fluid in any of the cylinders. Before beginning the slow-
turning, obtain permission from the bridge.
(Note ! Always carry out the slow-turning operation at the latest possible moment before starting and, under
all circumstances, within the last 30 minutes.)
1.4a Slow-turn with Special Slow-Turning Device
a) Disengage the turning gear.
b) Check that it is locked in the OUT position.
c) Check that the indicator lamp for TURNING GEAR ENGAGED extinguishes.
d) Lift the main starting valve locking plate to the SERVICE position Check the indicator lamp.
(The locking plate must remain in the upper position during running)
(The locking plate must remain in the lower position during repairs)
e) Open the indicator valves.
f) Turn the slow-turning switch to SLOW-TURNING position.
g) Move the regulating handle to START position.
h) Check to see if fluid flows out of any of the indicator valves.
i) Check that the individual air cylinders reverse the displaceable rollers for each fuel pump to the
outer position.
j) When the engine has moved one revolution, move the handle back to STOP position.
k) Turn the reversing handle to the opposite direction of rotation.
l) Move the regulating handle to START position.
m) Check to see if fluid flows out of any of the indicator valves.
n) Check that the individual air cylinders reverse the displaceable rollers for each fuel pump to the
outer position.
o) When the engine has moved one revolution, move the handle back to STOP position.
p) Turn the slow-turning switch back to NORMAL position.
q) Close the indicator valves.
1.4b Slow-turn with Turning Gear
a) Open the indicator valves.
b) Give REVERSING order by moving the reversing handle to the opposite direction of rotation.


c) Turn the engine one revolution with the turning gear in the direction indicated by the reversing
handle.
d) Check to see if fluid flows out of any of the indicator valves.
e) Check that the individual air cylinders reverse the displaceable rollers for each fuel pump to the
outer position.
f) Repeat previous points in the opposite direction of rotation.
g) Close the indicator valves.
h) Disengage the turning gear.
i) Check that it is locked in the OUT position.
j) Check that the indicator lamp for TURNING GEAR ENGAGED extinguishes.
l) Lift the locking plate of the main starting valve to the SERVICE position.
m) Check the indicator lamp.

(The locking plate must remain in the upper position during running)
(The locking plate must remain in the lower position during repairs)
1.5 Fuel Oil System
a) Start the fuel oil supply pump and circulating pump.

If the engine was running on heavy fuel oil until stop, the circulating pump will be running.
b) Check pressures and temperatures.
1.6 Checking the Fuel Regulating Gear

a) Close the shut-off valve of the starting air distributor to prevent the engine from turning. Check
theindicator lamp.
b) Switch over to control from the engine side control console.

(See description of the procedure Emergency Running: section 5.2)
c) Turn the regulating handwheel to increase the fuel pump index and check that all the fuel pumps
follow to the FUEL SUPPLY position. With the regulating handwheel back in STOP position,
check that all the fuel pumps show zero-index.
d) Switch back to NORMAL control.
f) Open the shut-off valve of the starting air distributor.
g) Check that the indicator lamp extinguishes.

1.7 Miscellaneous
a) Switch on the electrical equipment in the control console.
b) Set switch for the auxiliary blowers in AUTO position.


c) The blowers will start at intervals.
The engine is now ready to start.
Make the following checks immediately after starting:
a) Direction of Rotation: Ensure that the direction of rotation corresponds to the telegraph order.
b) Exhaust Valves: See that all exhaust valves are operating correctly.
Disengage the lifting/rotation indicators after checking the functioning.
c) Turbochargers: Ensure the turbochargers are running.

See that the internal L.O. pumps have picked up suction and plenty of oil is in circulation.
d) Circulating Oil: Check that the pressure and discharge are in order.
e) Cylinders: Check that all cylinders are firing.
f) Starting valves on Cylinder Covers: Feel over the pipes.

A hot pipe indicates a leaking starting valve.
g) Pressures and temperatures: See that everything is normal for the engine speed. In particular, the
circulating oil (bearing lubrication and piston cooling), camshaft lubricating oil, fuel oil, cooling
water, scavenge air and control and safety air.
h) Cylinder Lubricators: Make sure that the lubricators are working and with an even ‘drop height’
level in all the sight glasses. Check the oil level in the feeder tank.
Loading the Engine
If there are no restrictions, such as running in after repairs, proceed to increase the load on the engine.
The cooling water should be preheated, but if the temperature is below 50°C allow the temperature to reach
this point before increasing load.
If the condition of the machinery is uncertain (e.g. after repairs or alterations), the ‘feel-over sequence’ should
always be followed, i.e.:
a) After 15-30 minutes’ running on ‘Slow’.
b) Again after 1 hour’s running.
c) At sea, after 1 hour’s running at service speed.
Stop the engine, open the crankcase and feel-over the moving parts listed below (by hand or with a ‘Thermo-
feel’) on sliding surfaces where friction may have caused undue heating. During feeling-over, the turning gear
must be engaged, and the main starting valve and the starting air distributor must be blocked.
The starting air distributor is blocked by closing the cross-over valve.
Feel:
Main, crankpin and crosshead bearings
Piston rods and stuffing boxes


Crosshead shoes
Telescopic pipes
Chains and bearings in the chain casing
Camshaft bearing housings
Thrust bearing/guide bearing
Axial vibration damper
Torsional vibration damper
Running-in
For a new engine, or after repair or renewal of the large bearings, or renewal/reconditioning of cylinder liners
and piston rings, allowance must be made for a running-in period. For bearings increase the load slowly and
apply the feel-over sequence, as above.
Normal Operation
During normal running, regular checks have to be made and precautions taken which contribute towards
trouble free operation. The most important of these are:
a) Regular checks of pressures and temperatures.
b) The values read off the instruments compared with those given in the acceptance records and also
taking into account engine speed and/or engine power, provide an excellent yardstick for the
engine performance. Compare temperatures by feeling the pipes.
The essential readings are the load indicator position, turbo-charger speed, charge air pressure and exhaust gas
temperature before the turbine. A valuable criterion is also the daily fuel consumption, considering the lower
calorific value.
c) Check all shut-off valves in the cooling and lubricating system for correct position. The shut-offs
for the cooling inlets and outlets on the engine must always be fully open in service. They serve
only to cut off individual cylinders from the cooling water circuit during overhauls.
d) When abnormally high or low temperatures are detected at a water outlet, the temperature must be
brought to the prescribed normal value very gradually. Abrupt temperature changes may cause
damage.
e) The maximum permissible exhaust temperature at the turbine inlet must not be exceeded.
f) Check combustion by observing the colour of the exhaust gases.
g) Maintain the correct charge air temperature after the air cooler with the normal water flow. In
principle, higher charge air temperature will result in poorer filling of the cylinder, which in turn
will result in a higher fuel consumption and higher exhaust gas temperatures.
h) Check the charge air pressure-drop through the air filter and air cooler. Excessive resistance will
lead to a lack of air to the engine.
i) The fuel oil has to be carefully cleaned before being used. Open the drain cocks of all fuel tanks
and fuel oil filters regularly for a short period to drain off any water or sludge, which may still
have collected there. Maintain the correct fuel oil pressure at the inlet to the fuel injection pumps.


Adjust the pressure at the injection pump inlet with the pressure-regulating valve in the fuel oil
return pipe so that the fuel oil circulates within the system at the normal delivery capacity of the
booster pump.
j) The heavy fuel oil has to be sufficiently heated to ensure that its viscosity before inlet to the fuel
injection pumps lies within the prescribed limits.
k) Determine the cylinder lubricating oil consumption. Extended service experience will determine
the optimum cylinder lubricating oil consumption.
l) The cooling water pumps should be run at their normal operating point, i.e. the actual delivery
head corresponds with the designed value. If the temperature difference between inlet and outlet
exceeds the desired value pump overhaul should be considered.
m) The vents at the uppermost points of the cooling water spaces must be kept closed
n) Check the level in all water and oil tanks, as well as all the drainage tanks of the leakage piping.
Investigate any abnormal changes.
o) Observe the condition of the cooling water. Check for oil contamination.
p) Check the charge air receiver drain manifolds sight glass to see if any water is draining away and
if so, how much.
q) Drain the scavenge spaces. To do this, open the drain cock of the leakage manifold daily and look
to see if any liquid flows out along with the charge air.
r) Check the pressure drop across the oil filters. Clean them if necessary.
s) The temperature of the running gear should be checked by feeling the crankcase doors. Bearings,
which have been overhauled or replaced, must be given special attention for some time after
being put into service.
t) Listening to the noise of the engine will reveal any irregularities.
u Hand drawn indicator diagrams and Premet XL data provide information on the combustion
process and pressures within the cylinder. When the quality of the fuel used changes the
maximum pressure in the cylinder at service power must be determined at the earliest opportunity
and compared with the pressure measured during the corresponding shop trial (speed, power).
v) Centrifuge the lubricating oil. Samples should be taken at regular intervals.
w) Replenish the air cushion in damping vessels of fuel oil system.
x) Check the inspection glasses in the upper casing of the exhaust valve periodically and note if the
air spring cylinder of each exhaust valve is rotating. If not, the offending valve has to be
overhauled at the next opportunity.
4.2 Fuel Change-over
The engine is equipped with uncooled, ‘all-symmetrical’, light weight fuel valves with built-in fuel
circulation. This automatic circulation of the preheated fuel (through the high-pressure pipes and the fuel
valves) during engine standstill, is the background for recommending constant operation on heavy fuel.
However, change-over to diesel oil can become necessary if the vessel is expected to have a prolonged
inactive period with cold engine, due to a docking or long stay in port.


A change-over can be performed during engine running or engine standstill
It is very important to carefully follow the change-over procedures in order to prevent fuel pump and injector
sticking/scuffing, poor combustion or fouling of the gas ways
Change-over from Diesel Oil to Heavy Fuel During Running

a) Ensure that the heavy oil in the service tank is at normal temperature level.
b) Reduce the engine load to 3/4 of normal.
c) By means of the thermostatic valve in the steam system, or by manual control of the viscosity
regulator, heat the diesel oil to a maximum of 60-80°C to maintain the lubricating ability of the
diesel oil. This will minimise the risk of plunger scuffing and the consequent risk of sticking. This
preheating should be regulated to give a temperature rise of about 2°C per minute.
Due to the above-mentioned risk of sticking/scuffing of the fuel injection equipment, the temperature of the
heavy fuel oil in the service tank must not be more than 25°C higher than the heated diesel oil in the system
(60-80°C) at the time of changeover. The diesel oil viscosity should not drop below 2cSt, as this might cause
fuel pump and fuel valve scuffing, with the risk of sticking.
For some light diesel oils (gas oil), this will limit the upper temperature to somewhat below 80°C.
d) When 60-80°C is reached, change to heavy oil by turning the change-over cock. The temperature
rise is then continued at a rate of about 2°C per minute, until reaching the required viscosity.
Change-over from Heavy Fuel to Diesel Oil During Running

a) Preheat the diesel oil in the service tank to about 50°C, if possible.
b) Cut off the steam supply to the fuel oil preheater and heat tracing.
s
c) Reduce the engine load to 75% of MCR load.
d) Change to diesel oil when the temperature of the heavy oil in the preheater has dropped to about
25°C above the temperature in the diesel oil service tank, however, not below 75°C.
Note ! If, after the change-over, the temperature at the preheater suddenly drops considerably, the transition
must be moderated by supplying a little steam to the preheater, which now contains diesel oil.)
Change-over from Heavy Fuel to Diesel Oil During Standstill

a) Stop the preheating.For temperature levels before change-over, see ‘Change-over from Heavy
Fuel to Diesel Oil during Running’.
b) Change position of the change-over valve at the fuel tanks, so that diesel oil is fed to the supply
pumps.
c) Start the F.O. supply pumps (if they are not already running).
d) Change position of the change-over valve at the venting pipe, so that the fuel oil is pumped to the
HFO tank.
e) When the heavy fuel oil is replaced by diesel oil, turn the change-over valve at the venting pipe
back to its normal position, so that the heavy oil in the venting pipe is now mixed with diesel oil.
f) Stop the supply pumps.


Preparations Prior to Arrival in Port
a) Decide whether the harbour manoeuvres should be carried out on diesel oil or on heavy fuel oil.
Changeover should be carried out one hour before the first manoeuvres are expected.
b) Start an additional auxiliary engine to ensure a power reserve for the manoeuvres.
c) Make a reversing test.This ensures that the starting valves and reversing mechanism are working.
d) Blow off any condensed water from the starting and control air systems just before the
manoeuvres.
e) Stop the engine by setting the regulating lever to stop.
Operations After Arrival in Port
When the FINISHED WITH ENGINE order is received in the control room:
a) Switch over to control room control.
b) Switch off the auxiliary blowers.

c) Test the starting valves for leakage. Obtain turning permission from the bridge. Check that the
turning gear is disengaged as a leaking valve can cause the crankshaft to rotate.
d) Close the valve to the starting air distributor.
e) Open the indicator valves.
f) Change to emergency control.
g) Activate the START button.This admits starting air, but not control air, to the starting valves.
h) Check to see if air blows out from any of the indicator valves. In this event, the starting valve
concerned is leaky. Replace or overhaul any defective starting valves.
i) Lock the main starting valve in its lowest position by means of the locking plate.
j) Stop the camshaft lubricating oil pump.
k) Close and vent the control air and safety air systems.
l) Wait a minimum of 15 minutes after stopping the engine, then stop the lube oil pumps This
prevents overheating of cooled surfaces in the combustion chambers and counteracts the
formation of carbon deposits in piston crowns.
m) If the engine was run on heavy fuel oil until stopped, keep the circulating pumps running and the
fuel oil preheated. The temperature may be reduced during the port stay. If the engine was run on
diesel oil, stop the fuel oil pumps.
n) Keep the engine preheated to minimum 50°C, unless the harbour stay exceeds 5 days. This
counteracts the corrosive attack on the cylinder liners during starting-up. Use a preheater or the
auxiliary engine cooling water for preheating of the engine.
o) Switch off other equipment which does not need to operate during the engine standstill periods.


Crash Stop
When the ship’s speed must be reduced quickly, the engine can be started in the opposite direction of rotation
according to the following procedure:
The procedure is valid for ECR Control and emergency control from engine local control position. Otherwise
the procedure is automatic by the DMS automatic bridge control system (see section 2.1.2)
a) Acknowledge the telegraph.
b) Give the engine a STOP order.

The engine will continue to rotate (at slowly decreasing speed), because the velocity of the ship through the
water will drive the propeller and thereby turn the engine.
c) Check that the limiters in the governor are not cancelled.
d) When the engine speed has fallen to the REVERSING-LEVEL give REVERSING order.
e) Give START order.

f) When the START-LEVEL is reached in the new direction of rotation (8-12% of MCR-speed)
Give order to run on fuel.
If the ship’s speed is too high, the START-LEVEL will not be reached quickly. This will cause a loss of
starting air. In this case:
a) Give STOP order.
Wait until the speed has fallen further. Return to instruction ‘d’. Keep the engine speed low during the first few
minutes. This is in order to reduce the hull vibrations that may occur owing to ‘conflict’ between the wake and
the propeller.
Fouling and Fires in the Scavenge Air Spaces.
The principle cause of fouling is blow-by of combustion products between piston and cylinder into the
scavenge air spaces. The fouling will be greater if there is incomplete combustion of the fuel injected (smokey
exhaust).
Causes of poor combustion:

The fuel injectors are not working correctly
The fuel is at too low a temperature
Poorly adjusted injection pump timing
Operation with a temporary shortage of air during extreme variations in engine loading with the
charge air pressure dependent fuel limiter in the governor set too high
Overloading
Insufficient supply of air due to restricted engine room ventilation
Fouling of the air intake filters and diffuser on the air side of the turbocharger
Fouling of the exhaust gas boiler, the air cooler, the air flaps in the charge air receiver and of the
scavenge ports


Causes of blow-by of combustion products:
Worn, sticking or broken piston rings
Individual cylinder lubricating quills are not working
Damage to the running surface of the cylinder liners
If one or more of these operating conditions prevail, residues, mainly consisting of incompletely burnt fuel and
cylinder lubricating oil, will accumulate at the following points:
Between piston rings and piston ring grooves
On the piston skirts
In the scavenge ports
On the bottom of the cylinder jacket (piston underside)
Causes of the fires:
The blow-by of hot combustion gases and sparks which have bypassed the piston rings between
piston and cylinder liner running surface, enter the space on the piston underside.
Any residues present can ignite.
Indications of a fire:
Sounding of the respective temperature alarms

A considerable rise in the exhaust gas temperatures of the cylinder concerned and a general rise in
charge air temperature
The turbo-charger may start surging
Fire fighting measures:
Reduce engine power
Cut out the fuel injection pump of the cylinder concerned
Increase lubrication to the respective cylinder
If a serious fire occurs shut down the engine and operate the fixed fire extinguishing system. A fire should
have died down after 5 to 15 minutes. This can be verified by checking the exhaust gas temperatures and the
temperatures of the doors to the piston bottoms. Afterwards the engine must be stopped whenever possible and
the cause of the fire established.
Checks should include:
Cylinder liner running surface, piston and piston rings, air flaps in the receiver (to be replaced if
necessary), possible leakages, piston rod gland, fuel injection nozzles.
After a careful check or if necessary, repair, the engine can be put back on load with cut-in fuel
injection pump and automatic cylinder lubrication.
Should a stoppage of the engine not be feasible and the fire has died down, the fuel injection
pump can again be cut in, the load increased slowly and the cylinder lubrication brought back
again to the normal output. Avoid running for hours with considerably increased cylinder
lubrication.


Preventive measures
As can be seen from the causes, good engine maintenance goes a long way to safeguarding against fires in the
scavenge air spaces. The following measures have a particularly favourable influence:
Use of correctly spraying fuel injectors and keeping the air and gas passages clean.
Optimum adjustment of the fuel cams and of the fuel injection pump timing.
If running continuously at low load, check the cylinder lubricating oil feed rate and adjust if necessary.
The permanent drain of residue from the piston underside must always be checked to prevent the
accumulation of dirt, the drain cock on the collector main must be opened for a short time each day.
Prevention of crankcase explosions
The oil mist in the crankcase is inflammable over a very narrow range of mixture. Weaker or richer mixtures
do not fire. There must always be an extraneous cause to set off ignition, such as hot engine components. Only
under these circumstances and the presence of a critical mixture ratio of oil mist and air can an explosion
occur.
The engine is equipped with an oil mist detector, which constantly monitors intensity of oil mist in the
crankcase and triggers an alarm if the mist exceeds the density limit.
Measures to be taken when Oil Mist has occurred

a) Do not stand near crankcase doors, relief valves or corridors near doors to the engine room casing.
b) Reduce speed to slow-down level, if not already carried out automatically. Ask the bridge for
permission to stop.
c) When the engine STOP order is received, stop the engine. Close the fuel oil supply.
d) Switch-off the auxiliary blowers.
e) Open the skylight(s) and/or ‘stores hatch’.
f) Leave the engine room.
g) Lock the casing doors and keep away from them.
h) Prepare the fire-fighting equipment.

i) Do not open the crankcase until at least 20 minutes after stopping the engine. When opening up,
keep clear of possible spurts of flame. Do not use naked lights and do not smoke.
j) Stop the lubricating oil pump. Take off/open all the lower most doors on one side of the
crankcase. Cut off the starting air, and engage the turning gear.
k) Locate the ‘hot spot’. Feel over by hand all the sliding surfaces (bearings, thrust bearing, piston
rods, stuffing boxes, crossheads, telescopic pipes, chains, vibration dampers, moment
compensators, etc.). Look for squeezed-out bearing metal and discolouration caused by heat
(blistered paint, burnt oil, oxidised steel). Keep possible bearing metal found at bottom of oil tray
for later analysis. Prevent further ‘hot spots’ by preferably making a permanent repair. Ensure that
the respective sliding surfaces are in good condition. Take special care to check that the
circulating oil supply is in order.
l) Start the circulating oil pump and turn the engine by means of the turning gear. Check the oil flow


from all bearings, spray pipes and spray nozzles in the crankcase, chaincase and thrust bearing.
Check for possible leakages from pistons or piston rods.
m) Start the engine and after running for about 30 minutes stop and feel over. check the sliding
surfaces which caused the overheating and look for oil mist. There is a possibility that the oil mist
is due to ‘atomization’ of the circulating oil, caused by a jet of air/gas, e.g. by combination of the
following: Stuffing box leakages (not air tight), blow-by through a cracked piston crown or piston
rod (with direct connection to crankcase via the cooling oil outlet pipe). An oil mist could also
develop as a result of heat from a scavenge fire being transmitted down the piston rod or via the
stuffing box. Hot air jets or flames may have passed through the stuffing box into the crankcase.
Shutdown Functions
Lub Oil to Main and Thrust Bearings Pressure Low

Thrust Bearing Temperature High
Lub Oil Inlet to Camshaft Pressure Low
Lub Oil Inlet to Turbocharger Pressure Low
Engine Overspeed
Slow Down Functions
L.O. Temperature Low Piston Cooling Oil Outlet Temperature High

Piston Cooling Oil Outlet No Flow Piston Cooling Oil Outlet Pressure Low
L.O. to Main and Thrust Bearings Pressure Low Main Bearing Temperature High/Deviation
Crankpin Bearing Temperature High Crosshead Bearing Temperature High
Thrust Bearing Temperature High L.O. to Camshaft temperature High
Fresh C.W. Inlet Manifold Pressure Low Fresh Cooling Water Outlet/Cyl Temperature High
Fresh C.W. Across Engine Pressure Differential Scavenge Air Receiver Temperature High
Scavenge Air Box Fire Scavenge Air Receiver Pressure Low
Exhaust Gas Outlet/Cylinder Temperature High Exhaust Gas Outlet/Cyl. Temperature (Deviation)
Oil Mist in Crankcase
sAlarms
Lifting Gear Activated Leakage From High Pressure Fuel Pipes

Sea Water Cooling Inlet Manifold High Temperature Sea Water Cooling Inlet Manifold Pressure Low
Sea Water Cooling to L.O. Coolers Low Temperature Fuel Oil Temperature High
Fuel Oil Temperature Low Fuel Oil Viscosity High
Fuel Oil Viscosity Low Fuel Oil Inlet Pressure Low
L.O. Inlet Temperature High Piston Cooling Oil Outlet/Cyl Temperature High
Piston Cooling Oil Outlet/Cyl No Flow Piston Cooling Oil Inlet Pressure Low
L.O. to Bearings and Thrust Bearing Pressure Low Thrust Bearing Temperature High
L.O. to Camshaft Inlet Temperature High L.O. Inlet to Camshaft Pressure Low
Turbo Charger L.O. Inlet Pressure Low Turbo Charger L.O. Inlet Temperature High
Turbo Charger L.O. Outlet Temperature High Cylinder Lubricators No Flow
Fresh Cooling Water Inlet Pressure Low Fresh Cooling Water Outlet Cyl Temperature High
Fresh Cooling Water Inlet Temperature Low Fresh C.W. Across Engine Pressure Differential
Fresh Cooling Water Deaeration Control Air Pressure Low
Safety Air Pressure Low Air Supply to Exhaust Valve Air Cylinder
Pressure Low Scavenge Air Receiver Temperature High
Scavenge Air Inlet Pressure Low Scavenge Air Box Fire
Air Cooler Cooling F.W. Inlet Pressure Low Exhaust Gas/Cyl Temperature Deviation
Exhaust Gas After Turbocharger High Oil Mist in Crankcase

Illustration 2.1.2a Main Engine Control System - Manoeuvring Control
V.I.T. Actuator Lifting Gear

Act. and Reset
Fuel Pump Tacho Alarm
Cut out
Set Point: Fuel Pump
4 Bar Roller Lift Safety Air
Main Service
Supply 7 bar
Starting Valve Blocked
Stop Maximum Connection for Pressure
Start Air
30 bar Sensors and Gauge
Electrical Alarm Set Point 5.5 bar
Governor Open FWE Set Point 0.5 bar
I/P Converter Actuator Sensor for
Unit 20 L Starting Air
I
P
Set Point 15 bar
Starting Air Slow Exhaust Valve
Reset Distributor Turn
Shut Down Unit
Remote Valve Main Start
/man Valve Control Gov Stop
Valve Unit
Stop Valve Unit Safety Relief
Valve Set
Remote Starting Valve Point 21 Bar
"P" Set Point 1 Sec. Ahead/Astern Reversing
Emergency Valve Unit Mechanism
Emergency
Connected
Control Press. Sw.s
to Oil Mist
Set Point Detector
2 bar Ahead
Stop 102 Astern Air Inlet Unit
Set Point
2 bar
Set Point
6 Sec. Throttle
Remote 105
Start Valve Unit Connection for Pressure
Emergency Lubrication
Start Sensor and Gauge
100 Valve Unit Control Alarm Set Point 5.5 bar
Throttle
Rev.
Valve
101 Engine Side Unit 2
Console
Reversing Control Air

Min. Valve Unit 1 Manual Cut-off
Start Max. Telegraph
Stop ECR Control
Ahead Astern
Bridge Control
Gov Stop Control

Air
Connection for Pressure Supply
Astern
Turning Sensors and Gauge 7 bar
Ahead Set Point 2 bar Control Air
64 Gear In Alarm Set Point 5.5 bar
63 Pressure
FWE Set Point 0.5 bar
Start Stop Ahead Astern Start
ECR/Bridge
Stop
Changeover Key
80 Flywheel
To
Manoeuvring Console Sealing Air Control Air Supply Line Starting Signal
For Bridge
Control Only
RPM Safety Air Supply Line Stop Signal
The drawing shows the system in the following conditions: Remote Control Unit
Detector
Ahead Signal Bridge Control Air Line
Stop (and ahead) position, remote control, pneumatic pressure on, 105 Numbers refer to section 5.2, Emergency Operation of Main Engine
electrical supply on, main starting valve in service. (and manufacturer's manual)
Astern Ahead Local Emergency Air Line
Main Engine Control System - Manoeuvring Control

2.1.2b British Pioneer Date: September 99
Illustration 2.1.2b Main Engine Control Bridge Control

Control Location DMS2100 Control Panel Manoeuvring Auto Speed Bridge Bridge Bridge Manoeuvre Bridge
Handle Control O/H Console Wings Printer
ECR Bridge Console
DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine
ALARM FAULT
ALARM STOP ALARM

LIST HORN ACKN.
STATUS
LIST
MAINT EDIT
S1 S2 S3 S4 DIMMER
Engine Speed
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
BRIDGE ECR EMERG ALARM ALARM ALARM ALARM
CTRL
ESC ENT
CTRL CTRL GROUP2 GROUP3 GROUP4 GROUP5
7 STU 9 YZ Ospace
8 VWX +/-
SEA STAND F.W.E. ALARM ALARM ALARM ALARM
MODE BY GROUP7 GROUP8 GROUP9 GROUP10
Manoeuvring Engine Speed ECR

Control Location Handle
DMS2100 Control Panel DPS2100 Control Panel EGS2000 Control Panel
ECR Local Bridge
EGS2000 EGS2000 GOVERNOR SYSTEM Lyngso Marine
DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine DPS 2100 ENGINE SAFETY SYSTEM Lyngso Marine
ALARM FAULT
ALARM FAULT ALARM FAULT
ENGINE SAFETY SYSTEM
SYSTEM OK BLOCKED
ALARM STOP ALARM ALARM STOP ALARM
LIST HORN ACKN. LIST HORN ACKN.
ACTUAL SPEED: 65 RPMt
STATUS MAINT ALARM

TEST HAYES!
STATUS MAINT EDIT EDIT MENU LIST ACKN.
S1 S2 S3 S4 DIMMER S1 S2 S3 S4 DIMMER
LIST
BRIDGE ECR
1 ABC
EMERG
2 DEF 3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ALARM ESC ENT
Auto Speed 2 DEF 3 GHI 4 JKL
SLOWD.
5 MNO
SLOWD.
6 PQR
SLOWD. ESC ENT
AUTO
SELECT
GRAEME WROTE THIS ESC ENT
CTRL CTRL CTRL GROUP2 GROUP3 GROUP4 GROUP5
+/-
Control ACTIVE CANCEL RESET
7 STU 9 YZ Ospace
8 VWX 9 YZ Ospace
8 VWX RPM POWER MODE BOOK SUMMER 1999
SEA STAND F.W.E. ALARM ALARM ALARM ALARM SHUTD. SHUTD.
MODE BY GROUP7 GROUP8 GROUP9 GROUP10 ACTIVE
Lyngso Marine
PCS Cabinet
ECR INDICATION PANEL MANUAL
ECR
LOCAL
ER
START
VALVE IN
SERVICE
AUX
BLOWER 1
RUN
AUX
BLOWER 2
RUN
Aux. Blower
TURNING
GEAR
DISENG.
TURNING
GEAR
ENGAGED
START
VALVE
BLOCKED
START AIR
DISTRIB.
BLOCKED
AUX
BLOWER 1
STOP
AUX
BLOWER 2
STOP DMS2100 CONTROL UNIT DPS2100 CONTROL UNIT EGS2000 CONTROL UNIT
Control AHEAD ASTERN
WRONG
AUX
BLOWER
AUTO
OFF
MAN
WAY
WARNING
SLOW SUPPLY
TURNING
(MANUAL)
Engine Room
Telegraph Receiver Emergency/local Lyngso Marine
Control
Solenoid Valve Box SHUT DOWN
TURNING GEAR ENGAGED

AHEAD
ASTERN
WRONG WAY EMERGENCY CONTROL
ECR CONTROL
AUX. BLOWER RUNNING BRIDGE CONTROL
CANCEL EMERGENCY
SHUT DOWN LAMP TEST STOP
Valve Position Feedback

Governor Actuator
Aux. Blower Control
Engine Speed
Sensors
Main Engine Control System - Bridge Control


2.1.2 Main Engine Manoeuvring Control
Maker: Lyngso Marine

Type: 2100
The main engine manoeuvring control system can be divided into two parts:
The DMS 2100 bridge manoeuvring system

The DPS 2100 engine safety system
DMS 2100 Bridge Manoeuvring System
The DMS system is designed to control the ship’s engine directly from the bridge. Automatic operation is also
possible from the ECR. The normal operating condition of the DMS is with the lever of the bridge telegraph
unit but the ECR position may be used for additional monitoring/control etc. DMS controls the following
functions:
Starting, stopping and reversing the propulsion plant
Acceleration and deceleration of main engine speed
Engine speed sensing
Quick progress through critical speed ranges
Monitoring manoeuvring sequences
Self monitoring
Control of auxiliary systems
Selection of control and operation modes
Automatic limitations
The DMS system is serial connected to both the DPS engine safety system and the UMS/UCS alarm,
monitoring and control system. The requested orders from the telegraph system are internally processed and
routed as a set speed value to the electronic governor (EGS 2000).
The hardware consists of 4 main groups:

Bridge and ECR operating panels
ECR Indication Panel
Propulsion control cabinet (PCC)
Electronic governor (EGS 2000)
Bridge and ECR DMS Operating Panels
The operating panels enable communication with the the DMS system. The display is able to show operating
state information. All nominal and actual values, operating data and list contents can be read and adjustments
made to the operating state. Any faults or alarms within the system are shown and accompanied by a warning
buzzer.
The following table shows the facilities and operations available from the bridge and ECR operating panels.
2.1.2 Main Engine Manoeuvring Control Page 1 Draft Issue 1


Bridge and ECR Console DMS Operating Panels
Button Action
Bridge Control: Indication or request/acknowledgement of automatic bridge.
ECR Control: Indication or request/acknowledgement of ECR control (manual or automatic).
Emergency control: Indication or acknowledgement of emergency (local) control.
Sea mode: a) If not in manoeuvre mode then button is for indication only.
This order indicates, by LED illumination: ‘No need to man engine room’.
b) If in manoeuvre mode:
Sea mode active if LED on, speed set value released to SEA FULL AHEAD.
Pressing key again extinguishes LED, manoeuvre mode is activated and
therefore speed set value is limited.
Stand-by: Technical crew order for stand-by conditions in engine room
F.W.E.: Pressing this key gives ‘Finished with Engines’ order, an alarm is activated and
the LED will flash until the following conditions are met:
a) Main air start valve is blocked
b) Start air distributor is blocked
c) Control air is off
d) Safety air is off
e) F.W.E. order acknowledged from ECR
Slowdown: Indicates activation of automatic slowdown.
Slowd. cancel: Pressing key cancels slowdown signal, pressing again reactivates slowdown.
Slowd. reset: Resets system when slowdown condition removed, speed returns to normal.
Shutd. active: Indicates an automatic shutdown signal activated.
Shutd. cancel: Cancels shutdown signal, until key pressed again.
(A shutdown will be reset by moving bridge telegraph lever to stop position)
Menu: Displays 6 sub menus accessed by ‘S’ function keys.
Status list: Displays critical engine condition and limits.
Maintenance: Displays date/time, lamp test facility, display controls etc.
Dimmer: Adjust display brightness.
Edit, Esc, Ent.: For changing parameters.
Arrow keys: Moving cursor around display positions.
Cancel limits: Overrides limitations, acceleration and deceleration set points.
Order adjust: Automatic bridge mode only, for fine setting of engine speed.
RPM limit: Automatic bridge mode only, ECR activated function to limit available RPM.
Alarm ackn. Optical alarm acknowledgment.
Stop horn Audible acknowledgment.
Alarm list: Displays every current alarm state, with new alarms at the top of the list.
Draft Issue 1 2.1.2 Main Engine Manoeuvring Control Page 2


Main Engine Indication panel
The indication panel in the ECR consists of warning lights, push buttons and a manual/auto selector switch.
The lights indicate control modes, engine direction, turning gear position, engine direction and start
valve/air/blocking status. There are also illuminated pushbuttons for control of the auxiliary blowers.
The auxiliary blower stop/start facility is only available when the main engine control is in manual. A warning
light is fitted to indicate when the auxiliary blowers are not in automatic mode, if the blowers are OFF, main
engine start is not possible. The manual/auto selector switch controls the operating mode of the blowers.
The indication light START VALVE IN SERVICE means that starting the main engine is now possible. There
is also a warning light and alarm for engine direction. If the engine direction is opposite to the ordered
direction in manual and local modes, this alarm is activated.
There is a pushbutton for the main engine slow turn facility. Activation of this pushbutton carries out the slow
turning procedure.
The pushbutton CANCEL LIMITER cancels Woodward scavenging air limitation (manual control of the
Woodward governor only). This would provide a faster run up time for the main engine in case of emergency,
therefore this button is protected by a cover to guard against accidental operation.
The pushbutton marked SUPPLY indicates the status of the supply voltage and also functions as a lamp test
facility.
Propulsion control cabinet (PCC)
The propulsion control cabinet has no user accessible functions. These cabinets house the electronic modules
that make up the system. These include the interface extension modules, central memory, speed relay module,
input/output and control modules, relays and interconnections for the serial bus which links the various
systems. The EGS2000 electronic governor directly connects to the speed relay module, the DZM 401, which
is the central module in the DMS system containing the process control software.
The electronic governor system (EGS2000)
The electronic governor system consists of two main parts:

a) The electronic governor
b) The electrical actuator
The electronic components are housed in the governor cabinet in the ECR. It is connected to the propulsion
control cabinet where the DMS dictates the RPM setpoint. The governor sends the electronic signal to the
electrical actuator which moves the fuel rack accordingly.
Control and operating modes
There are different operating modes to operate the propulsion plant:

Automatic control from the bridge
Manual control from the ECR
Manual control from the local control station (emergency control)
Automatic control from the ECR


The operating modes are changed from:
The local control station: NORMAL or REMOTE
The ECR: ECR-MANUAL or BRIDGE-AUTO or ECR-AUTO
The DMS only has control when in BRIDGE-AUTO mode.
Change of control modes
The local control station is the operating station with the highest priority.
Changeover from LOCAL to REMOTE is carried out by means of a manually operated pneumatic valve at the
main engine local control position.
Changeover from MANUAL REMOTE to AUTOMATIC is normally carried from the ECR console. Pressure
switches in the main engine pneumatic system provide feedback of the control mode status.
The control mode changes immediately on operation of the selector switch. The selected operating station
cannot ignore its selection. Any change in control mode is shown on the bridge and ECR panels which will
alarm at any change.
The change from MANUAL ECR to BRIDGE CONTROL can be initiated from either location. The
BRIDGE CONTROL button has to be pressed at the bridge or ECR control panels. The yellow LEDs in the
bridge control buttons, at the bridge and ECR, will flash and an alarm will sound at the control panels.
The request is then acknowledged by pressing the bridge control button:

At the bridge panel, if the request came from the ECR
At the ECR panel, if the request came from the bridge
Pressing the bridge control button again before an acknowledgement cancels the request. Following a
successful acknowledgement the LEDs now flash green in colour.
The manually operated MANUAL to AUTOMATIC BRIDGE valve in the ECR is now switched to the bridge
and the flashing green LEDs turn to a steady green light. The display text shows AUTOMATIC BRIDGE.
If a changeover is requested without prior request, the bridge control button LEDs flash yellow turning steady
green when acknowledged.
The main engine is generally operated by the engine order telegraph unit on the bridge central console. If
either bridge wing is selected for control, the wing controller remotely moves the central controller by a
Selsyn ‘electric shaft’ arrangement. This central controller sends the signal to the DMS for processing.
Change of control mode restrictions
Any DMS equipment malfunction which affects any control mode changeover will result in the alarm
CONTROL SELECT. FAULT and a change will not be accepted.
If the main engine is stopped but the telegraph/control lever is not in the stop position, the text display shows
the request message PUT BRIDGE TELEG. TO STOP. No control mode changes are possible until this
request is fulfilled.
If the main engine is running but the telegraph/control lever is put in the opposite direction, the text display
shows the request message BRIDGE TELEG. WRONG WAY. The lever must be moved to stop or TO the
correct direction. No control mode changes are possible until this request is fulfilled.


Before changing over control modes the ECR and bridge control levers must be matched or a rough change of
engine speed will occur. The set points must be the same value, ie: a LEVER MATCH. When a lever match is
completed, the the changeover from AUTOMATIC BRIDGE to MANUAL ECR is carried out with the manual
two position valve in the ECR.
Emergency control
The selection of EMERGENCY CONTROL is always done directly without any previous request. The change
over from REMOTE to LOCAL is by means of a manually operated pneumatic valve at the engine. The valve
is installed at the main engine local control station.
The selection of EMERGENCY CONTROL switches off the previous selected control mode AUTOMATIC
BRIDGE and MANUAL ECR respectively because of the two-position valve in the ECR.
There are two different methods of indication and acknowledgement following the changeover to
EMERGENCY CONTROL :
Change-over from Automatic Bridge to Emergency Control
The LEDs set within the EMERG. CTRL. buttons in the bridge and ECR panels flash yellow to indicate the
change of control mode. Additionally the change of control mode is audibly signalled at the bridge panel. The
display shows the text EMERG. CONTROL.
To acknowledge the selection of emergency control, the button EMERG. CTRL. on the bridge panel has to be
pressed. Following the acknowledgement, the LEDs implemented in the buttons EMERG. CTRL in both
panels turn to steady green to indicate the new control mode.
Changeover from Manual ECR to Emergency Control
The LED set within the EMERG. CTRL. button in the bridge panel turns to steady green to indicate the new
control mode. The LED within the EMERG. CTRL. button in the ECR panel flashes yellow to indicate the
change of control mode. Additionally, the change of control mode is audibly signalled at the ECR panel. The
display in both panels show the text EMERG. CONTROL .
To acknowledge the selection of emergency control, the button EMERG. CTRL. on the ECR panel has to be
pressed. Following the acknowledgement, the LED in the button EMERG. CTRL in the ECR panel turns to
steady green to indicate the new control mode.
Operating Modes
The DMS has 3 different operating modes. Selection is from the bridge operating panel:
Sea Mode
The engine is able to accelerate through all speed ranges up to the end of the upper sea range.
Manoeuvring Mode
The engine is only able to accelerate through all speed ranges up to the end of the upper manoeuvring
range, if the lever is set to full ahead.
Modes under CANCEL LIMITS operation
All limits are overridden, acceleration and deceleration set points are changed to faster values.
CANCEL LIMITS should only be used for emergency manoeuvring.


Ranges
Acceleration and deceleration ramps are preset into the DMS to ensure the most efficient operation of the
main engine. The total range between minimum and rated range is divided into four individual ranges:
a) Lower manoeuvring range approx. 25 - 65% load 40 - 60 seconds
b) Upper manoeuvring range approx. 65 - 75% load 60 seconds
c) Lower sea range approx. 75 - 90% load 10 minutes
d) Upper sea range approx. 90 - 100% load 30 - 60 minutes
The astern speed has only one range which has an adjustable upper limit.
More detailed information is available in the manufacturer’s DMS2100 user manual.
Barred Ranges
Due to certain physical principles, rotary oscillation occurs at specific speeds inside the main engine’s range.
DMS takes these speeds into account and if selected, will automatically convert the request to the nearest
‘safe’ position.
(Note !: The speed setpoint is not adjustable within a barred range.)
Limitations
The DPS system, under certain fault conditions, may request a slow down of the main engine. This is achieved
via the serial interface to the DMS system. The limitation will remain active until manually reset.
In bad weather conditions, if the main engine speed reaches 105% three times in less than two minutes, the
speed setpoint will be limited to 85%. The limitation will remain active until manually reset.
There is also a manual limitation function available only from the ECR panel. The pushbutton RPM LIMIT
will give access to a menu where the measuring value (the speed), can be adjusted.
System supervision and fault indication
The total hardware of the DMS, as well as the peripheral components, are constantly monitored by the DMS,
and because of this, it is possible to avoid dangerous situations and damage to the main engine. The
telegraphs, speed sensing circuits, electronic governor, solenoid valves, internal analogue/digital and
digital/analogue converters and the computer cycle (watch dog) are all monitored.
If a fault becomes apparent it will be sensed by the DMS, the result of this is an audible and optical alarm
indication. They are indicated at the operating panels on the Bridge and ECR. The alarms are also routed as
individual alarms via the serial interface or as common alarms via contact interface to the alarm, monitoring
and control system (UMS/UCS).
An optical alarm is always indicated at the Bridge and in the ECR. An audible alarm is only indicated at the
station in control. Optical acknowledgement can be done only from the ECR.
According to the rules of the classification societies, the system has, in the case of a control system fault, to
maintain (freeze) the momentary operating condition. Therefore, in a frozen condition, the operator has to
transfer control mode to a MANUAL mode. This is the only mode in which a reset can be performed.
The only exception to this is in the case of a bridge or ECR telegraph potentiometer fault, whereby the system
will change over from the faulty station to the functional station and remain in automatic mode at that station.


System parameters and Passwords
On pressing the S3 key, the parameter list is displayed. By operating the cursor keys the number of the
parameter required can be raised or lowered. The parameters to be displayed can also be accessed by numerical
setting of the number by first entering ‘0’. Pressing ENTER then displays the required parameter.
To release a selected parameter for resetting, the EDIT key must be pressed and then,s according to it’s
security level, the adjustment is released or the password is requested.
Parameters are blocked for unauthorised personnel. with three password levels protecting the system:
The service password
The expert password
The User password
The SERVICE PASSWORD is required for changing critical parameter values such as engine speed. The
service password releases the parameters for the USER and EXPERT passwords, as such this password should
only be known by the commissioning personnel.
The EXPERT PASSWORD is required for changing critical parameter values. The expert password releases
the parameters to the USER password.
The USER PASSWORD is required to change non-critical parameter values
To complete the password input, the password must be followed up with ENTER. Passwords must always be
four digits.
After accessing the required parameter by password entry, the EDIT key must be pressed again. There are two
ways to change values:
a) By operating the up/down cursor keys the value of the parameter can be increased or decreased.
b) By numerical setting of the value by first entering ‘0’.
Pressing ENTER completes the operation.
CAUTION !
As the program uses RAM for its set values, the entered value takes immediate effect. Therefore changes
should only be made on a stopped engine or if on a running engine, the values should be made step by
step in small increments to avoid greatly affecting the running of the engine.
PARAMETER CHANGES MAY ONLY BE CARRIED OUT BY AUTHORISED PERSONNEL


Simulation mode
This mode is used to test signals to the start valve, reversing valve, start air distributor and electronic governor.
The overspeed may also be tested using this facility.
The following conditions have to be fulfiled for the selection of simulation mode
Engine at standstill
Main start valve blocked
Start air distributor blocked
Control mode in AUTOMATIC BRIDGE
Access is by activation of the menu key then S4, followed by S1 for simulation mode.
To simulate the engine running the telegraph must be moved ahead or astern. The simulated speed,
acceleration and deceleration correspond to the normal orders. Ass the engine is not actually running several
other alarms will appear such as start failure, reversing failure etc.
Main Engine Automatic Start Sequence

Automatic mode selected, control lever in stop position
System checks: no start interlocks, no active relevant alarms, auxiliary blowers in auto, voltage on
Control lever moves to ahead direction, speed value initiated
Reverse sequence activated (see section: reversing of the main engine), ahead valve energised
If more than 30 minutes since last start, DMS initiates a slow turn, if not DMS activates start
On completion of slow turn all injection pumps moved to ahead or astern position, engine starts
Governor stop signal is de-energised as start valve energises. Stop valve remains energised
On reaching ignition speed the stop and start valves are de-energised, Fuel injected
Main air start valve de-energised one second after fuel injection, engine accelerates to required speed
If the engine fails to start or complete a slow turn the control lever must be moved back to zero to reset the
system before another start attempt is made.
(Note ! The reversing function always takes place prior to start regardless of ordered direction.)
The following conditions will cause a start interlock to block the starting of the main engine:
Control air pressure low
Line break of valves
Speed sensing system fault
Emergency stop/shutdown condition
Loss of automatic, manual or sensor supply
Blocked actuator
Electronic governor fault
Serial interface to governor lost
Start air pressure low


Start valve closed/not open
Start air distributor blocked
Input start blocked (auxiliary blowers)
Turning gear engaged
Emergency control is engaged
‘Control air pressure low’ and ‘Start air pressure low’ may be overridden by operation of the CANCEL
LIMITS pushbutton. ‘Start air pressure low’ can only be overridden when in bridge automatic mode.
A start interlock is alarmed and indicated on the bridge and ECR operating panels.
Three start attempts are possible. If a failure occurs during the starting sequence the following measures are
activated:
If no engine rotation is sensed within the maximum starting time, the start air valve is de-
energised and the START FAILURE alarm is activated.
If the engine starts to crank but does not reach ignition speed or falls below the ignition speed,the
REPEATED START alarm is activated. If a further two starts also fail then the alarm START
FAILURE is activated.
If the engine exceeds ignition speed but stops within 20 seconds a further start takes place,up to a
maximum of 3 attempts. If the engine stops outside this 20 second time, the alarm ENGINE
STOPPED is activated.
At the second and third start attempts, or in the case of a CANCEL LIMITS start operation, the ignition speed
is increased to enable a longer duration of applied starting air. The DMS also cancels the governor’s normal
start fuel limitations during these attempts.
Slow Turning
The slow turning is carried out automatically when the engine has been stood still for 30 minutes or more.
When a slow turn is requested, the engine must then complete one and a half turns within 30 seconds.
The DMS system counts the number of flywheel teeth passing the speed sensors to determine the number of
revolutions achieved during this time. If the engine fails to achieve this, the ‘slow turn failure’ alarm is
activated. In this case the control lever must be reset to zero and another start attempt made.
The slow turn procedure may be omitted, if a quick start is required, by pressing the CANCEL LIMITS button
on the operating panel.
Reversing of the Main Engine
Depending on the requested direction of the main engine and also before carrying out a slow turn or engine
start, the DMS controls the positioning of the reversing mechanism for the start air distributor as well as the
fuel pumps by energising the respective directional solenoid valve (even if they are still in the correct direction
from previous manoeuvre).
One symmetrical cam for each fuel pump is mounted on the camshaft. Selection of injection point, ahead or
astern, is achieved by moving the fuel pump roller guide relative to the cam axis by a pneumatic cylinder.


Each fuel pump has its own reversing mechanism including a pneumatic cylinder, however the power of the
cylinder is not powerful enough to reverse the roller guides at standstill, they can only support the movement.
The roller guides will change their position during the start sequence because of the camshaft rotation, so it
follows the engine has to be started without respect to the reversing mechanism position.
The roller guides mechanically maintain their position and the solenoid valves are de-energised at the end of
the start settling time.
Restarting an Engine Already Turning in the Correct Direction
If the engine is already turning in the required direction, due to drag acting on the propeller, the speed is above
ignition speed and the control lever is moved in that direction, DMS will de-energise the stop valve and the
governor stop signal. This will enable the fuel supply to the engine.
If the drag effect is too low and the engine speed is below ignition speed and the control lever is moved in that
direction, DMS will initiate a normal automatic start.
Restarting an Engine Turning in the Wrong Direction
If a start is requested in the opposite direction to that which the engine is already turning, a normal stop is
carried out by energising the stop valve. After passing through the ‘Brake air level’ the reversing sequence is
initiated. The engine is retarded automatically and subsequently restarted in the reverse direction.
Stopping the main Engine
A normal stop comprises of moving the control lever to zero. This will cause the DMS to energise the stop
solenoid valve (a pneumatic stop signal to the fuel pump puncture valves) and set the engine governor to stop.
There are also a number of ‘hard stops’. These are hard wired emergency stop pushbuttons which stop the
engine directly via the DPS engine safety system. The DMS via serial interface also stops the engine using the
DMS normal stop methods. After an emergency stop the engine can only be restarted by moving the main
control lever to the stop position in order to reset the system.
Telegraph Order Printer TOP2100
The TOP2100 is a subsystem of the DMS system. Internal calculations from the DMS and the DPS systems
are transmitted to the printer module and output to the telegraph order printer.
There are parameters to control the information output to the printer within DMS and a printer test facility in
the MAINTENANCE menu within DMS
The following items are recorded from the DMS:

Date and time
Bridge, ECR and emergency telegraph orders
Engine speed
Control mode
Subtelegraph orders
Limitations
Cancel limits/cancel limits (wings)
RPM load program


‘Frozen’ conditions
Electronic governor fault
Electric shaft or telegraph fault
Serial interface to governor lost fault
The following items are recorded from the DMS:

Automatic slowdown
Automatic shutdown
Emergency stop with position of activation
Cancel slowdown (slowdown override activated)
Cancel shutdown (slowdown override activated)
Common abbreviations used on the printer:
OBR: Order bridge
REC: Response Engine Room telegraph
OBL: Order bridge with limitations
ACT: Actual speed
DPS 2100 Engine Safety System
The DPS 2100 operates in parallel with the DMS system but monitors, controls and protects the main engine
independently from the DMS system.
The system protects the engine from inadmissible operating states, in that an alarm is not created until one of
its limits is exceeded. All limits are set to values that in no way endanger the engine. Any limits exceeded are
optically and audibly indicated in the ECR. Specific limits such as low lub oil pressure, high H.T. water
temperature are additionally protected by shutdown and slowdown facilities.
The system consists of an SEM interface extension module, speed relay DZM module (DPS limit values, delay
times and actions/consequences are stored in software within the DZM module), input/output modules (all
mounted within the propulsion control cabinets) and illuminated emergency stops mounted on bridge wings,
bridge, ECR and engine local control station.
The emergency stops are wired with two circuits. One is wired directly to the stop solenoid on the engine. The
other is wired to the electronic modules as an input and the stop solenoid as an output. This provides the
correct alarms and printout etc. The location of the emergency stop activated will also be displayed.
The operator’s panel is mounted in the ECR
Operator panel functions

Alarm light: Illuminated if a set value is exceeded.
Fault light: Illuminated if an internal hardware or interface failure occurs.
Key Functions
Alarm list: Displays every current alarm state, new alarms at the top of the list.
Alarm ackn.: Optical alarm acknowledgment.


Stop horn: Audible acknowledgment.
Maintenance: Displays date/time, lamp test facility, display controls etc.
Dimmer: Adjust display brightness.
Menu: Displays 3 sub menus accessed by the ‘S’ function keys.
Slowd. active: Indicates activation of automatic slowdown.
Slowd. cancel: Pressing key cancels slowdown signal, pressing again reactivates slowdown.
Slowd. reset: Resets system when slowdown condition removed, speed returns to normal.
Shutd. active: Indicates an automatic shutdown signal activated.
Shutd. cancel: Cancels shutdown signal, until key pressed again.
The DPS system receives its engine speed signal from two proximity switches mounted close to the flywheel.
These switches count the flywheel teeth passing by and input the signal to the DZM module. This module
calculates the engine speed for indication and protection functions etc. The two sensors enable cross-
monitoring, plausibility and redundancy in case of breakdown.
The DPS provides the following functions:

Slowdown
Shutdown
Slowdown with subsequent shutdown
The inputs on the central module DZM 401/402 for the speed measurement from the proximity switches are
fixed. Also the outputs for speed indication and emergency stop on overspeed are also sfixed. The inputs on
the IOM 402 modules are freely configurable for slowdown and shutdown via parameters. On occurance of a
Slowdown or a Shutdown criterion, the particular function becomes active, taking the parameter setting for the
input into account.
Operation and indication are effected via the Operating Panel in the ECR with illuminated pushbuttons and
LED displays in the engine room. The optical alarms as well as system conditions are simultaneously
displayed at all places of indication (bridge, ECR, engine room ). The audible alarms are given only at the
place of indication from which the ship is operated (e.g. operation from the bridge). This also applies to the
acknowledgement of alarm signals as well as to control functions ‘Cancel’ and ‘Reset’.
Automatic Slowdown
The automatic slowdown serves to relieve stress on the engine by reducing speed .
Delayed Slowdown
If a slowdown criterion occurs then a pre-alarm is activated immediately. On activation, the optical and
audible alarms sound and the delay time starts to count down to actual slowdown. This countdown time and
the cause of the slowdown (eg: cam shaft lub oil press. low) are displayed on the operating panel. The delay
time is adjustable via parameters. After expiry of the slowdown time the slowdown signal is transmitted to the
DMS system.
If the fault, which activated the slowdown, clears during the countdown time, the slowdown is cancelled.


In the case of an emergency, the Slowdown can be overridden by activation of the SLOWD. CANCEL button.
Specific faults can exclude or include the slowdown cancel facility (available via parameters).
On clearing the fault which caused the slowdown, the system can be reset by moving the telegraph lever below
the slowdown speed and activating the SLOWD. RESET button.
Automatic Shutdown
In case of an automatic shutdown the engine is stopped immediately. The signal acts directly on the shutdown
system of the main engine.
Delayed Shutdown
If a shutdown criterion occurs a pre-alarm is activated. On activation the optical and audible alarms sound and
the delay time starts to count down to actual shutdown. This countdown time and the cause of the shutdown
(eg: Lub oil pressure low) are displayed on the operating panels.The delay time for the pre-alarm can be
adjusted via parameters.
The horn signal is reset on the Operating Panel by actuating the stop horn key, optical acknowledgement is
possible in the alarm list only. By actuating the key for alarm acknowledgement the alarm is optically
acknowledged and the ALARM LED changes to a steady light. After expiry of the shutdown delay time, the
shutdown process is started and optically indicated on the bridge panel, on the ECR panel and in the engine
room.
Restart of the engine is now only possible after elimination of the the fault causing the shutdown and must be
reset by moving the telegraph lever to stop and activation of the RESET SHUTDOWN button.
If the fault which activated the shutdown clears during the countdown time, the shutdown is cancelled. The
display will continue to indicate an unacknowledged alarm.
In the case of an emergency, the shutdown can be overridden by activation of the SHUTD. CANCEL button.
Specific faults can exclude or include the shutdown cancel facility (available via parameters). If this button is
activated after the engine has stopped, a shutdown reset is necessary. If the button is activated during the
countdown time the engine will keep running.
On clearing the fault which caused the shutdown, the system can be reset by moving the telegraph lever to
STOP and activating the SHUTD. RESET button. This also applies to an emergency stop push button activated
shutdown.
Automatic slowdown followed by shutdown
The functional sequences for a slowdown followed by a shutdown are practically identical to the procedures
described above (selection and adjustment available through parameters). The only difference being that one
follows another.
Alarm Indication and acknowledgement
The alarms are divided into two groups:

Engine faults - leading to a slowdown or shutdown
System faults - monitoring equipment/module failure, line breaks etc


All alarms are indicated audibly as a common alarm at:
Bridge
ECR
Engine room space
All alarms are indicated optically as a common alarm at:

Bridge, via DMS panel
ECR, alarm on DPS panel
Engine room space, at LED indicators
All locations with UCS/UMS general operator stations and basic alarm panels
All alarms are indicated optically as a single alarm at:

Bridge, via DMS and alarm list
ECR, via display and alarm list
All locations with UCS/UMS general operator stations and basic alarm panels
Parameters, Suppressions and Operating Values
To display parameters, suppressions and operating values , first press the MENU key.
This will indicate a sub menu, selection is by keys S1 to S3:

S1: This key opens a list of inputs to the DPS and allows each one to be switched on or off
S2: This key displays actual operating values
S3: This key opens the parameter list, as recorded in the central DZM module, for display or changes
To leave a menu or sub menu the ESC key must be pressed.
Adjustment of System parameters and Passwords
On pressing the S3 key, the parameter list is displayed. By operating the cursor keys the number of the
parameter required can be increased or decreased. The parameters to be displayed can also be accessed by
numerical setting of the number by first entering ‘0’. Pressing ENTER then displays the required parameter.
To release a selected parameter for resetting the EDIT key must be pressed and then according to its security
level, the adjustment is released or the password is requested.
Parameters are blocked for unauthorised personnel by principle. Three password levels protect the system. The
parameters for the EXPERT PASSWORD and USER PASSWORD are hidden, the display showing the
immediate parameters above or below.
The SERVICE PASSWORD is required for changing critical parameter values such as engine speed. The
service password releases the parameters for the USER and EXPERT passwords. This password should only
be known by the commissioning personnel.
The EXPERT PASSWORD is required for changing critical parameter values. The expert password releases
the parameters to the USER password.


The USER PASSWORD is required to change non-critical parameter values
To complete the password input the password must be followed up with ENTER. Passwords must always be
four digits.
After accessing the required parameter, after password entry, the EDIT key must be pressed again. Tshere are
two ways to change the actual values:
a) By operating the up/down cursor keys the value of the parameter can be increased or decreased.
b) By numerical setting of the value by first entering ‘0’.
Pressing ENTER completes the operation.
As the old stored parameter value is continuously on display during this operation, the operator is kept aware
of the adjustment/change required
Pressing ESC completes the parameter adjustment session. All new parameters are now stored in the system
EEPROM. If the session is not terminated with the ESC key, the system will do this automatically after a timed
period.
Suppressions
The operator has the option to suppress shutdown and slowdown activation by individual sensor inputs, except
emergency stop pushbuttons, with this facility.
If suppressed however, the input will still activate an alarm at the operating panel.
The suppression list is available after pressing the MENU key followed by the S1 key. By pressing the
up/down cursor keys the operator can view the sensor inputs one after another.
When the required sensor appears on line two of the display, the operator can suppress the slowdown or
shutdown activation by pressing the S1 key. Alternatively, the slowdown or shutdown activation can be re-
enabled by pressing the S2 key. These suppressed or enabled states are stored in the system EEPROM. There is
a suppression count table shown in the display showing the amount of sensors currently suppressed.
Operating Values
The operating value list is available after pressing the MENU key followed by the S2 key. By pressing the
up/down cursor keys the operator can view the inputs one after another.
For example the overspeed setting 82.9 RPM will be shown here.
Speed indication
As well as the speed indication at the ECR operating panel the system provides two +/- 10V analogue outputs
for external speed indication.
One is connected to the DPS and feeds three outputs providing speed indication at various points around the
ship. If this source fails, the watchdog within the DPS will switch the three outputs to the signal available from
the DMS, fed by the other signal. This system provides a high degree of redundancy and availability. Negative
values at the displays indicate astern running.


Speed indication is available at the following locations:
ECR console
Engine local control console
Bridge console and front bulkhead
Port and starboard wings, port and starboard wing consoles
Chief Engineer office
At DZM speed module (within PCC cabinet)
DPS System Engine Slowdowns

Cylinder cooling fresh water pressure low
Piston coolant no-flow
Oil mist in crankcase
Cylinder exhaust gas high temperature
Cylinder cooling fresh water high temperature
Cylinder lube oil no-flow
Scavenge air box fire
Stern tube bearing high temperature
DPS System Engine Shutdowns

Engine lube oil pressure
Overspeed
Camshaft lube oil pressure
Thrust bearing/pad temperature high
Emergency stop pushbuttons
EGS2000 Electronic Governor
The electronic governor is serial connected to the DMS system and also to the DPS system. The basic task of
the EGS system is to regulate the speed of the main engine by translating the speed signal given by the
operator into movement of the engine fuel rack.
The EGS2000 system consists of the following components:
Power unit: Contains the electronic units to convert speed signals to actual movement
and the Lyngso Marine ‘STELLA GAMMA’ monitoring computer.
Control unit: Located in the ECR console, the operator interface.
Actuator: The electro-mechanical device to convert demand signals to fuel rack

movement.
Tacho sensor The proximity switches sensing flywheel speed.
Scavenging air sensor: A sensor to monitor the air pressure and therefore engine output power.
This allows the system to restrict power to avoid low air to fuel ratios.


The governor actuator consists of the actuator position control loop and the actuator itself. The power for the
actuator motor comes from a power supply unit within the power unit cabinet. The actuator consists of a motor
and gearbox with a brake, tacho-generator and position transmitter. It uses very large mechanical forces and
the brake is a safety feature. If the supply fails, the brake is engaged immediately, blocking the actuator in its
position and activating an alarm.
Using the position transmitter and the tacho generator, the actuator can move quickly and precisely to the
required position, without overshoot. The actuator has its own limit switches which will stop the actuator at its
extreme limits regardless of any further signals.
The scavenge air limit function ensures the correct amount of fuel is provided according to the amount of
scavenge air available. This is especially important during acceleration when the slow turbocharger speed
means there is not normally enough air available to burn all the injected fuel. This may lead to poor
combustion and pollution. Restricting the fuel index during these times alleviates this problem.
When a start or stop order is given to the DPS system the governor controls the index. For a start request the
governor moves the actuator to a pre-determined position to ensure the correct ratios for run up. On receiving a
shutdown signal the EGS2000 immediately moves the actuator to the zero position.
The governor computer contains load curves/ramps for the correct loading of the main engine. These curves
are kept in the engine limits curve software module within the Gamma computer.
The EGS2000 is completely self-monitoring and will activate external alarms via the UCS/UMS system for all
internal and external equipment failures. The system even includes a monitor within the EGS2000 to monitor
the operation of the computer hardware.
Modes of Operation
The EGS2000 has four modes of normal operation:

Auto select: Auto selects RPM mode or power mode depending on running conditions
RPM mode: Keeps RPM constant
Power mode: Keeps power constant
Index mode: Fixed position of fuel rack
Auto select leaves the choice of operation to the computer. This mode is dependent on prevailing weather
conditions. Rough weather will normally be POWER mode and calm weather will normally be RPM mode.
The RPM mode is a fast mode of operation which will adjust the fuel rack to keep the engine at constant rpm.
Optimal fuel consumption and wear of the mechanism are given low priority in this mode.
The POWER mode controls fuel rack movement in response to shaft speed variations, so the power delivered
remains constant. This mode minimises fluctuations in thermal loading and is the most fuel efficient mode.
Full protection of the engine is offered and shaft speed will only vary up to preset limits.
INDEX mode maintains the fuel rack at a distinct position providing speed variations are within wide preset
limits. This mode is often used for engine measurements that require a fixed fuel rack position. This mode
cannot be automatically selected by the computer.
The EGS2000 also contains an automatic overload protection system (OPS). This uses torque measurements
from a torque measuring device to provide a limit to the rpm setpoint if a high torque reading is detected.
This facility is manually cancellable.


Operator Panel/key Functions
Blocked lamp: Indicates that the actuator is blocked due to failure.
Index max: Adjustment of manual limitation (then using cursor keys).
Load limit cancel: Cancel index limits.
Auto select: Automatic selection of modes by computer.
RPM: Selects RPM mode.
Power: Selects power mode.
Index: Selects power mode.
Test: Selects internal test procedure.
Alarm ackn.: Acknowledges system alarms.
Set up: Used for adjustments (privileged user level).
Menu: Displays sub menus to display alarm list and various measurements.
Diag: Used for diagnostics (privileged user level).
Data: For parameter adjustment.
Access: Allows entering of codes to access privileged levels.
The EGS2000 requires no periodical maintenance. The motor and gearbox have no serviceable items and are
built to a high standard that should last the lifetime of the vessel. However, there are a number of checks that
should be carried out two to three times a year.
They involve checking the tightness and cleanliness of all the links, connections and securing devices etc in
the complete system. Any backlash in the actuator and fuel pump linkages should be adjusted to keep the
backlash below 0.3mm.
During these checks the engine should be stopped with thes start blocked.
Further, more in depth details are available from the manufacturers manual.


2.1.3. Power Train
Shafting
The propellor is of a four bladed conventional design with an overall diameter of 9800mm.
The propellor shaft consists of two shafts. The intermediate shaft and the main propellor shaft which is mainly
within the stern tube.
The main shaft weighs 37.5 tonnes and has an overall diameter of 770mm with a 1/20 taper for locking the
propellor boss. The intermediate shaft weighs 26.65 tonnes and has an overall diameter of 630mm.
The propeller shaft transmits the axial thrust from the propeller to the ship by means of the thrust bearing
located in the aftermost part of the engine bedplate.The crankshaft is provided with a thrust collar to transmit
the thrust to a number of segments mounted in a thrust shoe on either side of the thrust collar. The thrust shoes
rest on surfaces in the thrust bearing housing which is held in place by crossbars. The segments have white
metal cast on the wearing faces.
The thrust bearing is lubricated from the pressure lubrication system of the engine and is equipped with control
and alarm monitoring equipment.
There is one intermediate shaft pedestal bearing which is of the cast iron lined type with white metal and
forced lubrication.
The shaft and engine are fitted with turning gear. The driving motor and gearbox are fixed to the engine
bedplate and drive a geared wheel which can be engaged, using a handwheel, with the engine’s flywheel.
The shaft is fitted with an earthing device located aft of the intermediate shaft bearing. This earthing device is
described in detail in section 2.13.8. The shaft is also fitted with torque measuring equipment mounted
immediately forward of the intermediate shaft bearing.
Stern Tube
The stern tube is of a conventional design with its own lubricating oil system consisting of an air cooled
lubricating oil cooler, filter and two circulating pumps with automatic changeover facility. This system is
described in detail in section 2.8.2.
Seal System
Seals
Make: Kobelco
Forward Type: CX850 compact seal
Aft Type: DX850 compact seal
Seal Bushes
Make: Railko
Forward Type: CY 160L/S
Aft Type: WA 80H
The aft stern tube seal has a ‘brozen’ casing with a chrome steel liner. The forward seal has a cast iron casing
with a chrome steel liner.
2.1.3 Power train Page 1 Draft Issue 1


The aft seal unit consists of four ‘Viton’ sealing rings and a single synthetic rubber ‘netstopper’ ring. There is
a net protector and cutter/rope guard immediately aft of the aft seal. There is also a single synthetic rubber
seal between the seal liner and the propellor shaft.
The aft seal is fitted with a wear down gauge accessible via slot holes in the aft seal cover. The aft seal also
has eight sets of sacrificial anodes fitted. These anodes are fitted to the heads of the bolts securing the
propellor boss to the aft seal liner. The anodes must be inspected and replaced, if necessary, every dry
dock/refit. The anodes can be inspected via the slot holes for the weardown gauge openings.
The forward seal consists of two ‘Viton’ sealing rings.
The stern tube is served with oil from the high and low aft stern tube seal tanks which are fitted with high and
low oil level alarm float switches. The forward and aft seals are also fitted with temperature monitoring
sensors. The oil system is also fitted with a flow monitor which will raise an alarm in the case of non-flow of
circulating oil.
Draft Issue 1 2.1.3 Power Train Page 2

Illustration 2.2.1a Boiler

STEAM GAS
OUTLET OUTLET
BURNER
MANHOLE AIR
(FRONT) INLET
STEAM DRUM
N.W.L.
SOOT BLOWER REAR (FRONT)

ROOF HEADER
ROOF WALL
TUBE
DOWN COMER
SCREEN WALL
TUBE
REAR BANK
TUBE
SIDE AND FLOOR
WALL TUBE
BAFFLE
PLATE OBSERVATION HOLE
(FRONT)
SOOT BLOWER
ACCESS DOOR
(FRONT)
GAS OUTLET
SIDE WALL TUBE REAR (FRONT)
WALL TUBE
ACCESS DOOR
(FRONT)
REAR (FRONT)
BOTTOM HEADER
WATER WASHING
BLOW PIPE
WATER WATER WASHING

DRUM BLOW PIPE
Boiler

2.2 Boilers and Steam Systems
2.2.1 General Description
The steam generating plant consists of one auxiliary boiler and one exhaust gas economiser. The steam
demand of the plant in port is served by the boiler. At sea, steam demand is met by circulating boiler water
from the boiler, through the exhaust gas economiser, by one of the boiler water circulating pumps. The boiler
acts as a receiver for the steam generated by the economiser. The economiser is arranged in the funnel to take
waste heat from the main engine exhaust. The boiler may be required at sea in low temperature areas and when
operating under reduced power operation of the main engine, such as during manoeuvring or slow steaming on
passage. Cargo and tank cleaning operations at sea will also require the boiler to supplement the steam supply.
Boiler
No.of sets: 1
Maker: Mitsubishi Heavy Industries Ltd
Model: MAC-90B
Type: Oil fired vertical water tube marine boiler
Evaporation: 90,000 kg/h
Steam Condition: 16 kg/cm2 saturated steam.
Fuel Oil: H.F.O up to 700 cSt at 50ºC
Safety Valve Setting: 18 kg/cm2
Fuel Oil Consumption: 6535 kg/h at 100% evaporation
Boiler Associated Equipment
Equipment Manufacturer
Combustion Control Mitsubishi Heavy Industries
Electronic/Air Operated
Feed Water Regulator Mitsubishi Heavy Industries

Electronic/Air Operated
Remote Water Level Gauge Yamatake Honeywell Co. Ltd

Electronic
Drum Level Safety System Yamatake Honeywell Co. Ltd

Electronic
Oil Burner Volcano Co. Ltd

Steam Jet Oil Burner
Sootblower Kikan Buhin Ltd

Rotary Type
Water Level Gauge Sawada Seisakusho Co. Ltd

Reflex Type
Safety Valve Fukui Seisakusho Co. Ltd

Full Bore Type
Chemical Dosing Unit I.T.I. Co Ltd

.
FD Fan Tong Yang Machinery & Eng.
2.2 Boilers and Steam Systems Page 1 Draft Issue 1


Description
General Construction
The boiler is of a two drum type construction, with one steam drum and one water drum and mainly consists
of the boiler proper, boiler casing, fuel firing equipment, mountings, fittings and other accessories.
The boiler structure is supported with water drum and water wall lower headers as a supporting basis. The
whole boiler construction is designed so as to be able to withstand the rolling and pitching of the ship. Careful
consideration is also given to the movement by thermal expansion of the boiler.
Combustion gas flows to the boiler in a return flow path and where necessary, manholes and peepholes are
provided for easy access and inspection.
Furnace
Closely spaced water wall tubes of 76.2mm outside diameter, are provided in the furnace side, roof (except for
burner opening), rear, and front wall, in order to increase the heat absorption in the furnace and to make it
strong enough to withstand vibration etc.
Situated at the top and bottom of the front and rear walls are water wall headers. Water enters the bottom
headers and rises to the top headers. As the water rises, it is heated to saturation temperature and begins
evaporating. This water-steam mixture is passed to the steam drum via the top headers.
One end of each top header is connected to the steam drum and one end of each bottom header is connected to
the water drum. The roof, side and bottom water wall tubes are directly connected to the water and steam
drums with no headers provided. The boiler is downward fired from the roof using a steam assisted pressure
jet burner.
Boiler Casing
The furnace of the boiler is made completely gas tight by the adoption of welded water wall construction. The
welded water wall construction is also adopted in the front and rear walls of the rear evaporating tube section
where tubes are exposed to the combustion gas.
Insulation is provided on the outer surface of the furnace water walls.
Insulation is applied to the outer surface of the water walls. The outermost surface of the furnace is covered
with a galvanised steel casing except for the furnace roof and floor.
Steam Drum and Fittings
The steam and water drums are fabricated using boiler steel plate of all welded construction.
The steam drum has a multi-perforated baffle plate covering the entire steam evaporation surface to prevent
the generation of water saturated steam. A steam separator is provided to completely remove the moisture.
These can be dismantled for removal.
The steam drum also has a feedwater internal pipe, chemical feed internal pipe, surface blow off internal pipe
and water sampling pipe.
Draft Issue 1 2.2.1 Boilers and Steam Systems Page 2


Operating Procedures
Procedure for Preparing the Boiler for Service
The following steps should be taken before attempting to flash up the boiler:
a) All foreign materials are to be removed from the internal pressure parts.
b) All gas side-heating surfaces are clean and all the refractory is in good condition.
c) The furnace bottom and the burner wind box are to be clean of oil and other debris.
d) Ensure that all personnel are clear and all manhole covers are securely tightened.
e) Inspect the safety valves and see that the gags have been removed and the easing levers are in
good condition.
f) Open the root valves for all instruments and controls connected to the boiler.
g) Open the vent valve of the steam drum.
h) Open all pressure gauge valves and check that all valves on the pressure gauge piping are open.
i) Check and close all blow-off valves and drain valves.
j) Fill the boiler until the water level appears 25 to 50 mm high in the gauge glasses. Allow for swell
in the level after firing.
k) Check the operation of gauge glasses and compare with remote reading instruments.
(Note ! Remote-reading instruments may not be accurate until steam is being generated).
Raising Pressure With No Steam Available From the Economiser

a) Set up the fuel system for diesel oil and circulate the fuel until all heavy fuel has been discharged
from the fuel lines.
b) Set burner for air atomizing, using an air pressure of 5kg/cm2 and fuel pressure of 3kg/cm2. Purge
furnace with forced draught fan for one minute with the vanes full open.
c) Reduce the windbox air pressure to between 10 and 20 mm water and close the recirculating
valve.
d) Light the burner and adjust air and fuel pressure to ensure stabilised combustion, using the
furnace observation port and smoke indicator.
e) When raising the pressure keep the burner firing for 5 minutes and out of service for 15 minutes
repeatedly at the lowest oil pressure (2.5kg/cm2) for one hour. Again repeatedly light and shut
down the burner to raise pressure as recommended, by the manufacturer. A guideline would be to
aim for 1kg/cm2 after 1.5 hours firing, 5kg/cm2 after 2 hours firing and 12 kg/cm2 after 2.5 hours
firing.
f) When the drum pressure has risen to about 2 kg/cm2, close the drum vent valve.
g) Drain and warm through all steam supply lines to the ancillary equipment before putting the
boiler on load.
2.2 Boilers and Steam Systems page 3 Draft Issue 1


h) Supply steam to F.O. tank. When the tank is of sufficient temperature to be pumped by the F.O.
pump, supply steam to the F.O. heater and prepare to change over from D.O to F.O. firing,
circulating F.O. as before. Then continue pressure raising.
i) At working pressure, switch to automatic operation.
Raising Pressure with Steam Available from Economiser
a) Start F. D. fan, open the inlet vanes and purge the furnace.
b) Start the F.O. burning pump and circulate oil through the heater and burner manifold, open the
recirculating valve and discharge the cold heavy oil in the line. (At normal sea going condition,
the boiler F.O. system will be continually circulating heated F.O).
c) Reduce the air pressure at the windbox to between 10 and 20 mm water gauge.
d) Close the recirculating valve.
e) Light the burner and adjust air and fuel pressure to ensure stabilised combustion, using the
furnace observation port and smoke indicator.
When raising the pressure, keep the burner firing for 5 minutes and out of service for 15 minutes repeatedly at
the lowest oil pressure (2.5kg/cm2) for one hour. Again, repeatedly light and shut down the burner to raise
pressure as recommended, by the manufacturer. A guideline would be to aim for 1kg/cm2 after 1.5 hrs firing,
5kg/cm2 after 2hrs firing and 12kg/cm2 after 2.5 hours firing.
f) When the drum pressure has risen to about 2 kg/cm2, close the drum vent valve.
g) Drain and warm through all steam supply lines to the ancillary equipment before putting the
boiler on load.
Shutting Down
a) Operate the sootblowers before shutting down the boiler whenever possible.
b) Shut down the burner.

c) Continue operation of the forced draught fan for a short while after shutting down, keeping an air
pressure of 150 mm water at burner inlet and purge the furnace of combustible gases.
d) Maintain the water level visible at about 50mm in the gauge glass.
e) Open the drum vent valve before the boiler reaches atmospheric pressure.
f) Change the fuel system to diesel oil and circulate back to the tank.
(If steam is available from the economiser, the boiler F.O. system should remain in use).
g) When fuel oil has been purged, shut down the fuel system.
After the boiler has been shut down for 4 hours the forced draught fan may be used to assist cooling down, but
to avoid damage to refractory allow the boiler to cool down under natural means if possible.
CAUTION !
Do not attempt to cool down the boiler by blowing down and then by filling with cold water.
Draft Issue 1 2.2.1 Boilers and Steam Systems page 4


Shutting Down in an Emergency
Water Level Low
Should the boiler trip, when the burner is in use, due to the low low alarm and with the subsequent trip of the
fuel oil supply, shut down the team stop valve, feed valve and forced draught fan after purging the furnace.
Never attempt to feed water until the boiler has cooled sufficiently.
Flame failure
In case of flame failure, close the oil inlet valve and reduce air pressure to prevent over cooling the furnace.
Purge the furnace before relighting the burner. Always use the pilot burner for ignition; never attempt to relight
the burner from the hot furnace refractory.
Putting the Boiler out of Service.
When putting a boiler out of service, the wet lay up method is preferable, as it requires less preparation and can
be quickly returned to service.
When the boiler is in the cooling down process, following shut down, inject into the drum appropriate
quantities of boiler chemicals, using the boiler chemical injection device. To ensure adequate protection of the
boiler follow the guidelines given by the chemical supplier.
When the pressure is approaching atmospheric pressure, open the steam drum air vent valve.
When the pressure is off the boiler, supply distilled water, until it issues from the vent valve, then close the
vent valve.
Put a hydrostatic pressure of 3.5 to 5 kg/cm2 on the boiler. Hold this pressure until the boiler has cooled to
ambient temperature. Bleed the boiler using the vent valve to be sure all the air is out. Maintain a hydrostatic
pressure of 2 to 3.5 kg/cm2 on the boiler.
Take a periodic boiler water sample and replenish any spent chemicals.
Before putting the boiler back into service, drain the boiler to the normal working level and return the chemical
content concentration to the normal level by blowing down.
Maintaining Boiler in Warm Condition
At sea the boiler is circulated through the waste heat economiser.
2.2 Boilers and Steam Systems page 5 Draft Issue 1

Combustion NO 1 NO 2
Illustration 2.2.2a Boiler Control System Air FO Auto
Boiler Control Panel Burn P Change
Fuel Oil ATM STM ATM STM

Fan Inlet Vane Low P Low P
Control Drive Alarm Trip
Aux. Boiler MASTER SMOKE
BOILER MODE FO FO
D.O. Ignition Pumps (kg/cm2)
Feed Low P Low P Trip Run
(30kg/h) Water (W) (W) 160 161
Tanker ECO Alarm Trip
Service Back-up Auto
Run FO
PI PI
IGS
Top Up
Repose High T
Stm'g Pilot
(W) (W) Alarm Pump
Up (G) (R) (G)
No.2 OD303 OF304 FO BNR
Cont Air Wind
Press Box T Low T Piston Valve
L-L High Stand
Feed Water By Alarm Abnor
IGN IGN
OD306 Control Valve PV SP
FO Air
PI PI Rate Rate
From D.O. Air Air
Service Tank No.1 OF305 Register Register
OD302 BOILER CONTROL
Source SD Press ATM ATM
FO
High Smoke STM V STM V
Rec
High
SD Press
Atomising BMS Controller Low FOV FOV
ZS Steam Pilot Burner
Oil Burner
From 6kg/cm2 BNR BNR
Steam System Purge V Purge V
Flame ABC Controller
ZS ZS Eye
DRUM LEVEL Pilot
From Boiler Base Burner BNR
F.O. Heaters
High
S B CYCLE SET
Atomising Key
ZS Steam IGN Flame IGN Flame
Low Validity Fail Fail Fail
(G) (R) Red Lamp
T-Over
From 6kg/cm2 2 (Alarm/trip)
Steam System No.2 Burner L-L
Trip
PV SP Green Lamp
ZS ZS Furnace
S B STM Purge BASE BNR NO 2 BNR
(Running)
From Boiler Inlet V
(G) (G)
F.O. Heaters ON ON White Lamp
Main Steam Fuel/Air Ratio (Condition)
Line NO 1 SB
Trip Run (R) OFF OFF
Steam Flow (W) (W)
IGS Use BNR Indication
Transmitter (W) Auto Lamp only
(W) BNR BNR
Auto Manu
FE FO
Push Switch
ON
Steam Pressure (Y) By-Pass Rec (W) With Lamp
SB
Feed Water Inlet Vane
Start Cont Valve Cont DR Cont BLR
ECR (W) Room Slide (W) Increase and
Fuel Oil Pressure SB Decrease
ABNOR FWP FDF
Switch
Air Flow Main 3 Main 2 Main 1 Aux 2 Aux 1 High Low Trip Speed
Abnor
Remote Water Level Indercation

Drain V
Boiler Local FWC AIR FLOW FO FLOW
Panel
Feed Water Level Control
Key (G) (G) (G)
(R) (R) (R)
Steam
Manu
Trip
Feed Water (W) M A (W) (W) M A (W) (W) M A (W)
HFO
MDO G: STM Flow ( x 90t/h ) BNR Draft ( x 500mmAq ) Burn P ( x20 kg/cm2 )
Boiler Control System R: valve (%) Valve (%) Valve (%)
Boiler Control System

2.2.2 Boiler Control Systems
Boiler Control System
The Boiler Control Panel provides operation, control and interlock devices required for the running of the
boiler. This control panel performs the automatic and manual operation of the boiler. (It gives an alarm to warn
the operator if an abnormality occurs during operation).
It stops the boiler in an emergency mode, by immediately shutting down the fuel oil supply to the boiler, if
such an abnormality should be too serious to continue running any longer.
Control Panels
Master Boiler Control Panel

This panel is situated in the E.C.R. It contains the system power supply unit, the controller for the burner
control and automatic process control plus various relay units. The ABC controller parameter reset button is
contained in this panel, whereby the working parameter will be reset to the final adjustment condition should it
be pressed.
Boiler Operation Panel

This indication panel is installed in the Engine Control Room. It contains the main control station, emergency
operation panel, indicators, pilot burner / fuel oil pump starter circuit and relays.
Boiler Gauge Board

This control panel is installed at the boiler side. It contains all the normal operational functions as the Boiler
Operation Panel in the E.C.R.
The following alarms are mounted on the control panel :

Control air pressure low
Wind box temperature high
Steam drum pressure high
Steam drum pressure low
Drum level high
Drum level low
Drum level low-low
ABC controller fault
Electric source fail
Sootblower trip
Sootblower abnormal
FD fan trip
Base Burner - ignition time excess / flame fail / ignition fail
No.2 burner - flame fail
Atomising steam - high pressure / low pressure
F.O. supply - high temperature / low temperature
Burner piston valve abnormal
Draft Issue 1 2.2.2 Boiler Control Systems Page 1


Burner Control system
This system controls the remote, manual and automatic operations of the burners in the roof of the boiler. The
unit contains a programmable sequence control, which operates the furnace purge, pilot burner and the
automatic operation of the burner piston valve. This is done by linking up with the boiler protective system and
the Automatic Combustion Control (A.C.C). In addition, it transmits the automatic adjustment commands of
combustion air quantity and fuel oil quantity to the A.C.C. for the start/stop of the burner.
In an emergency, this control system shuts off the fuel supply to the burner for the boiler protection.
Procedure for the Preparation of Boiler Control System
a) Turn on the power switches of the boiler control panel.
b) Check the action of each pilot lamp and buzzer using the test switches on the control panel.
c) Supply air to all the control devices.
d) Reset the boiler interlock alarm.
e) Check that all alarm lamps are unlit.
Selection of Operating Modes
A. Local Boiler Operation
During the initial start-up and under the INTERLOCK BY-PASS mode, the boiler is operated from this boiler
side control panel, from which can be selected the following modes.
1. Selection of Auto/Manual
The operator can select any of the following modes:
A.B.C. Man
If the controller senses an abnormal condition, then this controller sets the Automatic Burner Control (A.B.C.)
to manual mode. In addition, the F.O. and AIR controllers are set to their manual mode.
A.B.C. Auto
Burner Manual.
When in INTERLOCK BY-PASS MODE the manual mode is selected.
Burner Auto
2. Interlock By-pass Mode
F.O. temperature by-pass mode.

This mode must be selected when the F.O. heating steam is unavailable under the cold boiler start mode. In this
by-pass mode, the starting interlock for F.O. temperature low alarm is by-passed.
Flame eye by-pass mode.

This mode must be selected only for emergency use, such as when a complete failure of the flame eye has
occurred. This mode could be selected briefly for cleaning of the flame eye during service. The burner must be
monitored by the operator at all times.
2.2.2 Boiler Control Systems Page 2 Draft Issue 1


Emergency mode.
This mode must be selected when the burner sequence controller is unavailable.
B. Selection of Boiler Mode
Tanker Service Mode

This mode is used for tanker service operation. With the burner in AUTO mode, it will automatically cut-in
and cut-out at boiler drum pressures of 12kg/cm2 to 16.3kg/cm2
IGS Top-up Mode

This mode is selected for IGS operation. The burner operation is now in MAN mode, with the ACC limited to
its minimum load to maintain the oxygen content of the exhaust gas.
ECO BACK-UP Mode

Used for normal sea going operations. With the burner in AUTO mode, it will automatically cut-in and cut-out
at boiler drum pressures of 5.5kg/cm2 to 8.0kg/cm2
REPOSE Mode
Used to cancel alarms and indicators with boiler shut down.
C. Selection of IGS Operation Mode
In this mode, the burner is in continuous operation.

Sootblowing cannot be operated while in this mode. It is selected using the BOILER MODE SELECT switch,
and when operating, the minimum burner load is raised to approx. 25% of boiler max load.
D. Selection of Boiler Start Mode
One of the following start modes is selected, depending on the boiler condition.
Boiler cold start
This mode is selected to start from cold with the burner atomising steam and the F.O. heating steam not
available.
Diesel oil fuel is used along with atomising air. When the F.O.TEMP. BY-PASS switch is selected, the F.O.
low temperature alarm and trip are inhibited and the Burner control and A.C.C. operation reverts to manual.
Boiler hot start mode
This mode is selected to start the boiler with the burner using atomising steam and H.F.O.
If the burner is selected to operate in manual mode, after starting, 'Auto' can be selected.
A.C.C. operation initially is set to 'MAN'.
When the drum pressure has exceeded 5kg/cm2, AUTO can be selected.
CAUTION !
Always use air atomizing with diesel oil. The use of steam causes the oil spray quantity to increase
resulting in unstable combustion.


Procedure for Burner Operation
Manual Operation of Burner Start
By operating the BNR ON button, the following sequence leads to ignition of the burner.
All steps are interlocked. If any condition is not met the burner will fail to ignite. Initial ignition can be
performed at the base burner only, as the pilot burner is provided only at the base burner.
a) Boiler Start condition established. BOILER TRIP lamp off. BNR OFF lamp on.
b) Select Boiler run mode. Run mode pilot lamp is on. Select Burner MANU button.
c) Press BNR ON Button. BNR ON lamp flickers.

d) F.D. fan starts. F.D. FAN RUN lamp on.
F.O. Pump starts. F.O. PUMP RUN lamp on.
e) Furnace purge condition set. FURNACE PURGE START lamp flickers. F.D. fan vane opens fully.
Furnace air differential pressure rises above 150 mm w.g.
Burner Atomising steam valve opens fully ATM.STM.V.OPEN lamp on.
All burner air registers open. AIR REG lamp on.
f) Furnace Purge condition established. FURNACE PURGE lamp on. Furnace purge is maintained
for more than one minute.
g) Burner ignition condition established. FURNACE PURGE lamp on IGNITION lamp flickers.
F.O. temperature must be at the correct level, or if Diesel Oil is being used, the F.O. Temp by-pass mode is to
be selected.
F.O. recirculating valve closes.

F.O. RECIRC V' lamp off.
F.O. pressure should be above 10 kg/cm2.
F.O. pump runs.

F.O. control valve set to 20 - 40% open.
F.D. Fan inlet vane set to specific opening.
Differential air pressure established at burner at 20 - 40 mm Aq.
h) Pilot ignition condition established. IGNITION lamp on. This condition is maintained for 5
seconds.
Pilot burner pump starts - PILOT BNR PUMP RUN lamp on.
Pilot burner igniter spark.
Pilot burner solenoid valve open - PILOT BNR lamp on.
After maximum of 8 seconds elapsed:
i) Pilot burner ignition check, where the flame eye detects ignition satisfactory.
ON signal as an output - FLAME ON lamp on.
j) Burner ignition
F.O. valve full open. F.O.V. lamp on.
BNR ON lamp on


k) Pilot burner igniter spark stops.
l) Pilot burner stops.
Pilot burner pump stops. PILOT PUMP RUN lamp off.
Pilot burner solenoid valve closes. PILOT BNR lamp off.
m) Cancel of ignition mode and completion of burner ignition.
n) No.2 burner purge valve open. NO.2 PURGE V lamp on.
Manual Operation of Burner Stop
By turning the Burner Run mode to MANU and operating the BNR OFF button, the following sequence leads
to a shut down of the burner.
a) Base burner is in operation.

Select MAN mode. BNR MANU lamp on.
b) Minimum firing rate set at burner ignition setting.
F.O. control valve set to specified opening.
F.D. fan vane set at specified opening.
.
c) Press burner off button. BNR OFF lamp flickers.
Burner stop sequence begins.
d) Pilot ignition.
Pilot burner pump starts. PILOT BURNER PUMP RUN lamp on.
Pilot burner solenoid valve open. PILOT BNR lamp on.
e) Burner extinguishes.
F.O. valves close. F.O.V. lamp off.
f) F.O. recirculation.
F.O. recirculating valve opens. F.O. REC V. lamp on.
g) Pilot burner check.
If ON signal is detected. FLAME ON lamp on.
If OFF signal is detected. Purge sequence is bypassed. IGNITION FAIL LAMP flickers.
h) Burner purge starts, the F.O. valve closes and residual oil in the burner body is incinerated.
Burner purge valve opens fully. BURNER PURGE V lamp on.
i) Completion of burner purge after 30 secs.
Burner purge valve closes. BNR PURGE V lamp off.
Burner atomising steam valve closes. BNR ATM. V. lamp off.
Pilot burner pump stops. PILOT PUMP RUN lamp off.
Pilot burner solenoid valve closes. PILOT BNR lamp off.
i) Furnace after purge starts FURNACE PURGE lamp flickers.
F.D. fan vanes open fully.
Furnace air pressure reaches 150mm Aq.
All registers open. AIR REG lamp on.
Furnace is purged for more than 30 secs.
j) Furnace after-purge condition establishedFURNACE PURGE lamp on.
k) Completion of furnace after purge. F.D. fan auto stops.
F.D. FAN RUN lamp off.
l) Boiler shut down is complete BNR OFF lamp on.


Automatic Operation of Boiler
Select the A.C.C. and Burner Control AUTO mode.
a) Boiler Start condition established. BOILER TRIP lamp off.

BNR OFF lamp on.
b) Select Boiler RUN mode. RUN mode pilot lamp is on.
Drum pressure must be above 5 kg/cm2.
c) A.C.C. run mode.
AUTO selected F.O. Flow control AUTO is indicated.
Air Flow AUTO is indicated.
When the steam pressure is below 5 kg/cm2 the F.O. flow control is set to manual and then to auto after burner
ignition starts.
The boiler automatic start begins.
d) The burner starts in the same sequence as described in the manual start section.
e) Burner in auto mode. Burner AUTO lamp on.
f) Steaming up mode. STEAMING UP lamp on.
Pressure is raised automatically by limiting combustion load in proportion to steam drum pressure.
The load is limited to below 60% until a steam drum pressure of 10 kg/cm2 is reached, when the boiler is
available for 100% load.
(Note ! When starting items of heavy steam demand, such as cargo pumps, a condition can occur where the
boiler may be locked into a 60% load if the load demand is requested before a boiler pressure of 10 kg/cm2 is
reached, thus causing the boiler to fail to maintain demand. In this case the boiler steam demand should be
decreased until the boiler has passed the 10 kg/cm2 interlock and the AUTO RUN lamp is on).
g) Auto run mode.

AUTO RUN lamp on. Drum pressure has reached master set pressure.
h) Boiler auto stop.
The boiler will stop at a drum pressure of 16.3 kg/cm2 when in TANKER SERVICE mode.
The boiler will stop at a drum pressure of 8 kg/cm2 when in ECO BACK-UP mode.
i) Boiler remains in auto stand by. STAND BY lamp on.
Boiler will start at a drum pressure of 12 kg/cm2 when in TANKER SERVICE mode.
The boiler will start at a drum pressure of 5.5 kg/cm2 when in ECO BACK-UP mode.
j) Boiler will continue in automatic operation.


Emergency Run Mode
This mode can be selected if the burner start sequence cannot be used.
a) EMERG switch is selected. EMERGENCY MODE lamp on.

b) F.O. pump is started and fuel recirculated.
F.D. fan is started, vanes are open fully and furnace purged for 3 minutes.
c) Set F.O. valve to 20-40% opening.

Set F.D. fan vane to give a furnace differential air pressure of 20 - 40 mm Aq.
d) Operate PILOT BNR PUMP switch. PILOT BNR lamp on.

Operate BNR IGN switch.
e) If the pilot burner fails to ignite within 15 seconds, turn off the burner ignition switch and repeat
from step b).
Pilot burner ignites FLAME ON lamp on.
f) Operate the F.O. valve switch. BNR FLAME ON lamp on.
g) Attempt ignition for 10 secs. If ignition fails, begin again from step b).
Burner ignites.
h) Emergency ignition complete.
CAUTION !
During emergency running a watch must be kept at the boiler side at all times.
Automatic operation of F.D. Fan
When the 'Auto' mode is selected the fan will start and stop with the burner start and stop commands.
If boiler trips, the fan will continue running for 1 minute.
The fan has two speeds of operation, low and high, depending on boiler operation selected:
1) High speed used for two burner operation or if F.O. pressure above 18kg/cm2.
2) Low speed used for one burner operation or if F.O. pressure below 4kg/cm2.
Automatic operation of F.O. Pump
Two F.O. pumps are supplied. Only one is required as a working unit. When the AUTO mode is selected the
pump will start and stop with the burner start and stop commands.
F.O. recirculating is carried out automatically when the F.O. pump is started.
Boiler Alarm and Trips
Description Set Point Alarm/Trip

Drum level high +130 mm alarm
Drum level low - -130 mm alarm
Drum level low low -240 mm trip
F.O. pressure low 2 kg/cm2 alarm


F.O. pressure low low 1.5 kg/cm2 trip
Atomising Steam pressure low 3.5 Kg/cm2 alarm
Atomising Steam pressure low low 3 kg/cm2 trip
Control air pressure low low 4 kg/cm2 trip
Steam drum pressure high 17 kg/cm2 alarm
Steam drum pressure low 4.5 kg/cm2 alarm
Fuel oil temp. low 150 sec RW No.1 alarm
Fuel oil temp high 50 sec RW No.1 alarm
Smoke high 5º Ringlemann alarm
Salinity high 10 ppm alarm
F.D. fan trip stop trip
Pilot F.O pump trip stop trip
F.O. pump outlet press low 15 kg/cm2 alarm
A.C. source failure no voltage trip
Manual trip switch trip
Pilot burner ignition fail no flame trip
Flame fail no flame trip
Flame eye abnormal no flame trip
Burner piston purge valve abnormal alarm
Burner piston recirc. valve abnormal alarm
Burner piston F.O. valve abnormal trip
Burner piston atomizing steam valve abnormal trip
Exhaust gas high temperature 500ºC alarm
Wind box temperature high 100ºC alarm
General Description of Automatic Boiler Control System
The Automatic Boiler Control System (A.B.C.) is composed of the automatic combustion control system
(A.C.C.) and the automatic feed water control system (F.W.C.).
Automatic Combustion Control
This system controls the fuel oil injection and the combustion air quantity required for efficient combustion.
They are controlled at an optimum level in order to maintain steam pressure at a given point for the required
steam flow rate. The control loops and functions of the A.C.C. are detailed below.
Master Control
Master control loop.

This loop detects the steam drum pressure (master pressure) and compares this pressure with a preset pressure
(master set press.). It performs the 'P+I' operation, and outputs the results to the sub control loop as boiler load
signal (master signal) and to equalise both (deviation to zero).
Master set point.

The steam drum pressure at which the boiler operates is manually set at the Master Set Station.
Burner management system (BMS)
For fully automatic control of the boiler operation, the combination of the master control loop with the burner
management system is required, as follows:
Base burner: auto start/stop

No.2 burner: auto start/stop
F.D. fan: high/low speed change


In TANKER SERVICE MODE the master control loop sends signals to BMS to start and stop the boiler
automatically at pre-set pressures.
Auto steaming up
This operation is performed until steam drum pressure becomes equal to the set point, in the following cases:
Steam drum press > 5kg/cm2 - burner ignited and pressure raised at a pre-determined rate..
COLD START: steam drum pressure <5kg/cm2 - while steam drum pressure is less than 5kg/cm2, firing
rate is limited to burner minimum.
AUTO RUN: This condition established when drum pressure set point reached.
Burner Control Loops
F.O. Loop
This loop makes a comparative calculation (cascade P+I control) between the master output signal and the
expected F.O. flow, controlling both to reduce the deviation to zero. Should the actual air flow at the burner
become less than required, then the F.O. flow is limited to the air flow.
Combustion Air Loop

Makes comparative calculations (set point P+I control) of required air flow to actual flow and reduces the
deviation to zero.
Normally the air flow increase will always lead fuel flow increase. A manual excess air adjustment provided
for changes in burning conditions.
Automatic Feed Water Control
F.W. control loop

The steam drum water level is detected and compared with the pre-set water level. A two-element control
determines the feed water quantity required to bring the deviation back to zero. The steam flow signal is
supplied as a feed-forward signal when the load changes. The P+I operation is performed using the steam flow
signal, this is caused by the difference in the water level set point and the detected water level of the steam
drum. The operating signal of the feed water control valve is controlled to bring the deviation back to zero.
Drum level station

The set point of the drum level is set and displayed, and the actual value (process point) is indicated. The F.W.
control valve can be changed over to Auto/Man and the current mode is indicated. When in manual the F.W.
control valve can be opened or closed from this station.
Procedures for the Operation of the Automatic Boiler Control System
Master Station
This station displays the set point and process of the steam drum pressure.
Master Set Increase and Decrease Switch.

This is the switch for the manual setting of the Master Set Point.
The initial setpoint at power on is set at 15 kg/cm2.


Bar Graph of Master Set Point Indicator.
The left-hand bar graph shows the pressure set point.
Bar Graph of Master Process Indicator

The right hand bar graph shows the pressure process point.
F.O. Flow Auto-Manual Station

For the change over and display of automatic and manual control of F.O. control valve, with operating pressure
indication.
F.O. Control Man./Auto Selector Switch

Switches for selecting MAN or AUTO mode for the operation of the F.O. control valve.
F.O. Control Valve Raise and Lower Switch

The F.O. control valve open order can be manually operated in the manual mode.
(Note ! In EMERGENCY mode or F.O.TEMP. BY-PASS mode, the manual mode is automatically selected).
Bar Graph of F.O. Flow Indicator

The upper bar graph shows the F.O. pressure.
The lower bar graph shows the position of the control valve.
Air Flow Station

The changeover and display of Auto/Man. of the F.D.FAN INLET VANE CONTROL DRIVE OPEN ORDER
is performed at this station. It also provides the manual operation, output display and the manual set/indication
of the Fuel/Air Ratio (Excess Air Ratio).
Bar Graph of Air Flow

Upper bar graph shows the actual draft.
The lower bar graph shows the control valve position.
Auto/Manual Change -over switch

Used to change control from automatic to manual operation.
Draft Increase/Decrease Switch

Used in manual mode to alter vane settings and hence air flow.
Fuel/Air Flow Adjuster

Manual operation only to adjust the air flow at the burner register.
Fuel/Air Ratio Raise and Lower Switch.

This switch is used for the manual set of the Fuel/Air Ratio.
The initial setpoint at power on is set to 0.
Bar Graph of Fuel/Air Ratio Indicator

The bar graph indicates the scale factor (-50%~ +50%) to the combustion air quantity established at the
combustion adjustment test.
The initial setpoint at power on is made to 0.
(Note ! In EMERGENCY mode or F.O.TEMP. BY-PASS mode, the manual mode is automatically selected).


Drum Level Station
This shows the set and display of the steam drum water level, with the indication of the process value and the
changeover and display of Auto/Man of the F.W. CONTROL VALVE OPEN ORDER. The manual operation
and output display are also performed at this station.
Drum Level Set Point Raise and Lower Switch

This is the switch for the manual set of the drum level set point.
At power-on, the initial setpoint is set to +/- 0 (Nor).
Bar Graph Of Drum Level Set Point

The left-hand bar graph shows drum level set point.
Bar Graph Of Level Process

The right hand bar graph shows drum level process point.
F.W.C. Auto/Manual Station

F.W. Control Auto/Man. Selector Switch.
This switch is for selecting the operation of F.W. Control valve to manual or auto mode.
F.W. Control Valve Raise and Lower Switch

The feed water control valve open order can be manually operated in the manual mode.
Bar Graph of Steam Flow

The upper bar graph indicates the steam flow.
Bar Graph of Control Valve Position

The lower bar graph indicates the position of the feed control valve.

Illustration 2.2.3a Boiler Sootblower
Hanging Bolt
Manual Handle
Hanging Arm
Motor
Chaincase
Reduction Gearing
Stuffing Box
Wall Sleeve
Cross Arm Element Pipe
Grove Nut Limit Switch
Packing Gland
Air Seal Box
Head Valve
Valve Opening and
Closing Mechanism
Steam In
Boiler Sootblower

2.2.3 Sootblowers
Boiler Sootblowers
No. of sets : 1
Maker : Kikan Buhin Mfg. Co. Ltd
Model : BT-502-50-F
Sootblowing has to be carried out at regular intervals to ensure that the heat transfer surfaces are kept clear of
deposits, as these retard heat transfer and can constitute a fire hazard.
One sootblower is fitted to the boiler and should be operated daily when the boiler is in use, bearing in mind
the position of the vessel and any local legislation concerning pollution and clean air. It should be operated
when leaving port prior to shutting down the boiler. The sootblower is fitted with an air purge connection. This
is supplied from the discharge of the forced draught fan. This keeps the nozzles clear during boiler operation
and provides a seal at the air sealed wall boxes to prevent the escape of boiler exhaust gas into the machinery
space. Non-return valves prevent steam from entering the air lines.
Before operation of the sootblowers, request permission from the bridge and notify the bridge on completion.
Procedure for the Operation of the Boiler Sootblower
a) The boiler should be on a minimum of 50% of full load.
b) With the drain open slightly, open the steam stop valve to the sootblower header.
c) When the pipeline is warmed sufficiently, shut the drain valve and open the stop valve fully.
d) Operate the blower by starting the electric motor drive, or by inserting the manual handle into its
square drive shaft should the motor be inoperative.
e) The cam will automatically open the steam valve and allow the flow of steam through the
sootblower into the boiler, closing again at the end of the cam stroke.
WARNING !
Do not operate the boiler sootblower during inert gas operations
Economiser Sootblowers
No. of sets : XXXXXXX

Maker : Kikan Buhin Mfg. Co. Ltd
Model : BT-502
Procedure for the Operation of the Economiser Sootblowers
a) Start the seal air fan. This fan should run whenever the main engine is operating. It provides a seal
for preventing exhaust gases entering the engine room and also supplies cooling to the sootblower
lance and keeps the nozzles clear.
b) Select the auto position for all the sootblower switches. The by-pass switch can be selected w h e n
individual sootblowers are undergoing maintenance.
2.2.3 Sootblowers Page 1 Draft Issue 1


Manual Operation
a) Turn the Manu/Auto selector switch to Manu.
b) Push the start button.
c) The steam valve opens, one minute later the drain valve closes. Indicating lights confirm their
operation.
d) No.1 sootblower operates. The indicating lamp lights.
e) When No.1 sootblower completes the cycle. No.2 will start, followed by the remaining
sootblowers unless bypass has been selected.
f) After the operation is completed the steam valve closes and the drain valve opens.
Automatic Operation
a) Turn the Manu/Auto switch to Auto.
b) Set the timer for at least 12-hour operation. This setting is made inside the control panel.
c) The manual operation procedure above from point ‘c’ will operate automatically.
Draft Issue 1 2.2.3 Sootblowers Page 2

Illustration 2.2.4a Medium Pressure Steam System
To E/R
Services
Set 16bar
PC Control Air
ST353 To
PI Solenoid Valve De- energized, Air
To ST216 Condensate ZS
Deck Exhausted from Actuator Closing Valve
Line SD210
Services ST211 SD219
ST104 ST101 ST114 ST102 Steam
ST206 This Valve is To Be
To Speed Control PI Chest Always Closed SD220
Condensate SD251 SD135 ST105 ST103 Valve Except in I.G.S. Top.
Drain
W. Line Up Mode
Separator
Min 1.5m Exhaust Auto Shut-Off At Vacuum
To ST025
PI Steam Condenser High Pressure ST184
Economizer
During I.G.S. Top Up Set 0.2kg/cm2
Soot
Blowing ST202 PS
PI Gland
Speed Steam PS
ST203 Governor L.O Pump
H
PC SD205 Pump PA
Cargo Oil Pump PS 1152
From 16 kg/cm2 ST004 ST002 Room
To Turbine (No. 3)
Steam Service To Cargo Bilge PI
ST218 Oil Stripping Pump Well
ST001
ST352
ST215
ST003 Cooling TI
Vacuum
ST210 Sea Water Condenser
Steam
ST205 PI
Speed Control Chest
To Condensate To Condensate Valve
Line Line
To Atmos. H
Drain / Dump Exhaust LA
To Boiler PI 1153
Condenser Steam
Burner For
Atomizing ZS TI
PI Gland
To Boiler
Soot Blowing Speed Steam
ST017 ST015 Governor L.O Pump LC
Cargo Oil Pump

Turbine (No. 2)
To Bilge
ST222 SD354 Well
To
Drain ST351
ST214
ST221
Steam ST209
ST223 Steam
Speed Control PI Chest ST204
Speed Control PI Chest
Valve
Valve
Vacuum
Key Exhaust Pump Unit
PI Exhaust
Steam PI
Steam Steam
Condensate Lines PI
Gland
Steam PI Gland
Exhaust Steam Line Speed Steam
L.O Pump Speed
Governor L.O Pump
Governor
Fresh Water
Cargo Tank Cargo Oil Pump
Control Air To Bilge Clening Pump Turbine Turbine (No. 1)
Well
Instrumentation To Bilge Cooler
Well
Electrical
Auto Stop Start
Medium Pressure Steam System


2.2.4 Medium Pressure Steam System
General Description
Saturated steam is led from the boiler at a normal pressure of 16 kg/cm2. Steam is branched off the main line
through a reducing valve to supply the 6 kg/cm2 steam service system.
The main line supplies the three cargo oil pump turbines, cargo oil stripping pump, cargo tank cleaning pump
and the inert gas pressure control valve (dump valve). The IGS control valve dumps steam to the vacuum
condenser to allow the boiler to remain on a minimum load of 30% to give an acceptable oxygen reading.
Excess steam pressure at other times is taken care of by dumping steam to the atmospheric condenser. The
medium pressure system also supplies the sootblowers for the exhaust gas boiler, boiler atomising steam and
boiler sootblowers.
Preparation for Supplying Steam to the Cargo Pump System
The boilers are on automatic control supplying the 16 kg/cm2 and 6 kg/cm2 steam systems.
Set up the valves as shown in the following table:
Position Description Valve

Closed Steam Supply Master Valve ST202
Closed Steam Supply Warming Through Valve ST203
Open Main Line Drain Separator Drain Trap Inlet and Outlet Valve ST207
Closed Main Line Drain Trap Outlet to Bilge SD205
Open Cargo Pump Line Drain Trap Inlet and Outlet SD206
Open No.3 Cargo Pump Line Drain ST206
Closed No.3 Cargo Pump Steam Valve ST216
Closed No.3 Cargo Pump Turbine Warming Through Valve ST211
Closed No.1 Cargo Pump Exhaust Valve SD351
Open No.1 Cargo Pump Turbine Drains XXXX
Open No.1 Cargo Pump Exhaust Line Drain Valve SD253
a) Slowly open the cargo pump steam inlet line warming through valve SD203.
b) Supply cooling water to the vacuum and air ejector condensers.
c) Open the steam supply to one of the vacuum condenser air ejectors.
d) When a level is established in the vacuum condenser, start one of the condensate pumps.
2.2.4 Medium Pressure Steam System Page 1 Draft Issue 1


e) Put the other condensate pump on standby.
f) Open the line warming through valves to each cargo pump.
g) Open the master steam valve ST202.
h) Close warming through valve ST203.
When vacuum is raised in the condenser:
a) Close the exhaust valve drain valves.
b) Supply gland sealing steam to each turbine.
c) Open the cargo pump turbine exhaust valves ensuring the limit switch is activated.
d) Open the turbine casing warming through valves.
Before starting the pumps:
a) Close the turbine drains.
b) Open the turbine steam supply valve.
c) Close the line warming through valve.
d) Close the casing warming through valve.
e) Start the pumps when required.
Inert Gas Steam Control valve
Steam is led direct from the boilers to the Inert Gas Control Valve. This valve is used to dump steam to the
vacuum condenser while supplying inert gas to the cargo tanks when there is a low steam demand on the
boiler. Dumping steam will cause the boiler to maintain a reasonable load causing the oxygen reading in the
exhaust gas to be acceptable. The use of this valve would not normally be required in port when cargo pumps
are running.
Draft Issue 1 2.2.4 Medium Pressure Steam System Page 2

llustration 2.2.5a Low Pressure Steam System Bilge M/E Scav. Air Bilge Separated Bilge F.O. Overflow No. 2 H.F.O.
Holding Tank Primary Tank / Drain Tank Storage Tank (Port) No. 1 H.F.O.
Box Drain Tank Oil Tank
To Storage
Vent Accomodation To Tank (Port)
PC PI
Air Cond. Plant TC
To
Deck Serv. ST147 ST144 ST157 ST148 ST186 ST150
ST102 ST101 ST114 ST104
To Conden.
W. Line
ST103 ST105 SD135 SD251 Near High
ST173 ST174
Sea Chest
To Cargo Oil M/E Air Clr. TC
Turbine / Stripping Pump Chemical
To Economizer ST227 ST230
Cleaning Tank ST153
Soot Blowing
Around Aux.
Boiler Burner
Key ST110 ST200 ST229
To Burner Tip
Steam Clean Carrier
ST143 ST226 ST228 ST231 ST177
To Steam
ST142
For Atomizing
To M/E F.O. Pipe 4th Port

To Incinerator Waste
Staem Tracing ST111 Deck To Cascade
Oil Service Line ST170
ST139 Tank For Heating
For To TC To M/E Scav. Air Box
ST140 ST141 Dirty Oil Drain To H.F.O. Trans.
S/G Room Incinerator
ST138 Line Steam Blow Pump Discharge
For Steam
Atomizing To M/E Scav. Air Box
ST182 ST155 ST233 To H.F.O. Trans.
G/E L.O. M/E L.O. Fire Extinguish Pump Suction
Calorifier ST154
ST149 Settling Tank Settling Tank
Incin. Waste
To H.F.O. Purif. Jack. W. Cont.
Oil Tank TC
Line (From Htr To Tank) Temp. Air
To H.F.O.
ST129 ST130
Drains
Jack. W. Cont. ST165 ST156 ST164
Aux. Boiler TC ST158 M/E Jacket
Temp. Air To H.F.O.
F.O. Heaters F.W. Heater
Drains l.O. Purif. H.F.O. Purif. ??????? ST167
No.1 Sludge Tank Sludge Tank
No.1 Near Low
ST119 ST117 ST115 ST116 Sea Chest
No.2 G/E L.O. ST151
ST120 ST118 Purif. Heater ST180 ST172 Steam Tracing Line
M/E F.O. No.1
Heaters
Main L.O. ST193 ST136 ST178 ST132 ST179 ST133 ST195 ST163 ST199 ST167
No.1 Purif. Heaters ST123 ST121
TC
No.2
No.2 ST191 ST134 ST135 ST196 ST197
ST124 ST122
To No.1
Filter ST232 ST198
G/E F.O. ST192 ST224 ST225
Heaters H.F.O. Purif.
ST127 ST125 TC
Heaters
No.1 ST162 ST194
TC No.2 No. 1 H.F.O.
TC TC TC
Storage
No.2
TC Tank
ST128 ST126 ST131
(Starboard)
To H.F.O. No.1 H.F.O. No.2 H.F.O. No. 2 H.F.O. Storage
To M/E H.F.O.
Filter Service Tank Settling Tank Settling Tank Tank (Starboard)
Circulatuion Line
Low Pressure Steam System


2.2.5 Low Pressure Steam System
General Description
The low pressure steam system is branched off the 16 kg/cm2 system through a reducing valve to a pressure of
6 kg/cm2. This system supplies all the necessary heating and general purpose services through out the vessel.
The services supplied by the low pressure steam system are listed as follows:
H.F.O. storage & settling tanks
Boiler drum heating
Steam tracing
Air conditioning plant
Bilge primary tank
Main engine and generator engine F.O. heaters
Boiler F.O. heaters
H.F.O. and L.O. purifier heaters
F.O. overflow tank
Bilge holding tank
M.E. jacket F.W. preheater
Separated bilge oil tank
Sludge tanks
M.E. air cooler chemical cleaning tank
M.E. L.O. settling tank
Generator engine L.O. settling tank
Incinerator waste oil tank
Calorifier
Steering gear room
M.E. scavenge air box drain tank
Auxiliary boiler burner cleaning
Accommodation services
Incinerator steam atomising
Sea Chest clearing
Cascade tank
M.E. steam smothering
F.O. tracing steam
M.E. scavenge air box dirty oil drain line steam blow
Deck services
2.2.5 Low Pressure Steam System Page 1 Draft Issue 1


Preparation for the Operation of the 6 kg/cm2 Steam System
All services should be shut down when not required.
The following valve preparation should be carried out prior to warming through the 16 kg/cm2 steam system.
Line drain valves to the bilge should be open when the system is shut down and closed before warming
through.
6 kg/cm2 Steam System

Open 6 kg/cm2 reducing valve inlet valve ST102
Open 6 kg/cm2 reducing valve outlet valve ST101
Closed 6 kg/cm2 reducing valve by-pass valve ST103
Closed Master Valve for Deck Services ST104
Warming through the system would normally take place at the same time as putting the 16 kg/cm2 steam
system into service. If this is not possible due to a partial shut down of the steam system only, warm through
the system using the 6 kg/cm2 reducing valve inlet valve ST102.
Supply steam to services as required.
Draft Issue 1 2.2.5 Low Pressure Steam System Page 2

Illustration 2.2.6a Economiser
WG023 Economiser
Fresh Water Cleaning
After Sea Water Wash
AR029
From Deck
Water Wash FD016 Wash Line
Exhaust
Gas out
Water / Steam Out
Diesecon
Sat Steam
at 7.5kg/cm2
1600kg/h
Manometer
Circulating Water In
M
M AS009
Air In
Soot Blowers
M at 30kg/cm2
1600kg/h
Drain Trap
Exhaust Gas In
Key
Service Air
Economiser Circulating Water
Economiser

2.2.6 Economiser
Description
Maker : Thermal Engineering International - Greens

Model : Senior Green Diesecon Exhaust Gas Boiler.
Type: Vertical Gas Flow
Evaporation : 2800 kg/h
Steam Condition : 7.5 kg/cm2 saturated steam.
The exhaust gas economiser is arranged in the funnel to take the waste heat from the main engine exhaust gas.
The exhaust gas heats up water circulating from the water drum of the auxiliary boiler and returning to the
steam drum. There are two circulating pumps to perform this task, one of which is normally in use.
The economiser is fitted with sootblowers and water washing lances to ensure the gas side of the unit remains
clean.
Operation Procedure
a) Ensure that all valves for instrumentation are open.
b) Arrange valves in the system as follows:

Open No.1 Boiler Water Circulating Pump Suction Valve SB041
Open No.2 Boiler Water Circulating Pump Suction Valve SB042
Open No.1 Boiler Water Circulating Pump Discharge Valve SB043
Open No.2 Boiler Water Circulating Pump Discharge Valve SB044
Boiler in Use
Open Circulating Pumps Water Drum Suction Valve ST031
Open Steam Drum Inlet Valve from Economiser XXXX
Economiser
Open Economiser Outlet Valve ST030
Open Economiser Inlet Valve SB045
Closed Economiser Drain Valve XXXX
Closed Economiser Vent Valves XXXX
Operation
When the economiser is empty, care has to be taken when connecting with the auxiliary boiler, as the
difference in pressure could result in a sudden drop in the boiler water level. When setting up the valves, the
boiler water circulating pump discharge valve should be opened gradually, as the last stage in the procedure.
The boiler water circulating pump can then be started. If, at this stage,the system is prone to water hammer, it
may be advisable to start the pump with the discharge valve throttled in, gradually opening the valve as the
economiser warms up.
a) Vent air from the economiser.
b) The other pump is put on standby.
When the load from the main engine has increased to normal, the economiser can now generate sufficient
steam to supply the vessels services. The boiler firing is then stopped.
2.2.6 Economiser Page 1 Draft Issue 1


During tank cleaning operations, manoeuvring and cold climates the economiser is supplemented by firing the
boiler as required.
A manometer is fitted across the tube bank to give early indication of fouling. The reading should be noted on
a daily basis. The inlet and outlet exhaust gas temperatures should be monitored. These temperatures, along
with the manometer reading, provide an index for the efficiency and cleanliness of the economiser tubes. If
these readings show a deterioration in efficiency, the frequency of sootblowing should be increased and the
economiser water washed at the next opportunity.
Water washing lances are fitted for cleaning the gas side at regular intervals. Sootblowers should be operated
at least every twelve hours.
Draft Issue 1 2.2.6 Economiser Page 2

Illustration 2.3.1a Main Condensate System From

Steam Supply
Upper Deck
Key
Sea Water
PI
To Boiler Saturated Steam
Control Panel
PI Feed Water
WS054
Condensate
Distilled Water
Electrical
TI
Instrumentation
Vacuum Marked Valves To Be

Condenser Locked In Closed
TI (530mm Hg) PIAH Position
1152
From Main PI
DPAL
Cooling
154 Condensate From
S.W. Pumps LAH PS
(1350m3/h) 1153 Atmospheric Drain/Dump
DPS For Non- To Boiler Condenser
PS
Flow Alarm Control Panel
TI
WS053
To Boiler From Distilled
WS052 Control Panel LC Water Tank
SI SI Degasser
WS037 1141 1142
XA XA
PI
XA 1141 1142
1149 Vacuum Condenser AUTO
Cool. S.W. From Turbine WP055 LC
XI CH-VR
Pump (2610m3/h) Drain Tank (0.5m)
1149 From Steam
PI SD253 DAH Oil Detecting Service System
PI WP053 1145 Alarm
PI PI XI
1141
Feed Water SD003
WS051 No. 1 ST198 ST189 ST188
SD251 SD255 Recrculating
LAL
1146
PI PI PI
From High & Level TI TC
Low Sea Chests SAH Detector
SD256 XI 1144
SD252 SB001
No. 2 1142
ST190
SD254 Condensate Water Pumps Cascade/Filter Tank
(100m3/h) SD007
SB028 SB027 Steam

Injector To Bilge
Primary Tank
To Boiler
Feed Pumps
To Bilge
Primary Tank
Main Condensate System


2.3 Condensate and Feed Systems
2.3.1 Condensate System
Description
The main condensate system, as part of the steam generating cycle, is the section concerned with the
circulation of boiler feed water from the vacuum and atmospheric condensers via the cascade/filter tank to the
main feed pumps.
Exhaust steam from the cargo pumps is condensed under vacuum in the seawater cooled vacuum condenser,
the cooling water is supplied by the condenser cooling water pump. The vacuum in the condenser is
maintained by one of two steam operated air ejectors.
The collected condensate is then transferred via one of two condensate pumps to the cascade/filter tank, the
level of which is maintained by a float switch that operates a solenoid valve, providing make up water from the
storage tank. The condition of the condensate is monitored by a high salinity alarm.
Exhaust steam from the dump steam line and other auxiliaries is condensed in the seawater cooled atmospheric
condenser. Condenser water level is maintained by a weir to outlet line. The condensate is then transferred to
the cascade/filter tank via the observation tank. Hydrocarbon contamination is detected by the oil detecting
alarm and the returns can be manually diverted to the Primary Bilge Tank. Any floating sediment can be
drained through a scum line to the waste oil tank, or the observation tank can be drained to the primary bilge
tank. A weir in the observation tank outlet to the cascade tank prevents oil being carried over. The tank has a
low level alarm. The cascade tank can also be drained to the primary bilge tank.
Water from the cascade/filter tank provides the Boiler and Economiser feed pumps with a positive inlet head of
pressure to the pump suctions.
Feed water make-up and vacuum condenser condensate enter the cascade tank through a Degassing unit. The
water is mixed at the top of the unit with live steam and water circulated within the cascade tank by the
recirculation pump. This mixing encourages the release of gasses entrained in the condensate.
The condensate outlet temperature from the atmospheric drain/dump condenser should be maintained between
75°C and 90°C. A steam injector is provided in the cascade tank should extra heating be required.
Oil Contamination
If oil contamination occurs, divert the returns to the bilge primary tank. Check the drain on the drain traps on
all the steam services until the defective service is located and then isolate for repair.
After repair, flush the drain line of the defective service and clean the drain trap.
Clean the observation tank and the oil content monitor probe.
Procedure for Preparing the Main Condensate System for Operation

a) Ensure that the pressure gauge and instrumentation valves are open.
b) Fill the cascade tank from the distilled tank.
c) Check the correct operation of the level control valve.
d) Set up the valves as in the following table.
2.3.1 Condensate and Feed Systems Page 1 Draft Issue 1


Condensate System

Open Inlet Valve to Atmospheric Condenser SD001
Open Outlet Valve from Atmospheric Condenser SD008
Closed Atmospheric Condenser Bypass Valve SD002
Closed Observation Tank Drain Valves SD006/SD007
Open Inlet Valve to Cascade Tank Float Control Valve WP053
Closed Cascade Tank Float Control Valve By-pass Valve WP055
Open Run Down Valve from Distilled Tank WP056
Closed Observation Tank Scum Valve to Bilge Primary Tank SD003
Closed Observation Tank Drain Valve to Bilge Primary Tank SD006
Closed Cascade Tank Drain Valve to Bilge Primary Tank SD007
Open Observation Tank Outlet to Cascade Tank XXXX
Open Outlet to Feed Pumps SB001
Open Feed Water Recirculation Pump Inlet and Outlet Valves XXXX
The feed pumps and boiler can now be put into operation.
Procedure for Preparing the Vacuum Condenser Condensate System for Operation
a) Start the vacuum condenser seawater cooling pump.
Check the condition of any condensate already in the condenser, to check if it is of suitable quality to be
pumped into the system. If necessary, drain the condensate side of the condenser to bilge.
b) Set up the valves as shown in the following table:
Vacuum Condenser Condensate System

Open No.1 Condensate Pump Discharge Valve SD255
Open No.1 Condensate Pump Suction Valve SD251
Open No.1 Condensate Pump Mechanical Seal Supply Valve XXXX
Open No.1 Condensate Pump Balance Line Valve SD253
Open No.2 Condensate Pump Discharge Valve SD256
Open No.2 Condensate Pump Suction Valve SD252
Open No.2 Condensate Pump Mechanical Seal Supply Valve XXXX
Open No.2 Condensate Pump Balance Line Valve SD254
Closed Condenser Drain to Bilge XXXX
a) Supply steam to one of the air ejectors.
b) Ensure that there is a level in the condenser.
c) Start one of the circulating pumps.
d) Put the other pump on standby.
e) Check the operation of the three-way recirculating valve.
Draft Issue 1 2.3.1 Condensate System Page 2

Illustration 2.3.2a Heating Drains & Contaminated Water System
To Economiser To Cargo Oil

Soot Blowing Turbine Stripping Pump
Upper Deck
SD183 PC
From Cargo Oil

SD002 Stripping Pump
SD004
SD109 Condensate From

SD001 Deck Service
SD001
SD002
SD003 Condensate From
E/R Service
SD008
From Distilled
Water Tank
Level Controller
Condensate From
Vacuum Condenser
Degasser
TI PI
WP055 LC Oil Detecting

TI Atmos. Drain/ SAH Alarm
Dump Condenser 1148
DAH
WP053 1145
From Steam
To No.1 Service System
ST198 SD003 ST189 ST188
Aux. Boiler
LAL
1146
Level TI TC
SAH Detector
1144 SB001
Key ST190
Cascade/Filter Tank
SD007
Saturated Steam
Feed Water SB028 SB027 Steam
Feedwater Recirc. Pump Injector To Bilge
Condensate Primary Tank
Electrical To Economizer & Boiler

Feed Water Pumps
Instrumentation To Bilge
Primary Tank
Chemical Dosing
LT Cooling Water
Heating Drains and Contaminated Water System


2.3.2 Drains Systems
General Description
Condensate from the auxiliary steam services is returned to the cascade tank, through a fresh water cooled
drains cooler and observation tank. The condensate is then returned to the feed water system. As there is a
possibility of contamination from hydrocarbons from oil heating services, the drains are segregated and
checked in the observation tanks before returning to the system.
The following services return to the cascade tank through the drains cooler/dump condenser:
H.F.O. storage, service and settling tanks
Calorifier
Steam tracing
Bilge primary tank
Main engine and generator engine L.O. settling tanks
Separated bilge oil tank
Incinerator waste oil tank heating
H.F.O. and L.O. purifier heaters
F.O. overflow tank
Bilge holding tank and sludge tank
Inert gas deck water seal
M.E. and Auxiliary Boiler F.O. heaters
Jacket Cooling Water Heaters
Steam line drains
Low duty dump steam line
Procedure for Preparing the Drains System for Operation
a) Ensure that pressure gauges and instrumentation valves are open.
Set up the valves as in the following table.
Drains System

Closed Atmospheric Condenser By-pass Valve SD002
Open Atmospheric Condenser Outlet Valve SD008
Open Atmospheric Condenser Inlet Valve SD001
Open Cooling Water Inlet Valve WF041
Open Cooling Water Outlet Valve WF042
b) The various services can now be put into operation as required, by opening the associated drain
trap outlet valve.
Excessive temperature at the drains cooler would indicate a defective drain trap. Services should be isolated in
turn until the defective trap is located.
2.3.2 Drains Systems Page 1 Draft Issue 1

Illustration 2.3.3a Boiler Feed System
To A.B.C.
Unit Upper Deck
Exh. Gas
Economizer
(2.8 Ton/Hour) PI LC
Testing Room
TI PI Key
L.T. System
Saturated Steam
SB014 Steam
ST030 ST022 Drum Feed Water
PI XA SB053
1160 ST023
Condensate
Sampling
Cooler
Electrical
TI ST020
Instrumentation
ST024 LT Cooling Water
To Scupper
To Bilge Water
Primary Tank SB045 Drum
SB051 Condensate From
Atmospheric Drain/Dump
No. 1 Aux. Boiler Condenser
(35 Ton/h at 16bar)
SB026 SB025
From Distilled
SB030 Water Tank
SB031 Condensate From Degasser

Vacuum Condenser
WP055 LC Oil Detecting

Alarm From Steam
SI SI DAH Service System
1134 1135 WP053 1145
SB062
SB063
SB011
SB061
SB059
SB060
SB058
SB037
SB007
SB036
SB006
XA XA
1134 1135 SB010 ST198 SD003 ST189 ST188
SB021 Electric
XI XI Re-Circ. To
1134 1135
Metering
Cascade/ Pumps
Filter Tank LAL
AUTO 1146
CH-VR SI XI XA XA XI SI
PS PS PS PS
1163 1163 1163 1131 1131 1131
Level TI TC
SI XI XA XA XI SI SAH Detector
PI PI PI PI B.W.T. 1144 SB001
DPC 1162 1162 1162 1132 1132 1132 9-50
SB044 DPC SB043 LIQUID
No. 2 No. 1 No. 2 No. 1 ST190
PI PI AUTO AUTO
Chemical Cascade/Filter Tank
CH-VR CH-VR
Dosing Units For SD007
No. 2 No. 1 PI PI PI PI Boiler Feed Water
Located 3rd Deck Forward
SB028 SB027 Steam
PI PI To Bilge
SB SB SB SB Injector
Primary Tank
057 056 003 002
SB042 SB041
Economizer Feed Boiler Feed

To Bilge
Water Pumps Water Pumps
Circulating Boiler Primary Tank
(5 m3/h) (110 m3/h)
Water Pumps
(26.0 m3/h)
Boiler Feed System

Awaiting photograph
Feed Pump
Awaiting photograph
Boiler Feed Sampling and Treatment System

2.3.3 Boiler Feed System
Description
The boiler feed system is the section of the steam generating plant, which circulates feed water from the
cascade tank into the steam drum of the boiler via the boiler feed water pumps and the feed water regulator.
The feed water flow is automatically controlled by the feed water regulating valve in accordance with the
variation in water level in the steam drum and the steam flow signal to maintain the water level constant.
Two boiler feed pumps take suction from the cascade tank and supply the boiler at a rate of 110m3/h at 24.5
kg/cm2. These feed pumps are designed to supply the boiler during cargo operations.
Two economiser boiler feed pumps take suction from the cascade tank and supply the boiler at a rate of 5m3/h
at 24.5 kg/cm2. These feed pumps are designed to supply the boiler needs during normal sea going conditions.
Each pump returns a small proportion of the discharge back to the cascade tank through an orifice, which
prevents pump overheating when the feed water regulator is closed or when the boiler is on low load.
The salinity alarm sensor is positioned in the feed pump suction line.
Feed water is supplied to the boiler through the feed water regulator. Feed water can also be supplied to the
boiler using a separate auxiliary line, which can be used in an emergency. The standby feed pump will cut in
on the failure of a running unit.
Boiler water chemical treatment is administered by injecting into the boiler feed inlet lines using a chemical
dosing unit.
Procedure for Preparing the Boiler Feed System for Operation:
a) Ensure that the pressure gauge and instrumentation valves are open.
b) Set up the valves as in the following table:
Boiler Feed Water System

Open Feed Pump Suction Valve from Cascade Tank SB001
Open No.1 Boiler Feed Pump Suction Valve SB002
Open No.2 Boiler Feed Pump Suction Valve SB003
Open No.1 Boiler Feed Pump Recirculating Valve SB010
Open No.2 Boiler Feed Pump Recirculating Valve SB011
Open No.1 Boiler Feed Pump Main Feed Discharge Valve SB006
Open No.2 Boiler Feed Pump Main Feed Discharge Valve SB007
Closed No.1 Boiler Feed Pump Auxiliary Feed Discharge Valve SB036
Closed No.2 Boiler Feed Pump Auxiliary Feed Discharge Valve SB037
Open No.1 Economiser Feed Pump Suction Valve SB056
Open No.2 Economiser Feed Pump Suction Valve SB057
Open No.1 Economiser Feed Pump Recirculating Valve SB062
Open No.2 Economiser Feed Pump Recirculating Valve SB063
Open No.1 Economiser Feed Pump Main Feed Discharge Valve SB058
Open No.2 Economiser Feed Pump Main Feed Discharge Valve SB059
Closed No.1 Economiser Feed Pump Auxiliary Feed Discharge Valve SB060
Closed No.2 Economiser Feed Pump Auxiliary Feed Discharge Valve SB061
Draft Issue 1 2.3.3 Boiler Feed System Page 1


Boiler In Use

Open Feed Regulator Inlet Valve SB014
Open Feed Regulator Outlet Valve XXXX
Open Main Feed Check Valve XXXX
Closed Auxiliary Feed Check Primary Valve XXXX
Closed Auxiliary Feed Check Secondary Valve XXXX
For initial start only:
a) Shut the discharge valve of the selected pump.
b) Start the pump and slowly open the discharge valve until the discharge line reaches working
pressure.
c) Check the operation of the feed check valve.
d) Fill the boiler to working level.
e) Check the operation of the salinometer.
f) Switch the remaining pump(s) to standby.
The boiler can now be brought into operation.
2.3.3 Boiler Feed System Page 2 Draft Issue 1

Illustration 2.4.1a Main and Auxiliary Sea Water System

To I.G To I.G To I.G.S Deck Fresh Water Generator (40 Ton/Day) WS036 WS035 Discharge
Key Generator Scrubber Water Seal Overboard
TI PI No.1 No.2
Sea Water
Galvanized WS063 WS029 WS030
Central TI PI PI TI Central
Steel Pipe
Coolers Coolers
TI PI WS027 WS028 PI TI
Sea Water TI
PI
Polythene Lined
Electrical From
BG029 Chemical
To Deck Fire PI Dosing
M.G.P.S
Hydrants Pump
2RD Deck Reaction
BG018
PI WS058 WS059 Tank
ZS DPAL WS154
154 BG408
Floor
BG028 BG026 DPS
TI PIAL
Vaccum 1385
From Fire Condenser Discharge To Bilge
FD003 G/S P/P ZS
BG025 BG016 Overboard
WS054
FD004 WS074 WS072 WS084 WS083 WS062
BG017 BG031
Top. Up I.G. Gen Scrubber
I.G. Gen Cooling Water WS053 WS026 WS025
Pump PS PS F.W. Generator TI Main Cool.
C.S. Water WS052
(310m3/h) Ejector Vacuum S. W Pumps
Pump WS024 WS023
Bilge, Fire, Pump Condenser (1350m3/h)
PI PI (35m3/h) PI PI PI PI WS037 Cool. S. W
G.S. Pumps (90m3/h) PI
PI WS020
(350/282 Pump PI PI
No. 2 m3/h) No. 1 No. 1 No. 2 (2610m3/h)
DPS DPS
XA XA XA XA
Deck Water 1378 1379 PI 324 325 No.1 No.2
PI PI PI PI PI PI PI PI PI
Seal C.W. XA XI
XI XI 1149 1149 XI XI WS019
P/Ps 1378 1379 324 325
(3.0m3/h) WS022 WS021
FD001 FD002 WS073 WS071 WS081 XI XI WS061 WS051 TI SI SI
WS082
1378 1379 1149
TI 324 325
BG010 BG013 BG011
Emergency
Bilge suction
2nd Deck 2nd Deck

WS101
WS102 Steam and air
Floor Blow Connection
Steam and air Floor
Blow Connection WS018
WS013 WS011 WS001

WS002 WS012
From From Bilge WS017

WS014
Bilge Well Port
Main
WS005
High Sea
Chest (P) Low Sea
Chest (S)
Main and Auxiliary Sea Water Cooling Systems

2.4 Sea Water Systems
2.4.1 Main and Auxiliary Sea Water Systems
Sea Water Pumps
F.W. Generator Ejector pump

No of sets: 1
Capacity: 190m3/h x 4.8kg/cm2
Services: F.W. generator
Main C.S.W. pump

No of sets: 2
Services: Central fresh water coolers, with cross connection to vacuum condenser
Vacuum Condenser C.S.W. pump

No of sets: 1
Services: Vacuum condenser, cross connection to central F.W. coolers
Main System
The main cooling sea water pumps supply cooling water to the central F.W. coolers and can be backed up by
the vacuum condenser C.S.W. pump.
All pumps take suction from a common sea water suction line, using either the low suction on the starboard
side or the high suction on the port side. The low suction will normally be in use at sea and when surface
contamination, such as weed, is present, also in light ballast conditions when ingress of air is likely. The high
suction will be used when in silted or shallow water conditions. A suction strainer is fitted at both suctions.
Both ship's side suction valves are remote hydraulically operated from the control station.
The pumps discharge to the low temperature F.W. coolers, then through the ship side overboard valve. The
pumps can also supply the vacuum condenser.
The No. 2 main C.S.W. pump has a direct emergency bilge suction from starboard aft of the engine room.
The pumps can be started and stopped locally. Auto start can be selected from the control room. Pressure
switches on the discharge side of the pumps provide the start signal for the selected standby pump.
The Vacuum Condenser is supplied by its own dedicated pump or by cross over from the main C.S.W. pumps.
The F.W. Generator is supplied by its own dedicated ejector pump. Should this pump fail, the unit may be
supplied from Fire & G.S. pumps / I.G.S. scrubber pump or I.G.S. topping up pump.
Draft Issue 1 2.4 Sea Water System Page 1


Operation
Preparation for the Operation of the Cooling Sea Water System
a) Ensure the suction strainers are clear.
b) Ensure all the pressure gauge and instrumentation valves are open.
c) Set up the valves as shown in the tables below. In this case the low suction is in use.
Main System

Open Low Suction Ship's Side WS002
Open Low Suction Strainer Outlet WS006
Closed Low Suction Strainer Drain Valve XXXX
Closed Low Suction Strainer Vent Valve XXXX
Closed High Suction Ship's Side WS001
Open High Suction Strainer Outlet WS005
Closed High Suction Strainer Drain Valve XXXX
Closed High Suction Strainer Vent Valve XXXX
Open No1 Main C.S.W. Pump Suction Valve WS022
Open No1 Main C.S.W. Pump Discharge Valve WS026
Open No2 Main C.S.W. Pump Suction Valve WS021
Open No2 Main C.S.W. Pump Discharge Valve WS025
Open No1 Central F.W. Cooler Inlet Valve WS027
Open No1 Central F.W. Cooler Outlet Valve WS029
Closed No2 Central F.W. Cooler Inlet Valve WS028
Closed No2 Central F.W. Cooler Outlet Valve WS030
Closed Cross-Over to Vacuum Condenser WS053
Open Main Overboard Discharge Valve WS035
Preparation for the Operation of the Vacuum Condenser Sea Water System
a) Ensure the main sea water suction sea chest valves are open.
c) Set up the valves as shown in the table below:
Vacuum Condenser System

Open Vacuum Condenser Pump Suction Valve WS051
Open Vacuum Condenser Pump Discharge Valve WS052
Closed Cross-Over to Main System WS053
Open Overboard Valve WS054
2.4.1 Main and Auxiliary Sea Water System Page 2 Draft Issue 1

Procedure for the Operation of the Vacuum Condenser C.S.W. System
a) Start the vacuum condenser water pump with the discharge valve closed.
When the pump is up to speed, slowly open the discharge valve. This is only required at the initial start up.
b) Vent the vacuum condenser.
During the following conditions e.g. low sea temperatures, low cargo pump load or when the main vacuum
condenser pump is out of service, the system can be supplied by the main C.S.W. pump, by opening the
crossover valve WS053.
Procedure for the Operation of the F.W. Generator Pump
a) Set up the valves as shown in the table below.
F.W. Generator Pump

Open F.W. Generator Ejector Pump Suction Valve WS061
Open F.W. Generator Ejector Pump Discharge Valve WS062
Open F.W. Generator Inlet Valve XXXX
Open F.W. Generator Outlet Valve XXXX
Open Overboard Valve WS063
b) Start the pump for the F.W. Generator.
Draft Issue 1 2.4.1 Main and Auxiliary Sea Water System Page 3
Illustration 2.4.2a Sea Water Service System
Deck Fire Hydrants
Overboard
BG018
To Inert Gas PS
System
Scrubber FD005
C.S.W PS
PI
BG025 BG017 FD003 BG031 BG016 FD004 FD019
Bilge Fire and

G.S. Pumps
(350/282 m3/h)
PI
PI PI
Fire Line
No.2 No.1 Pressurising
Pump
(25m3/h)
PI PI
PI
BG010 FD001 BG013 BG011 FD002 FD018
From Bilge From Bilge From S.W Main

Main and Port Well Port Crossover Line
and Stbd Bilge
Wells
Key
Sea Water
Sea Water Service System


2.4.2 Sea Water Service Systems
Other S.W. systems taking suction from the main sea suction line are:
Inert Gas Scrubber Pump
Topping Up Inert Gas Cooling Water Pump
Deck Water Seal Pump (2 sets)
Fire Line Pressurising Pump
Bilge, Fire and General Service Pumps (2 sets)
Bilge, Fire and General Service Pumps
Maker: Teikoku
No.of sets: 2
Model: 250-2VSR-Bm-NV-F
Capacity: 350/282 m3/h at 3.0/12.0 kg/cm2
Both Bilge, Fire and G.S. pumps are permanently set up for Foam & Fire main service, with the discharge and
suction valves locked open. The pumps can pump bilges directly overboard in an emergency from the bilge
main. Both bilge suction valves on each pump are normally locked closed. Both pumps can provide a backup
for the inert gas scrubber system.
Maker: Teikoku
No.of sets: 1
Model: 65-2MSH-Am
Capacity: 25.0 m3/h at 12.0 kg/cm2
The fire line pressurising pump is used to maintain a pressure in the fire main at all times. Pressure switches
allow the pump to auto start and stop as necessary to maintain this pressure. Consequently the suction and
discharge valves to this pump are open at all times. Should the pump be out of action or more water required to
the fire main line, then one of the Bilge, Fire and G.S. pumps can be used as a back-up.
Scrubber Pump
Maker: Teikoku
No.of sets: 1
Model: 200TVS-Blm
Capacity: 310 m3/h at 5.0 kg/cm2
The scrubber pump takes suction from the sea and discharges to the main inert gas scrubber unit and for the
I.G.S. topping up unit. This pump can also be used as supply to the F.W. generator.
Topping Up I.G.S. Cooling Water Pump
Maker: Teikoku
No. of sets: 1
Model: 100TVS-Blm
Capacity: 35m3/h at 5.0kg/m2
2.4.2 Sea Water Service Systems Page 1 Draft Issue 1


This pump is used when the I.G.S. topping up unit is in use. This pump can also be used to supply the F.W.
generator.
Deck Water Seal Pumps
Maker: Teikoku
No.of sets: 2
Model: 50MS-S2m
Capacity: 3.0m3/h at 5.0kg/cm2
The deck water seal pumps supply the inert gas deck water seal. One unit is normally in constant operation
and the other ready for use with auto start should the in use unit fail.
Draft Issue 1 2.4.2 Sea Water Service Systems Page 2

Illustration 2.4.3.a Evaporator-Schematic

T Setting
1 V 0.6 bar
Air Evacuation Line Key
Fresh Water
T T
2 3
Overboard Sea Water
HT Cooling Water
Air
Vacuum
Adjusting Electrical
Valve
Deflector
Sight
TI PI Glass
T
Evaporater Jacket 5
Air / Brine
Water Outlet Ejector
Brine
T PI
Evaporator Jacket 4
Water Inlet Seawater
Supply
Ejector Pump
C
Feed Water
High Salinity Salinity

Dump LIne Indicator
V
Chemical Flowmeter
Injection
To Fresh
Unit
Water Tanks
Sensor
Distillate Pump
Evaporator Schematic

2.4.3 Evaporators
Fresh Water Generator

Maker: Sasakura Engineering Co.
No of sets: 1
Type: KE40
Capacity: 40T/Day
Distillate Pump
No of sets: 1
Type: Horizontal Centrifugal
Capacity: 1.9m3/h
Ejector Pump
Maker: Teikoku
No of sets: 1
Type: 125TVS-B1m
Capacity: 90m3/h
Salinometer
No of sets: 1
Type: SK 101
The fresh water generator (evaporator) unit is heated by the jacket water of the main engine and capable of
producing up to 40 ton/day of distillate. The unit boils sea water in a vacuum of at least 634mmHg at a
temperature of 56ºC. The vapour produced is condensed and pumped to the F.W. or D.W. storage tanks. The
quality of distillate is monitored by a salinity indicator.
An ejector pump provides sea water supply for feed, brine eduction and creating the vacuum. A distillate pump
discharges the created distillate to the various storage tanks.
The evaporator shell contains two tubular heat exchangers, separated by a deflector plate and demister pads. In
the lower chamber the sea water is heated by the jacket water system which, due to the vacuum inside the
chamber, will boil off. The vapour produced rises to the upper chamber, around a deflector plate and through
demister pads, where any entrained water droplets fall back to the lower chamber. In the upper chamber the
vapour is condensed by sea water supplied by the ejector pump. This condensed water vapour (distillate) is
drawn off by the distillate pump.
The main engine jacket water system provides the heating medium in the lower chamber, passing into the
heating coil at approx. 80ºC and returning out at approximately 68ºC. When the main engine is not in use,
steam supply to the jacket water preheater will maintain the jacket water system at the required temperature.
The ejector pump takes suction from the main sea water cross-over line. The supplied water passes through an
ejector which:
Creates a vacuum in the shell of the generator by drawing off the air inside the unit through a
vacuum adjusting valve
Provides the cooling water for the condenser
Draws off the brine from the bottom of the unit and discharges it overboard
Provides the feed water flow into the unit
2.4.3 Evaporators Page 1 Draft Issue 1


The feed water is injected with a foaming and scaling inhibiting compound.
The distillate produced is pumped to the fresh water or distilled water tanks by the distillate pump. The
distillate is monitored by a salinity indicator and should the salinity rise above a set amount, (approx. 10ppm),
a solenoid valve in the discharge line is activated and the water is returned to the lower chamber in the
evaporator. When the distillate salinity again falls to correct levels, the solenoid valve will close, allowing the
discharged distillate to continue flowing to the storage tanks.
As the distillate water is produced at below 80ºC, sterilisation of the water has to take place to make it safe for
drinking. A sterilisation unit is fitted into the discharge line to the F.W. tanks and a re-hardening unit into the
domestic F.W. lines to the accommodation.
WARNING !
Do not operate the plant in polluted water. Freshwater must not be produced from polluted water, as
the produced water will be unsuitable for human consumption.
Starting Procedures
a) Ensure the alarm and control panels are switched on.
b) Set valves as follows:

Open Ejector Pump Suction Valve WS061
Open Ejector Pump Discharge Valve WS062
Closed Cross-over Valve from Fire & G.S. Pump BG026
Open Overboard Discharge Valve WS063
Open M.E. J.C.W. Inlet Valve to Evaporator WF307
Open Evaporator M.E. J.C.W. Outlet Valve WF308
Closed M.E. J.C.W. By-pass Valve WF309
c) Start the ejector pump.
d) Open the outlet and inlet valves for condenser cooling water.
e) Open feed water inlet valve, allowing water into the heat exchanger.
f) Create a vacuum of about 700mmHg.
g) Remove air in the shell through the vent cock.
h) Operate the salinity alarm to prove it is operational.

.
i) When the distillate is sighted in the glass of distillate pump suction pipe, start the pump,
regulating the flow of distillate with the pump discharge valve.
The output capacity is regulated by increasing or decreasing the amount of jacket cooling water passing
through the heat exchanger. Operate the jacket water by-pass valve until the correct output is achieved.
Draft Issue 1 2.4.3 Evaporators Page 2


Stopping the Plant
a) Close heat exchanger inlet and outlet valves.
b) Stop the distillate pump.
c) Turn off the salinity alarm.
d) Close the feed water valve.
e) Stop the ejector pump.
f) Close the condenser outlet valve to overboard.
g) Open the vacuum breaker valve.
h) Close the overboard discharge valve and the ejector pump inlet valve.
2.4.3 Evaporators Page 3 Draft Issue 1

Illustration 2.4.4a Distilled Water Transfer and Distribution System In Incinerator

Room To O.D.M.S Cleaning
WG020 Water Supply
Inert Gas System And Fan Room
For Inert Gas System Blower Cleaning
WG021 And Casing Service Safety Shower
WP004 WP005 To High Temperature/Low Temperature and Eye Wash
Feed Water Expansion Tank Emergency Generator
Engine Store Room
WG019
Distilled Water Tank Distilled Water Tank Domestic Water Tank Domestic Water Tank In W/S (2nd Deck) To Engine Room Toilet
Inboard Starboard Outboard Starboard Inboard Port Outboard Port To Economiser
WG018
(125.3m3) (127.3m3) (125.3m3) (127.3m3) To Boiler Water
Sampling Cooler Near Boiler
LIAL LIAL LIAL LIAL WG025
LI LI LI LI
1532 1533 1530 1531 To Main Engine Soot Drain Tank
Near Sewage Holding Tank
WG017 To Sewage Treatment Plant H.F.O./L.O. Purif.
Operation Water Supply
Dilution Water Supply
WP451 WP056 WP452 WP057 WP006 WP401 WP007 WP402
To Generator Engine Scum Holding Box In Purifier Room
WG026
Near Generator Engine
WG014
PI Fresh Water Generator
WP058 WP009 For Generator Engine Dosing Unit
WG027
To Bilge To Bilge Turbo Charger Cleaning
Primary Primary Tank 4th Deck
Near Cascade Tank (Starboard)
Tank WG015 WG031
Floor
WP003 (Starboard)
WG034
To Safety Shower
To Stern Chemical Handling
WG063
Tube Cooling Area (4th Deck (Port))
Sterlizer WP021 To Eye Wash Key
Water Tank
(Ion Type)
Floor (Port)
(Near High Sea Chest) Fresh Water
WG016
To To Oily Water
Cascade WP002 WP020 Separator Domestic Hot Water
Compressed
Tank & Oily Bilge Main Engine Turbo Charger PI
Air Supply
Pump Cleaning Steam
Air For Soft
Blast
Cleaning Instrumentation
AR023
AR024
To Other
Electrical
Turbo Charger
XA PI Air
PI
1319
AUTO
ST-SP To Bilge
PS
Primary Tank
No.2 Fresh Water To Accomodation WG049 WG033
Hydrophore F.W. System AK
PI
Tank
WP011 (1.0m3) WG050 WG039
WG040 WG038 WG035
To / From
WP008 Air Coolers AM
WP001
No.1 PI
XA WG037 WG036
1320 WG041
WP012 WG013 AS-1 AS-2
WG042 PI
WP010 AL
Main Engine
Fresh Water Air Cooler Cleaning
F.W. Generator
(40Ton/Day) Pumps (5.0m3/h) TI Main Engine
Air Cooler Chemical Cleaning Tank
To Bilge WG037 (0.9m3) and Pump (5.0m3/h)
Primary Tank To Bilge To Bilge
Primary Tank Holding Tank
WG044
Distilled Water Transfer and Distribution System


2.4.4 Distilled Water Transfer and Distribution
The fresh water generator distillate pump discharges through a salinometer and a flowmeter. Positioned before
the flowmeter is a solenoid valve. This opens when the salinometer detects too high a salinity level, dumping
the distillate pump output to the bilge primary tank.
The discharge from the pump leads to the filling valves of both distilled and fresh water tanks. There are two
distilled water tanks, only one of which would normally be in use, each with a capacity of approximately
125MT. The distilled water tanks can be interconnected to the FW system, and vice versa, by opening the
cross over valves. The distilled water is supplied to fill the stern tube cooling water tank, and as a feed make-
up to the cascade tank.
The distilled water tanks have valve connections to deck, for shore side filling. Both tanks have level
indicating units and low level alarms fitted.
Procedure for Operation of the Distilled Water Transfer System
The valves should be set up as follows:

Closed FW Generator Distillate Pump Discharge Valve WP001
Closed Filling Valve for Inboard Distilled Water Tank XXXX
Closed Filling Valve for Outboard Distilled Water Tank XXXX
Open Outlet Valve from Inboard Distilled Water Tank WP056
Closed Outlet Valve from Outboard Distilled Water Tank WP057
Closed Inboard Distilled Water Tank Drain Valve WP451
Closed Outboard Distilled Water Tank Drain Valve WP457
Closed Crossover Between F.W. and Distilled Tanks WP058
a) Start up the F.W. generator.
b) Open the filling valve of the selected tank.
c) Start the distillate pump. Discharge should be to bilge.
d) Open distillate pump discharge valve.
e) Switch on salinometer.
If the salinometer reading is satisfactory the discharge will change over to fill the tank.
Draft Issue 1 2.4.4 Distilled Water Transfer and Distribution Page 1

Illustration 2.5.1a Main Engine Jacket Cooling Water System

To L/T F.W.
Expansion Tank
LAH
From 0302
F.W. Service WG029 H/T Jacket Cooling F.W.
Expansion Tank (1.5m3)
LI WF307 TI
LAL
0302
TI
WF301
FAH
312 WF309
Alarm Device
For Air Detection
F.W.
Generator
WF308
TIAH
TIC TIC
Sett. Sett.
800c 820c PI
WF310
TI M/e
Jacket
PI F.W.
WF313 Deaeration Cooler
M/E Jacket Vessel PI
From 6kg/cm3 Water PreHeater WF312
Steam Range XA SA
PSI TIAL PIAL
311 311 327 327 WF311
To TI
TI TI
BD Bilge
WF323 AUTO
WF327 CH-VR
Chemical
WF324 PS PI PI
Injection Point
From
WF305 Chemical Treatment
Main Engine WF325 WF303 WF326
AH Key
PS PI PI
6 kg/cm2 Steam
WF304 WF302 HT Cooling Water

M/E Jacket C.F.W.
Pumps (205m3/h) Control Air
PI
XA SA
328 328 Electrical
WF352 WF353
Comp. Air
AR025 Supply
Maintenance M/E J.F.W.
Tank (1.5m3) Transfer Pump
WF351
(2m3 x 2.5kg/cm3)
To (Air Driven)
Bilge
Main Engine Jacket Cooling Water System


2.5 Fresh Water Cooling Systems
2.5.1 Main Engine Jacket Cooling Fresh Water System
The system has two cooling water pumps rated at 205m3/h with a pressure of 2.5kg/cm2. The system supplies
cooling water to the main engine jackets, cylinder heads and exhaust valves.
The system operates on a closed circuit principle. The pumps discharge through the jacket cooling water
preheater. A valve bypassing the preheater is throttled to ensure a flow through the preheater at all times. The
preheater maintains the main engine jacket cooling water temperature when the main engine is at idle or on
low load.
The hot water from the jackets is passed through the F.W. Generator, which can be bypassed when the main
engine is on low load or idle. The F.W. Generator performs an initial cooling effect. The jacket water then
passes through the jacket cooling water cooler, which is in turn cooled by the fresh water cooling system. A
three way control valve controls the flow through or by-passes the cooler depending on the jacket water outlet
temperature.
Flow continues to the supply main on the main engine. The system is continually vented at the highest point to
the expansion tank. There are branches from the main cooling water supply to each cylinder. Isolating valves
are fitted to the inlet and outlet mains for each cylinder to allow cylinders to be individually isolated for
maintenance purposes.
An automatic temperature controller operates a three way valve, which controls the flow through the cooler or
bypasses the cooler at low temperatures. The steam supply to the preheater is automatically controlled by a
temperature sensor in the inlet line to the F.W. Generator.
The expansion tank provides a positive head to the system as well as allowing for thermal expansion. The
system can be drained to bilge or to the maintenance tank and can be replenished using the fresh water transfer
pump.
To avoid loss of treated cooling water, a drain tank is provided. To replenish the system from the drain tank, an
air driven diaphragm pump is provided. The system is topped up by adding water to the expansion tank.
A de-aeration vessel is fitted to the C.F.W. pumps suction line, allowing the mixing of the water from the
expansion tank and cooler outlet lines. There is an alarm unit fitted to detect air present in the line from the
vessel to the expansion tank.
Preparation for the Operation of the Jacket Cooling Water System

a) Replenish the system using the fresh water filling pump on the maintenance tank, or from the
domestic fresh water system via the expansion tank.
c) Ensure the F.W. Generators are bypassed.
d) Ensure all the main engine individual cylinder inlet and outlet valves are open.
e) Ensure all the main engine individual cylinder vent and drain valves are closed.
f) Set up the valves as shown in the following table:
2.5 Fresh Water Cooling Systems Page 1 Draft Issue 1


Open No.1 J.C.W. Pump Suction Valve WF302
Open No.1 J.C.W. Pump Discharge Valve WF304
Open No.2 J.C.W. Pump Suction Valve WF303
Open No.2 J.C.W. Pump Discharge Valve WF305
Open Preheater Inlet Valve WF323
Open Preheater Outlet Valve WF324
Closed System Drain Valve to Drain Tank WF351
Open F.W. Generator Bypass Valve WF309
Closed F.W. Generator Inlet Valve WF307
Closed F.W. Generator Outlet Valve WF308
Open J.C.W. Cooler Inlet Valve WF310
Open J.C.W. Cooler Outlet Valve WF311
Open System Vent Valve to Buffer Unit HF06
Open De-aeration vessel inlet valve from expansion tank WF301
Operation
a) Check the system level and replenish if required.
b) Start one J.C.W. pump.
c) Vent the J.C.W. cooler.
d) Vent the preheater.
e) Supply steam to the preheater via control valve.
f) Slowly bring the jacket temperature up to operating temperature.
g) Supply fresh water cooling to the J.C.W. cooler.
h) Test the system for chemical concentration and add chemicals as required.
i) Switch the other J.C.W. pump to standby.
j) When the engine is at full power, steam supply to the preheater can be isolated and water
circulated through the F.W. generator.
k) Vent the F.W. generator.
The temperature drop across the F.W. generator is regulated by the evaporator by-pass valve.
Draft Issue 1 2.5.1 Main Engine Jacket Cooling Fresh Water System Page 2
Illustration 2.5.2a Central Fresh Water Cooling System From F.W.

Service Line
WG028
Upper Deck Upper Deck
Sampling WF264
Cooler L/T Cool. F.W.
Expansion Tank
Sampling WF263 (1.0m3)
Connection LAL
1530
WF063
Sink
TI TI TI WF001
Work Shop No.2 Ref. No.1 Air

Unit Cooler WF058 Prov. Plants Cond. Plants
Steering Gear Room
TI PS PI TI PS PI To
WF057 XA XI XA XI
Hyd. Deck TI Bilge
1362 1362 1376 1376 For Dry
Mach. Cooler TI TI Dock Operation
TI (Only Starboard)
No.1 Ref. No.2 Air From G/E Cool.
Cond. Plants Upper Deck
MSB Prov. Plants F.W. System
Unit Cooler WF048
TI PS PI TI PS PI
XA XI XA XI
TI WF047
TI 1361 1361 1377 1377
No.1 WF054 TI
MSB
WF051 Unit Cooler WF046
Main Air
Compressors TI
WF045
TI
No.2 WF055
TI TI WF039
WF052 Atmo. Drain /
Dump Condenser
WF041 WF042 Chemical
WF065 Injection Point
WF043
To / From
G/E Cooling
To M/E H/T
F.W.System
J.C.F.W. Pump
WF064 WF066 WF067
WF049
Metering
TI Pump
WF021
Electric
No.1 C.O.P. SI SI
0321 0332 Automatic
Turbine L.O. Cooler
Changeover Chemical
TI WF080 XI XI
WF018 0321 0332 Handling Area On
WF034 M/E TI AUTO
No.1 TI PI Chemical Dosing (4th (Starboard)
Jacket XA XA CH-VR
M/E Air Unit For
Cooler F.W. 0321 0332
TI HT/LT C.F.W.
TI PI Cooler WF022
PS PI PI
No.2 C.O.P.
TI
WF033 Turbine L.O. Cooler
WF006 WF004 No.1 WF002
Low Temp. Cool.
WF019
TI PS PI PI F.W. Pumps
To (970m3/h)
TIAH PIAL
0316 TI Bilge 0313
TI WF007 WF005 No.2 WF003
WF023
No.2
M/E Air WF032 Main No.3 C.O.P.
TI PI Turbine L.O. Cooler
Cooler L.O.
Cooler WF008
WF020 TI PI No.2
TI PI TI
TI TIAH Central
TI PI Cooler
WF031
TI
WF015 Key
To WF010
Bilge Tank Cleaning LT Cooling Water
Pump Turbine
WF014
TI
WF009 No.2
TI TI PI
WF025 Central
Air Ejector Cooler
WF013 TI PI
Condenser
WF024 WF011
TI
WF044 TIAH
318 TIC
Central Fresh Water Cooling System

To L/T Cooling
Illustration 2.5.2b Auxiliary Engine L.T. Cooling Water System F.W. Expan sion Tank
(See 2.5.2a C.F.W. Cooling System
De-Aeration
Vessel
To L/T Cooling
Water System
(See 2.5.2a C.F.W. Cooling System
WF225
WF207 WF213 WF208 WF214 WF209 WF215
WF226 WF216 WF227 WF217 WF228 WF218
No.1 G/E No.1 G/E No.1 G/E
WF222 WF223 WF224

TI TI TI TI TI TI
TIAH TIAH TIAH

642 742 842
TI L.O. TI L.O. TI L.O.
Cooler Jacket Cooler Jacket Cooler Jacket
Generator Generator Generator

Air Cooler Air Cooler Air Cooler
PI TI PI TI PI TI XA
0920
Air PIAL Air PIAL Air PIAL
Cooler 643 Cooler 743 Cooler 843 Control
TI TI TI Panel
PI TI WF251 PI TI WF252 PI TI WF253 TS PS

PI
WF219 PIAL WF220 PIAL WF221 PIAL
641 741 841 No.2
WF262 Electric
Engine Driven Engine Driven Engine Driven

Pumps Pumps Pumps WF258 WF260
PI G/E Jacket
Water Preheater
WF259 WF261
PI No.1
TI
Generator
WF204 WF205 WF206 Jacket Preheating
WF257 Pumps
XA ZS XA ZS XA ZS
645 WF201 WF210 645 WF202 WF211 645 WF203 WF212
G/E Start Signal G/E Start Signal G/E Start Signal

Sol. Valve De-energized Sol. Valve De-energized Sol. Valve De-energized
G/E C.F.W. Inlet G/E C.F.W. Inlet G/E C.F.W. Inlet
Valve Open Valve Open Control Air Valve Open Control Air
Control Control Control
Air Air Air
Key
From L/T Cooling
L.T. Cooling Water Water System
(See 2.5.2a C.F.W. Cooling System)
H.T. Cooling Water
Auxiliary Engine L.T. Cooling Water System

2.5.2 Central Fresh Water Cooling Systems
Introduction
The low temperature central fresh water cooling system works on the closed circuit principle. The system has
the following features:
Two circulating pumps which supply the services at a rate of 970 m3/h at 2.5 kg/cm2.
A pressure switch on the common pump discharge starts the standby pump on low pressure.
Two central coolers, which in turn are cooled by sea water.
An expansion tank which provides a positive head to the system as well as allowing for thermal expansion.
This tank can be topped up from the domestic fresh water system.
The circulating pumps receive suction from the system after the coolers at a temperature of approximately
36ºC. The temperature is controlled by a three way valve, which by-passes the cooler at low temperatures.
Water is supplied to each generator engine L.O. and scavenge air coolers and H.T. cooling water booster
pumps. Central fresh water is supplied to the individual generator engines via a solenoid valve which is
energised when the engine receives a start signal. The generator engine jacket coolers are supplied from a point
just before the return to the pump suction. A preheating unit with dedicated circulating pumps is provided to
maintain temperature in the standby generator engines.
The system is permanently vented from the highest point of the system to the expansion tank.
The low temperature cooling water pumps supply the following services:
Both fresh water coolers which are cooled by sea water
Both main engine scavenge air coolers
Both main engine L.O. coolers
Cargo and tank cleaning pump L.O. coolers
M.E. jacket cooler
Generator engine jackets, L.O. coolers, air coolers and alternator air coolers
M.S.B. air conditioning units
Boiler circulating pumps
Both accommodation air conditioning compressors
Boiler water sample cooler
Workshop air conditioning unit
Both air start compressors
Deck hydraulic machinery cooler
Refrigeration plants
Air ejector condenser
2.5.2 Central Fresh Water Cooling Systems Page 1 Draft Issue 1


Preparation for the Operation of the Low Temperature Cooling Water System
a) Replenish the system from the expansion tank, which is filled from the accommodation fresh
water system.
b) Ensure all pressure gauge and instrumentation valves are open.
c) Set up valves as shown in the tables below:

Open No.1 L.T. Cooling Water Pump Suction Valve WF002
Open No.1 L.T. Cooling Water Pump Discharge Valve WF006
Open No.2 L.T. Cooling Water Pump Suction Valve WF003
Open No.2 L.T. Cooling Water Pump Discharge Valve WF007
Open No.1 Central Cooler Inlet Valve WF008
Open No.1 Central Cooler Outlet Valve WF010
Closed No.2 Central Cooler Inlet Valve WF009
Closed No.2 Central Cooler Outlet Valve WF011
Open No.1 M.S.B. Unit Cooler Inlet Valve WF045
Open No.1 M.S.B. Unit Cooler Outlet Valve WF046
Open No.2 M.S.B. Unit Cooler Inlet Valve WF047
Open No.2 M.S.B. Unit Cooler Outlet Valve WF048
Open No.1 Cargo Pump L.O. Cooler Inlet Valve WF018
Open No.1 Cargo Pump L.O. Cooler Outlet Valve WF021
Open Tank Cleaning Pump L.O. Cooler Inlet Valve WF014
Open Tank Cleaning Pump L.O. Cooler Outlet Valve WF015
Open M.E. L.O. Cooler Inlet Valve WF031
Open M.E. L.O. Cooler Outlet Valve WF032
Open M.E. Jacket F.W. Cooler Inlet Valve WF033
Open M.E. Jacket F.W. Cooler Outlet Valve WF034
Open No.1 M.E. Scavenge Air Cooler Inlet Valve XXXX
Open No.1 M.E. Scavenge Air Cooler Outlet Valve XXXX
Open No.2 M.E. Scavenge Air Cooler Inlet Valve XXXX
Open No.2 M.E. Scavenge Air Cooler Outlet Valve XXXX
Throttled Scavenge Air Cooler By Pass Valve WF080
Open No.1 Generator Engine Jacket C.F.W. Booster Pump Inlet Valve WF210
Open No.1 Generator Engine Jacket Cooler Outlet Valve WF216
Open No.1 Generator Engine Air & L.O. Cooler Outlet Valve WF207
Open No.1 Generator Engine Alternator Cooler Inlet Valve WF219
Open No.1 Generator Engine Alternator Cooler Outlet Valve WF222
Draft Issue 1 2.5.2 Central Fresh Water Cooling Systems Page 2


Open Generator Engine Preheater No1 Pump Inlet Valve WF258
Open Generator Engine Preheater No1 Pump Outlet Valve WF260
Open Generator Engine Preheater No2 Pump Inlet Valve WF259
Open Generator Engine Preheater No2 Pump Outlet Valve WF261
Open Generator Engine Preheater Outlet Valve WF262
Open No.1 Generator Engine Inlet Valve from Preheater WF251
Open No.1 Generator Engine Outlet Valve to Preheater WF213
Open No.1 Generator Engine Air Cooler Outlet to Expansion Tank WF226
Closed Expansion Tank Drain Valve XXXX
Closed No.1 Generator Engine Alternator Cooler By-pass Valve WF204
Open Expansion Tank Run Down Valve WF001
Open No.1 Accommodation A.C. Condenser Inlet Valve XXXX
Open No.1 Accommodation A.C. Condenser Outlet Valve XXXX
Open No.2 Accommodation A.C. Condenser Inlet Valve XXXX
Open No.2 Accommodation A.C. Condenser Outlet Valve XXXX
Open Boiler Water Sample Cooler Inlet Valve WF263
Open Boiler Water Sample Cooler Outlet Valve WF264
Open Workshop A.C. Inlet Valve WF257
Open Workshop A.C. Outlet Valve WF258
Open No.1 Main Air Compressor Inlet Valve WF051
Open No.1 Main Air Compressor Outlet Valve WF053
Open No.2 Main Air Compressor Inlet Valve WF052
Open No.2 Main Air Compressor Outlet Valve WF054
Open Inlet and Outlet Valves on Each Refrigeration Plant Condenser XXXX
Operation
a) Start one low temperature cooling fresh water pump.
b) Supply sea water to the central F.W. cooler.
c) Check the expansion tank level and replenish if necessary.
d) Check the level of chemical treatment and dose as necessary.
e) Supply electrical power to the auxiliary engine preheater.
f) Start one preheater circulating pump.
g) Put the remaining pumps on standby.
2.5.2 Central Fresh Water Cooling Systems Page 3 Draft Issue 1

Illustration 2.6.1a Main Engine Fuel Service System From Gen. Engine
F.O. Return Line
H.F.O.
Diesel Oil
Service Tank
Service Tank
(Starboard)
(54.4m3)
(123.7m3)
OD101
OF201 OF101
Setting
8K
OF205
M/E F.O.
Supply Unit
To H.F.O. Settling To G/E
LAH OF206 Tank Outlet
204 H.F.O. Service
OF053 OF209
Main Engine
B&W 7S80MC
To F.O. To Aux. Boiler
TIAHL PIAL SI SI
PI TI Overflow/ H.F.O. Service
0202 201 213 213
Drain Tank
XI XI
OF204 213 213
Return XA XA
To Fuel Oil OF207 TI Pipe 213 213 AUTO
Overflow / Drain Tank LAL CH-VR
OF202
PI PS No.1 PI ZS
Main Engine 130
TI PI Fuel Oil Supply
No.2
Pumps (8.1m3/h)
PS PI OF203
PIAL
FI DPAH 219 DPAH OF201
207 0206 0206
To F.O.
Damping Overflow Tank
Tank
Key
PI
020 SI SI
VIC VIAH PI PI 211 211 Fuel Oil
ECC 0205
To ECR
XI XI
Main Engine Fuel Oil 211 211
Diesel Oil
No.1 Main Engine No.2 Main Engine Circulating Pumps
To F.O. Fuel Oil Heater
Overflow Tank Viscorator Fuel Oil Heater (10.7m3/h) XA XA Steam Tracing
211 211
AUTO Valve Locked Closed
PI CH-VR
DPS
No.1
TI TI No.2
DPAH Auto Back Flushing

To F.O. 203 F.O. Filter & Manual
Overflow Line
PI PI By-Pass Filter
Main Engine Fuel Oil Service System

2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
Introduction
Fuel oil is stored on board in four fuel oil storage tanks and then transferred to a fuel oil settling tank, when
required, by a fuel oil transfer pump After fuel oil has been transferred to the settling tank, any water or other
sediment is drained off using a self-closing test cock.
From the fuel oil settling tank, fuel oil can be supplied directly to the boiler and is centrifuged in one of two
F.O. purifiers to the fuel oil service tank. Fuel oil is supplied to the main engine and generator diesel engines
from the fuel oil service tank, using two separate fuel supply systems. The main engine and three auxiliary
engines are designed to run on F.O. at all times. One of the fuel oil purifiers will be running at all times, with
the throughput balanced to match the fuel consumption of the main engines and generator diesel engines.
All outlet valves from all fuel tanks are remote quick closing valves with a collapsible bridge which can be
pneumatically operated from the fire control station. After being tripped from the fire control station the
valves must be reset locally. Each tank is also fitted with a self closing test cock to test for the presence of
water and to drain any water present. Tundishes under the self closing test cock drain any test liquid to the fuel
oil drain tank. All tanks and heaters are supplied with steam at 6kg/cm2 from the ship’s steam supply, with
condensate flowing to the observation tank which is fitted with an oil detection unit.
The steam supply to both F.O. supply heaters is controlled by a viscosity controller. All fuel oil pipe work is
trace heated by small bore steam pipes laid adjacent to the fuel oil pipe and encased in the same lagging.
Heated and filtered fuel oil is supplied to the main engine and auxiliary engines from the fuel oil service tank
(under abnormal conditions the settling tank can be used). Fuel oil from the fuel oil service tank, is supplied to
one of two fuel oil supply pumps. The second pump will be on automatic stand-by, and will start in the event
of discharge pressure drop or voltage failure of the running pump.
The fuel is supplied from the H.F.O. service tank, through a D.O./H.F.O. change over cock to a duplex suction
filter, one side of which will normally be in use with the other isolated. The fuel oil supply pumps discharge
through the main engine fuel oil supply meter to the F.O. return pipe. A relief valve, which is set at 4.0kg/cm2,
maintains the supply pump’s discharge pressure by recirculating oil from the pump discharge back to the
suction side of the pumps.
Fuel oil is drawn from the return pipe by one of two main engine fuel oil circulating pumps. The second pump
will be on automatic stand-by and will start in the event of discharge pressure drop or voltage failure of the
running pump. The fuel oil circulating pumps discharge through one of a pair of main engine fuel oil heaters
where the oil is heated to a temperature corresponding to a viscosity of 12cSt using steam at 6kg/cm2.
The heated fuel oil then passes through an automatic back flush filter, with a by-pass basket filter for use
during maintenance of the main filter, before entering the viscosity controller which controls steam to the
heater. The main filter is an automatic self cleaning filter with the cleaning mechanism activated by an
increasing differential pressure. The debris discharge from the auto filter is piped to the fuel oil overflow tank.
The oil is then supplied to the main engine fuel rail into the suction side of the main engine high pressure fuel
oil injection pumps. A relief valve regulates the pressure at the main engine rail, diverting excess pressure to
the F.O. return pipe. A valve is fitted on this section of line to flush the system back to the service tank when
changing over to diesel when at standstill.
The high pressure fuel oil lines on the engine are sheathed, any leakage from the annular spaces formed by the
sheathing is lead to the F.O. overflow/drains tank.
Draft Issue 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 1

Preparation for the Operation of the Main Engine Fuel Oil Service System
a) Put F.O. purifier in use, filling the service tank from the settling tank.
b) Ensure filters are clean.
c) Ensure that all instrumentation valves are open.
The following procedure illustrates starting from cold, with the system charged with diesel oil and in a shut
down condition.
Set up the valves as in the following table:

Open H.F.O. Service Tank Suction Quick Closing Valve OF201
Closed No.1 Settling Tank Suction Quick Closing Valve OF051
Closed No.2 Settling Tank Suction Quick Closing Valve OF052
Closed Settling Tank Secondary Suction Valve OF053
Closed Diesel Oil Tank Quick Closing Valve OD101
Closed Diesel Oil Suction Valve OD201
Closed Fuel Oil Suction Valve OF202
Open No.1 Cold Duplex Filter Inlet Valve XXXX
Open No.1 Cold Duplex Filter Outlet Valve XXXX
Closed No.2 Cold Duplex Filter Inlet Valve XXXX
Closed No.2 Cold Duplex Filter Outlet Valve XXXX
Open No.1 Supply Pump Suction Valve XXXX
Open No.1 Supply Pump Discharge Valve XXXX
Open Supply Pumps Relief Valve Inlet Valve XXXX
Open Supply Pumps Relief Valve Outlet Valve XXXX
Closed Supply Pumps Relief Valve Bypass Valve XXXX
Open Main Flow Meter Inlet Valve XXXX
Open Main Flow Meter Outlet Valve XXXX
Closed Main Flow Meter By-pass Valve XXXX
Open No.1 F.O. Circulating Pump Suction Valve XXXX
Open No.1 F.O. Circulating Pump Discharge Valve XXXX
Open No.1 F.O. Heater Inlet Valve XXXX
Open No.1 F.O. Heater Outlet Valve XXXX
Closed No.2 F.O. Heater Inlet Valve XXXX
Closed No.2 F.O. Heater Outlet Valve XXXX
Open Viscosity Controller Inlet Valve XXXX
Open Viscosity Controller Outlet Valve XXXX
Open Viscosity Controller By-pass Valve XXXX
Open Backflush Filter Inlet Valve XXXX
Open Backflush Filter Outlet Valve XXXX
Closed Bypass Filter Inlet Valve XXXX
Closed Bypass Filter Outlet Valve XXXX
Open M.E. Master F.O. Inlet Valve OF204
Open M.E. Outlet Valve OF205
Open Valve to Return Pipe OF207
Closed Flushing Valve to Service & Settling Tanks OF206
2.6.1 Fuel Oil and Diesel Oil Service Systems Page 2 Draft Issue 1

Procedure to Start Up the Main Engine F.O. Service System and Change Over to H.F.O.
a) Supply steam heating to the H.F.O. service tank.
b) Open all the individual fuel inlet valves on the M.E. fuel inlet main.
c) Open the main H.F.O. Suction Valve OF202.
d) Supply trace heating to the fuel oil service system pipe lines.
CAUTION !
Trace heating should not be applied to sections of pipeline isolated by closed valves on the F.O. side as
damage could occur due to the expansion of the contents.
e) Manually start supplying steam to the on line F.O. heater.
f) Start one fuel oil supply pump.
g) Start one circulating pump.
h) Raise the temperature to about 75ºC.
i) Start the viscosity controller.
j) Slightly open the flushing valve OF206.
k) D.O. will now be expelled to the H.F.O. service tank, at the same time drawing in H.F.O. from the
service tank.
l) Continue to raise the temperature manually.
m) When the set point is reached on the viscosity controller, change its setting to auto.
n) Change the operation of the steam control valve to auto. Open steam inlet valve fully.
H.F.O. is now circulating through the system.
o) Supply steam heating to F.O. buffer unit.
p) Switch other F.O. supply pump to standby.
q) Switch other F.O. circulating pump to standby.
Fuel change-over
The Main Engine is designed to run on H.F.O. at all times. However, change-over to diesel oil can become
necessary if, for instance, the vessel expects to have a prolonged inactive period with a cold engine, i.e. due to:
A major repair of the fuel oil system etc
A docking
More than five days stoppage
Environmental legislation requiring the use of low sulphur fuels
A Change-over can be performed at any time, during engine running or during engine standstill.
Draft Issue 1 2.6.1 Fuel Oil and Diesel Oil Service Systems Page 3

In order to prevent fuel pump and injector sticking/scuffing, poor combustion, fouling of the gas ways it is
very important to carefully follow the change-over procedures.
Change-over from Diesel Oil to Heavy Fuel During Running
To protect the injection equipment against rapid temperature changes, which may cause sticking/scuffing of the
fuel valves and of the fuel pump plungers and suction valves, the change-over is carried out as follows
(manually):
a) First, ensure that the heavy oil in the service tank is at normal temperature level.
b) Reduce the engine load to 75% of normal. Then, by means of the thermostatic valve in the steam
system, or by manual control of the viscosity regulator, the diesel oil is heated to 60-80ºC
maximum, in order to maintain the lubrication ability of the diesel oil and in this way minimise the
risk of plunger scuffing and the consequent risk of sticking. This preheating should be regulated
to give a temperature rise of about 2ºC per minute.
c) Due to the above mentioned risk of sticking/scuffing of the fuel injection equipment, the
temperature of the heavy fuel oil in the service tank must not be more than 25ºC higher than the
heated diesel oil in the system (60-80ºC) at the time of changeover.
(Note ! The diesel oil viscosity should not drop below 2cSt, as this might cause fuel pump and fuel valve
scuffing, with the risk of sticking).
d) For some light diesel oils (gas oil), this will limit the upper temperature to somewhat below 80ºC.
When 60-80ºC has been reached, the change to heavy oil is performed by turning the change-over
cock. Open fuel oil supply valve OM03. Close diesel oil supply valve OM04.
The temperature rise is then continued at a rate of about 2ºC per minute, until reaching the required viscosity.
Change-over from Heavy Fuel to Diesel Oil During Running.
To protect the fuel oil injection equipment against rapid temperature changes, which may cause scuffing with
the risk of sticking of the fuel valves and of the fuel pump plungers and suction valves, the changeover to
diesel oil is performed as follows (manually):
a) Ideally the diesel oil in the D.O. service tank should be at 50ºC, if possible.
b) Shut off the steam supply to the fuel oil preheater and heat tracing.
c) Reduce the engine load to 75% of MCR load.
d) Change to diesel oil when the temperature of the heavy oil in the preheater has dropped to about
25ºC above the temperature in the diesel oil service tank, however, not below 75ºC.
e) Open the diesel oil supply valve OD011. Close the H.F.O. supply valve OF202.
Fuel oil is now fed to the supply pumps.
(Note ! If, after the change-over, the temperature (at the preheater) suddenly drops considerably, the transition
must be moderated by supplying a small amount of steam to the preheater, which now contains diesel oil).
2.6.1 Fuel Oil and Diesel Oil Service Systems Page 4 Draft Issue 1

Change-over from Heavy Fuel to Diesel Oil during Standstill
a) Stop the preheating.
b) Stop the trace heating.
c) Stop the buffer unit heating.
Regarding temperature levels before change-over, see 'Change-over from Heavy Fuel to Diesel Oil during
Running'.
d) Open diesel oil supply valve OD011.
e) Close Fuel Oil supply valve OF202.
f) Open the main return valve to the H.F.O. tanks OM39 so that the fuel oil is pumped to the F.O.
service tank. Ensure that there is sufficient ullage in the service tank.
g) When the heavy fuel oil is replaced by diesel oil, close the above return valves.
h) Stop the viscosity controller.
i) Stop the fuel oil pumps.
Draft Issue 1 2.6.1 Fuel Oil and Diesel Oil Service Systems Page 5
OD109 Illustration 2.6.2a Auxiliary Engine Fuel Oil Service System From Incinerator D.O.
Sett. 4Kg/cm2 OD110 Service Tank & Em/cy G/E
Sett. 6Kg/cm2 D.O. Service Tank
OD108 From CJC Filter
Separator (600l/h)
OF114
H.F.O. Diesel Oil
OF109 Service Tank Service Tank
(Starboard) (54.4m3)
OF132 G/E F.O. (123.7m3)
No.1 XA
Supply Unit 0925
Generator LAH OF112
PI PI OF130
Diesel Engine 631 Sett. 6Kg/cm2 Abnormal
To Incinerator/ Em'cy G/E OD101
OF131 D.O Service Tank / OF201
Top Up I.G.G. D.O. Tank
OF106 From
10Kg/cm2 Comp.
G/E Em'cy D.O. SA Air Service
Pump (0.8m3/h) 0918
OD105
To Boiler
OD107 PI D.O. Service
No.2
LAH OF108 (Black Out) To M/E
Generator PI PI
Diesel Engine 731 OF105 PI PI D.O.. Service
OD113
OD104 XI G/E D.O.
0916
To F.O. Pump (1.9m3/h)
SI SI
Overflow/ 921 921
OD106 Drain Tank
XI XI
921 921
Auto Back Flushing
No.3 Return XA XA
LAH OF107 TI F.O. Filter & Manual AUTO
Generator PI OF113 Pipe 921 921
PI 831 OF104 LAL By-Pass Filter
Diesel Engine CH-VR
OD102
PI PS No.1 PI ZS
G/E F.O. 807
TI PI Supply Pumps
OD103 No.2
OD112 (1.2m3/h)
PS PI OF102
OD111 PIAL
FI DPAH DPAH OF103
DPAH PI PI 925
0905 927
903 904
To F.O.
To F.O. Overflow Line
TI PIAL
Overflow Tank
0901
Sett. 4Kg/cm2
PIAL
0902
Damping PI PI
Tank G/E H.F.O. Circulating SI SI
Pumps (3.7m3/h) 923 923
No.2 G/E Fuel No.1 G/E Fuel
Key
Oil Heater Oil Heater XI XI
923 923 Fuel Oil
TI PI XA XA
DPS 923 923 Diesel Oil
PI VIC VIAHL No.1
926 ECC 926 AUTO
PI TI Steam Tracing
No.2 CH-VR
To ECR To F.O.
Overflow/ Valve Locked Closed
Viscorator
Drain Tank
Air
Auxiliary Engine Fuel Oil Service System


2.6.2 Auxiliary Engine Fuel Oil Service System
Introduction
Fuel oil is supplied to the generator diesel engines from the same fuel oil service tank as for M.E. fuel oil
supply but using a dedicated fuel supply system separate from the M.E. system. The three auxiliary engines are
designed to run on F.O. at all times.
The steam supply to both F.O. supply heaters is controlled by a viscosity controller. All fuel oil pipe work is
trace heated by small bore steam pipes laid adjacent to the fuel oil pipe and encased in the same lagging.
Heated and filtered H.F.O. is supplied to the auxiliary engines. Fuel oil from the fuel oil service tank is
supplied to one of two fuel oil supply pumps, after passing through one side of a duplex filter. The second
pump will be on automatic stand-by and will start in the event of discharge pressure drop or voltage failure of
the running pump. The fuel oil supply pumps discharge through an auto back flush filter then a flowmeter to
the auxiliary engine F.O. return pipe.
Fuel oil is drawn from the return pipe by one of two generator engine fuel oil circulating pumps. The second
pump will be on automatic stand-by and will start in the event of discharge pressure drop or voltage failure of
the running pump. The fuel oil circulating pumps discharge through one of two fuel oil heaters where the oil is
heated to a temperature corresponding to a viscosity of 12cSt using steam at 6kg/cm2.
The heated fuel oil then passes through the viscosity controller (which controls steam to the heater0 and is then
supplied to the auxiliary engine driven fuel pump. A pressure operated solenoid valve regulates the pressure at
the engine rail, diverting excess pressure to either the F.O. return pipe or the F.O. service tank using change-
over valves. Normally the returns will go to the return pipe, using the change over valves to flush the system
through when changing over to diesel oil.
The high pressure fuel oil lines on the engine are sheathed, any leakage from the annular spaces formed by the
sheathing is lead to the fuel oil overflow tank.
The above system can be used with either H.F.O. or D.O., but it will normally be used for H.F.O., only
changing over to D.O. during maintenance and long shut down periods such as refit.
The engines can be operated using D.O. suction to the D.O. pump is taken from the D.O. service tank, to an
electric driven pump with suction strainer, through one side of a duplex filter set, into the fuel inlet rail for
each generator. This system can be operated to individual engines while the other engines are operated on
H.F.O. In this case, the returns are directed back to the D.O. service tank through a pressure operated solenoid
valve on the return rail. A similar solenoid valve is fitted to the inlet rail of this system to prevent over
pressurisation.
In an emergency, (eg during power loss conditions), an air operated emergency D.O. pump can be used to
operate the above system. A solenoid valve operated on black out conditions allows air to start up this pump.
Preparation for the Operation of the Auxiliary Engine Fuel Oil Service System
a) Put the H.F.O. purifier in use, filling the service tank from the settling tank.
b) Ensure the filters are clean.
c) Ensure that all engines are stopped.
d) Ensure that all instrumentation valves are open.
2.6.2 Auxiliary Engine Fuel Oil Service System Page 1 Draft Issue 1

The following procedure illustrates starting from cold, with the system charged with diesel oil and in a shut
down condition.
Set up valves as in the following table:

Open Service Tank Suction Quick Closing Valve OF101
Closed Diesel Oil Tank Suction Valve OD101
Closed Diesel Oil Suction Valve In Supply Unit OD102
Open Supply Pumps Bypass Relief Valve Inlet Valve XXXX
Open Supply Pumps Bypass Relief Valve Outlet Valve XXXX
Closed Supply Pumps Bypass Relief Valve Bypass Valve XXXX
Open Flow Meter Inlet Valve XXXX
Open Flow Meter Outlet Valve XXXX
Closed Flow Meter Bypass Valve XXXX
Open No.1 F.O. Heater Inlet Valve XXXX
Open No.1 F.O. Heater Outlet Valve XXXX
Closed No.2 F.O. Heater Inlet Valve XXXX
Closed No.2 F.O. Heater Outlet Valve XXXX
Open Viscosity Controller Inlet Valve XXXX
Open Viscosity Controller Outlet Valve XXXX
Open Inlet Valve to No.1 Aux. Engine OF106
Open Outlet Valve from No.1 Aux. Engine OF109
Open Return to Return Pipe Valve OF113
Closed Return Valve to H.F.O. Service Tank OF114
Procedure to Start Up the Auxiliary Engine F.O. Service System and Change Over to H.F.O.
a) Supply steam heating to H.F.O. service tank.
b) Supply trace heating to the fuel oil service system pipe lines.
CAUTION !
damage could occur due the expansion of the contents.
c) Manually start supplying steam to the on line H.F.O. heater.
d) Start one fuel oil supply pump.
Draft Issue 1 2.6.2 Auxiliary Engine Fuel Oil Service System Page 2

e) Start one circulating pump.
f) Raise the temperature to about 75ºC.
g) Start the viscosity controller.
h) Open valve OF114 to divert the return oil to the service tank, closing valve OF113.
i) D.O. will now be expelled to the H.F.O. service tank, at the same time drawing in H.F.O. from the
service tank.
j) Continue to raise the temperature manually.
k) When the set point is reached on the viscosity controller, change the operation of the steam
control valve to auto.
l) Open the steam inlet valve fully.
m) Open valve OF113 and close valve OF114, to divert fuel to the returns pipe.
Change-over from Heavy Fuel to Diesel Oil During Standstill
a) Stop the preheating.
b) Stop the trace heating.
Regarding temperature levels before change-over, see 'Change-over from Heavy Fuel to Diesel Oil during
Running'. in section 2.6.1
c) Open the diesel oil supply valve in the supply unit.
d) Open the D.O. service tank suction valve OD102.
e) Close the H.F.O. service tank suction valve OF103.
f) Open valve OF114 and close valve OF113 to divert the fuel to the H.F.O. service tank. Ensure that
there is sufficient ullage in the service tank.
g) When the heavy fuel oil is replaced by diesel oil, close the bypass valves.
h) Open valve OF113 and close valve OF114 to divert the fuel to the return pipe.
If the auxiliary engines are going to operate on D.O. at this stage, operate the inlet and outlet change over
cocks for each engine.
j) Stop the viscosity controller.
k) Stop the fuel oil pumps if the system is not required.
Changing Over Fuel When Auxiliary Engine(s) Are Running
Procedures similar to that used for the main engine (section 2.6.1) could be used, but it would be more
advisable to change over the fuel supply when the vessels power is being supplied by an auxiliary engine
running on D.O. supplied by the emergency fuel pump and system.
2.6.2 Auxiliary Engine Fuel Oil Service System Page 3 Draft Issue 1

Procedure for the Operation of the Emergency D.O. Supply System
This system is provided as back up should the main F.O. system fail due to mechanical failure or problems
with fuel quality. This system can be brought into service quickly without resorting to flushing through the
main system.
a) Ensure the filters are clean.
b) Ensure that all instrumentation valves are open.
The following procedure illustrates starting the system (on sudden failure of the main fuel system when
operating on H.F.O.) using No.1 auxiliary engine to restore power.
Operate the valves in the order as shown in the following table:
Action Description Valve

Open D.O. Service Tank Suction Quick Closing Valve OD101
Close The D.O. supply valve to the F.O. Supply Unit OD113
Open Emergency D.O. Pump Suction Valve XXXX
Open Emergency D.O. Pump Discharge Valve XXXX
Open D.O. Inlet Valve to No.1 Generator Engine OD105
Close H.F.O. Inlet Valve to No.1 Generator Engine OF106
Start Emergency D.O. Supply Pump
Allow a few seconds to flush the remaining H.F.O. back to the H.F.O. system.
If there is a possibility of over pressurising the H.F.O. system solenoid valves OD110 and OD109 will operate
and divert from rails to D.O. service tank.
All generator engines are now ready to be started on D.O.
Draft Issue 1 2.6.2 Auxiliary Engine Fuel Oil Service System Page 4
From Boilers From H.F.O.

Illustration 2.6.3.a Boiler Fuel Oil Service System H.F.O Return Purifiers From H.F.O.
XA Boiler Purifiers
12 OF072
OF304 D.O.
No.1 H.F.O. No.2 H.F.O. H.F.O.
Service Tank
Settling Tank Settling Tank Service Tank
ZS ZS OF305
Key Aux. Boiler OF201
D.O. Ignition Pumps
Diesel Oil (30kg/h) OD101 OF051 OF052
OF101
Fuel Oil
Base No.2 PI PI OF073
Burner Burner To M/E G.E.
Saturated Steam D.O. Service
OD303 No.2
Bilges To G/E
OD306
PI PI F.O. Service
OF209
Compressed Air To M/E
F.O. Service
OD302 No.1 OF053
ZS ZS ZS ZS
Condensate
ZS ZS
To A.B.C. From A.B.C. To
Unit Unit H.F.O. Purifier
To F.O. Overflow Feed Pumps
Master Cut-Off Valve / DrainTank (6.2m3/h)
PI PS PS PI
OF321 OF319 OF320

TT To H.F.O.
PIAL TIAHL
Settling Tank
124 125 OF327
OF323
From OF328 To H.F.O.
6kg/cm2 Settling Tank
Steam Vent Line
PS
Sett.
PS OF325 22kg/cm2
PI Control Panel
Indication
PI
No.1 Boiler PIC
Fuel Oil Heater OF311 OF312
Drain PS XI SI XA ZS
Bilge OD301
Separator 1337 1337 1337 1310
Tank To Boiler F.O.
TI TI PS
Heater Temp.
Control Valve OF313 ZS
SD209 OF317 OF315
TIC PI PI
PIC OF301
OF318 OF309 No.2 OF307
Steam OF316 OF314 DPAH
FI
For Atomizing OF310 OF329 1139
ST008 ST006 ST005 ST010 1138 ZS
PI PI
ZS
'A' TI TI AUTO
SD202 ST007 Compressed Air CH-VR OF308 No.1 OF306 OF304 OF303 OF302
For Atomizing
AR026 (7kg/cm3) No.1 Boiler XI SI XA
Aux. Boiler
To ZS Fuel Oil Heater 1316 1316 1136
'B' F.O. Booster OF305
Condensate Line Pumps (9.0m3/h)
SD203
To F.O. Overflow PI
/ DrainTank
Boiler Fuel Oil Service System


2.6.3 Boiler Fuel Oil System
Introduction
Fuel oil is stored on board in four fuel oil storage tanks, and then transferred to one of two fuel oil settling
tanks, when required, by a fuel oil transfer pump After fuel oil has been transferred to the settling tank, any
water or other sediment is drained off, using a self closing test cock. Fuel oil is passed from the settling tanks
to a service tank through purifiers. The boiler can be provided with H.F.O. from either the service or settling
tanks.
Diesel oil can be supplied to the boiler from the diesel oil service tank for starting from cold by using the
boiler fuel pumps and to the base burner ignition unit through the D.O. ignition pumps.
The steam supply to both F.O. supply heaters is controlled by a temperature controller. All fuel oil pipe work is
trace heated by small bore steam pipes laid adjacent to the fuel oil pipe and encased in the same insulation.
Fuel oil from the fuel oil service tank, is supplied to one of two fuel oil pumps. The second pump will be on
automatic stand-by and will start in the event of a discharge pressure drop or a voltage failure of the running
pump. The fuel oil pumps take suction from the service tank via a duplex strainer and flowmeter. A pressure
control valve, with its sensing point on the pump discharge, maintains the pump discharge pressure at 22
kg/cm2 by recirculating oil from the pump discharge back to the air separator/return pipe. The oil in the air
separator returns to the pump suction after the flowmeter. The vent from the air separator returns to the H.F.O.
settling tank vent line.
The fuel oil pumps discharge through one of a pair of fuel oil heaters where the oil is heated to the required
temperature.
The oil is fed to the boiler via a pressure control valve, controlled by the automatic combustion control system.
When the boilers are in a standby condition a solenoid valve on the return line automatically opens to circulate
fuel back to the air separator, keeping the fuel oil at working temperature immediately before the burner. On
the recirculating line is a change over valve, where the fuel can be diverted from returning to the air separator
to the H.F.O. settling tank. These valves would normally be used for flushing fuel oil back to the H.F.O. tank
when changing from D.O. to H.F.O. or vice versa.
The boiler has two D.O. ignition pumps which take suction from the D.O. service tank via the pump suction
filter to the ignition burner in the base burner.
A steam connection is fitted to the F.O. line to the burner after the double shut off solenoid valves, for
automatic purging of the burner prior to shut down.
Preparation for the Operation of the Auxiliary Boiler Fuel Oil Service System
a) Ensure the filters are clean.
b) Ensure that all instrumentation valves are open.
The following procedure illustrates starting from cold with the system charged with diesel oil and in a shut
down condition.
2.6.3 Auxiliary Boiler Fuel Oil System Page 1 Draft Issue 1


Open H.F.O. Service Tank Suction Quick Closing Valve OF201
Open D.O. Cross Over to H.F.O. Suction Line OD301
Open Diesel Oil Service Tank Suction Quick Closing Valve OD101
Open Inlet Valve to Flowmeter OF303
Open Outlet Valve from Flowmeter OF204
Closed Flowmeter By-Pass Valve OF305
Closed H.F.O. Service Tank Line Valve to Flowmeter OF302
Closed H.F.O. Settling Tank Line Valve to Flowmeter OF301
Open F.O. Pump Pressure Control Valve Inlet Valve OF311
Open F.O. Pump Pressure Control Valve Outlet Valve OF312
Closed F.O. Pump Pressure Control Valve By-pass Valve OF313
Open No.1 F.O. Pump Suction Valve OF306
Open No.1 F.O. Pump Discharge Valve OF308
Open No.2 F.O. Pump Suction Valve OF307
Open No.2 F.O. Pump Discharge Valve OF309
Closed No.1 F.O. Heater Inlet Valve OF314
Closed No.1 F.O. Heater Outlet Valve OF316
Closed No.2 F.O. Heater Inlet Valve OF315
Closed No.2 F.O. Heater Outlet Valve OF317
Open F.O. Heater By-Pass Valve OF318
Closed Both F.O. Heater Vent Valves XXXX
Closed Both F.O. Heater Drain Valves XXXX
Open Inlet Valve to F.O. Pressure Control Valve OF319
Open Outlet Valve from F.O. Pressure Control Valve OF321
Closed F.O. Pressure Control Valve By-Pass Valve OF323
Open Inlet Valve to Boiler Base Burner before Solenoid Valves XXXX
Open Boiler F.O. Recirculating Valve OF325
Open Inlet Valve to Boiler No.2 Burner before Solenoid Valves XXXX
Open Return Valve To Air Separator OF328
Closed Return Valve To H.F.O. Settling Tank OF327
Open No.1 Ignition Pump Suction Valve XXXX
Open No.2 Ignition Pump Suction Valve XXXX
Open No.1 Ignition Pump Discharge Valve OD302
Open No.2 Ignition Pump Discharge Valve OD303
Closed Ignition Pumps Cross-over Valve OD306
Procedure to Start Up the Boiler F.O. Service System and Change Over to H.F.O.
a) Start one boiler fuel oil pump.
b) Flash up the boiler on D.O. using atomising air.
When steam is available :-
a) Open supply steam heating to the H.F.O. settling tank.
b) Open supply trace heating to the fuel oil service system pipe lines.
CAUTION !
damage, such as blown flange joints, could occur due the expansion of the contents.
Draft Issue 1 2.6.3 Auxiliary Boiler Fuel Oil System Page 2


When enough pressure is available:
a) Stop firing the boiler.
b) Open the selected F.O. heater inlet and outlet valves.
c) Manually start supplying steam to the selected on line F.O. heater.
d) Open suction valve OF301 to take suction from the H.F.O. settling tank.
e) Close the D.O. suction valve OD301.
f) Open the return valve OF327 to the H.F.O. settling tank.
D.O. will now be expelled to the H.F.O. settling tank, at the same time drawing in H.F.O. from the settling
tank.
g) Continue to raise the F.O. temperature manually.
h) Change the operation of the heater steam control valve to auto by opening the steam inlet valve
fully.
i) When the D.O. has been expelled, operate the return change over cock to direct the return oil to
the air separator.
The boiler is now ready for firing on H.F.O. using steam atomising.
The boiler is designed to operate and remain on standby using H.F.O. Change over to D.O. is only necessary
when maintenance is required and for long periods of shut down, such as refit.
j) After the boiler is firing on H.F.O. put the other F.O. pump on auto start.
(Note ! Change over to H.F.O. can take place while still firing the boiler. The recirculating line would remain
lined up to the air separator and the fuel would change over by normal usage. However this could lead to
unstable flame conditions due to incorrect temperature settings at the heater).
CAUTION !
Do not change to steam atomising until the system is charged with H.F.O.
2.6.3 Auxiliary Boiler Fuel Oil System Page 3 Draft Issue 1

Illustration 2.6.4a Incinerator F.O. Service System
Incinerator
Waste Oil
Service Tank
Funnel Base (1.4m3)
Incinerator Room
Sludge Pump From

Auto Stop LAH Sludge Pump
Incinerator OD353 1315 TI
D.O. Service OF356
Tank (0.6m3) LS
(1.0m3) LI
Exhaust Gas
OD351 OD405 TIAHL (1.1m3)
1316
OF358 OD359 OD351
LAL
XA XI 1315 TC TI
1314 1314
For Drain LS
Water OF417 OF418
PI
Incinerator
M OD355 OD352
Waste Oil
OF354 Circulation Pump
(15m3/h)
OF360
PI PI PI
OF357 OF353 OF353 OF352

To Bilge
Primary Tank
From 6kg/cm2
Steam
ST137
From G.S.
Air 7kg/cm2
AR022
From G.E.
D.O. Pump
Key
To D.O.
Fuel Oil Service Tank
Diesel Oil
Steam Tracing
To Bilge
Steam Primary Tank
OF324
Bilges
Waste Oil (Bilge System)
Compressed Air
Valve
Locked Closed
Incinerator Fuel Oil Service System


2.6.4 Incinerator Fuel Oil System
The incinerator burner is supplied with D.O. from the incinerator D.O. service tank which is used to burn
garbage and to assist the burning of waste oil. The incinerator D.O. tank is filled from the generator engine
D.O. service tank using the D.O. service pump. A waste oil tank for the incinerator collects the waste oil from
the various E/R tanks and supplies the incinerator sludge burner. The waste oil tank is supplied by the sludge
and bilge transfer pumps which also discharge to the shore connections and port cargo slop tank connections.
The sludge pump takes suction from:

The separated bilge oil tank
The fuel oil purifier sludge tank
The fuel oil overflow/drain tank
The M.E. scavenge air box drain tank
The M.E. L.O. drain tank
The M.E. stuffing box L.O. drain tank
If required the bilge transfer pump can supply the waste oil tank from the bilge system and bilge holding tank.
Procedure for the Operation of Transferring Waste Oil to the Incinerator Waste Oil Tank
a) Ensure that all valves are closed.
b) Open supply steam to the heating coils of the tanks to be transferred and the steam tracing lines.
c) Open one of the following suction valves:
Description Valve
Separated Bilge Oil Tank BG302
F.O. Purifier Sludge Tank OF023
F.O. Overflow/Drain Tank OF416
M.E. Scavenge Air Box Drain Tank OL421
L.O. Drain Tank OL407
Stuffing Box L.O. Drain Tank OL413
e) Ensure that thesludge pump suction filter is clean.
f) Set up the remaining valves as in the table below:

Open Sludge Pump Discharge Valve BG305
Open Incinerator Waste Oil Tank Inlet Valve OF356
Closed Discharge to Separated Bilge Oil Tank BG306
Closed Deck Discharge Connection BG351
Closed Port Slop Tank Discharge Connection BG307
g) Check the operation of the incinerator waste oil tank level switch for the sludge pump stop. Start
the sludge pump. The pump will automatically stop when the incinerator waste oil tank is full.
h) Shut off the steam heating when the waste oil drain tank is empty.
i) Open supply steam heating to the incinerator waste oil tank.
j) Shut off the steam tracing. When the line has cooled shut all isolating valves.
Draft Issue 1 2.6.4 Incinerator Fuel Oil System Page 1

Illustration 2.7.1a Fuel Oil Bunkering and Transfer System
Manifold
Port
Spill
Sampling Boss Tank
Overfill Alarms
LIAHL LIAHL LIAHL LIAHL

CMS CMS CMS CMS
Spill
TIAH LAHH TIAH LAHH TIAH LAHH TIAH LAHH Sett.
Tank
1523 CCC 1527 CCC 1525 CCC 1516 CCC Upper Deck 5kg/cm2
No.1 H.F.O. D.O.

LI LI LI
1513 1517 1515
Storage Tank Storage Tank
Starboard 443.4m3 Manifold
No.2 H.F.O. No.1 H.F.O. LAH (659.4m3) Starboard
No.2 H.F.O. TIAH LAL LAH LAL OD006
Settling Tank 1513 1515 Settling Tank 1515 LAH
1514 1517
Storage Tank Starboard Starboard 1511
Starboard D.O.
H.F.O. (132.8m3) (151.6m3)
No.1 H.F.O. No.2 H.F.O. (2465.8m3) Service Tank Service Tank
LI TI LS LS LI TI LS LS Starboard OD005
Storage Tank Storage Tank Starboard (127.3m3)
Port (1243.7m3) Port (2883.8m3) (54.4m3)
OF410 OF014 OF013 OF403
LAL OF426 OF412
1514 TI LI LI LAL
OF409 OF021 OF020 1511 1511 LS OF407
TI TI TI OF425 OF411
OF401 OF403
OF408 OF413 OF427 OF414 OF406
OF402 OF001 OF002 OF404
OF004 OF003 OD402
OF407 OF405 LI OD401
CMS
OD001
To Bilge From D.O. Service

Primary Tank Tank Purifier Line
XA XI AUTO AUTO XI XA
OF016 OF015 0215 0215 STOP STOP 0216 0216
OF012 OF011 OD004

OF010
PI
PI Key
D.O. Transfer
OF017 Pump (10m3/h)
Fuel Oil
PI H.F.O. Transfer PI
Pump (40m3/h)
Steam Tracing
To Bilge OF008 OD002
Primary Tank Diesel Oil
Electrical
(M/E) From
OF416 From F.O. OF006 OF005 OF007
To F.O. Drain
Auto Filter
Sludge Pump (G/E)
LIAHL
1519 LI
F.O. Overflow / Drain Tank

TI
F.O. Bunkering and Transfer System

Illustration 2.7.1b Fuel Oil Heating System No.2 H.F.O.

Storage Tank Port
No.1 H.F.O.
Storage Tank Port
TC
Fuel Oil Overflow
/ Drain Tank
TC
ST173 ST174 ST230

Key
Steam (Saturated) ST227 ST229

SD SD
Condensate SD 137 127
138
ST150
Instrumentation
ST200
SD123
ST177 ST231
ST153
Nr Sea
Chest ST226 ST228
To Cascade Tank
For Heating
To Atmospheric Drain
/ Dump Condenser
ST143 ST170
4th Deck Port
From 6kg/cm2
Steam Range
ST111
ST158
ST163 ST195
ST167 ST199
ST136 ST132 ST133 ST196 SD SD SD

ST193 ST178 ST179
SD SD SD 140 139 133
101 102 105
ST232 ST197
ST191 ST134 ST135

ST194 ST162 ST198
SD104 SD103
ST192 ST224 ST225 TC
SD129 SD113
TC TC TC TC
No.1 H.F.O.
No.2 H.F.O. Storage Tank Starboard
L.O. Purifier H.F.O. Purifier
Sludge Tank Sludge Tank No.2 H.F.O. Storage Tank
H.F.O. No.1 H.F.O.
Settling Tank Starboard
Service Tank Settling Tank
Fuel Oil Heating System

2.7 Fuel Oil and Diesel Oil Transfer Systems
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
Fuel Oil System
Fuel oil, for all purposes on board the ship, is stored in four fuel oil bunker tanks located forward of the engine
room, two on the port side and two on the starboard side. From the storage tanks, fuel oil is transferred to one
of two fuel oil settling tanks where it is allowed to settle prior to being purified into the fuel oil service tank.
Fuel oil is supplied to the main engine and generator engines from the fuel oil service tank. The boilers are
supplied either from the settling tanks or service tank.
The fuel oil storage tanks are filled from a fuel oil bunkering line located at the cargo manifold, port and
starboard sides. The bunkering line is fitted with a relief valve set at 5.0 kg/cm2, the discharge flows into the
fuel oil overflow tank. The fuel oil transfer pump is located forward on the engine room floor and is used to
transfer F.O. from the storage tanks to the settling tanks at a rate of 40 m3/h and a pressure of 3.0 kg/m2. It is
possible to use the diesel oil transfer pump for fuel oil service and vice versa in an emergency. The spectacle
pieces separating the suction lines and discharge lines are normally closed. The fuel oil transfer pump is started
and stopped automatically by means of level switches on the fuel oil settling tank. Fuel oil is transferred to the
service tank by the F.O. purifiers
The overflow tank is fitted to collect the overflow from the settling tank in the event of overfill. The fuel oil
transfer pump is used to pump the contents of the fuel oil overflow tank to the fuel oil bunker tanks or settling
tank. The fuel oil can be transferred from one storage tank to another for trim or other purposes, using the
transfer pump and the bunkering line. The service tank can be drained to the overflow tank.
All outlet valves from all fuel tanks are remote operated quick closing valves with a collapsible bridge which
can be pneumatically operated from the fire control station. After being tripped from the fire control station the
valves must be reset locally. Each tank is also fitted with a self closing test cock to test for the presence of
water and to drain any water present. Tundishes under the self closing test cock drain any liquid to the bilge
primary tank. All tanks are provided with local temperature indication, plus remote level and temperature
indication in the control room. The tanks also have an overfill alarm.
All fuel oil tanks are fitted with heating coils, the heating steam being supplied at 6 kg/cm2 from the heating
steam system. Condensate from the heating coils flow to the cascade tank via an oil detector and observation
tank. All fuel oil transfer lines are trace heated by steam also at 6kg/cm2.
F.O. System Tanks
Heavy Fuel Oil Tanks
Compartment Capacities (S.G. 0.980)
Volume 100% (m3) Weight 98% (Tons)

No.1 H.F.O. Tank (Port) 1243.7 1194.4
No.1 H.F.O. Tank (Starboard) 659.4 633.3
No.2 H.F.O. Tank (Port) 2883.8 2769.6
No.2 H.F.O. Tank (Starboard) 2465.8 2368.2
No.1 H.F.O. Settling Tank 151.6 145.6
No.2 H.F.O. Settling Tank 132.8 127.5
H.F.O. Service. Tank 127.3 122.3
Total: 7664.4 7360.9
2.7 Fuel Oil and Diesel Oil Transfer Systems Page 1 Draft Issue 1

Preparation and Procedure for Loading and Transfer of Bunkers
Before and during bunkering, the following steps should be complied with:
a) The purpose of this procedure is to ensure that bunkers of the correct specification and agreed
quantity are received on board in a safe and efficient manner.
b) Shore and barge tanks should be checked for water content.
c) Representative samples are to be drawn using the continuous drip method for the duration of the
loading operation and dispatched for analysis.
d) Where possible, new bunkers are to be segregated on board prior to use until results of laboratory
analysis are received.
e) No internal transferring of bunkers should take place during bunker loading operations, unless
permission has been obtained from the Chief Engineer.
f) The Chief Engineer should also calculate the estimated finishing ullages/dips, prior to the starting
of loading.
g) Bunker tanks should not exceed 97% full.
h) Any bunker barges attending the vessel are to be safely moored alongside before any part of the
bunker loading operation begins.
i) Level alarms fitted to bunker tanks should be tested prior to any bunker loading operations.
j) Verify that all lines are sound, by visual inspection.
k) Complete the pre-transfer check list.
l) All personnel involved should be aware of the contents of the Chief Engineer’s bunker loading
plan.
m) The Chief Engineer is responsible for bunker loading operations, assisted at all times by a
sufficient number of officers and ratings to ensure that the operation is carried out safely.
n) A watch should be kept at the manifold during loading.
o) All personnel involved should be in radio contact.
p) The maximum pressure in the bunker line should be below 5.0 kg/cm2, at which point the line
relief valve will discharge to the F.O. overflow tank.
q) Safe means of access to barges/shore shall be used at all times.
r) Scuppers and savealls (including those around bunker tank vents) should be effectively plugged.
s) Drip trays are provided at bunker hose connections.
t) Oil spill containment and clean up equipment must be deployed and ready for use.
Draft Issue 1 2.7.1 Fuel Oil and Diesel Oil Transfer Systems Page 2

u) Loading should start at the agreed minimum loading rate. Only upon confirmation of no leakage
and fuel going into only the nominated tanks, should the loading rate be increased.
v) When topping off, the flow of oil to the tank in question should be reduced by diverting the flow
of oil to another tank. In the case of the final tank, the loading rate should be reduced to the
agreed minimum at least 20 minutes before the finishing ullage is reached.
CAUTION !
At least one bunker tank filling valve must be fully open at all times during the bunkering operation.
Relevant information is to be entered in the Oil Record Book on completion of loading.
Procedure to Load Bunkers from Shore/Barge
a) At the bunker connection to be used, remove the blank and connect the bunkering hose.
b) Ensure that the blank on the other bunkering connections are secure and that the valves are closed
and drain and sampling valves closed. Also the drip tray is empty and drain closed.
c) Open the filling valve(s) on the fuel oil storage tanks to be filled.
Description Valve
No.1 Port F.O. Storage Tank Filling Valve XXXX
No.2 Port F.O. Storage Tank Filling Valve XXXX
No.1 Stbd F.O. Storage Tank Filling Valve XXXX
No.2 Stbd F.O. Storage Tank Filling Valve XXXX
d) Open the valve at the selected bunkering connection at the cargo manifold or aft connections.
Description Valve
Manifold Port Forward XXXX
Manifold Port Aft XXXX
Manifold Stbd Aft XXXX
e) Establish effective communication between the control room and the bunkering shore station
f) Signal to the shore station to commence bunkering fuel oil at a slow rate.
g) Check the ship to shore connection and pipeline for leaks.
h) Check that fuel oil is flowing into the required fuel oil storage tank(s), and not to any other tank.
i) Speed up bunkering to the agreed maximum rate.
j) As the level in the first fuel oil storage tank approaches 95%, close in the filling valve to top up
the tank slowly, then close the filling valve completely when the required level is reached.
k) Repeat above until only two tanks remain open, then signal to shore to reduce the pumping rate.
l) When down to the final tank, signal to shore to further reduce the flow rate until the tank is full
and then signal to stop.
m) Close the valve at the bunkering connection.
2.7.1 Fuel Oil and Diesel Oil Transfer Systems Page 3 Draft Issue 1

n) Open the vent at the bunkering connection and allow the hose to drain back to the supplier.
o) Disconnect the hose connection and replace the blank.
p) Close the tank filling valves.
To Transfer Fuel Oil using the Fuel Oil Transfer Pump
a) At the tank to be transferred from, open the self closing test cock to test for the presence of water
and close it again when all water has been drained.
b) Open the suction valve from the storage tank to be transferred.
Description Valve
F.O. Overflow Tank OF006
No.1 Port F.O. Bunker Tank OF001
No.2 Port F.O. Bunker Tank OF002
No.1 Stbd F.O. Bunker Tank OF003
No.2 Stbd F.O. Bunker Tank OF004
c) Open the required inlet and line valves of the tank to be filled.
Description Valve
Discharge to Loading Line OF12
No.1 Settling Tank Filling Valve OF013
No.2 Settling Tank Filling Valve OF014
Master Valve to Settling & Service Tanks OF010
d) Open the fuel oil transfer pump suction valve, OF005.
e) Open the fuel oil transfer pump discharge valve, OF010.
f) Start the fuel oil transfer pump.
g) Check that fuel oil is being correctly transferred, i.e. that it is being transferred from the required
storage tank to the designated destination.
h) Stop the pump when the required amount of oil has been transferred.
i) Close all valves at the end of the operation.
Under normal operation the transfer pump will remain lined up to the settling tank, where it will start and stop
automatically, controlled by the settling tank level switches.

To Transfer Fuel Oil using the Diesel Oil Transfer Pump
a) Rearrange the spectacle pieces in the discharge and suction crossover lines between the diesel oil
and fuel oil pumps to the open position.
b) Open the diesel oil transfer pump suction valve, OD002.
c) Open the diesel oil transfer pump discharge valve to H.F.O. tanks, OF011.
Close the diesel oil transfer pump discharge valve to D.O. service tank, OD004.
d) Open the selected storage tank suction valve.

Open the H.F.O. suction line valve to D.O. transfer pump, OF007.
e) Open the selected tank inlet valve.
f) Ensure all diesel tank inlet valves are closed.
g) Start the diesel oil transfer pump and follow the previous procedures.
(Note: The diesel oil transfer pump will not be started and stopped by the settling tank level switches).
CAUTION !
Ensure that all fuel oil is flushed out of the diesel oil transfer pump prior to restoring it to diesel oil
service. This can be achieved by opening the diesel oil suction and pumping for a few moments with a
discharge to the fuel oil tanks open. Before starting the pump to transfer diesel oil, make absolutely sure
that all discharges to the fuel oil system are securely closed and spectacle pieces in the suction and
discharge are restored to the closed position.
Diesel Oil System
Diesel oil for all purposes on board the ship is stored in a diesel oil storage tank located at the starboard
forward side of the engine room. From the storage tank, D.O. is transferred to the diesel oil service tank, using
the D.O. transfer pump. D.O. can be supplied to the main engines, generator engines ,boiler, inert gas system
and incinerator from the diesel oil service tank.
The diesel oil storage tank is filled from a diesel oil bunkering line located at the cargo manifold and port and
starboard connections located on the aft main deck. The bunkering line is fitted with a relief valve set at 5.0
kg/cm2, which discharges into the diesel oil storage tank. The diesel oil transfer pump is located forward on the
engine room lower level. It is used to transfer D.O. from the storage tanks to the service tanks at a rate of
10m3/h and a pressure of 3.0 kg/cm2. It is possible to use the fuel oil transfer pump for diesel oil service, and
vice versa. The diesel oil transfer pump is manually started, but is stopped automatically by means of a level
switch on the diesel oil settling tank. This switch operates when the settling tank reaches the maximum
working level.
The D.O. service tank overflows to the D.O. settling tank, which in turn overflows to the D.O. storage tank.

Diesel Oil System Tanks
Diesel Oil Tanks
Compartment Capacities (S.G. 0.85)
Volume 100% (m3) Weight 98% (Tons)

D.O. Storage Tank 443.4 369.4
D.O. Service Tank 54.4 45.3
Total: 497.8 414.7
All outlet valves from all diesel tanks are remote operated quick closing valves with a collapsible bridge
which can be pneumatically operated from the fire control station. After being tripped from the fire control
station the valves must be reset locally. Each tank is also fitted with a self closing test cock to test for the
presence of water and to drain any water present. Tundishes under the self closing test cock drain any liquid to
the waste oil tank.. All tanks are provided with indication, plus remote level indication in the control room.
The storage tanks also have an overfill alarm set at 98 % capacity.
Preparation for the Operation of Loading Diesel Oil
The procedures for loading D.O. should followed, as described for H.F.O.
To Load Bunkers From Shore/Barge
At the bunker connection to be used, remove the blank and connect the bunkering hose. Arrange a drip tray
beneath the connection.
a) Ensure that the blanks on the other bunkering connections are secure and that the valves are
closed. Ensure that the drain and sampling valves are closed.
b) Open the filling valve on the diesel oil storage tank.
Description Valve
Storage Tank Filling Valve XXXX
Service Tank Filling Valve OD005
c) Open the valve at the bunkering connection at the cargo manifold or aft main deck.
Description Valve
Port Manifold XXXX

Stbd Manifold XXXX
d) Establish effective communication between the control room and the bunkering shore station.
e) Signal to the shore station to commence bunkering diesel oil at a slow rate.
f) Check the ship to shore connection and pipeline for leaks.
g) Check that diesel oil is flowing into the required diesel oil storage tank(s), and not to any other
tank.

h) Speed up bunkering to the agreed maximum rate.
i) As the level in the diesel oil storage tank approaches 95%, close in the filling valve to top up the
tank slowly.
j) Signal to the shore to further reduce the flow rate until the tank is full and then signal to stop.
k) Close the valve at the bunkering connection.
l) Open the vent at the bunkering connection and allow the hose to drain back to the supplier.
m) Disconnect the hose connection, and replace the blank.
n) Close all the tank filling valves.
To Transfer Diesel Oil using the Diesel Oil Transfer Pump
a) At the tank to be transferred from, open the self closing test cock to test for the presence of water
and close it again when all water has been drained.
b) Open the suction valve from the storage tank to be transferred.
Description Valve
DO Storage Tank OD001
c) Open the inlet valve of the tank to be filled.
Description Valve
Storage Tank Filling Valve XXXX
Service Tank Filling Valve OD005
Discharge to Loading Line OD006
d) Open the diesel oil transfer pump suction valve, OD002.
e) Open the diesel oil transfer pump discharge valve, OD004.
f) Start the diesel oil transfer pump.
g) Check that diesel oil is being correctly transferred, i.e. that it is being transferred from the
required storage tank to the designated destination.
The transfer pump will stop automatically when the settling tank reaches the required level.
h) Alternatively, stop the pump when the required amount of oil has been transferred.
I) Close all valves.

To Transfer Diesel Oil using the Fuel Oil Transfer Pump
CAUTION !
Ensure that all fuel oil is flushed out of the fuel oil transfer pump prior to using it on diesel oil service.
This can be achieved by opening the diesel oil suction and pumping for a few moments with a discharge
to the fuel oil tanks open. Before starting the pump to transfer diesel oil, make absolutely sure that all
discharges to the fuel oil system are securely closed.
a) Rearrange the blanks in the crossover between the D.O. and H.F.O. pump discharge and suction
connections to the open position.
b) Open the fuel oil pump suction valve OF007.
c) Close the fuel oil pump suction valve OF005.
d) Open the discharge valve OF011.
e) Close the H.F.O. settling tank inlet valves.
f) Start the fuel oil transfer pump and follow the previous procedure.
Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System

Upper Deck
From Boiler
H.F.O. Return
OF072
No.1 H.F.O. No.2 H.F.O. H.F.O. Set Set

Settling Tank Settling Tank Service Tank PI 98oC PI 98oC
No.1 H.F.O No.2 H.F.O

Purifier Heater Purifier Heater
OF201
TAL TAL
OF051 OF052
OF101 TI TI
OF061 TC TAH OF062 TC TAH
OF067 OF075 OF068
PI PI
OF073
F.O. F.O.
OF069 OF070
Overflow Overflow
Key for Sampling OF063 for Sampling OF064
To G/E
Fuel Oil F.O. Service
OF209
To M/E OF065
Diesel Oil F.O. Service
OF053
To Boiler
Steam Tracing
F.O. Service
To Boiler OF074 For
Control Air F.O. Service No.1 Sampling
For For
Valve PI PI Sampling Sampling
Locked Closed For
OF058 TIAHL Sampling TIAHL
OF054
H.F.O. Purifier 1203 1204
Feed Pumps
(6.2m3/h) OF060
PI PI
OF055 No.2 OF059 XI XA XI XA XA

1201 1201 1202 1202 1219
PI
FI PS FI PS
TI PI TI PI
CJC Filter
D.O. D.O. Separator (600 l/h)
OD055
Service Tank Storage Tank No.1 H.F.O. No.2 H.F.O.
Purifier Purifier From L.O.
To Bilge Sludge Tank
Primary Tank
OF423
OF101 OF051 OF052 OD053
To
To F.O. Sludge Pump
OF421 OF422 Overflow / Drain Tank
To D.O.
Transfer Pumps To Bilge
Fuel Oil Purifier
OF056 Primary Tank
Sludge Tank (4.0m3)
OF460 OF431
To M/E, G/E
& Boiler D.O. Service
Fuel Oil and Diesel Oil Purifying System


2.7.2 F.O. and D.O. Purifying Systems
F.O. Purifying System
Maker: Westfalia
No. of sets: 2
Model: OSC50-0136-066
Capacity: 6,200t/h
There are two centrifugal self-cleaning H.F.O. purifiers fitted. They are used to draw fuel oil from the H.F.O.
settling tanks and distribute the purified fuel oil to the H.F.O. service tank. Normally one unit is in use, with
the second being cleaned or ready to use. The purifiers are supplied from the settling tanks by the H.F.O.
purifier feed pumps, through steam heaters. Either feed pump is able to supply both purifiers. The purifiers,
heaters and feed pumps are located in the purifier room. Instrument air is supplied to the purifiers to control the
supply of oil to the bowl and the automatic discharge facility. Domestic fresh water is supplied for sealing and
flushing purposes.
The H.F.O. is supplied from the designated settling tank through the change over cock and through one side of
the duplex filter to the feed pump. The feed pump discharges the oil through the steam heater to maintain a
temperature of 98ºC and into the purifier. After purification, the oil is discharged to the H.F.O. service tank by
the purifier's own pump.
Either feed pump can supply both heaters and purifiers through cross connections. It is also possible to run
both purifiers in series, with No.1 unit supplying the inlet of No.2 unit, should the quality of supplied oil
warrant this.
The systems can be set up such that either purifier can circulate oil, taking suction from and discharging to
either settling tank.
Preparation for the Operation of the H.F.O. Purifying System
a) Transfer oil to the respective settling tank using the H.F.O. transfer pump or prepare to circulate
the selected tank.
b) Check and record the level of oil in all fuel tanks.
c) Open the self closing test cock on the tank to be used, closing it again when any water has
drained.
d) All valves in the purifier system are to be closed.
e) Open the valves, as indicated in the table below, to take suction from No.1 settling tank and
discharge to the H.F.O. service tank.

Open No.1 Settling Tank Quick Closing Suction Valve OF001
Open Suction Line Cock to No.1 Settling Tank OF073
Open Duplex Suction Filter Inlet Valve XXXX
Open Duplex Suction Filter Outlet Valve XXXX
Open No.1 Feed Pump Suction Valve OF054
Open No.1 Feed Pump Discharge Valve OF058
Closed No.2 Feed Pump Suction Valve OF055
2.7.2 F.O. and D.O. Purifying Systems Page 1 Draft Issue 1


Closed No.2 Feed Pump Discharge Valve OF059
Closed Feed Pumps Discharge Crossover Valve OF060
Open No.1 Heater Inlet Valve OF061
Open No.1 Heater Outlet Valve OF063
Closed No.1 Heater Bypass Valve OF069
Closed No.2 Heater Inlet Valve OF062
Closed No.2 Heater Outlet Valve OF064
Closed No.2 Heater Bypass Valve OF070
Open No.1 Heater Outlet Valve to Purifier Suction Changeover Cock XXXX
Closed No.2 Heater Outlet Valve to Purifier Suction Changeover Cock XXXX
Open No.1 Heater Outlet Valve to Settling Tanks OF067
Closed No.2 Heater Outlet Valve to Settling Tanks OF068
Closed Crossover Valve to No.2 Purifier Inlet Line OF065
Open No.1 Purifier Outlet Valve to Service Tank OF075
Closed No.1 Purifier Outlet Valve to No.2 Purifier Inlet OF074
Open 3-way Cock for Recirculated Oil Return to Tanks OF072
To Operate Purifier
a) Open the instrument air supply to the purifier to be used.
b) Ensure the purifier brake is off and the purifier is free to rotate.
c) Ensure the correct gravity disc is fitted.
d) Check the purifier gear box oil level.
e) Check the strainers are clean.
f) Start the purifier feed pump. Oil will bypass the purifier, returning to the settling tank through the
two-way control valve.
g) Slowly open the steam supply to the heater.
h) Set the steam temperature control valve to required set point.
i) H.F.O. will now circulate through the heater, returning to the settling tank.
j) Open the fresh water supply to purifiers.
k) Open the flushing and operating water supplies to purifiers.
l) Switch on the power to the control panel of purifier to be used.
m) Start up the purifier.
n) When the purifier is up to speed, press the control panel start button for automatic control of the
unit.
The heater outlet recirculating control valve will change position and allow oil to flow to the purifier.
Flow can be regulated by using the purifier outlet valve.
Draft Issue 1 2.7.2 F.O. and D.O. Purifying Systems Page 2


o) Check the purifier is operating correctly with adequate throughput.
p) Ensure there is no abnormal discharge from the water outlet or sludge discharge.
The purifier will now operate on a timer, discharging sludge at pre-set intervals.
To stop the purifier
a) Shut off steam to the heater, allowing the unit to continue to operate for a short period.
b) Press the program stop button on the control panel.
The purifier will commence the shut down sequence.
c) On completion of the sequence press the motor stop button.
d) Apply the brake during the run down period.
e) Stop the feed pump.
f) Shut off the water supplies.
g) Shut all valves.
D.O. Filtering System
Maker: CJC
No. of sets: 1
Model: XXXX
Capacity: 600l/h
Diesel oil is not purified as is the H.F.O., but the diesel fuel is passed through a filtering unit and into the D.O.
service tank.
The D.O. is normally drawn from the D.O. storage tank by the filtering unit pump, passing through its suction
strainer. The oil is then forced through a filtration tower, and discharged into the D.O. service tank.
If required, the system can be set up in such a way that the D.O. is continuously recirculated, by suction from
and discharge to, the service tank.
The pressure indicator on the unit will indicate when cleaning is required, with a solenoid valve operating to
drain the filter to the F.O. purifier sludge tank. The unit has to be opened to be cleaned.
Preparation for operation of the CJC filter

Open D.O. Storage Tank Quick Closing Suction Valve OD052
Closed D.O. Service Tank Quick Closing Suction Valve OD051
Open CJC Filter Inlet Valve OD053
Open CJC Filter Discharge Valve OD055
2.7.2 F.O. and D.O. Purifying Systems Page 3 Draft Issue 1


Operation of the CJC filter/separator
a) Ensure that all the valves open as per above list
b) Check the amount of D.O. in the service tank
c) Check the suction strainer is clean
d) Start the CJC pump, venting off the filter to ensure it is full of oil.
e) Maintain checks of pressure indicator and that a correct flow is passing through the filter
f) Check the D.O. service tank level to ensure it will not overfill
By taking suction from the D.O. service tank, the D.O. will be recirculated back to this tank on a continuous
basis, with the service tank only being topped up by the D.O. transfer pump from the storage tank.
Draft Issue 1 2.7.2 F.O. and D.O. Purifying Systems Page 4

Illustration 2.8.1a Main Engine Lubricating Oil System Accommodation

PIAL TIAH Side Wall (Port)
V TI PI 104 105 (Starboard) Upper Deck
Camshaft L.O. In Stuff. Box FI

0159 M/E Inlet
Mist Vent Box Conn. Min.
3000 From OL201
FAL OL213
AE AC
No.2 No.1
OL212 OL210 Cylinder Oil (126.9m3) (156.1m3)
Storage
OL203 OL204
Tanks
OL415 OL414
Main L.O.
AB Pumps
550m3h
OL417
Oil Mist Detection XA DIAH TIAH LAL Cylinder Oil
1129 121-128 0112 No.2 PI PS Measuring Tank
OL206 0158
Thrust XI (12.1m3)
To L.O. TIAH TIAH Pad 0114 OL208
0165 Main L.O. 0166 OL102 OL104
C.L. Drain Tank
Fan Sump Tank
TIAH TIAH
0162 0164 XI
0112 OL101 OL103
PAL No.1 PAL No.2
OL426 PI PS
0161 T/C 0162 T/C No.1
To Bilge
Primary Tank
To L.O.
To L.O.
Drain Tank E AB
Drain Tank
ST ST OL424
0115 0116 OL115
XA XA Piston Cool.
AUTO To L.O.
0115 0116 CH-VR L.O. Rail
Drain Tank Inner Shaft
TIAL
AE TI Bearing C.L.
TIAH
PIAL FAL TIAH TI
U
0138 OL105
PIAL TIAH AUTO PI OL116

OL104 R TI PI 0101 0102 CH-VR
OL307 PS OL304 PS OL113 To L.O.
Main Bearing XA XA
PI PI 0113 0114
Settling Tank
L.O. Rail OL114
OL309 OL306 No.2 No.1 ST ST
0113 0114
XI PI XI PI
OL308 TIC
0116 OL302 0115 OL301 Sludge
Checker
OL106 PI TI
Camshaft L.O. Main Key
OL110 OL109 L.O.
Booster Pumps Lubricating Oil
12.1m3h PI TI Cooler
OL108
OL112 OL111 OL107
DPI DPI
DPIAH
103 To L.O. To Bilge
Drain Tank Primary Tank
Main Engine Lubricating Oil System

2.8.1b Lubricating and Cooling Oil Flow for Crosshead, Crankpin and Main Bearing
Enlarged View of Piston Crown Lub. Oil

Cooling Arrangement.
Lubricating and Cooling Oil Flow for Crosshead, Crankpin and Main Bearing

2.8.1 Main Engine Lubricating Oil System
Introduction
The main engine has three separate lubricating oil systems:

Main lubricating oil system
Camshaft lubricating oil system
Cylinder oil system
Main lubricating oil system
The main lubricating oil system, is supplied by one of two main pumps, which take suction from the sump tank
and supply the engine with a flow of 550 m3/h at 4.9 kg/cm2.
After passing through the L.O. cooler, the oil is separated into two pipeline systems to carry the oil around the
engine to perform different tasks.
One system provides the oil via telescopics to the piston cooling manifold, where it is distributed between
piston cooling and bearing lubrication. From the crosshead bearings, the oil flows through the bores in the
connecting rods, to the crankpin bearings. The turbo-charger lubrication is also provided from this system.
The other system provides lubrication to the main bearings, chain drive, axial vibration damper and the thrust
bearing.
Camshaft oil system
To prevent the circulating oil in the crankcase from being contaminated with fuel, the engine is provided with a
separate forced lubrication system which supplies oil to the camshaft bearings, roller guides and hydraulically
operated exhaust valves.
The oil is taken from the system service tank by one of two pumps, and delivered at 12.1m3/h 3.0kg/cm2,
through a cooler and line filter. The oil drains to the bottom of the bearing housing, where a suitable level is
maintained to lubricate the running surfaces of the cams. The oil then returns to the service tank through a
magnetic filter.
To maintain the oil in a suitable condition, a CJC pump/filtration unit is fitted to the service tank, allowing the
oil to be circulated and cleaned.
Cylinder lubrication system
The power dependent lubrication of the pistons, cylinders and exhaust valve spindles, is performed by a
separate cylinder lubrication system. High alkaline lubricating oil is supplied to the main engine cylinders on a
once through basis in order to lubricate the piston rings to reduce wear and counteract the acidity of the
products of combustion. The oil is injected when the piston rings are passing the injection ports on the
compression stroke. The supply unit is supplied under gravity from a daily use tank, through filters, which is
topped up from one of the two cylinder oil storage tanks.
2.8 Lubricating Oil Systems Page 1 Draft Issue 1


The oil drains from the crankcase back to the L.O. sump. One of the main L.O. circulating pumps will
normally be running, with the other pump on stand-by, to start in the event of the running pump discharge
pressure failure, or voltage failure. The pumps discharge through a cooler and then an automatic back flush
filter before the oil is supplied to the main engine. Drains from all the bearings are led to the main engine
sump.
The cooler is circulated with cooling water from the low temperature fresh water cooling system. The
temperature is controlled by means of a three-way control valve, which controls the lubricating oil flow
through the cooler, to maintain an oil supply temperature of 45°C.
Any liquid accumulating in the under piston space is drained to the residue tank.
Preparation for the Operation of the Main Engine Lubricating Oil System
a) Check the level of oil in the main engine sump and top up if necessary.
b) Supply steam to the main engine sump heating coil.
c) Ensure all pressure gauge and instrumentation valves are open.
d) Set up valves as shown in the tables below:
Main Engine L.O. System

Open No.1 L.O. Pump Discharge Valve OL103
Open No.2 L.O. Pump Discharge Valve OL104
Closed Pump Discharge Return to Sump OL105
Closed Discharge to L.O. Settling Tank OL114
Open L.O. Inlet Valve to Cooler OL106
Open L.O. Outlet Valve from Cooler OL107
Open Auto Filter Inlet Valve OL109
Open Auto Filter Outlet Valve OL110
Closed Auto Filter By-pass Filter Inlet Valve OL111
Closed Auto Filter By-pass Filter Outlet Valve OL112
Open Intermediate Shaft Bearing Inlet Valve OL115
Closed Line Drain to Sump OL113
Open Regulating Valve to Main Bearings XXXX
Open Inlet Valve to Scavenge Air Box Drain Tank OL419
Open L.O. Cooler Cooling Water Inlet Valve WF031
Open L.O. Cooler Cooling Water Outlet Valve WF032
e) Start one main L.O. pump.
f) Put the auto backflush filter on line.
g) Switch the other pump to standby.
h) Supply cooling water to the L.O. cooler.
Draft Issue 1 2.8.1 Main Engine Lubricating Oil System Page 2


Preparation for the Operation of the Main Engine Camshaft Lubricating Oil System
a) Top up the service tank to working level.
b) Set up the valves as follows:

Open Camshaft L.O. Service Tank Outlet Valve to Pumps XXXX
Open No.1 Camshaft L.O. Pump Suction Valve OL301
Open No.1 Camshaft L.O. Pump Discharge Valve OL304
Open No.2 Camshaft L.O. Pump Suction Valve OL302
Open No.2 Camshaft L.O. Pump Discharge Valve OL305
Open Camshaft L.O. Cooler Inlet Valve XXXX
Open Camshaft L.O. Cooler Outlet Valve XXXX
Closed Camshaft L.O. Cooler By-pass Valve XXXX
c) Ensure the L.O. inlet line filter is clean.
d) Ensure the L.O. return line magnetic filter is clean.
e) Start up one camshaft L.O. pump.
f) Place the second pump on stand-by.
g) Regulate the pump discharge pressure using the pump discharge by-pass valve.
h) Set up and operate the CJC pump and filter system.
Preparation for the Operation of the Main Engine Cylinder Lubricating Oil System
a) Top up the cylinder oil service tank by running down from one of the cylinder oil storage tanks.
Note the level of the tank for measuring purposes.
b) Set up the valves as in the table below:
Cylinder L.O. System

Closed No.1 M.E. Cylinder Oil Storage Tank Outlet Valve OL203
Closed No.2 M.E. Cylinder Oil Storage Tank Outlet Valve OL204
Closed M.E. Cylinder Oil Service Tank Inlet Valve OL206
Open Run Down Valve from Service Tank OL208
Open Cylinder Oil Line Inlet Valve to Flowmeter OL210
Open Cylinder Oil Line Outlet Valve From Flowmeter OL212
Closed Cylinder Oil Flowmeter By-pass Valve OL213
c) Ensure the daily use tank outlet filters are clean.
d) Check the consumption on a daily basis. Ensure that the consumption does not drop below the
manufacturer's recommendations. False economy will result in excessive piston ring and liner
wear and sticking rings, resulting in possible scavenge fires.
e) Check the condition of the liner and piston rings, especially during the run in period. Any signs of
dryness means the consumption should be increased.
f) Ensure that all the cylinder injection points are receiving equal quantities of lubrication.
2.8.1 Main Engine Lubricating Oil System Page 3 Draft Issue 1

Illustration 2.8.2a. Stern Tube Lubricating Oil System.
1.5-2.0m
(28.2m A/B)
XS
2nd Deck (21.35m A/B) OL162
D.L.W.L. (22.5m A/B)
(19.7m A/B)
3rd Deck (21.35m A/B) W.L (17.0m A/B) XA TI
For Change-Over 584
FAL
B.W.L (11.584m A/B) CH-VR Alarm 574
From Software XS
3rd Deck (21.35m A/B) OL163 Non Flow

LAH Alarm
AFT 575
Port Anti-Pollution
STERN TUBE
Control Panel
SEAL TANK TI
XA OL174 HIGH LAL
583 576
LI 1.5-2.0m
OL164
OL167
High Box OL172
5.6m
TIAH TIAH
573 572
OL173
OL176 LAH
OL 577 OL185
AFT
171 STEAM LUBE
TI SEAL TANK
Low Box LOW
LAL
V2 E3 LI 578
V4 OL
E2 168
22.2m 16.5m 13.7m Valve
V3 Change Over
Linkage
OL169
XI XI
OL170 OL179 585 586 OL183
AUTO
CH-VR SI SI
OL318 585 586
PI PI XA XA PI PI
OL175 OL312 585 586
OL165 OL154 No.1 OL153

OL311 OL181 OL184
OL310
LAH BG417
OL180 OL317
Key PI PI 582
OL178 OL319 OL177 TI TI
OL152 OL151
Lubricating Oil
BG409
OL314 No.2 OL313
Instrumentation
Electrical From / To AFT Seal L.O. To L.O.
S/T L.O. S/T L.O. Pumps Supplement Tank (0.1m3) Drain Tank
Cooler L.O. Trans.
Locked Marked Valves To Be (0.5m3/h)
(Air Cooled) To L.O. Pump & L.O.
Locked In closed Position Drain Purifier
To
Bilge Well
Stern Tube Lubricating Oil System


2.8.2 Stern Tube Lubricating Oil System
The stern tube is lubricated by its own L.O. system and is divided into three sections:-
Outer aft seals
Stern tube and inner aft seals
Forward seals
At the outer aft end of the stern tube there are four lip seals fitted. Sea water is prevented from ingress to the
stern tube bearing and L.O. in the system flowing out of the shaft by the outboard pair. These seals are ‘dry’,
with no oil circulation between them. However, an oil flow system is provided between the outboard and
inboard pair. Should the outboard pair leak, then oil will tend to flow out down the shaft rather than sea water
coming in to the stern tube bearing.
The stern tube bearing has its own L.O. circulation system in order to keep the bearing both lubricated and
cooled. Part of this system is led to the space between the two aft end inboard lip seals, which prevent oil from
leaving the bearing down the shaft.
The two forward end lip seals take oil from the main circulating system, provided by the stern tube L.O. pump,
which passes between the two seals, and returns through a separate sight glass back to the sump.
All these systems can drain to a L.O. sump tank during refit. This tank can give suction to the L.O. purifier or
L.O. transfer pump for purification direct or transfer to the M.E. L.O. settling tank. The purifier discharges
back to the sump tank. The L.O. tank can be topped up from the M.E. L.O. storage tank, using the L.O.
transfer pump. The L.O. tank is equipped with a low level alarm. The stern tube is monitored by a high
temperature alarm.
The aft seals are provided with an oil flow from a high and low header tank, the tank used depending on the
vessel’s draft. Both of these tanks are filled using the aft seal pump, which takes suction from the aft seal
supplement tank. The system is naturally circulating and by using the two way cocks in this system, either tank
can be used depending on the vessel’s draft. A control panel is fitted to operate pneumatic solenoid valves
which allow the oil to flow into and out of the aft seals. Both the header tanks are fitted with high and low
level alarms to assist in monitoring the oil level.
The main stern tube system operates by one of the two stern tube L.O. pumps taking suction from the L.O.
sump tank, discharging through an air cooler into the bottom of the shaft bearing. The oil then flows out of the
top of the bearing and by changing a two way cock depending on the vessel’s draft, allows the oil to return to
the sump tank. This return oil passes through a flow alarm tank, which sounds should the flow stop. The
pumps have auto change over capabilities. The change over alarm will sound when the vessel’s draft is around
the 17 metre level.
2.8.2 Stern Tube Lubricating Oil System Page 1 Draft Issue 1


Procedure for the Preparation of the Stern Tube and Forward Seal L.O. System
a) Ensure that all instrumentation valves are open.
b) Set valves as shown in the table below:
Stern Tube L.O. System

Open Outlet from L.O. Tank OL317
Open No.1 Pump Suction Valve OL153
Open No.1 Pump Discharge Valve OL154
Open No.2 Pump Suction Valve OL313
Open No.2 Pump Discharge Valve OL314
Open Inlet to L.O. Cooler OL310
Open Outlet from L.O. Cooler OL311
Closed L.O. Cooler Bypass Valve OL312
Open Inlet to Stern Tube OL165
Open Inlet to Aft End Inboard Seals Oil Chamber OL175
Open Outlet from Aft End Inboard Seals Oil Chamber OL176
Open Inlet to Forward Seals OL316
Closed Stern Tube Drain OL177
Closed Drain from Forward Seal OL177
c) Check the level in the aft seal L.O. sump tank. If necessary top up from the L.O. transfer pump.
d) Check the vessel’s draft and operate cock OL162 to it’s correct position, on the return line.
e) Start one L.O. circulating pump.
f) Switch the other pump to standby.
g) Check the sight glass through the non flow alarm, on the return line to the L.O. tank for the main
bearing L.O. circuit.
Check the returns sight glass on the forward seal circuit for oil flow.
h) Check the L.O. tank for water at regular intervals.
i) Take a sample for analysis from the sampling cock at regular intervals.
Procedure for Operation of Aft Seal L.O. System
a) Ensure all instrumentation valves are open.
b) Set valves as shown in the table below:

Open Aft Seal L.O. Pump Suction Valve from Supplement Tank OL181
Open Aft Seal L.O. Pump Discharge Valve OL183
Closed Aft Seal L.O. Pump Discharge to L.O. Drain Tank OL184
Open Aft Seal High Tank Outlet Valve OL167
Draft Issue 1 2.8.2 Stern Tube Lubricating Oil System Page 2


Open Aft Seal High Tank Returns Inlet Valve OL176
Closed Aft Seal High Tank Filling Valve from Stern Tube L.O. System OL163
Open Aft Seal Low Tank Outlet Valve OL168
Open Aft Seal Low Tank Returns Inlet Valve OL173
Closed Aft Seal Low Tank Filling Valve from Stern Tube L.O. System OL164
Open Aft Seal L.O. Inlet Valve OL170
Open Aft Seal Outlet Valve OL171
b) After checking the vessel’s draft, operate cock OL185 and ensure the tank to be placed in use is at
the correct level.
c) Move the lever which operates the cocks OL169 and OL172 simultaneously, allowing oil to flow
from the selected header tank.
d) Switch on the control panel and operate the solenoid valves.
e) Monitor the in use tank oil level to ensure that there is no oil loss.
f) Use the aft seal L.O. pump to top up the header tanks as and if required. This pump is started and
topped locally to ensure that the tanks are not overfilled.
g) Check the supplement tank regularly for water.
The system is continuously operated as above, in port and at sea.
Procedure for Preparing the Stern Tube System for Refit.
a) Switch off the alarm and control panels.
b) Stop the L.O. pumps.
c) Remove the blank after valve OL180, open the valve and allow the stern tube and forward seal
system to drain back to the aft seal L.O. tank.
d) Remove the blank after valve OL179, open the valve and allow the aft seal system to drain back
to the aft seal supplement tank.
e) Close valves OL167 and OL166 to prevent the oil draining from the aft seal header tanks.
Checks During Operation
a) Check the pressure gauge readings.
b) Check the oil level in the L.O. sump tank.
c) Check for any discolouration of the L.O.
d) Check the operation of L.O. filters.
e) Monitor the temperature of the L.O. leaving the stern tube.
f) Monitor the aft seal header tank levels to check for oil loss.
2.8.2 Stern Tube Lubricating Oil System Page 3 Draft Issue 1

Illustration 2.8.3a Lubricating Oil Purifying System
Accomodation Side
Wall (Port)
Accomodation Side
Wall (Starboard)
OL OL OL OL OL OL OL To Turbine TC TC TC
451 023 024 025 027 452 026 L.O. Storage Tank
No 2 Generator Generator Engine Main Engine No 2 Main Engine No 1 Main Engine
Lub Oil Storage Lub Oil Settling Lub Oil Settling Lub Oil Storage Lub Oil Storage OL117 OL075 OL074
Tank 10.0 m3 Tank 10.0 m3 Tank 45 m3 Tank 30.0 m3 Tank 30.0 m3
LI LI
OL093
OL094 OL LI LI
LI 403 G/E L.O. No.2 Steam No.1 Steam
OL OL OL OL OL OL Key Purifier Heater Heater Heater
004 404 005 405 OL003 OL002 402 OL001 401
Lubricating Oil
Steam OL100 OL057 OL056
SD ST ST SD
OL006 Condensate Lines
120 140 141 119
Marked Valves To Be
From Main Engine
Locked In closed
Condensate Position
L.O. Pumps OL068
OL029 Steam
OL220
OL OL095
022 OL031
OL OL090
021 OL088
OL089
OL032 TIAH
OL087 TIAH 1212
1220
No 1
OL OL007 OL086
Generator
Engine 035
OL009 OL020 OL019 OL085 OL054 TIAH
1213
OL084 OL055 OL053
OL
PI TS TAH TAL TS TAH TAL OL058 TS TAH TAL
033 Lub Oil OL082 OL118 OL059
Transfer OL099
No 2 OL080 OL052 OL051
OL Pump OL098
Generator PI
Engine 036 OL083 PI PI PI
Stern Tube Lub Oil OL081
Gravity Tank G/E Lub Oil
OL TI FI TI FI TI FI
OL010 Lub Oil PI PI Lub Oil PI Purifier Feed
034 PS PI PS PI PS PI
Purifier Feed Purifier Feed Pump
No 3 To L.O. Drain Tank Pump No 2 Pump No 1 XI XA XI XA XI XA
Generator OL 1220 1220 1212 1212 1211 1212
OL011
OL012
OL013
OL015
OL016
OL017
OL042
OL044
OL046
OL048
OL079
OL041
OL043
OL045
OL096
OL078
OL221
OL097
engine 037
No.2 No.1
G/E L.O.
From Turbine M/E L.O. M/E L.O.
Purifier
Lub Oil Tank Purifier Purifier
OL091
To L.O.
Drain Tank
From Stern Tube FAH FAH
To F.O. Purif.
Lub Oil Drain Tank
OL092 To Sludge Sludge Tank
Pump Vent Line
OL413
OL014 OL119 OL409 OL408
OL417 OL410
OL412 From M/E LIAH
To Sludge Pump Stuff Box 1217
Lub Oil Stuffing Box

LAH Main Engine LAH L.O. Purifier
Drain Lub Oil To Bilge TI
0109 Sump 33.9 m3 0110 Sludge Tank
Tank 2 m3 Drain Tanks Primary
1.0 m3 Tank OL428
From H.F.O. Purif. OL429

To Sludge
Sludge Tank
Pump
To Bilge Primary Tank
Lubricating Oil Purifying System


2.8.3 L.O. Purifying System
Main L.O. Purifiers:-

Maker: Westfalia
No.of sets: 2
Model: OSA 20-02-066 Design 20
Capacity: 16100 l/h
Generator Engine L.O. Purifier:-

Maker: Westfalia
No. of sets: 1
Model: OSC 5-02-066 Design 4
Capacity: 2700 l/h
There are three centrifugal self-cleaning lubricating oil purifiers fitted. Two of which can be used on the main
and auxiliary engines and the other auxiliary services, the third smaller unit is specifically for the generator
engine services.
The main purifiers can be run simultaneously on different services. They can be used for batch purification, or
for continuous purification. A purifier will normally be in use on the main engine sump while the main engine
is running. The lubricating oil purifiers are supplied by L.O. feed pumps and a steam powered heater, and
there is a cross connection, which allows either feed pump to supply any purifier. The purifiers and heaters are
located in the purifier room, while the feed pumps are located on the engine room floor on the starboard side.
Instrument air is supplied to the purifiers to control the supply of oil to the bowl and the automatic discharge
facility. Domestic fresh water is supplied for sealing and flushing purposes.
(Note ! If the purifiers have to be crossed over, care must be taken to avoid contamination of the different
grades.)
The main purifiers take suction via the L.O. feed pumps and discharge to the following systems:
Main engine system settling tank
Main engine lubricating oil sump tank
Auxiliary engine sumps
Auxiliary engine settling tank
Sterntube drain tank
L.O. Drain Tank
Stuffing Box L.O. Drain Tank
Then generator purifier takes suction via its own L.O. feed pump and discharges to:-
Generator engine system settling tank
Generator engine sumps
Preparation for the Operation of the Purifying System
a) Transfer oil to the respective settling tank using the transfer pump or prepare to circulate the
selected tank.
b) Check and record the level of oil in all lubricating oil tanks.
Draft Issue 1 2.8.3 L.O Purifying System page 1


c) Open the self closing test cock on the tank is use and then close it again when all water and
sediment has drained.
d) All valves in the purifier system should be closed.
e) Open the valves, as shown in the table below, depending on the system and purifier selected.
Main. Purifiers L.O. System
Description Valve
From M.E Sump
No.1 Purifier Feed Pump Suction Valve OL096
From Sterntube L.O. Sump Tank

Purifier Feed Pump Suction Valve from Sterntube Drain Tank OL092
From Storage & Service Tanks

M.E. L.O. Settling Tank Suction Valve OL093
M.E. No.1 Storage Tank Suction Valve OL001
M.E. No.2 Storage Tank Suction Valve OL002
M.E. Storage/Settling Tank Outlet Cross-over Valve OL006
Main L.O. Purifiers Feed Pump Inlet Line Suction Valve OL091
From Drain Tanks

L.O. Drain Tank Suction Valve OL014
Purifier Feed Pumps Suction Valve OL092
Stuffing Box L.O. Drain Tank Suction Valve OL412
Purifier Valves
No.1 Purifier Feed Pump Discharge Valve OL051
No.2 Purifier Feed Pump Discharge Valve OL052
No.1 Purifier Heater Inlet Valve OL056
No.2 Purifier Heater Inlet Valve OL057
No.1 Purifier Heater Outlet Valve OL074
No.2 Purifier Heater Outlet Valve OL075
No.1 Purifier Flow Regulating Valve Outlet to Purifier By-pass OL058
No.2 Purifier Flow Regulating Valve Outlet to Purifier By-pass OL059
System Discharge Valves

No.1 Purifier Discharge Valve to M.E. Sump OL082
No.1 Purifier Discharge Valve to M.E. L.O. Settling Tank OL083
No.1 Purifier Discharge to Stern Tube Drain Tank OL080
No.2 Purifier Discharge Valve to M.E. Stuffing Valve Box Drain Tank OL085
No.2 Purifier Discharge Valve to M.E. Sump OL086
No.2 Purifier Discharge to M.E.L.O. Settling Tank OL087
No.2 Purifier Discharge to Stern Tube Drain Tank OL090
2.8.3 L.O Purifying System page 2 Draft Issue 1


To M.E. Settling Tank
M.E. Settling Tank Filling Valve OL093
To Stern Tube
Discharge Valve to Stern Tube OL152
Generator Engine L.O. System
Description Valve
System Suction Valves
No.1 Generator Engine Suction Valve OL035
No.1 Purifier Feed Pump Suction From Generator Engines OL041
No.2 Purifier Feed Pump Suction From Generator Engines OL044
Generator L.O. Purifier Feed Pump Suction OL097
Generator Engine L.O. Storage Tank Suction Valve OL005
No.1 Purifier Feed Pump Suction From Gen. L.O. Storage Tank OL078
No.2 Purifier Feed Pump Suction From Gen. L.O. Storage Tank OL042
Generator L.O. Purifier Feed Pump Suction From Storage Tank OL221
System Discharge Valves

No.1 Purifier Discharge Valve to Generators OL084
No.2 Purifier Discharge Valve to Generators OL088
Generator Purifier Discharge to Generators OL095
Discharge Valve to Generator No.1 OL032
No.1 Purifier Discharge to Generator L.O. Settling Tank OL 081
No.2 Purifier Discharge to Generator L.O. Storage Tank OL089
Generator Purifier Discharge to Generator L.O. Storage Tank OL220
Generator L.O. Storage Tank Inlet Valve OL094
Purifier Valves
Generator Purifier Heater Inlet Valve OL100
Generator Purifier Heater Outlet Valve OL112
Purifier Flow Regulating Valve Outlet to Purifier By-pass OL114
The main purifiers can be crossed over by operating:
Heater Outlet crossover valve OL068

L.O. Feed pump discharge crossover valve OL055
Purifiers Operation
Both the main and generator purifiers are operated in a similar manner. Ensure that the correct valves are open
in the system chosen to be purified.
a) Open the instrument air supply to the purifier to be used.
b) Ensure the purifier brake is off and the purifier is free to rotate.
Draft Issue 1 2.8.3 L.O Purifying System page 3


c) Ensure that the correct gravity disc is fitted.
d) Check the purifier gear box oil level.
e) Check the strainers are clean.
f) Start the chosen purifier feed pump. Oil will by pass the purifier by means of a three way valve.
g) Slowly open the steam supply to the heater to be used.
h) Set the steam temperature control valve to the required temperature.
i) Lubricating oil will now be circulating through the heater to the tank selected.
j) Open the domestic fresh water supply to the lubricating oil purifiers.
k) Open the flushing and operating water supplies to the purifier to be used.
l) Switch on the control panel of the purifier to be used.
m) Start the purifier to be used.
n) When the purifier has run up to speed, press the separator control start button.
The purifier will run through the start up sequence, including a sludge discharge, before going on line.
Flow can be regulated using the by-pass valves (OL059 for No.2 purifier, OL058 for No.1 purifier and OL118
for generator purifier).
o) Check that the purifier is operating correctly, and that there is adequate throughput.
p) Ensure that there is no abnormal discharge from the water outlet or sludge discharge.
q) Ensure that the water outlet alarm is set correctly, allowing only a nominal water discharge. If it is
set incorrectly the loss of seal will result in L.O. loss.
The purifier will now operate on a timer, discharging sludge at pre-set intervals.
To stop the purifier
a) Press the auto stop button on the control panel.
The purifier will commence the shut down sequence and then stop.
b) Apply the brake during the run down period.
c) Shut off the steam supply to heater.
d) Stop the feed pump.
e) Shut off the water supplies.
f) Shut all valves.
2.8.3 L.O Purifying System page 4 Draft Issue 1

Illustration 2.8.4a Lubricating Oil filling and Transfer System

Accomodation Side Accomodation Side
Wall (Port) Wall (Starboard)
OL OL OL OL OL OL OL To Turbine
451 023 024 025 027 452 026 L.O. Storage Tank
No 2 Generator Generator Engine TI TI Main Engine No 2 Main Engine No 1 Main Engine

Lub Oil Storage Lub Oil Settling Lub Oil Settling Lub Oil Storage Lub Oil Storage
Tank 10.0 m3 Tank 10.0 m3 Tank 45 m3 Tank 30.0 m3 Tank 30.0 m3
OL004 OL005 OL003 OL002 OL001
OL006
OL029
OL022 OL021 OL031
LAL PAL
624 627
PIAL XA
621 625
No 1 Generator To Lub.
OL032 Oil Purifiers
TIAH DPAH Diesel OL020 OL019
622 623
OL009
OL035
OL007
LAL PAL PI
Lub Oil
724 727
Transfer
No 2 Generator OL033 Pump
PIAL XA
721 725
Diesel PI
Stern Tube Lub Oil
TIAH DPAH
722 723 OL036 Gravity Tank
OL010
Key
LAL PAL
To L.O. Drain Tank Lubricating Oil
824 827
No 3 Generator OL034
PIAL XA Diesel
821 825
OL011 OL012 OL013 OL015 OL016 OL017
From Turbine
TIAH DPAH Lub Oil Tank
822 823 OL037
To Lub.
Oil Purifiers
OL091
From Stern Tube
Lub Oil Drain Tank
From L.O. Drains OL092
OL014 LIAL
0111
To Sludge Pump
OL407
Lub Oil
LAH Main Engine
Drain
0109 L.O. Sump
Tank 2m3
45.9 m3
Lubricating Oil Filling and Transfer System


2.8.4 Lubricating Oil Filling and Transfer System
Introduction
Lubricating oil is stored in the following main storage tanks, located in the engine room.
Tank Volume 100% (m3)

M.E. L.O. Sump Tank 45.0
No.1 and No.2 Cylinder Oil Storage Tanks XXX
No.1 and No.2 System Oil Storage Tanks 30.0 each
System Oil Settling Tank 45.0
In addition there are auxiliary L.O. tanks for the storage of oil for the auxiliary engines and cargo pump
turbines.
All outlet valves from all lubricating oil tanks are remote quick closing valves with a collapsible bridge, which
can be pneumatically operated from the fire control station. After being tripped from the fire control station
the valves must be reset locally. Each tank is also fitted with a self closing test cock to test for the presence of
water and to drain any water present. Tundishes under the self closing test cock drain any test liquid to the
waste oil tank.
Lubricating oil is run down from these tanks to the main engine, generator diesel engines and other machinery
services. The settling tanks are used to allow the contents of the sump of a generator diesel engine or the main
engine to be transferred prior to being centrifuged back to the sump or recirculated back to the settling tank.
Heating coils are fitted to the main and auxiliary engine lubricating oil settling tanks. All storage and settling
tanks are filled from connections on both sides of the upper deck, one for each grade of oil.
Oil can be loaded from connections on both sides of the deck, in front of the accommodation block. A
different line is provided for each grade.
The lubricating oil transfer pump is used to transfer lubricating oil from one part of the ship to another. Its
duties include batch transfer of lubricating oil from the main and auxiliary engine sumps to the lubricating oil
settling tanks prior to batch purification.
The pump can take suction from:

Main engine sump
Stern tube lubricating oil drain tank
Generator engine sumps
Generator engine lubricating oil settling tank
Generator engine lubricating oil storage tank
Main engine lubricating oil settling tank
Main engine lubricating oil storage tank
Cargo pump turbines
Draft Issue 1 2.8.4 Lubricating Oil Filling and Transfer System Page 1

The pump discharges to:
Generator lubricating oil storage tank
Generator lubricating oil settling tank
Main engine lubricating oil storage tanks (No.1 and No.2)
Main engine lubricating oil settling tank
Stern tube lubricating oil drain tanks
Cargo pump turbines L.O. sump tanks
Main deck lines
CAUTION !
Extreme care must be taken when transferring or purifying lubricating oil so that main engine oil,
generator diesel engine oil and turbine oil do not become mixed. The setting of all valves must be
checked prior to starting operations so that oil will only be pumped or purified from the intended source
and to the intended destination.
Preparation for the Transfer of Lubricating Oil by Transfer Pump
a) Check and record the level of oil in all lubricating oil tanks.
b) Check that all the tank suction and filling valves are closed.
c) Check the suction filter is clean.
d) Open the suction valve(s) from the relevant source:
Sterntube System
Description Valve
Pump Suction Valve From Stern Tube System OL015
Stern Tube Drain Tank Suction Valve OL151
M.E. Sumps
Pump Suction Valve from M.E. L.O. Sump Tank OL017
Cargo Pump Turbines

Pump Suction Valve from Turbine Sumps OL011
No.1 Cargo Pump Turbine Suction Valve OL196
T.C.P. Cargo Pump Turbine Suction Valve OL187
G.E. L.O. System

Pump Suction Valve from G.E. System OL016
G.E. Settling Tank Suction Valve OL005
G.E. Storage Tank Suction Valve OL004
G.E. Storage Tank to Generator Engines OL029
No.1 G.E. Sump Suction Valve OL035
Run Down Crossover Valve OL031
Generator Engine L.O. Tanks Pump Suction Valve OL012
2.8.4 Lubricating Oil Filling and Transfer System Page 2 Draft Issue 1

From M.E. Storage Tanks
Pump Suction Valve from M.E. Storage Tanks OL013
Settling Tank Suction Valve OL003
No.1 Storage Tank Suction Valve OL001
No.2 Storage Tank Suction Valve OL002
e) Open the discharge valve(s) to the relevant tank:
Description Valve
Stern Tube System
Transfer Pump Discharge Valve to Stern Tube Drain Tank OL019
Inlet Valve To Stern Tube Drain Tank OL152
G.E. Storage Tanks

Transfer Pump Discharge Valve to G.E. Tanks OL020
Discharge Line Valve to G.E. Tanks OL022
Inlet Valve to G.E. Storage Tank OL023
Inlet Valve to G.E. Settling Tank OL024
M.E. System Tanks

Transfer Pump Discharge Line Valve to M.E. Tanks OL021
Inlet Valve to M.E. Settling Tank OL025
Inlet Valve to No.1 M.E. Storage Tank OL026
Inlet Valve to No.2 M.E. Storage Tank OL027
f) Start the L.O. transfer pump.
g) Ensure that the oil is being correctly transferred.
h) When the required quantity of oil has been transferred, stop the pump and close all valves.
i) Check and record the levels in all lubricating oil tanks and record the amount of oil transferred.
Preparation for the Transfer of Lubricating Oil by Gravity
All valves should be in the closed position.
a) Open the following valves depending on the service selected.
M.E. System
Description Valve
From M.E. L.O. Settling Tank
M.E. Settling Tank Outlet Valve OL003
M.E. Settling/Storage Tanks Cross-over Valve OL006
From M.E. Storage Tank

No.1 M.E. L.O. Storage Tank Outlet Valve OL001
No.2 M.E. L.O. Storage Tank Outlet Valve OL002
To M.E. Sumps
M.E Sump Inlet Valve OL007
To Stern Tube Drain Tank

SternTube Drain Tank Inlet Valve OL009
Draft Issue 1 2.8.4 Lubricating Oil Filling and Transfer System Page 3

Generator Engine System
Description Valve
From G.E. L.O. Settling Tank XXXX
G.E. L.O. Settling Tank Outlet OL005
From G.E.L.O. Storage Tank

Storage Tank Outlet Valve OL004
To G.E. Sumps
Crossover Valve from Tank Run Down Line OL031
No.1 G.E. Sump Inlet Valve OL032
b) Ensure that oil is being correctly transferred.
c) When the required quantity of oil has been transferred, close all valves.
d) Check and record the levels in all lubricating oil tanks and record the amount of oil transferred.
Procedure for Loading Lubricating Oil
The preparation and operation procedures for loading should be followed as described in section 2.7.1 Fuel Oil
and Diesel Oil Bunkering and Transfer System.
Remove line blanks to required filling lines at accommodation side wall.
a) Open the relevant tank filling valve.
b) Connect the loading hose and open one of the following loading valves.
Port Side
Cylinder Oil XXXX
Main Engine Oil XXXX
Turbine Oil XXXX
G.E. Oil XXXX
Starboard Side
Cylinder Oil XXXX
Main Engine Oil XXXX
Turbine Oil XXXX
G.E. Oil XXXX
c) Proceed with the loading operation.
d) Ensure that oil is being correctly transferred.
e) When the required quantity of oil has been loaded, close all valves.
f) Check and record the levels in all lubricating oil tanks and record the amount of oil loaded.
2.8.4 Lubricating Oil Filling and Transfer System Page 4 Draft Issue 1
2.9.1a : British Pioneer Date: September 99
To Deck/
Illustration 2.9.1a Engine Room Bilge System Accommodation
BG018
PI
To I.G.
Scrubber FD005
IMO International Bilge Shore C.S.W.
Connection With Blind Flange
From F.W. Upper Deck
FD003 FD004
Service BG025 BG017 BG031 BG016
WG048
BG351
Sett. PI PI
1.5kg/cm2 To Slop Tank
DAH Bilge, Fire & XA XA
15 ppm Oil BG307 General Service Pump 1341
PI 1313 To Waste Oil 1342
Content Meter (Self Priming Type) No.1 No.2
Service Tank
(350 / 282m3/h) XA XA
1341 1342
PI PI
XA XI To Incinerator
BG338 BG340 Waste Oil
AUTO 1412 1412 BG305
Tank High
STOP
Level From Cascade /
PI Filter Tank Drain
PI BG306
PI BG010 FD001 BG013 BG011 FD002
Sludge From Purifier
PI Pump AUTO Sludge Tank
(10m3/h) STOP
BG326 E/R Bilge From E/R Oily
Pump PI
To I.G. Bilge Drains
BG330 BG329 BG327 (5m3/h) Scrubber From Above
Sampling Oily Water Initial C.S.W. 4th Deck From S.W. Main
PI
Separator Commission Crossover Line
(5m3/h) & Priming Valve BG303 From Incinerator
BG322 BG302 Waste Oil
Tank Overflow
BG319 BG320 BG341 BG337
L.O. Drain Tank
Drain Tank
Air Box Drain Tank
From F.O. Overflow
From F.O. Purif.

From Stuff. Box
From L.O.
From M/E Scav.
Sludge Tank
BG331
/ Drain Tank
BG347
BG392 Bilge
Primary
Tank TI
(3.0m)
BG348
From Sewage Treatment LAH From Scupper
1401 Below Bilge
Plant Overflow BG391 BG345 BG346
Primary Tank
From Air Cooler
BG009
Chemical Cleaning Tank
Bilge Well
Upper BG309 BG311 (Forward Port)
TI TI
Deck LAH
1411 From E/R Scupper
Below Bilge
Steering Gear Room Emergency Primary Tank BG301
Aft. Bilge Wells Fire Pump LS BG344
LAH LAH
Port and Starboard 1403 Compartment Separated
LAH
LAH Bilge Oil Tank
1403 Bilge Holding 40m3
Tank 60m3
BG020
Bilge Well
Bilge
(Forward Starboard)
Well BG002
BG021 Aft.
BG007 LAH From Scupper

BG033 1402 Below Bilge
Steering Gear Primary Tank
Room Forward Bilge Wells
Port and Starboard From Elevator
F.W. Tank Trunk Key
Escape
Trunk BG004 BG005 Fresh Water
LAH BG024
After
Peak Tank 1404
Cofferdam Cofferdam Bilges
BG023 No.2 Main Emergency
(Aft) (Forward)
BG022 C.S.W. Pump Bilge Sea Water
Stern Tube Cooling Main Engine Self Priming Type Injection
Water Tank Sunken Well To Bilge
To Primary Tank Marked Valves To Be
Bilge Well Locked In Closed Position
Engine Room Bilge System

2.9 Bilge System
2.9.1 Engine Room Bilge System and Bilge Separator
Bilge, Fire and G.S. Pumps

Maker: Teikoku
No.of sets: 2
Model: 250-2VSR-Bm-NV-F
Capacity: 282/350 m3/h at 3/12 kg/cm2
Two vertical self priming Bilge, Fire & G.S. pumps are provided with bilge suctions for emergency use. Both
pumps are equipped with a vacuum pump driven by the main pump via a friction coupling. When pressure is
detected at the discharge of the pump, the vacuum pump drive is disconnected.
The pumps take suction from the following bilge main connections:
Port forward bilge well
Stbd forward bilge well
Bilge well aft
Bilge hat centre
Aft Cofferdam
Stern Tube Cooling Water Tank
No.1 pump has a direct suction from the port bilge well. Both pumps also take suction from the sea and both
pumps discharge through a common overboard valve.
CAUTION !
The overboard discharge is not to be used for discharging bilges unless under emergency conditions.
Both pumps discharge to the fire & foam system.
Bilge Transfer Pump

Maker: Taiko Kikai
No.of sets: 1
Model: HNP-401
Capacity: 5.0m3/h at 3.3 kg/cm2
A bilge water transfer pump is supplied which can discharge to the sludge discharge line and the bilge primary
tank. If necessary, the bilge holding tank can be pumped either to the cargo slop tank or ashore when in port.
This pump can take suction from:

The bilge main system
Bilge holding tank
Main Cooling Sea Water Pump
The No.2 main cooling water pump can also pump out the bilge via the emergency bilge suction valve, which
is connected directly to the pump suction.
Draft Issue 1 2.9 Bilge System Page 1


Bilge Holding Tank
The Primary Bilge Tank collects drains from:

Cascade tank
Purifier sludge tank
E.R. oily bilge drains
E.R. scuppers
Boiler scuppers
Economiser drains
This tank overflows to the bilge holding tank. The bilge holding tank collects drains directly from the main
engine air cooler clean drains.
Discharge from oily water separator when oil content is above 15ppm is to the sewage tank.
Oily Water Separator

Maker: XXXX
Type: XXXX
Bilge water is drawn into the separator under low pressure conditions created by the discharge pump.
An oil content monitor samples the bilge water as it passes through the separator. Should the oil content rise,
then the overboard discharge solenoid valve will automatically close and the solenoid open to the discharge
line into the bilge holding tank.
If the outlet from the separator contains an excessive oil content, the unit stops automatically and a further
solenoid valve opens, directing the oil to the bilge separated oil tank.
CAUTION !
The O.W.S is designed to separate oil from water, not water from oil. i.e. if the discharge from the
O.W.S. contains excessive amounts of oil it will render the equipment useless and result in unnecessary
maintenance.
Preparation for the Operation of Pumping Bilges to the Primary Bilge Tank
a) Check strainers and strum boxes are clean.
b) Open one of the following suction valves.
Description Valve
Port forward bilge well BG009
Stbd forward bilge well BG007
Bilge hat BG005
Echo Sounder/Cofferdam Aft BG004
Aft well BG002
c) Open the bilge transfer pump suction valve from the bilge main BG341.
d) Open the bilge transfer pump discharge to the primary bilge tank BG338.
e) Start the bilge transfer pump.
2.9.1 Bilge System Page 2 Draft Issue 1


f) Before the bilge well in use loses suction, open the valve on another well and close the one in
use.
Bilge pumping should be monitored constantly, as running dry will damage the pump.
g) When all wells are dry, stop the pump and close all valves.
Preparation for the Operation of Discharging the Bilge Tank through the O.W.S.
a) Open the following valves:
Description Valve
Inlet Valve to O.W.S. from Bilge Holding Tank BG320
Discharge valve from O.W.S. pump BG329
Overboard Discharge BG330
b) Supply power to the O.W.S.
c) Check the oil content monitor by passing fresh water through the sensor.
d) Check the reading and shut off the fresh water supply.
.
The clean exit water will be discharged overboard. Oil contamination of 15 ppm or over will automatically
recirculate back to the holding tank, through a solenoid valve, until the water is clean enough to discharge
overboard. Any oil collected at the top of the O.W.S. will be discharged to the separated bilge oil tank.
When taking suction from the bilge tank, the O.W.S. discharge pump will stop automatically when a
predetermined level is reached.
e) After completion, stop the pump and close all valves.
Any oil/water remaining can be discharged by the bilge transfer pump to the sludge discharge line by opening
valve BG340. It can be pumped to the waste oil tank, ashore or to the cargo slop tank, by means of a portable
hose.
WARNING !
Before any bilges are pumped directly overboard, it must be ensured that no local or international anti-
pollution regulations will be contravened except where safety of the ship or personnel is involved.
In Port or Coastal Waters
Any bilges which require pumping, when in port, should only be pumped to the bilge holding tank using the
engine room bilge transfer pump. The contents of the bilge holding tank can then be processed when the
vessel is in open water.
At Sea
The engine room bilges and the contents of the bilge holding tank should only be pumped overboard through
the oily water separator system. Any oil will then be separated out and discharged to the oily bilge tank and
the clean water will be discharged overboard if it is clean enough. If it is contaminated with oil, it will be
diverted automatically back to the bilge holding tank.
Draft Issue 1 2.9.1 Bilge System Page 3

2.9.2.a Pump Room Bilge System
ZT501 ZT502 ZT503
FWD
Cargo
BG511
Stripping
Pump
BG512
BG527 BG528
Pump Room
To Port
Slop Tank
BG531
From Engine Room

Key
Bilge Line
BG513
Bilge
FWD
BG533
Compressed Air
AR544
Marked Valves Usually From
Locked in Closed Position Comp.
Air
Pump Room
BG532
Pump Room Bilge System

Illustration 2.9.3.a Forward Bilge System
ZT506 ZT505 ZT504 ZT515

Upper Deck
Bosun's Store
Void
BG515
Fire W/D Line LAH To Deck Machine

Power Pack Station
ZT504 FD506 ZT505 ZT506

Air Driven
BG509
Pump 5m3/h
Bosun From
C.L.
C.L. Store Comressed
BG520 AR501 Air System
BG501
BG516
BG517 BG503
BG508
From Oil
C.O.T. Resovoir Tank
BG506
CL
Bosun Bilge
From Fire
F.P.T. Store Eductor 15m3/h
Bilge Wash
Eductor Deck Line
BG506
10m3/h
BG507 C.L.
BG507 BG504
BG502
BG521 BG518 From Hydraulic Oil Cooler
From Deck Machinery
ZT507 BG510
Upper Deck
Bilge
Eductor BG505
10 m3/h BG519
From Fire
LAH
Wash
Deck Line
BG508
Key
Fire Water System
Air
Forward Bilge System

2.9.2 Pump Room Bilge System
The cargo stripping pump is normally used to drain the pump room bilges. There are four bilge suctions,
forward and aft port and forward and aft starboard. BG 529F and BG 523F (one forward and one aft) are
normally open in case flooding of the pump room makes the valves inaccessible. The other two suctions
BG522F and BG530F have extended spindles to the deck if required.
Procedure for Draining the Pump Room Bilges using the Cargo Oil Stripping Pump
Position Valve Description Valve

Norm. Open Forward Bilge Suction BG529
Norm. Open Aft Bilge Suction BG523
Open Pump Room Bilge Suction CO567
Open Stripping Pump Slop Tank Discharge CO669
Open Discharge Isolator CO594
Open Discharge Isolator CO592
Open Port Slop Tank Discharge CO602
Closed C.O.P. Filter and P/P Casing Drain Suction CO566
Closed Suction from Slop Tanks CO565
Closed Vacuum Tank Drain Tank CO657
a) Ensure the stripping pump suction filter is clean.
b) Start the stripping pump.
c) Ensure the pump is attended during draining.
d) Stop the pump before there is loss of suction.
e) Close all valves.
2.9.3 Bosun Store and Chain Locker Bilge System
Two bilge eductors with a capacity of 10 and 15 m3/h, driven by seawater from the fire wash deck line, are
provided for the drainage of the bosun's store, chain lockers and forward void space. Each suction point is
equipped with a suction filter and non-return valve.
The suctions are located:

Port bosun's store
Starboard bosun's store
Centre bosun's store
Port chain locker
Stbd chain locker
Port and starboard forward cofferdam/void space
One eductor provides suction from the port and starboard void spaces and the other eductor provides suction
from the bosun's store and the chain locker.
2.9.2 Pump Room Bilge System Page 1 Draft Issue 1


Procedure for the Operation of the Forward Bilge Systems
a) Ensure that the suction strainers are clean and the cover joint is correctly fitted.
b) Start the fire pump and pressurise the fire main.
c) Open the appropriate overboard discharge valve.
Description Valve
Void Space Overboard BA803
Bosun's Store and Chain Locker BG505, (BG504 normally open)
d) Open the appropriate eductor suction valves.
Port Chain Locker BG501

Stbd Chain Locker BG502
Void space and bosun's store are direct suction.
e) Open the appropriate eductor sea water supply valve.
Void Space FD506

Bosun's Store/Chain Locker FD502
f) On completion close all the above valves.
2.9.4 Steering Gear Compartment bilge System
The Steering Gear Compartment is fitted with two bilge wells port and starboard. These wells drain to the aft
bilge well via self closing valve BG021.
The aft bilge well is pumped out as required. This is described in detail in section 2.9.1.
Draft Issue 1 2.9.3 Bosun Store and Chain Locker Bilge System Page 2
Illustration 2.10.1a Starting Air System Funnel Top
33kg/cm2 33kg/cm2
PIAL
0431 PI PI
PIAL PIAL
1304 1303
No.3
PIAL Generator No.2 Main No.1 Main
0859 AS102 Air Receiver Air Receiver
Diesel Engine PIAL Control
0432 Air (11.5m3) (11.5m3)
PAL Control
0433 Air
Main Engine
No.2
PIAL (7S80MC)
Generator
0759 AS103
Diesel Engine
Key
Compressed Air
LT Cooling Water
No.1 Instrumentation
PIAL Generator
0659 To To
Diesel Engine AS104 Marked Valves To Be
Scupper Scupper Locked In Open Position
Pressure
Reducing Unit
PI
Funnel Top 33kg/cm2 AS101 To General
AS105 Air System
30-7kg/cm2
Lowest
PI Point To Instrumentation
Air System
30-7kg/cm2 7.7kg/cm2
Emergency AS002 AS001 PI
AS003 AUTO AUTO
Air Receiver
(0.3m3) ST-SP Oil and Water ST-SP
XI XA Separator XI XA
1302 1302 1302 1302
E.S.B.
TI TI
No.2 Main Air No.1 Main Air
Compressor L.T. Cooling Compressor L.T. Cooling
AS055 AS054
(345m3/h) System (345m3/h) System
To
Scupper
AS052 AS051
To Bilge To Bilge To Bilge To Bilge To Bilge

Primary Tank Primary Tank Primary Tank Primary Tank Primary Tank
Starting Air System


2.10 Air Systems
2.10.1 Starting Air System
Main Air Compressors

Maker: Sperre Industri A/S
No of sets: 2
Model: HV2/285
Capacity: 345 m3/h at a pressure of 30kg/cm2
The starting air system is supplied by two main starting air compressors, which supply the two main air
reservoirs. The compressed air is used to start the main engine and the three auxiliary generator engines.
The air reservoirs are supplied through an oil/water separator situated on the discharge from the compressors.
Each compressor has an automatic drain on the high pressure discharge, which opens when the compressor
stops and closes shortly after the compressor runs up to speed. This allows the compressor to start and stop off
load. The compressors are started and stopped by pressure switches situated on the inlet line to the main
reservoirs.
Starting air is supplied from the reservoirs to the main engine and to the generator engines through a separate
line from the reservoirs. The main reservoirs can supply the auxiliary engine starting air reservoir.
In dead ship conditions the main compressors can supply the auxiliary air reservoir alone, to start the generator
engines.
The main compressors are cooled by the low temperature cooling water system.
Switches at the local starter panel enable the compressors to be manually started and stopped. When in remote
operation, they can be automatically operated from the control room.
The control air and general service air systems can be supplied from the starting air system through reducing
valves. These valves are interconnected to allow either reducer to supply the control or general service
systems.
Preparation of the Starting air System
a) Ensure that all pressure gauge and instrumentation valves are open.
b) Check the oil level in the compressors.
c) Check the sump for water.
d) Only one reservoir should be in use at a time. this will maintain a reserve should a pressure loss
occur in the system.
e) Set up valves as shown in the table below:
No.1 and No.2 Start Air Compressors and No.1 Start Air Reservoir in use.

Open No.1 Compressor Discharge Valve AS001
Open No.2 Compressor Discharge Valve AS002
2.10 Air Systems Page 1 Draft Issue 1


Closed Oil Water Separator Drain Valve XXXX
Open No.1 Reservoir Inlet Valve XXXX
Open No.2 Reservoir Inlet Valve XXXX
Open No.1 Reservoir Outlet Valve to Generator Engines XXXX
Closed No.2 Reservoir Outlet Valve to Generator Engines XXXX
Open No.1 Reservoir Outlet to M.E. XXXX
Closed No.2 Reservoir Outlet to M.E. XXXX
Open Supply to Generator Engines Air Start Line AS101
Open No.1 Generator Air Master Valve AS104
Closed Aux. Air Receiver Outlet Valve XXXX
Closed Aux. Air Receiver Inlet Valve XXXX
Open No.1 Compressor Low Temp Cooling F.W Inlet Valve XXXX
Open No.1 Compressor Low Temp Cooling F.W Outlet Valve XXXX
Open No.2 Compressor Low Temp Cooling F.W Inlet Valve XXXX
Open No.2 Compressor Low Temp Cooling F.W Outlet Valve XXXX
Closed Inlet Valve to No.1 Reducing Valve for Aux Services XXXX
Closed Outlet Valve to No.1 Reducing Valve for Aux Services XXXX
Closed Inlet Valve to No.2 Reducing Valve for Aux Services XXXX
Closed Outlet Valve to No.2 Reducing Valve for Aux Services XXXX
f) Ensure that the cooling water is supplied from the low temperature cooling water system.
g) Set one air compressor to auto. The compressor will start and stop as required, controlled by
pressure switches mounted on the inlet line to the reservoirs.
h) Drain any liquid from the reservoirs and oil water reservoir.
i) Check the operation of the automatic drain traps.
j) Set the other main air compressor to stand-by.
Under normal operating conditions only one reservoir would be in use.
In emergency conditions, the main compressors can supply only the auxiliary air reservoir, which is then used
to start the generators. This is achieved by closing all the air inlet valves on the main receivers and the main
outlet valve to the generator engines AS101, then opening valve AS003.
Draft Issue 1 2.10.1 Starting Air System Page 2

Illustration 2.10.2a General Service Air System
To To Air To To For Fan I.G.

Mast Cond. Accom. Deck Gen. & Fan Room
Air Horn Room G.S. Air Service
Casing Top AR021
To G/E Emergency
Diesel Oil Pump
To CO2
Room
Upper Deck
To Incinerator
Atom. Air
Near I.G.S.
AR031
Pressure
For Flue Gas Em'cy
Reducing Unit
Up-Take Valve Cleaning G/E Room
AR002 AR003 AR004 AR053
PI To Exhaust Valve To Steering
Grinding Machine Gear Room
From Starting AR020
For Boiler
Air System
30-7kg/cm2 AR005 Atomizing
AR007 In Eng.
Workshop
To Instrumentation
Air System
30-7kg/cm2 7.7kg/cm2 AR017 Near F.W.
PI In Eng. Hyd. Tank
AR001 Store AR013
AR006
For Aux. Boiler Service
Sett. (2nd Deck Port)
7.7kg/cm2 AR012
E/R 4th Deck To M/E T/C
(Port) Cleaning
AR009
Near G/E
Near Bilge (3rd Deck)
Water Separator AR014
PIAL AR019
1307
In Purif.
E/R Floor Room
(Near S.W. Strainer) AR015
AR010 3rd Deck Serv.
PT PI (Fwd. Starboard)
AR034
4th Deck
G.S. Air (Near Central CLR.)
Receiver AR033
E/R Floor
(2.5m3)
(Near S.W. Strainer)
AR032
To M/E J.F.W.
Transfer Pump
Shut Down
PS TS
Air Temp Oil and Water
Separator
Key AUTO XA
ST-SP 1305
Compressed Air
Instrumentation XI
1305
Marked Valves To Be
Locked In Open Position G/S Air
To Bilge Compressor
Primary Tank (250m3/h) To Bilge
E.S.B. Primary Tank
General Service Air System


2.10.2 General Service Air System
General Service Air Compressor

Maker: Sauer
No of sets: 1
Model: SCK 42-8-M60
Capacity: 250 m3/h at a pressure of 7.0 kg/cm2
The general service air system is supplied by one screw type air compressor, which supplies air at a rate of 250
m3/h at a pressure of 7.0 kg/cm2. It discharges to a 2.5 m3 air reservoir through an oil/water separator.
The compressor is controlled by the pressure in the reservoir, loading and unloading as required.
The general service system can be supplied from the start air system, through reducing valves and by the
control air system through a cross over valve.
The system supplies the following services:

Control air system in an emergency
Emergency D.O. pump
Deck services
E.R. services
Mast air horn.
Flue gas uptake valve cleaning
Main Engine T.C. cooler
Main Engine J.F.W. transfer pump
Boiler atomising air
Incinerator atomising air
Procedure for Preparing the General Service Air System for Operation
b) Check the oil level in the compressors.
c) Set up valves as shown in the table below:
General Service Air System

Closed Outlet From Start Air Reducing Valve XXXX
Open Inlet To Service Air Receiver XXXX
Closed Crossover to Control Air Start Air Reducing Valve XXXX
Open Control Line to Air Compressor XXXX
Closed Crossover to Control Air System XXXX
Open Service Air Receiver Outlet Valve XXXX
Open Main Line Valve XXXX
2.10.2 General Service Air System Page 1 Draft Issue 1


Open Accommodation Services Valve XXXX
Closed Supply Valve to Emergency D.O. Pump XXXX
Open Supply Valve to CO2 Room XXXX
Open Supply Valve to Emergency Generator Room XXXX
Closed Supply Valve to Boiler Atomising AR026
Open Supply Valve to Engine Room Services XXXX
Open Supply Valve to M.E. T.C. Cleaners AR023
Closed Supply Valve to Deck Services XXXX
Closed Supply Valve to J.F.W. Transfer Pump XXXX
Open Supply Valve to Mast Air Horn XXXX
e) Start the service air compressor, ensuring that the loading and unloading system operates
correctly.
f) Check the system drain traps are operational.
Draft Issue 1 2.10.2 General Service Air System Page 2

Boiler Atomizing Steam I.G. System

Illustration 2.10.3a Instrumentation/Control Air System Pneumatic Control
Press. Cont. Valve
Emergency Shut-Off
Valve & Pneumatic Fire
Pressure Reducing Unit Boiler Feed Water Damper (Upper Deck)
Cont. Valve Upper Deck
From Starting PI AC022 Upper Deck
Air System 30k 7k Boiler F.O.
To General Cont. Valve
Service Air System AC016
Boiler F.D.
Fan Inlet Vane
30k 7k Boiler F.D.
Fan Inlet Vane
PI
Sett Boiler Solenoid Air Supply
7.7kg/cm3 Valve Board Unit
Spare
Funnel Top CO2 Air Horn F/C
CO2 Air Horn

DPI DPI DPI Control Air 2nd Deck Port
Sett
7.7kg/cm3 XA PAL Main Engine CO2 Air Horn
1308 AC012
AC001 AC002 1380 (7S80MC) 2nd Deck Starboard
PI PI
AM3
Calorifier Temp Cont. Valve
AC015 2nd Deck Starboard
No.1 G/E C.F.W. Safety Air
On-Off Valve AC030 Steam Press Reduc. Valve
AC003 2nd Deck Starboard
No.2 G/E C.F.W.
Control Air Oily Water CO2 Air Horn
DPI DPI DPI On-Off Valve
Receiver Separator 3rd Deck Port
(2.5m3 x 7.0K) No.3 G/E C.F.W.
XA On-Off Valve CO2 Air Horn
1308 3rd Deck Starboard
AC004 AC005
Spare
Steam Dump Valve
3rd Deck
Control Air M/E Jacket C.F.W.
Dryer Temp. Cont. Valve 3rd Deck
(100Nm3 x 7.7kg/cm3) M/E Jacket F.W. HTR.
Temp. Cont. 3rd Deck
No.2 H.F.O. Purif. L/T F.W. Temp

HTR. Temp. Cont. Valve Control Valve Steam Dumping Valve
For I.G.S. Topp. Up AM1
AC012 No.1 H.F.O. Purif. Main L.O. Temp
M/E F.O. Auto Filter HTR. Temp. Cont. Valve Cont. Valve O.D.M.S.
4th Deck (Starboard)
Vacuum Cond. Level AC029
To Bilge G/E F.O. Auto Filter No.1 H.F.O. Purifier
Control Valve C.O.T. Pressure
Primary Tank Floor Port Switch Panel
Boiler F.O. Temp. No.2 H.F.O. Purifier M/E L.O.
Cont. Valve Auto Filter Fire Det. Air Horn
Floor Starboard
Boiler F.O. Press. No.1 Main L.O. Purif. AC035
Cont. Valve (CO2 Air Horns) I.S. Tel. Air Horn
No.2 Main L.O. Purif. AC036
Purifier
Gas Alarm
Shut XA AUTO Room No.1 Main L.O. Purif.
1306 ST-SP Temp. Cont. Valve AC037
Down
No.2 Main L.O. Purif.
Key CO2 Horn
PS TS Oily Water Temp. Cont. Valve AC038 Pump
AM2 Control Air
Separator Room
Air G/E L.O. Purif.
Temp. Temp. Cont. Valve Valve Locked Open
Control Air
XI G/E L.O. Purif. Cargo Pump Room
Compressor Spare Valve Locked Closed
1306
(250m3 x 7kg/cm3)
AC010
Control Air (Instrumentation) System


2.10.3 Control Air System
Control Air Compressor

Maker: Sauer
No of sets: 1
Model: SCK 42-8-M60
Capacity: 250 m3/h at a pressure of 7.0 kg/cm2
Air Dryers
Maker: XXXX
No. of sets: 2
Model: XXXX
Capacity: 100 m3/h at a pressure of 7.0kg/cm2
The control air system is supplied by a single screw type air compressor at a pressure of 7.0 kg/cm2. The
control air is processed through one of two refrigerated air dryers and associated filters before supplying the
following control air services:
Oil discharge monitoring equipment
Inert gas control air
Emergency shut off valves and pneumatic fire damper
CO2 air horns
M.E. safety air system
M.E. control air system
M.E. auto back flushing L.O. filters
M.E. auto back flushing F.O. filters
Generator Engine Control systems
Boiler control systems
Purifier Control Systems
Auxiliary systems pressure and temperature controllers
Cargo pump room services
Control air can be supplied by the general service air compressor through a cross-over valve and from the main
air compressors through a reducer.
Procedure for Preparing the Control Air System for Operation
b) Check oil level in the compressors.
c) Set up valves as shown in the table below:
Control Air System

Open Inlet Valve to Control Air Reservoir XXXX
2.10.3 Control Air System Page 1 Draft Issue 1


Open Outlet Valve from Control Air Reservoir XXXX
Open No.1 Air Filter/Dryer Inlet Valve AC001
Open No.1 Air Filter/Dryer Outlet Valve AC002
Closed No.2 Air Filter/Dryer Inlet Valve AC004
Closed No.2 Air Filter/Dryer Outlet Valve AC005
Closed By-pass valve for Air Dryers AC003
Open Master Valve for Pump Room Control Systems AC010
Open Master Valve to Boiler Controls AC022
Open Master Valve to IG System Controls XXXX
Open Master Valve to Purifiers AC012
Open Master Valve to M.E. Controls AC014
Open Master Valve to M.E. Safety Systems AC015
Open Valves to All Other Pressure/Temperature and Control Systems
d) Start the control air compressor and check its automatic operation.
e) Blow down the inlet to the control systems on a regular basis to check the efficiency of the air
dryer.
Procedure for Preparing to Supply the Control Air System from the General Service System.
Valves are set up as described below:

Open Crossover valve from general service air system XXXX
Close Outlet valve from control air reservoir XXXX
Procedure for Preparing to Supply the Control Air System from the Start Air System.
Valves are set up as described below:

Open Inlet valve to reducing valve from start air system XXXX
Open Outlet valve from reducing valve from start air system XXXX
Close Outlet valve from control air reservoir XXXX
Draft Issue 1 2.10.3 Control Air System Page 2

2.11a British Pioneer Date: September 99
Illustration 2.11a Steering Gear Interconnection
Bridgewings Wheelhouse
Steering Stand
Rudder
Bridge Wing Mode Switch System Switch Signalling Angle
Indicators & Alarm Indicators
N.F.U./Helm/Auto N.F.U./Helm/Auto Control Unit
N.F.U.
Tiller Navigation
F.U. Wheel Console
Local N.F.U.
Left/Right
Local N.F.U. ADG 3000 ADG 3000
COURSE MONITOR ALARM

Left/Right Autopilot Display
V.E.R.
TERMINALS
NAV
Motor Port Rudder Control Unit Stbd Rudder Control Unit Motor
Pump Pump
Starter No.1 Starter No.2
1P-004 EEP-001
From Emerg. Board

440V - 3 PH. 60Hz
440V - 3 PH. 60Hz

From Main Board
Port Port Valve Stbd Valve Stbd

Power Unit Control Control Power Unit
Rudder
Feedback Unit Feedback Unit

Limit Limit
Steering Gear Room Switches Switches
Steering Gear Interconnection

2.11b British Pioneer Date: September 99
Illustration 2.11b Steering Gear Fluid Flow *P Servo Relief Oil air
35 Bar
PS valve cooler
Differential Pressure Alarm
DP M TS High
By-pass Relief Valve Temp.
Storage Tank
50
Filter bar Proportional Control
Valve Block
Low level
L
Variable Stroke Axial Pump Over Pressure
SL Safematic Low level Protection
Safematic Low level *X1 265 Bar
SL
No 2 Pump Unit M
Stbd
Low Low level LL LL Low Low level
*X2
Header Tank with

Safematic Float Alarms
Pilot Valve C3 C4
Safematic Block 3 4
T
P3
P4
P
U1
A P1
P2
B 1 2
TS M Oil-air
Cooler
T C1 C2
*P
DP PS M TS
50
Key bar
Proportional Control
Hydraulic Oil Valve Block
Power Lines for Variable Stroke Axial Pump

Over Pressure
No.1 Pump's CCT *X1 Protection
No 1 Pump Unit 265 Bar
M
Power Lines for Port
No.2 Pump's CCT
*X2
Adjustment Cylinder Pilot Valve
Steering Gear Fluid Flow


2.11 Steering Gear
2.11.1 Steering Gear
Maker: Samsung-Hatlapa
Type: R4ST 800
The steering gear consists of four hydraulic rams driven by two electrically driven pumps. The pumps are of
the variable displacement axial piston type and are contained in their own individual oil tanks.
The steering gear is capable of operating as two totally isolated steering systems. Each pump unit is capable of
putting the rudder through the working angle in the specified time. The second pump unit can be connected at
any time by starting the motor.
The steering gear is provided with an automatic isolation system. Both hydraulic systems are interconnected by
means of electrically operated isolating valves that, in normal operation, allow both systems together to
produce the torque necessary for moving the rudder. In the event of failure that causes a loss of hydraulic fluid
from one of the systems, the float switches in the expansion tank are actuated. This gives a signal to the
isolation system, which automatically divides the steering gear into two individual systems. The defective
system is isolated, whilst the intact system remains fully operational, so that steering capability is maintained
at a reduced speed of two thirds maximum with 50% of the rudder torque.
The steering gear is remotely controlled by the auto pilot control or by hand steering from the wheelhouse.
Emergency control is carried out by the operation of the push buttons on the solenoid valves on the auto pilot
units. All orders from the bridge to the steering compartment are transmitted electrically. Steering gear
feedback transmitters supply the actual position signal for the systems. The rudder angle is limited to 35° port
or starboard.
The variable flow pumps are operated by a control lever, which activates the tilting lever of the pump cylinder,
which causes oil to be discharged to the hydraulic cylinders. When the tiller reaches the set angle, the tilting
lever is restored to the neutral position, which causes the pump to cease discharging. No.1 pump unit is
supplied with electric power from the emergency switchboard and No.2 pump unit from the main switchboard.
Under normal circumstances, all four cylinders will be in use, with one pump unit running and the second
pump unit ready to start automatically. When manoeuvring or steaming in confined waters, it is compulsory
that both pump units are running, to get the IMO recommended 28 seconds from 35° one side to 35° the other
side (with one pump in 56 seconds).
Procedure to Put the Steering Gear into Operation.
The system valves are assumed set for normal operation.
a) Check the level and condition of the oil in the tanks and refill with the correct grade as required.
b) Check that the pin in the control lever is correctly fitted.
c) Ensure the rudder is in the mid position.
d) Start the selected electro-hydraulic pump unit.
e) Carry out pre-departure tests.
f) Check for any abnormal noises. Check for any leakages and rectify if necessary.
2.11 Steering Gear Page 1 Draft Issue 1


g) Check the operating pressures.
Automatic Isolation System
This steering gear is so arranged that in the event of a loss of hydraulic fluid from one system, the loss can be
detected and the defective system automatically isolated within 45 seconds. This allows the other actuating
system to remain fully operational with 50% torque available.
Construction
This system consists of the following equipment:

Two Isolating valves
Two Level switches with LOW & LOW-LOW level positions
An oil tank divided into two chambers for level switches and system test valves
Electric control panel for automatic isolation system
Alarm panel for automatic isolation system
Operation
If failure of one of the systems occurs, the ship's speed should be reduced, as only 50% of the torque for the
steering gear operation is available.
Failure Sequence with One Pump Running
If loss of oil occurs with No.1 pump running and No.2 pump stopped, the following sequence will take place:
a) If the oil level in No.1 oil tank goes down to the LOW position audible and visual alarms are
given on the navigating bridge and in the machinery space.
b) The solenoid valve Y2 is activated and the hydraulic system associated with No.2 pump is
isolated.
c) If the oil level goes down to the LOW-LOW position, No.1 solenoid valve Y2 is de-activated and
No.1 pump is automatically stopped. System No.2 solenoid valve is activated and No.2 pump is
automatically started. The hydraulic system associated with No.1 pump is isolated. Steering is
now being carried out by No.2 pump and its two related cylinders (No.3 & No.4).
d) If the oil loss occurs in No.2 tank, steering is continued to be carried out by No.1 pump and its two
related cylinders (No.1 & No.2) with 50% torque.
If No.2 pump is running and No.1 pump is stopped, No.1 and No.2 pumps and No.1 and No.2 isolating valves
are reversed in the above sequence.
Failure sequence with both pumps running.
If oil the level in No.1 or No.2 oil tank goes down to the LOW-LOW level, the associated isolating valve will
operate and the respective pump will be automatically stopped.
System testing
The float chamber can be isolated and drained to test the system operation. This should be carried out as part
of the pre-departure checks.
Draft Issue 1 2.11 Steering Gear Page 2

Illustration 2.12.1.a Diesel Generator
Key
High Temperature
Cooling Water
Low Temperature
Cooling Water
Fuel Oil
Diesel Oil
Lubrication Oil
Starting Air
H.T. Cooling
Water Vent
Turbocharger L.T. Cooling L.T. Cooling Local Instrument

Air In Water Vent Water Outlet Panel
Tachometer
Exhaust Temp. Display
H.T. Water from

WF251 WF216 Preheater
H.T. Water
H. T. Cooling WF251
from Preheater
Water out
WF213 H. T. Water
H.T. Water in L.T. Cooling Inlet
WF210
WF210 Water Outlet
AS104
OD108
D.O. Outlet L.T. Cooling
Water in WF201
F.O. Outlet
OF109
OF106 OL033 OL035
F.O. Inlet
D.O. Inlet Lub. Oil from Lub. Oil to

OD105 Lub. Oil Filling Starting Air Inlet Seperator and Filling Seperator and Drain
Valve Numbers Shown for Number 1 Generator
Diesel Generator

2.12 Electrical Power Generators

Maker: Wartsila
Type: 9L20C
No.of sets: 3
No.of cylinders: 9
Bore: 200 mm
Stroke: 280 mm
Rating: 1896HP/1395kW at 900 rpm
Introduction
Three identical diesel generators, operating in the medium speed range, supply electrical power for the ship.
The engines are nine cylinder, turbocharged, intercooled, four stroke, in line, direct injected engines and are
normally powered by fuel oil. They can also be supplied with diesel oil, which is used for flushing through,
prior to shutting down for maintenance. The direction of rotation is clockwise (seen at the flywheel).
One diesel generator is used during normal sea going conditions. Two generators are required for:
Manoeuvring
Tank cleaning operations
Cargo discharge
Starting Air System
The engine is started by means of an air driven starter motor operating at 9 bar. When the start valve is opened
by the remote controlled solenoid, air is supplied to the air start motor. The air supply activates a piston,
causing the pinion to engage with the gear rim on the flywheel. When the pinion is fully engaged, pilot air
opens the on-off valve, which supplies air to the air start motor, causing the engine to turn.
When the revolutions exceed 115 rpm where, if conditions are normal, firing has taken place, the start valve is
closed by a relay in the electronic speed measuring system and the pinion piston and on-off valve are vented. A
return spring disengages the pinion from the flywheel and the air motor stops.
During starting a pneumatic cylinder operates a stop arm to limit the fuel-regulating shaft.
The engine can also be started locally by using the test push button on the start solenoid valve to operate the air
start sequence.
The minimum pressure required to start the engine is 7.5 bar.
The system is made up of quality components and usually requires no maintenance other than draining
condensated water from the air container drain valve.
Turbo-charger System
The engine is fitted with an exhaust gas driven turbocharger. The turbocharger draws air from the engine room
via a suction filter and passes it through a charge air cooler, before supplying the individual cylinders.
2.12 Electrical Power Generators Page 1 Draft Issue 1


Cooling Water System
All cooling water requirements for the generator engines are provided by water from the central low
temperature fresh water cooling system.The air cooler and lubricating oil cooler are supplied in series from the
system after the fresh water cooling pumps.
The engine is cooled by a closed circuit cooling water system divided into a high temperature circuit (H.T.)
and a low temperature circuit (L.T.). An engine driven pump circulates the H.T. circuit which cools the
cylinders, cylinder heads and turbocharger. A second engine driven pump circulates the L.T. system which
consists of a charge air cooler and a lube oil cooler. The L.T. system has a temperature control valve which
maintains the temperature independant of the load level.
The jacket H.T. cooling water pump discharges through the engine jacket and cylinder head cooling water
spaces and then to a thermostatically operated valve. If the temperature of the cooling water leaving the engine
is below the normal operating temperature, the thermostat will direct the cooling water back to the pump
suction. When the cooling water outlet temperature reaches operating temperature, the thermostat will begin to
direct the water to the central fresh water cooling system and the pump will partly take its suction from the
central fresh water cooling system, thus maintaining a constant temperature.
When an engine is on stand-by or prepared for operation, its jacket cooling water is heated by a
thermostatically controlled pre-heater to approximately 60-80ºC. An electrically driven circulating water
pump is used in conjunction with the electric heater. The pump discharges into the jacket cooling water pump
discharge line through a non return valve and the through the engine cooling water spaces, then back to the
pre-heater pump suction via the normal cooling water return line. Non return valves fitted to the system mean
that the engine driven pump will take over from the preheating pump automatically, without the need to open
or close valves when the engine starts. The preheating pump will similarly take over from the engine driven
pump when the engine stops.
Fuel System
The engine fuel supply rail is supplied by diesel oil or fuel oil from the engine driven fuel oil feed pump. The
high-pressure fuel injection pumps take suction from the fuel supply rail. The injection pumps deliver the fuel
oil under high pressure through the injection pipes to the injection valves. Cams on the camshaft operate the
injection pumps.
With the engine stopped, fuel will circulate along the fuel supply rail and back to the vent/return pipe. The
engine supply rail will thus be kept hot and ready for use when it is being operated on fuel oil.
The discharge of the fuel feed pump passes through a duplex fuel oil filter. Both filters are normally in use,
only shutting one off for maintenance. The generator fuel system is also fitted with a common automatic filter
which has an alarm for high differential pressure.
Excess fuel not needed by the injection pumps is passed through the overflow pipe and delivered into the
manifold, which returns it to the system. This principle ensures that:
There is always an adequately large amount of pressurised fuel available.
The heated fuel can be circulated for warming up the piping system and the injection pumps prior
to engine starting.
The necessary fuel oil temperature can be better maintained.
Draft Issue 1 2.12.1 Diesel Generators Page 2


Lubricating Oil System
The engine running gear is force lubricated by the engine driven gear type pump. The pistons are also supplied
by oil as a cooling medium. A pre-lubrication pump is also fitted to supply oil to the bearings and other
running gear before the engine starts. This reduces wear on the engine in the period between the engine
starting and the engine driven pump building up lubricating oil pressure. The pre-lubrication pump will be
running continuously while the engine is stopped. The pump is stopped when the engine reaches 300 rpm and
is started again when the engine slows down to 300rpm by the speed measuring system.
The engine driven pump and the electrically driven pre lubrication pump both take suction from the engine
sump and discharge through a cooler and filters to the engine oil supply rail. A control valve on the pump
discharge relieves any excess pressure back to the sump. The temperature is controlled by a three way
temperature control valve, which regulates how much of the oil passes through the cooler. The turbo-charger is
supplied from the main L.O. circuit via a pipe.
The cooler is a tube stack made of copper nickel, within a jacket made of cast iron. The oil flows outside the
tubes while the cooling water flows inside the tubes. The tube stack is fixed at one end while the other is
movable in a longitudinal direction to allow for expansion.
The main L.O. filter is supplemented by a by-pass centrifugal filter mounted at the engine base frame. During
operation part of the lubrication oil supplied from the engine driven L.O. pump enters the centrifugal filter and
returns to the oil sump in the base frame. The filter is driven by the oil supply. The filter relies on centrifugal
force and can remove high-density sub micron particles.
Procedure to Prepare a Diesel Generator for Starting.
a) Set up the fuel oil service system as described in section 2.6.2.
b) Check that both L.T. and H.T. cooling water systems are in correct running order (correct
pressures, preheated, precirculated sufficiently).
c) Check the level of oil in the engine sump and governor and top up as necessary with the correct
grade of oil.
d) Prime the fuel oil system.
e) Ensure the generator engine pre-lubricating oil pump is set to automatic operation and check that
the lubricating oil pressure has built up to approximately 0.5 bar. The engine should be
prelubricated at least 2 minutes prior to start.
f) Check the pressure before and after the L.O. filters.
g) Check that the starting air pressure exceeds 7.5 bar.
h) Check that the starting air is drained of condensate.
i) Turn the engine at least 2 complete revolutions using the turning gear with the cylinder indicator
cocks open or purge the cylinders by inducing a start procedure with the stop lever in the stop
position.
j) Close the cylinder indicator cocks.
k) Open the suction and discharge valves of the generator engine jacket water pre-heating pump.
2.12.1 Diesel Generators Page 3 Draft Issue 1


l) Vent the jacket water cooling water space.
m) Start the engine jacket water preheating pump.
If any part of the engine has been drained for overhaul or maintenance, check the level in the central fresh
water cooling expansion tank and refill with distilled water if necessary.
n) Vent the generator engine jacket water pre-heater.
o) Switch the generator engine jacket water pre-heater on.
p) Raise the engine temperature to about 60ºC.
q) Open the vent on the cooling water outlet line on the generator air cooler and close it again when
all the air has been expelled.
r) Disengage the turning gear and lock it in the OUT position.
If maintenance work has been carried out on the engine, start the engine as below prior to switching the engine
to automatic operation.
s) Check that all fuel pump indexes are at index ‘0’, when the regulating shaft is in the stop position.
t) Check that all fuel pumps can be pressed by hand to full index and return to ‘0’ when the hand is
removed.
u) Check the spring loaded pull rod operates correctly.
v) Check that the stop cylinder for the regulating shaft operates correctly when shutting down
normally and at overspeed and shut down. Testing is done by simulating these situations.
w) Switch the engine to automatic operation.
Procedure to Start a Diesel Generator Engine
a) From the local control position, press the start button for 2-3 seconds until started.
b) The tachometer will show engine speed and a signal lamp will indicate running.
c) Make a thorough check of the engine, to ensure that there are no leaks and the engine is running
smoothly and firing on all cylinders.
d) Check the L.O. pressures and temperatures.
e) Check the pressure drop across filters.
f) Check the F.O. pressure and temperature.
g) Connect to the switchboard if loading is required.
h) Ensure that the thermostatically operated valves on the cooling water systems operate correctly as
the cooling water temperature increases.
Draft Issue 1 2.12.1 Diesel Generators Page 4


i) Ensure that the engine temperatures and pressures remain within normal limits as the load is
applied to the engine and the engine heats up.
j) Check the exhaust gas temperatures for any deviation from normal.
k) Check the exhaust gas for smoke.
l) Keep the charge air pressure and temperature under control.
Procedure to Stop a Diesel Generator Engine
a) Before stopping, run the engine at reduced load or idle speed for no more than 5 minutes for
cooling down purposes.
b) Actuate the remote stop device. the engine can always be stopped manually with the stop lever
independent of the remote control or automation system.
c) If the engine is to be stopped for a lengthy period of time, close the indicator valves. Turn the
engine using the starter motor once a week, with the indicator cocks open.
2.12.1 Diesel Generators Page 5 Draft Issue 1

Illustration 2.12.2a Emergency Diesel Generator
Key
Diesel Oil
LI
Emergency Generator
Diesel Oil Service Tank
LA
OD371F
L
Instrument
Filler Cap Radiator Panel
Overflow to
Diesel Oil
Air Cleaner Service Tank
Filling to
Incinerator
Diesel Oil
Service Tank
From Generator
Engine Diesel
Oil Pump
Oil Filler
Fuel Filter
Fuel Pump Hydraulic
and Governor Starter Unit
Fuel Inlet Connection
Emergency Diesel Generator


Introduction
Engine
Maker: Ssangyong-Cummins 6 Cylinder
Model: KTA-19-G3
Output: 620HP at a continuous speed of 1800rpm
Generator
Maker: Leroy Somer
Model: LSA 471L
Output: 500kVA/400kW
The emergency diesel generator is a self-contained diesel engine located on the starboard side of A deck.
The generator set will start automatically on power failure of the main diesel generators and couple to the
emergency switchboard automatically to maintain supplies to essential services. The generator set will also be
used to get the ship under power from 'dead ship' condition. It will enable power to be supplied to essential
services selectively without the need for external services such as starting air, fuel oil supply and cooling
water.
The engine is an in line 6 cylinder turbocharged engine with a self contained cooling water system. The
cooling water is radiator cooled and circulated by an engine driven pump. A thermostat maintains a water
outlet temperature of 82oC to 93oC. Air is drawn across the radiator by an engine driven fan.
The cooling water is circulated by an engine driven pump, which also supplies cooling water to the lubricating
oil cooler. An electric heater is fitted to keep the cooling water at 40oC to 50oC when the engine is on
automatic stand-by.
The engine running gear is force lubricated. The engine driven gear pump draws oil from the integral sump
and pumps it through the cooler and then through a filter before supplying to the lubricating oil rail.
The engine is normally started by means of an electric starter motor. Power to the motor being supplied by
batteries, which are on constant charge while the ship is in service. A hydraulic starter is also fitted, hydraulic
power being manually generated by a hand pump. An accumulator is charged by a hand pump, which drives a
hydraulic motor on the flywheel when the stored energy is released. This system can be utilised when starting
the engine from the dead ship condition. The engine can be manually started locally using either the electric or
hydraulic starter motor, but when switched to automatic operation, only the electric starter motor is utilised.
The engine should be started once a week and run up to full load monthly. Whenever the engine has been
started, the diesel oil tank must be checked and refilled if the level has dropped to or below the '24 hour
operation' level.
Draft Issue 1 2.12.2 Emergency Diesel Generator Page 1


Procedure to Prepare the Emergency Diesel Engine for Automatic Starting
a) Ensure that the emergency generator control panel is switched on.
b) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil.
c) Check the level of water in the radiator and top up as necessary with clean distilled water.
d) Check the level of diesel oil in the emergency generator diesel oil service tank and top up as
required.
e) Switch the cooling water heater on. (Normally on when engine is stopped).
f) Open the fuel oil supply to the diesel engine. (Normally open when engine is stopped).
g) Ensure the MANUAL/AUTO switch is set to AUTO.
Procedure to Manually Start the Emergency Diesel Engine Using the Electric Starter)
a) Ensure that the MANUAL/AUTO switch is set to MANUAL.
required.
e) Turn the idle/run toggle switch on the local panel to RUN.
f) Turn the CRANK and START/RUN/OFF toggle switches to the CRANK and START/RUN
positions simultaneously. Release the crank toggle switch when the engine has fired.
g) Check that the engine is firing smoothly.
h) Check the engine oil pressure, cooling water pressure and rpm. Investigate any abnormalities.
i) Check that the cooling water heater switches off as the engine heats up and that the thermostat
operates, allowing the cooling water to flow to the radiator as the engine heats further.
j) If required, load the engine, otherwise allow it to run idle or stop it.
k) When the engine has stopped, check that the heater switches on and then restore engine to
automatic stand-by.
2.12.2 Emergency Diesel Generator Page 2 Draft Issue 1


Procedure to Manually Start the Emergency Diesel Engine Using the Hydraulic Starter
a) Switch the MANUAL/AUTO switch to MANUAL.
required.
e) Switch the cooling water heater on. (Normally on when engine is stopped).
f) Open the fuel oil supply to the diesel engine. (Normally open when engine is stopped).
g) Check the level of oil in the hydraulic reservoir and top up if necessary with the correct grade of
oil.
h) Operate the hydraulic hand pump to charge the hydraulic accumulator to an approximate pressure
of 200kg/cm2.
i) Switch the START/RUN/OFF toggle switch to the START/RUN position.
j) Pull the hydraulic starting valve to the start position and release it when the engine fires.
k) Check that the engine is firing smoothly.
l) Check the engine oil pressure, cooling water pressure and rpm.
m) Check that the cooling water heater switches off as the engine heats up, and that the thermostat
operates, allowing cooling water to flow to the radiator as the engine heats further.
n) If required, load the engine, otherwise allow it to run idle or stop it by switching the
START/RUN/OFF toggle switch to OFF.
o) When the engine has stopped, switch the heater on and turn the switch to remote operation.
Restore the engine to automatic stand-by.
Procedure for Stopping the Engine after Running on Load
a) Shed load from the engine.
b) Allow the engine to idle for 3-5 minutes before shutting down, in orderto allow the cooling water
and lubricating oil to cool the combustion chambers, bearings, shafts etc. This is particularly
important for the turbocharger where a sudden stop can lead to a 40ºC temperature rise, which
could damage the bearings and seals.
c) Long periods of idling will result in poor combustion and build up of carbon deposits.
d) Switch START/RUN/OFF toggle switch to OFF.
e) When the engine has stopped, switch the heater on, turn the switch to remote operation. Restore
the engine to automatic stand-by.
Draft Issue 1 2.12.2 Emergency Diesel Generator Page 3

Illustration 2.13.1a Distribution and Loading
No.1 440/220V
Transformer
440/440V
Galley and
No.2 440/220V Laundry
Transformer
440/220V
440/220V Focsle 220V
Distribution
Room Heater
Units
440/220V
AC 220V No.2 Group No.2 AC 440V No.3 D.G. Em. Bd Bus Tie No.2 D.G. No.1 D.G. No.1 AC 440V No.1 Group
Feeder Panel Starter Panel Feeder Panel Panel Interconnector Breaker Panel Panel Feeder Panel Starter Panel
LD
L M DG DG DG M
No.3 D.G. No.2 D.G. No.1 D.G.
Main Board/Emergency Board

Interconnector Emergency 440/220V
Transformer
24V Battery
Battery Charge and Emergency Group Main Bd Emergency Generator 440V 230V
Discharge Board Starter Panel Interconnector Panel Feeder Panel Feeder Panel
LD
M DG L
24V Services Emergency Key
Generator
M Motor
Transformer
GSP
Local Group Starter Panel
Starter
LD
Lighting and Small Power
L
Distribution and Loading


2.13 Electrical Power Distribution
2.13.1 Distribution and Loading
Generating Plant
The electric power generating plant consists of the following:
Diesel Generators
No. of sets: 3
Rating: 450 volt, 3ph, 60 Hz, 1300 kW
Emergency Diesel Generator
No. of sets: 1
Rating: 450 volt, 3ph, 60 Hz, 400 kW
Introduction
Only one diesel generator is normally used during normal sea going conditions. Two generators are required
when:
Manoeuvring
Cargo loading
Cargo discharging
Tank cleaning
The emergency generator has sufficient capacity to supply the auxiliaries required to start a main diesel
generator in the event of total power failure. All three main generators can operate in parallel, but not with the
emergency generator.
Power Distribution System
General Description
The main switchboard consists of:

Three generator panels
A synchronising panel
Bus tie panel
Two group starter panels
Two 440V feeder panels
A 220V feeder panel
2.13 Electrical Power Distribution Page 1 Draft Issue 1


The emergency switchboard consists of:
The emergency generator panel
A shore power instrument panel
An emergency group starter panel
A 440V feeder panel
A 220V feeder panel
The main switchboard feeds the emergency switchboard, which is situated in the emergency switchboard
room. The main switchboard 220 volt section is fed from the 440 volt switchboard via two transformers.
The emergency generator will start automatically in the event of a blackout and feed the emergency
switchboard.
A power management system controls the starting, stopping, connection and load sharing of the generators. If
a failure occurs and one of the generators sheds non-essential loads, another generator(s) will auto start and
reconfigure the power distribution.
Group starter and distribution boards are provided in suitable positions to supply the various power, heating,
lighting, communication and navigation equipment throughout the vessel.
The large motors and group starter panels are supplied from the 440 volt switchboard directly. Power for other
smaller power consuming devices are supplied from the 440 volt switchboard through group starter or
distribution panels.
Each distribution circuit is protected against overcurrent and short circuit current, by a moulded case circuit
breaker fitted on the switchboard or panel board, with inverse time overcurrent trip and instantaneous trip.
Each steering gear motor is fed from an independent circuit, one steering gear motor being connected to the
main switchboard and the other being connected to the emergency switchboard. A general service 24 volt
battery charging switchboard supplies the engine and wheel house consoles, along with other essential low
voltage services.
Each supply system is provided with a device for continuously monitoring the insulation level to earth, giving
an audible and visual indication of an abnormal low insulation level.
A shore connection is provided to supply power to the main 440V switchboard.
Switchboards
The switchboards are of dead front box frame construction without a bottom plate and have hinged front
panels that can be opened without disturbing the meters, pilot lamps, etc. mounted on them. Bus bars, cubicle
rows and tiers are segregated so that a fault in one cubicle cannot spread to another. A synchronising panel is
supplied on the switchboard. The generator circuit breakers are of the air circuit breaker type.
Draft Issue 1 2.13.1 Distribution and Loading Page 2


Feeder Circuit Breakers
The feeder circuits supplied from the 440V feeder panel of the switchboard are protected by a moulded case
circuit breaker with inverse time thermal over current trip, instantaneous magnetic trip and short circuit current
interruption features.
The AC 220V feeder circuit is protected by a moulded case circuit breaker with inverse time, thermal over
current trip, instantaneous magnetic trip and short circuit current interruption features.
The moulded case circuit breakers for the main & emergency switchboards are of the plug-in type, so that the
breakers may be removed from the panel front without de-energising the main bus bar. However, the moulded
case circuit breakers for group starter panels and distribution panels are of the fixed type.
Automatic Synchronising Control
An automatically controlled synchronising apparatus, which consists of the automatic speed matcher and the
automatic synchroniser, is provided for the ship's service generator sets. The automatic speed matcher
equalises the generator frequency with busbar frequency.
The automatic synchroniser energises the air circuit breaker to connect two circuits in parallel at the moment
when the phases coincide.
Automatic Power and Frequency Control
An automatically controlled power and frequency control system is provided for each ship's service generator.
The power management system controls the effective output of the generators operated in parallel.
The power management system also controls the following:
The number of running generators in accordance with the ship's power demand.
The blocking of large motors until the number of running generators is sufficient to supply the motor
start current and ship’s demand. In this case, the first standby generator is started and synchronised
automatically.
Motors
The 440 volt motors, in general, are of the squirrel cage induction type with a standard frame designed for AC
440V three phase 60 Hz. The exceptions are the motors for domestic service and small capacity motors of 0.4
kW or less.
Where continuous rated motors are used, the overload setting ensures the motor trips at 100% of the full load
current. The motors in the engine room are of the totally enclosed fan cooled type.
Stand-by motors will start when no voltage is detected on the in service motor or when the process pressure is
low.
2.13.1 Distribution and Loading Page 3 Draft Issue 1


440 Volt Starters
The starters are generally constructed in group control panels and power distribution panels. The drawings for
the starter circuit are enclosed in a vinyl envelope and kept in a pocket inside each starter panel.
Large motor starters are arranged in group starter panels on the main switch board, with duplicated equipment
starters split between each of the main switchboard group starter panels. The control voltage of the starters is
AC 110V. Interlocked door isolators are provided for all starters. For group starters, this switch is of the
moulded case circuit breaker which functions as both disconnecting means and overcurrent protection of the
motor circuit.
Sequential Re-start
See section 2.13.5
Essential service motors, which were in service before the blackout, are started automatically on recovery of
the main bus voltage. These motors are classified into groups (consistent with voltage dip and over current) to
the generator and will start according to the predetermined restarting sequence. Motors that were selected for
duty before the blackout are automatically returned to duty after the blackout. Similarly, motors selected for
standby are automatically returned to standby.
Preference Trip
See section 2.13.5
Non-essential loads are interrupted automatically, in case of over current of any one of the main diesel
generators, to prevent the ship's power failure.
Procedure for the Manual Operation of Generators - PMS in Local Control Mode
1. Instruments and Control Devices
The generator panels are equipped with an ammeter and voltmeter to measure the output of the generator. The
air circuit breaker, reverse power relay and over current relay are provided for generator protection.
The synchronising panel is equipped with a double frequency-meter, double voltmeter VAr meters and
wattmeters for comparing the output of the generator to the busbar. A synchroscope and synchronising lamps
are provided for parallel operation.
2. Engine Starting and Stopping
The engine can be remotely started by a switch on the synchronising panel as follows.
a) Switch the MAN/AUTO switch to MANUAL.
b) Start the generator using the synchronising panel START switch. Observe the running lamp and
voltmeter.
c) To stop the engine, operate the engine STOP switch.


3. Single Generator Running procedure - on to dead bus:
a) Start the engine as before. When voltage is established, the running lamp will be illuminated.
b) At the rated speed the voltage will rise to 440 volts, as indicated by the voltmeter.
c) Adjust the frequency to 60 Hz by means of the governor RAISE/LOWER switch. The rated
values are indicated by red marks on the corresponding meters.
d) Operate the ACB CLOSE switch.
4. Stopping of Generator
In order to stop the generator in operation, first reduce its load it by stopping the auxiliary machinery and then
turn the ACB switch to OPEN.
Avoid opening the ACB when the generator is on load, as it will cause an instantaneous rise in the engine
speed and possible overspeed trip.
5. Parallel Running procedure:
a) Start the second generator by following the same procedure as for starting the first generator.
b) After confirmation of the voltage of the second generator, align the frequency with that of the
running generator.
c) Once the voltage and frequency of both generators are identical, change over the synchroscope to
the incoming generator and check the synchronous state by means of the synchroscope. The
pointer needle will revolve in accordance with the difference in frequency.
d) Check the direction of rotation. If it is revolving in the FAST direction, turn the governor switch
of the second generator to the LOWER direction. If it is revolving in the SLOW direction, then
turn the governor switch to the RAISE direction.
e) Adjust the speed until the synchroscope pointer moves to the 12 o’clock position, showing the
state of synchronisation.
f) It is ideal to close the air circuit breaker when the pointer of the synchroscope turns in the FAST
direction and is closing on the black mark at the centre (5 minutes to noon!). SLOW side turning
may cause operation of the reverse power relay. If the frequency difference between the two
generators in parallel operation exceeds 3Hz, the synchroscope will not revolve. With this in
mind, operate the governor RAISE/LOWER switch to decrease this difference. Observe the
bus/incoming generator frequency meter for reference.
g) Operate the ACB CLOSE switch.


6. Load Sharing
a) Having achieved parallel operation, load sharing is accomplished by increasing the input from the
incoming engine. This is increased by means of the governor switch. This speeds up the incoming
generator, causing the first generator to lose load and gain speed, thus causing the frequency to
rise. To prevent this, the governor switch of the first generator must be turned in the LOWER
direction. This action also causes the load to be transferred to the incoming generator. Ensure the
frequency remains constant during this operation.
b) Equalise the load of both generators.
7. Synchronising Lamps
If the synchroscope fails, only the synchronising lamps can detect the synchronising condition.
When the order of illumination of the synchronising lamps is clockwise, the frequency of the generator is
higher then that of the bus. Turn the generator governor motor switch in the decelerating LOWER direction.
When the order in which the lamps brighten is counter clockwise, the frequency of the generator is lower then
that of the bus. Turn the governor motor switch in the accelerating RAISE direction. When the top lamp has
gone off and the two bottom lamps are the same intensity, synchronisation (phase matching) has been
accomplished. Slightly in advance of this position, close the ACB for the incoming generator in order to attain
synchronism just when the main contacts of the ACB close.
8. Generator Space Heaters
A space heater is provided in each generator to prevent condensation forming on the windings. The space
heater switch is located on the individual generator panel and should always be in the ON position. The heater
is interlocked with the ACB, which switches the heater off when closed and switches it on when opened.
Automatic Operation of Main Switchboard and Generators
The Automatic starting, connection, synchronising and loading of the main generators is controlled by the
power management system (PMS) This system is described in depth in section 3.1.

Type: PMS 2100
The PMS is controlled and monitored from various positions around the ship. The bridge and engine control
room have a basic alarm panel and a graphic operator station(s). The position of these can be seen from
illustration 3.1.1a.
There are 11 alarm panels throughout the accommodation in key personnel cabins. The general office
and the main switchboard room have graphic operator stations only.
The PMS is an integral part of the UCS 2100 Universal Alarm and Control system fitted to the ship. The
system is made up of basic control modules which are standard function blocks controlling individual items of
equipment. eg: one generator, one heavy consumer. They are allocated a machinery group and a controlling
PLC.


The three function blocks for the generators have the following I.D.s:
NAME I.D. MACHINERY GROUP PLC NO,
Diesel Generator 1 DG1 6 1

When the main switchboard is set to automatic, the PMS controls the operation of all the control, monitoring
and alarm functions of the three generators.
To fulfil the requirements for UMS operation, the system controls the following features:
Automatic black out start of stand-by generator(s)
Automatic synchronising
Automatic frequency control
Automatic load sharing
Sequential restart of essential consumers
Automatic generator start and connection in response to heavy consumer request
Automatic generator start/shutdown in response to high/low load conditions
Preselection of the master and stand by generator priority is carried out at the graphic operator stations (GOS)
PMS Operation modes
The PMS system has several operating modes selected at the graphic operator stations:
Local control
Manual control of generators
Black out start
PMS semi-automatic
PMS automatic
In local control there is no PMS operation. Manual control allows the manual start/stop and connection of
generators from the graphic operator stations. The PMS semi-automatic mode is for operator supervised
operation whilst the automatic mode is for full UMS operation.
Local Control
When the local control is selected for a generator set, the PMS has no control of the generating set. The
auxiliary engine is operated locally and the main breaker is operated from the M.S.B. The diesel generator
local control is selected by means of the LOCAL/REMOTE blocking switch on the auxiliary engine.
Manual Control of Auxiliary Engine
When the auxiliary engine is in remote control but the main switchboard control is set to manual for a
generator set, the diesel starter can only start and stop the auxiliary engine. No synchronising or any other
functions are available. The main breaker is manually operated from the M.S.B. The diesel generator manual
operation is selected by means of the MANUAL/AUTO selector switch on the main switchboard.


Procedure for PMS Automatic Operation of Generators and Main Switchboard
1. Generator Starting
It is assumed the ship is in normal voyage/in port conditions ie: one generator on load, PMS in semi-automatic
mode and start requested by an operator at a General Operator Station (G.O.S.).
PMS will initiate the following sequence:
a) Engine starts.
b) Voltage build-up detected.
c) Automatic synchronisation.
s
d) ACB closes.
e) Automatic load sharing on.
The following procedures take place when the PMS system is in automatic mode.
2. Automatic Parallel Running Activated by Heavy Load
If the generator in use registers a high load of 1170 kW (90% of the rated power), for 30 seconds, the first
standby generator will go through the following sequence:
a) Engine starts.
d) ACB closes.
If the first standby generator fails to start or the ACB fails to close, the second standby generator will start and
follow the above sequence.
3. Automatic Parallel Run Activated by Heavy Consumer Request
If a start request is received from a heavy consumer (eg: fire/ballast pump), the first standby generator will go
through the following sequence:
a) PMS signals start preparation at the heavy consumer (flashing yellow lamp), engine starts.
b) Voltage build up detected.
e) ACB closes.
f) Automatic load sharing on.
g) PMS starts heavy consumer.


4. Automatic Parallel Run Cancellation by Light Load
If the total load on the main switchboard is less than 1200kW for five minutes when running on two
generators, or less than 2400 kW for five minutes when running on three generators, the following sequence
takes place:
a) The generator to be released will shed load to the other generator(s).
b) The opening of the ACB of the generator to be released.
c) The engine stops on the generator released.
5. Automatic Bus Connection due to Main Switchboard Trip Condition
If, due to a trip condition, the bus voltage has become zero by the opening of the ACB of the generator in use,
the first stand by generator will go through the following sequence:
a) Engine starts.
c) ACB closes.
If the first stand by generator fails to start or the ACB fails to close, the second stand by generator will start
and follow the above sequence.
6. Automatic Change Over by Bus Abnormality
Bus abnormalities:
Low voltage: 422.4V for 5 seconds High voltage: 466.4V for 5 seconds
Low frequency: 57Hz for 5 seconds High frequency: 63Hz for 5 seconds
If a bus abnormality is detected when a single generator is running, the first standby generator will go through
the following sequence:
a) Engine starts, alarm raised.
c) ACB opens on the abnormal generator.
d) Black-out.
e) ACB closes on the first stand by generator.
If the first stand by generator fails to start or the ACB fails to close, the second stand by generator will start
and follow the above sequence.


7. Automatic Parallel Running by ACB Tripping
If two generators are running in parallel and the ACB of one generator trips, providing the load on the
connected generator exceeds 1170 kW (90% of the rated power), the second standby generator will go through
the following sequence:
a) Engine starts.
d) ACB closes.
The above sequence is also carried out when activated by a fire alarm.
8. Automatic Parallel Running due to Overcurrent
If the current on a running generator exceeds 2000 Amps for a period exceeding three seconds, the next
standby generator will go through the following sequence:
a) Engine starts.
d) ACB closes.
9. Automatic Change Over by Pre-shutdown Alarm on Running Generator
If a Lube oil inlet low pressure or an H.T. water high temperature pre-shutdown alarm occurs on the running
generator, the first stand by generator will go through the following sequence:
a) Engine starts.
d) ACB closes.
e) Complete load transfer to incoming generator.
f) ACB opens on abnormal generator.
g) Abnormal generator stopped.


Generator Protection Equipment
The generator is protected from the abnormal conditions described below by means of the reverse power trip,
short circuit trip, under voltage trip and overcurrent trips.
1. Abnormality Due to Under Voltage
If the voltage of a generator decreases to less than 50% of the rated value, the under voltage tripping device
contained in the air circuit breaker will operate to trip the breaker. If a short-circuit fault occurs, the generator
voltage will lower and may cause the under voltage tripping device (U.V.T.) to operate. With this in mind, a
time delay device (of about 0.5 seconds) has been fitted to the undervoltage device to prevent the ACB from
tripping immediately, allowing the defective system circuit breaker to operate first.
2. Abnormality Due to Over Current (preference tripping)
If the current on a running generator exceeds 2502 Amps for a period of 10 seconds, the overcurrent relay
will initiate the release of the preferential tripping, thereby providing protection against the overcurrent
which would otherwise trip the ACB.
3. Abnormality Due to Over Current (long time delay trip)
If the current on a running generator exceeds 2752 Amps for a period of 40 seconds, the over current relay will
operate to trip the ACB.
4. Abnormality Due to Overcurrent (short time delay) or Short Circuit
If the generator current exceeds 300% of the maximum rated current (6250 Amps), the ACB will be tripped
almost instantaneously (about 400msec) by the short time delay trip fitted to the ACB. If the current exceeds
1000% of maximum rated current (20850 Amps) the ACB will trip instantaneously (zero time delay).
5. Abnormality Due to Reverse Power
If there are abnormalities in the output of an engine during parallel operation, it may cause the generator to
function as a motor, due to the power it receives from the other generator(s) through the common busbar. The
effective reverse power will then flow through the connected circuit. If this reverse power reaches a level of
130kW, the reverse power relay is triggered and will trip the ACB after a time delay of 5 seconds.
6.Emergency Generator Abnormality Due to Overcurrent
If the current on the running generator exceeds 110% of the maximum rated current (706 Amps) for 40
seconds the overcurrent relay will operate to trip the generator ACB.
7. Emergency Generator Abnormality Due to Overcurrent (short time delay) or Short Circuit
If the generator current exceeds 300% of maximum rated current (1926A) the ACB will be tripped almost
instantaneously (about 400msec) by the short time delay trip fitted to the ACB. If the current exceeds 1000%
of maximum rated current (6420 Amps) the ACB will trip instantaneously (zero time delay).
The emergency generator ACB is also fitted with an undervoltage device identical in operation to the main
generators.


Distribution
Main Switchboard No.1 hose handling crane

Main generator incomers, panels D, E and H Boiler control panel
Synchronising section, panel F Control air compressor
Bus tie section, panels G1 and G2 No. 2 440V Feeder Panel
Sections B1 to B5, No.1 group starter panel No.1 aft hydraulic deck machinery pump
Sections J1 to J7, No.2 group starter panel No.2 for. hydraulic deck machinery pump
Sections C1 to C2, No.1 440V feeder panel No.3 aft hydraulic deck machinery pump
Sections I1 to I2, No.2 440V feeder panel Foam liquid pump
Section A, 220V feeder panel No.2 I.G.S. main fan
No. 1 440V Feeder Panel No.2 440/220V main transformer
No.1 fwd. hydraulic deck machinery pump No.2 Packaged air cond. unit M.S.B. room
No.2 aft hydraulic deck machinery pump Workshop 440V distribution board 3PD
No.3 fwd. hydraulic deck machinery pump Galley/laundry dist. board 2PD
No.1 steering gear Local group starter board No. 3
No.1 I.G.S. main fan Local group starter board No. 4
No.1 440/220V main transformer No.2 Packaged air cond. unit M.S.B. room
No.1 Packaged air cond. unit M.S.B. room No.2 Air conditioning plant
No.5 group starter board No.2 cargo auto unload vacuum pump
Engine room distribution board 4PD Local group starter board No. 9
Local group starter board No. 3 Local group starter board No. 7
Local group starter board No. 4 No.2 boiler F.D. fan
No.1 Air conditioning plant No.2 ballast pump
No.1 cargo auto unload vacuum pump Local group starter board No. 10
Local group starter board No. 6 I.G.G. topping up fan starter
Local group starter board No. 8 Galley/laundry dist. board 9LD
No.1 boiler F.D. fan No.2 M.E. H.F.O. supp./boost dist. board
No.1 ballast pump No.2 Gen. H.F.O supp./boost dist. board
No.1 hydraulic power pack for v/v control Main engine No.2 auxiliary blower
Refrigeration provision plant No.2 hose handling crane
Generator preheating panel Local group starter board No. 8
M. E. No.1 H.F.O. supply/boost dist. board Boiler control panel
Generator No.1 H.F.O supply/boost dist. board 440/220V Transformer for room unit heater
Main engine No.1 auxliary blower


No.1 Group Starter Panel 230V Feeders Section
No.1 main L.O. pump No.1 220V incomer
No.1 boiler F.W. pump No.2 220V incomer
No.1 engine room supply/exhaust fan Bridge and E dk. lighting dist. board 2LD
No.1 bilge/fire/G.S. pump C and D decks lighting dist. board 3LD
No.1 M/E camshaft L.O. booster pump B deck lighting dist. board 4LD
No.1 jacket F.W. pump A deck lighting dist. board 5LD
No.1 L.T. F.W. pump No.1 Upper deck lighting dist. board 6LD
No.1 boiler water circ. pump No.2 Upper deck lighting dist. board 7LD
No.1 economiser feed water pump No.1 E.R. lighting dist. board 8LD
No.1 main S.W. pump No.1 Upper deck lighting dist. board 6LD
No.1 I.G.S deck water seal pump Navigation light control panel
No.1 condensate water pump Navigation and safety equip. dist. board
No.1 S.T. L.O. pump Fire alarm control panel
No.1 cargo pump room exhaust fan No.2 E.R. power/lighting dist. board
No.2 Group Starter Panel Engine control console
No.2 main L.O. pump Main switchboard room console
No.2 boiler F.W. pump No.1 Feed - Local Group Starter Panel No.3
No.4 engine room supply fan Galley and pantry fan (exhaust)
No.2 bilge/fire/G.S. pump Galley fan (supply)
No.2 M/E camshaft L.O. booster pump Topping up I.G. fan
No.2 jacket F.W. pump Dry provision store fan (exhaust)
No.2 L.T. F.W. pump Ready use paint and chemical store fan
No.2 boiler water circ. pump Hospital space fan (exhaust)
No.2 economiser feed water pump No.1 and No.2 sani. space fan (exhaust)
No.2 main S.W. pump Air handling unit
No.2 I.G.S. deck water seal pump Control panel unit cooler
No.2 condensate water pump Paint store fan (exhaust)
Vacuum condenser C.S.W. pump Oil and grease store fan (exhaust)
No.2 cargo pump room exhaust fan Deck store fan
No.3 engine room supply/exhaust fan Garbage store fan (exhaust)
No.2 S.T. L.O. pump


No.1 440V Feed Local Group Starter Panel No.4 No.2 Feed - Local Group Starter Panel No.9
No.1 H.F.O. purifier L.O. priming pump for No.1 C.O.P.T.
No.1 H.F.O. purifier feed pump L.O. priming pump for No.2 C.O.P.T.
No.1 L.O. purifier M.E. L.O. priming pump for No.3 C.O.P.T.
No.1 L.O. purifier M.E. feed pump L.O. priming pump for T.C.P.T.
Generator L.O. purifier No.2 Feed - Local Group Starter Panel No.7
Generator L.O. purifier feed pump M/E turning gear
M.E. L.O. auto filter Oily water separator
No.1 440V Feed Local Group Starter Panel No.6 Sludge pump
No.1 fresh water hydraulic pump Engine room bilge pump
No.1 C/E L.O. priming pump Aft stern tube seal L.O. supply pump
No.1 hot water circ. pump I.G. scrubber C.S.W. pump
No.1 440V Feed Local Group Starter Panel No.8 Fire line pressure pump
M/E air cooling chemical cleaning pump I.G. topping up C.S.W. pump
Fresh water gen. ejector pump No.2 Feed - Local Group Starter Panel No.8
Fresh water gen. distillate pump M/E air cooling chemical cleaning pump
No.2 440V Feed Local Group Starter Panel No.3 Fresh water gen. ejector pump
Lifeboat davit starter Fresh water gen. distillate pump
Provision crane starter D.O.transfer pump
Rescue boat davit starter L.O. transfer pump
No.2 air handling unit H.F.O. transfer pump
No.2 440V Feed Local Group Starter Panel No.4 Turbine drain transfer pump
No.2 H.F.O. purifier 440V Galley/Laundry distribution board 2PD

No.2 H.F.O. purifier feed pump Galley range
No.2 L.O. purifier M.E. Dishwasher
No.2 L.O. purifier M.E. feed pump Baking oven
I.C.G. D.O. pump Tilting frying pan
C.J.C. filter separator Shredder
Purifier room exhaust fan 7PD feeder
Double deep fat fryer
Combi steamer
Mixer
Pulper
6PD feeder


440V Workshop distribution board 3PD 440V Laundry distribution board 7PD
Drilling machine No.5 Tumble dryer
No.2 grinding machine No.6 Tumble dryer
Portable washing machine No.7 Tumble dryer
Hacksaw machine Emergency Switchboard 440V Feeder Section
Engine room crane No.2 steering gear
Toilet and welding space fan Emergency fire pump
Exhaust gas economiser room fan Emergency 440/220V transformer
No.1 grinding machine G.S.P. 6 (No.2 F.W. hyd. pump)
Lathe Elevator
Electric arc welder General use battery charge/discharge board
Portable washing machine No.2 and No.3 generator L.O. pump
Electrical test panel Whistle
Air conditioner for E.R. workshop General service air compressor
Sampling pump G.S.P. 5 (No.2 main air compressor)
440V Engine Room distribution board 4PD Main engine EGS2000 governor unit
Control panel for calorifier Generator M.D.O. booster unit
Aft I.C.C.P. power supply unit B.A. air compressor
Control panel for sewage treatment plant No.2 Hyd. pack for remote controlled valves
Control panel for incinerator CO2 room exhaust fan
Control panel for vacuum toilet system Ship side valve control panel
440V Heater distribution board 5PD Emergency Switchboard 220V Section
No.1 Room unit heater distribution board Navigation and safety equipment dist. board
No.2 Room unit heater distribution board No.1 Accom. emergency lighting dist. board
No.3 Room unit heater distribution board Navigation light control panel
No.4 Room unit heater distribution board Engine control console dist. board
440V Laundry distribution board 6PD No.2 emergency lighting dist. board
No.1 Tumble dryer Emergency generator battery charger
No.2 Tumble dryer Emergency generator jacket heating
No.3 Tumble dryer Radio equipment battery charger
No.4 Tumble dryer Fire alarm control panel
Washer extractor S.M.S. File server
Roller Ironer Main switchboard room console

No.3 emergency lighting dist. board
Cargo control console


Emergency Switchboard Group Starter Section
Emergency generator room exhaust fan
S/G room and fire pump room exhaust fan (E2)
S/G room and fire pump room exhaust fan (E3)
No.1 engine room vent fan
24V Battery Charge/Discharge board

Engine control console
Chart control console
Main switchboard
Public address system
Elevator control console
Generator No.1 local control panel
Main switchboard room console
Elevator control panel

Illustration 2.13.2a Shore Power

Emergency Switchboard
Main Switchboard Emergency Generator 440V 440V 230V
Interconnector Panel Group Starter Panel Feeder Panel Feeder Panel
LD
L Lighting
ACB 2 ACB 1
Circuit Breakers Interlocking
Key
M
M Motor
From Main From Emergency
GSP
Switchboard Generator
Local Group Starter Panel
Starter
LD
Lighting and Small Power
L
Phase
Volt Watt Sequence
Meter Ammeter Hour Meter Monitor
V A WHM P
S 25
Shore
Power
L F
Shore Frequency
Power
Available
AC 230V No.2 Group No.2 AC 440V No.3 D.G. No.2 D.G. Synchro No.1 D.G. No.1 AC 440V No.1 Group
Located in
Feeder Panel Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Starter Panel Emergency Shore
Generator Connecting
Room Box
DG M DG DG DG M
Lighting No.3 D.G. No.2 D.G. No.1 D.G.
From Shore
Main Switchboard
Max. Load
800A
Shore Power

2.13.2 Shore Power
A shore connection box is provided in the emergency generator room to accept power cables during refit. The
shore connection box connects, via a breaker, to the main switchboard 440V section. The maximum current is
800 amps. The emergency switchboard can then be supplied as normal through the emergency switchboard tie
breaker.
A phase sequence monitoring system is fitted. The sequence should be checked before connecting shore power
to the main switchboard. If the phase sequence is correct the NORMAL indicator lamp will illuminate. If the
sequence is found to be incorrect the ABNORMAL lamp will illuminate. In this case the shore supply must be
isolated and two supply phases changed over. The supply should then be reinstated and the phase sequence
checked again.
A kWh meter, a pilot lamp, indicating shore power is available and circuit breaker position indicator lamps are
provided on the emergency switchboard to monitor the supply.
The shore power breaker is rated for 440V AC, 3ph, 60Hz, 800A.
Interlocking is provided to prevent the shore supply being paralleled with any other supply.
Procedure for the Operation of Shore Power Reception.
a) The emergency generator should be run up and connected to the emergency switchboard. This
will provide essential services and emergency lighting during the changeover.
b) Open ACB2 at the emergency switchboard (the main switchboard interconnector). The main and
emergency switchboards are now seperate.
c) When it is intended to receive power from the shore, confirm the POWER AVAILABLE light is
on.
d) Isolate all non-essential services, including sequential re-start.
e) Check the shore supply voltage.
f) Check the phase sequence.
g) Check the frequency of the shore power.
h) Open all generator ACBs.
i) Close the breaker for shore power at the emergency switchboard

j) Close the emergency switchboard tie breaker at the main switchboard. This breaker is interlocked
and cannot be closed if the main switchboard is live. Conversely, if the shore power is supplying
the feeder panel no generator ACB can be closed.
k) Open the emergency generator ACB. Close the bus tie-breaker on the emergency switchboard.
l) Proceed to supply essential services such as fire detection, lighting etc.

m) If no maintenance is scheduled for the emergency generator, it may be shut down and left on auto
standby.
2.13.2 Shore Power Page 1 Draft Issue 1


Procedure for Transfer from Shore Supply to Main Diesel Generator.
a) Run the emergency generator to provide emergency lighting etc.
b) Ensure the main switchboard is set to manual.
c) Set the synchronising switch to the chosen generator.
d) Ensure the voltage is approximately 440V.
e) Adjust the frequency of generator to approximately 60Hz.
f) Open the shore supply breaker at the emergency switchboard or open the emergency switchboard
interconnector at the main switchboard.
g) Close the generator breaker by operating simultaneously the CHECK SYNCH OVERIDE and
ACB CLOSE switches.
h) Check the voltage and frequency.
i) Change the PMS mode to automatic if required.
j) Change emergency switchboard back to normal as detailed in section 2.13.4.
Draft Issue 1 2.13.2 Shore Power Page 2

Illustration 2.13.3a Generator Electrical/Automation
Diesel Engine
Stator Rotor
1300kW
450V
Exciter
V A Diesel
Initiate Engine
Start Abnormal
A
kW
AVR
Stop Start
Governor
Raise/Lower
Auto Power
Synchroniser Management Man/Auto
From UCS
System Main Switchboard
ACB
Open/Close ACB Signal Local/Remote
Automatic Mode
Semi Automatic Mode
No Volt Signal
3 Phase 450V Overload Signal
High Load Request
AC 220V No.2 Group No.2 AC 440V No.3 D.G. Em. Bd Synch. Bus Tie No.2 D.G. No.1 D.G. No.1 AC 440V No.1 Group
Feeder Panel Starter Panel Feeder Panel Panel Interconnector Panel Breaker Panel Panel Feeder Panel Starter Panel
Main Switchboard
LD
L M DG DG M
No.2 D.G. No.1 D.G.
Diesel Generator - Electrical/Automation


2.13.3 Main Alternators
Maker: Hyundai Heavy Industries

Type : HFJ5 634-84E-0W
Output capacity 1300kW at 450V
General Description
Three main diesel generators are provided. Each alternator is rated at 1300kW at 450 volts AC, 3ph, 60Hz.
They are of the totally enclosed, self excited, brushless type. The load voltage is kept constant by controlling
the excitation current to the exciter. Output power from the stator is fed into a current/voltage compound
transformer and the output of this is fed through the exciter stator windings. The magnetic field in the exciter
stator induces AC in the excited rotor, which is rectified by the rotating three phase bridge connected rectifier
set and passed to the DC main rotor windings. Initial voltage build-up is by residual magnetism in the rotor.
Constant voltage control is achieved by the automatic voltage regulator, which shunts a variable current
through the exciter windings, via a thyristor, to keep the AC stator output voltage constant.
Passing air over an integral fresh water cooler, using a closed circuit air supply, cools the generator. The
cooling spaces are fitted with internal baffles to prevent water reaching the stator windings in the event of
cooler leakage. Space heaters are fitted, which are energised when the generator circuit breakers are open,
which protects against internal condensation during shut down periods. The breakers are normally operated by
the automatic power management system, but can be operated manually at the main switchboard front. An
embedded sensor monitors the stator temperature in each phase, A water leakage detector and temperature
sensor are also fitted in each air cooler. The two main bearings have temperature sensors.
The electric power system is designed with discrimination on the distribution system, so that the generator
breaker is the last to open if any abnormalities occur.
One diesel generator provides electrical power under normal conditions at sea, with the remaining two on
standby. The priority order of the standby generator is selected using the PMS system described in detail in
sections 3 and 2.13.
The starting of large motors is blocked until there is sufficient power available. Another diesel generator will
be started on request to meet the shortfall.
Two generators will be required to operate in parallel when:

Discharging cargo
Loading cargo
Tank cleaning
Manoeuvring
2.13.3 Main Alternators Page 1 Draft Issue 1

Illustration 2.13.4a Emergency Diesel Generator Electrical/Automation
Control Available
Engine Start
Condition Normal
Yes
Mode Select Mode Select

Manual Auto
Manual Control Standby

Available
Hydraulic Electric Electric Start

Start Start
Key
Process
Manual operation
Manual input
Decision
Predefined process
Terminator
Emergency Diesel Generator - Electrical/Automation


2.13.4 Emergency Alternator
Maker: Leroy Somer

Type LSA471L
Output capacity 500kVA 400kW at 450V
General Description
A self-contained emergency diesel generator, rated at 400kW, is fitted in the emergency switchboard room for
use in an emergency or in refit. The generator is the self excited, brushless type and can be set for manual or
automatic operation. Auto will be normally selected, with the manual setting being used for testing the
generator.
The emergency switchboard is normally supplied from the main switchboard. When auto is selected, the
emergency generator is started automatically by detecting no-voltage on the emergency switchboard bus bar.
The emergency generator air circuit breaker will connect automatically to the emergency switchboard after
confirming the continuation of no-voltage.
The emergency generator is designed to restore power to the emergency switchboard within 45 seconds. The
bus tie breaker on the emergency switchboard, which feeds from the main switchboard, is opened
automatically when no-voltage is detected on the main switchboard.
The generator is fitted with space heaters to prevent condensation when the generator is stationary or idling.
The heater is interlocked with the air circuit breaker.
The generator is capable of starting the plant from dead ship condition.
Procedure for Testing Emergency Generator on Load
a) The main switchboard is supplying the emergency switchboard.
b) AUTO mode is selected at the engine control panel.
c) Turn the engine test mode switch inside switchboard to TEST.
d) The Engine will receive start signal.
e) The Start will fail if low speed is not detected.
f) The Start will fail if voltage build up is not detected.
g) The Emergency generator run light is illuminated.
h) Open the bus tie ACB.
i) The emergency generator ACB will close.
j) The emergency generator ACB closed light is illuminated.
The emergency generator now feeds the emergency switchboard.
Draft Issue 1 2.13.4 Emergency Alternator Page 1


When the test is complete:
a) Open the emergency generator ACB.
b) Close the main switchboard supply bus tie breaker.
c) Stop the emergency generator.
Ensure that the emergency generator is left in a stand by condition.
Procedure for Changeover to Normal Power after Main Switchboard Power Restoration
The following is the procedure to change the emergency switchboard back to normal supply, without further
interruption of emergency supplies, after restoration of mains power following a black out or similar.
a) The emergency switchboard is supplied by the emergency generator.
b) The main switchboard recovers mains power.
c) Set the main switchboard synchro switch to E.S.B.
d) The main generator frequency/speed is adjusted until synchronised to that of the emergency
generator.
e) The emergency switchboard bus tie breaker is closed when in synchronism.
f) Within 0.5 seconds of the bus tie ACB closing the emergency generator ACB will open.
g) The emergency switchboard is now supplied from the main switchboard.
h) Shutdown the emergency generator and leave in automatic mode.
2.13.4 Emergency Alternator Page 2 Draft Issue 1

Illustration 2.13.5a Preferential Tripping
No.1 Packaged Air Conditioning for Main Switch Board Room Galley and Pantry Exhaust Fan
No.1 Hydraulic Pump for Fwd Deck Machinery Galley Supply Fan
No.2 Hydraulic Pump for Aft Deck Machinery Topping Up I.G. Generator Room Fan
No.3 Hydraulic Pump for Fwd Deck Machinery Dry Provision Store Exhaust Fan
No.1 Air Conditioning Plant

Hospital Space Exhaust Fan
No. 1 440V AC No.1 Boiler F.D. Fan No.3 Local

No.1 Sanitary Space Exhaust Fan
Feeder Panel Group Starter
Panel
No.1 Ballast Pump
No.2 Sanitary Space Exhaust Fan
Provision Refrigeration Plant

No.1 Air Handling Unit
No.1 Hose Handling Crane

Oil/Grease Store Exhaust Unit
No.3 L.G.S.P.
Deck Store/Workshop Exhaust Fan
No.1 IGS Main Fan

Garbage Store Exhaust Fan
No. 2 Ballast Pump
No.1 Hydraulic Pump for Aft Deck Machinery

Main Switchboard
No.2 Hydraulic Pump for Fwd Deck Machinery
Galley and Laundry Distribution Board 2PD 440 V

No.3 Hydraulic Pump for Aft Deck Machinery
No. 2 440V AC
Feeder Panel
No.2 Packaged Air Conditioning for Main Switch Board Room
No.2 Air Conditioning Plant Galley and Laundry Distribution Board 9LD 220 V
Main Switchboard
No.2 Boiler F.D. Fan
220V Section
No.2 Hose Handling Crane
Preferential Tripping
Illustration 2.13.5b Sequential Start
After a blackout the following auxiliary machinery will be restarted sequentially when power is restored.
Sequence Time Setting Copacity Starting

Description
Step (Sec) (kw) Method
1 0 Lighting Load (approx. 83kW) 83kW -

Steering Gear 145kW Auto
G/E F.O. Supply Pump 1.3kW DOL
G/E F.O. Booster Pump 3.6kW DOL
M/E F.O. Supply Pump 6.6kW DOL
M/E F.O. Booster Pump 6.6kW DOL
Navigation and Control Equipment 15kW -
2 5 No.1 Aux. Blower 125kW Auto
3 10 No.2 Aux. Blower 125kW Auto
4 15 Low Temp. C.F.W. Pump 110kW DOL
5 20 Main C.S.W. Pump 90kW DOL
6 25 Main L.O. Pump 180kW DOL
7 30 Boiler Feed Water Pump 132kW DOL
8 35 No.2 Engine Room Vent Fan 30kW DOL
9 40 No.4 Engine Room Vent Fan 30kW DOL
10 45 Aux. Boiler Water Circ. Pump 9kW DOL

Deck Water Seal Pump 7.5kW DOL
Condensate Water Pump 15kW DOL
11 50 M.E. Jacket C.F.W. Pump 22kW DOL
12 55 Camshaft L.O. Boost Pump 5.5kW DOL

Stern Tube L.O. Pump 0.4kW DOL
1) D.O.L.: DIRECT-ON-LINE starting

AUTO: AUTO-TRANSFORMER starting
2) Motors which were selected to duty before the black-out will return to duty
after the black-out. Similarly, motors selected to the standby will
automatically return to standby.
3) Where power is only restored to the emergency switchboard motors will

start irrespective of selection.
Sequential Start
2.13.5 Preferential Tripping and Sequential Restart
Preferential Tripping
The power management system is designed to match the generator capacity to the power requirements of the
vessel. However, should over current occur for any of the main generators, non-essential services will be
tripped. Preferential tripping will be initiated when one or more generators are supplying the main switchboard
and an over current (2502A) is detected.
The following non-essential consumers will be shed after 10 seconds:

No.1 fwd. hydraulic deck machinery pump
No.2 aft hydraulic deck machinery pump
No.3 fwd hydraulic deck machinery pump
No.1 Packaged air cond. unit M.S.B. room
No.1 Air conditioning plant
No.1 boiler F.D. fan
No.1 ballast pump
Refrigeration provision plant
No.1 hose handling crane
No.2 for. hydraulic deck machinery pump
No.2 Packaged air cond. unit M.S.B. room
Workshop 440V distribution board 3PD
440/440V transformer for galley/laundry 2PD
Local group starter board No. 3
No.2 Air conditioning plant
No.2 ballast pump
No.2 boiler F.D. fan
440/220V Transformer for galley/laundry 9LD
No.2 hose handling crane
Galley and pantry fan (exhaust)
Galley fan (supply)
Topping up I.G. fan
Dry provision store fan (exhaust)
Hospital space fan (exhaust)
No.1 and No.2 sanitary space fan (exhaust)
Air handling unit
Draft Issue 1 2.13.5 Preferential Tripping and Sequential Restart Page 1


Oil and grease store fan (exhaust)
Deck store fan
Garbage store fan (exhaust)
When normal conditions are restored, the above breakers will have to be manually reset
Sequential Restart
When normal power is restored after a blackout, all essential service machinery in service before the blackout
will be started automatically when the main switchboard has regained power. Motors that were selected for
duty before the blackout will be automatically returned to duty when power is restored. Similarly, motors
selected for standby will automatically return to standby. If the machinery designated for duty does not restore
normal system conditions, such as pressure, within a preset time, the standby motor will cut in automatically. If
power is only restored to the emergency switchboard, motors whose supply is from the emergency switchboard
will start irrespective of any previous selection.
The following equipment/motors will restart immediately:

Lighting
Navigation and bridge control gear
Steering gear
Main engine F.O. booster pump
Main engine F.O. supply pump
Generator F.O.supply pump
Generator F.O.booster pump
The following will start after 5 seconds:
No.1 auxiliary blower
No.2 auxiliary blower
Low temperature cooling F.W. pump
Main engine cooling S.W. pump
Main L.O. pump
Boiler feed water pump
No.2 E.R. vent fan
No.4 E.R. vent fan
2.13.5 Preferential Tripping and Sequential Restart Page 2 Draft Issue 1


Boiler water circ. pump
Deck water seal pump
Condensate pump
Main engine jacket cooling F.W. pump

Main engine camshaft L.O. pump
Stern Tube L.O.pump
Automatic stand by start
The following motors will start automatically on loss of discharging pressure of the pumps and/or loss of
voltage of the operating motors. A stand by starting alarm will be given from the alarm and monitoring
system.
Main engine cooling S.W. pumps
Main engine jacket cooling F.W. pumps
Low temperature cooling F.W. pumps
Main L.O. pumps
Main engine camshaft L.O. pumps
Main engine F.O. booster pumps
Main engine F.O. supply pumps
Generator F.O. supply pumps
Generator F.O. booster pumps
Boiler feed water pumps
Boiler water circ. pumps
Boiler F.O. supply pumps
Condensate pumps
Economiser F.W. pumps
I.G.S. deck water seal pumps
Stern Tube L.O. pumps
Draft Issue 1 2.13.5 Preferential Tripping and Sequential Restart Page 3

Illustration 2.13.7a Emergency Battery Charge and Discharge Board 24V Distribution
Engine Control Console
Chart Console
Cargo Control Console
Trans Rectifier A Change Over Diode Drop Fuse

440/30 Switch Main Switchboard
AC 440V 3Ph 60Hz Main Switchboard Cosole

V
V A
Elevator Control Panel
A
Generator No.1 Engine Panel

Battery
Public Address System
Emergency Battery Charge and Discharge Board 24V Distributions


2.13.6 Uninterruptible Power Supplies
Most of the emergency requirements are supplied by the emergency 24V system, see section 2.13.1 for a
detailed list of emergency consumers.
The following systems are supplied by the 24V battery charge/discharge distribution board, which is backed up
by a separate 24V battery: -
Engine control console
Chart control console
Public address system
Elevator control console
Main switchboard room console
Main switchboard
The radio/GMDSS equipment is backed up by a separate battery/UPS system
The Voyage Event Recorder (V.E.R.) has its own internal UPS unit.
The Hull Monitoring equipment has its own UPS unit.
2.13.7 Batteries, Transformers, Rectifiers and Chargers
24V Batteries
Battery: Lead-acid sealed

Capacity: 200AH/10HR (X2)
Type: 4 OPzV 200
Voltage (nominal): 24V
Voltage (max) 26.4V
Voltage (min) 21.8V
Current (nominal) 267.9A
Duration: 30 minutes
Demand factor: 89.3%
The main 24V system is supplied by a battery charger/rectifier in parallel with two 200AH batteries. The
batteries are on a floating charge, with the rectifier supplying the normal requirements The batteries will
supply additional requirements during periods of heavy demand.
A separate 24V battery and charger system is provided for the emergency generator starting arrangements.
A further 24V battery supplies the radio/GMDSS installation back up supply.
2.13.6 Uninterruptible Power Supplies Page 1 Draft Issue 1


Transformers
Two 440/220V, 3ph, 130kVA transformers supply the main switchboard 220V section from the 440V section.
One 440/220V, 3ph, 45kVA transformer supplies the emergency switchboard 230V section from the 440V
feeder section.
One 440/220V 3 ph. 15kVA transformer is provided in the focsle to provide power for distribution board 1LD,
forward lighting.
One 440/440V 120kVA transformer is provided for isolation of the galley and laundry distribution boards
from the main 440V system.
One 440/220V 45kVA transformer is provided for the galley and laundry 220V distribution boards.
One 440/220V 60kVA transformer is provided for the 220V heating room unit heater distribution board 5PD.
24V Charge/discharge Board Battery Charger
Manufacturer: Royal Electronics co. Ltd.

Voltage (supply): 440V
Voltage (float): 26V
Voltage (equalising) 28V
Current: 40A
Rating: Continuous
Equalising charge time: 8 hours
The 24V charge and discharge board is provided with a charger to allow the equalising and floating charge of
the batteries in order to supply power to the emergency systems, communication equipment, alarms, etc.
The battery charger 440V supply is from the emergency switchboard 440V feeder section.
The board contains the following equipment:

24V System DC voltmeter, ammeter and Insulation meter
Earth lamps and test switch
Isolation switch
Mimic panel
Alarm function test facility
The charger is fitted with a battery voltage monitoring facility which will raise an alarm if the battery voltage
falls below a preset level or the battery current rises above a preset level. The unit is also fitted with charger
failure, mains failure and earth fault alarms.
The charger has remote group alarms for ‘abnormal battery charging’ and ‘24V DC low insulation’. These
alarm at the main switchboard.
The board should be regularly inspected for earths on the outgoing circuits by operation of the the earth lamps.
When an earth is present on an outgoing circuit, one of the lamps will glow brighter than the other. Careful
isolation of the outgoing circuits (mindful of essential consumers), will locate the faulty circuit, the lamps
returning to their normal equal brilliance once the faulty circuit is isolated.
Draft Issue 1 2.13.7 Batteries, Transformers, Rectifiers and Chargers Page 2


Operating Procedure
The battery charger is a fully automatic charging device which serves for the automatic charging of the 24V
storage battery.
The charger has a facility on the mimic panel to adjust the charging voltage, This, however, should not be
altered once the charger has been commissioned.
Floating charge
While the storage battery is fully charged, it is normally subjected to a floating charge. In this condition, the
charger supplies the 24V system with power. During periods of high demand and failure of the power source
the battery will take over. A constant voltage is applied to the battery, and the charging current will vary
according to charged state of the battery thus always maintaining the battery in the fully charged state. In this
arrangement, a constant voltage is normally applied to the battery by the automatic voltage regulator (AVR)
regardless of load variation, power variation, ambient temperature change, etc. The charge and discharge
performed after the recovery from a power interruption is subjected to automatic control by the drooping
device, which holds the battery charging current below a fixed current, thus preventing it from becoming
excessively large.
If the battery has been subjected to a period of duty due to power failure, on restoration of the power supply,
the battery charger is automatically transferred to equalising charge and rapidly charges the battery. As soon as
the battery becomes fully charged, it reverts to floating charge.
Maintenance
The system is designed for continuous operation and is practically maintenance free. However the unit should
be kept clean and dry and a visual inspection of connection integrity, cable condition etc, made once a year. At
this time the charging voltage should be checked using a high quality digital voltmeter.
The battery should be kept clean and dry. The battery poles and connections must be kept covered with acid
free vaseline. The cell voltages should be checked and logged once a month and the connection terminals
checked for tightness once a year.
2.13.7 Batteries, Transformers, Rectifiers and Chargers Page 3 Draft Issue 1

Illustration 2.13.8a Impressed Current Cathodic Protection
Port
225A Anode 225A Anode Reference Cell 75A Anode Reference Cell
Aft Controller power Unit Fwd Controller power Unit
Aft Forward
Remote Monitoring Unit

Input Input
440 V AC 440 V AC
E/R Dist Bd Focsle Dist Bd

4PD LGSP10
ECR
Input
440 V AC
225A Anode 225A Anode Reference Cell 75A Anode Reference Cell
Starboard
Impressed Current Cathodic Protection


2.13.8 Cathodic Protection System
Maker : Korea Cathelco Ltd.

Type: Impressed Current
Power Supply: AC 440V, 60Hz, 3ph
The vessel is provided with an impressed current cathodic protection system. This method of corrosion
protection automatically controls electrochemical corrosion of the ship’s hull structure below the water line.
Cathodic protection can be compared to a simple battery cell, consisting of two plates in an electrolyte. One of
the battery plates in the electrolyte will waste away through the action of the flow of electrical current if the
two battery electrodes are connected electrically. The metal to be protected, in this case, the ship’s hull, acts as
the battery anode, the sea water being the electrolyte. If an external flow of current is impressed to reverse the
normal flow in the battery, then the anode now acts as a cathode and ceases to waste away. In essence, this is
how an impressed current cathodic protection system functions. When a vessel is fitted with I.C.C.P.
(Impressed Current Cathodic Protection) the hull steel is maintained at an electrical potential more negative
that the surrounding seawater.
For this reason, terminals normally comply with the ISGOTT Recommendation 20.6, Earthing, Bonding and
Cathodic Protection, which states, referring to IMO recommendations for the safe transport, handling and
storage of dangerous substances in port areas, that ship shore bonding cables should be discouraged. High
currents that can occur in earthing cables and metallic connections are avoided. These are due to potential
differences between ship and terminal structure particularly due to the residual potential difference that can
exist for up to 24 hours after the shipboard I.C.C.P. has been switched off. These terminals usually utilise
insulating flanges on hose connections to electrically isolate the ship and terminal structure.
During preparations for berthing at terminals where such insulation is not employed, or where earth
connections are mandatory by local regulation, or when bunker barges come alongside, the I.C.C.P. should be
switched off at least 24 hours in advance.
Fresh water operation
When the vessel enters a river estuary the fresh or brackish water may limit the spread of current from the
anodes, due to the higher resistance of the water. Normally this would cause the voltage output to increase to
compensate for this. This would be accompanied by very low current levels and the reference electrode
potentials may indicate under protection. However, in this system, the output is taken care of by the computer
and the system will automatically return the hull to the optimum protective level when the vessel returns to sea
water.
Operation
Protection is achieved by passing low voltage DC current between the hull metal and anodes, insulated from
the hull, but in contact with the seawater. The electrical potential of the hull is maintained more negative than
the anodes, i.e. cathodic. In this condition corrosion is minimised. Careful control is necessary over the flow of
impressed current, which will vary with the ship’s speed, salinity and temperature of the seawater and the
condition of the hull paint work. If the potential of the hull is made too negative with respect to the anode,
then damage to the paint film can occur electrolytically or through the evolution of hydrogen gas between hull
steel and paint. The system on this vessel controls the impressed electrical current automatically to ensure
optimum protection. Current is fed through 6 titanium electrodes situated forward and aft of the ship. The
titanium prevents the anodes themselves from corroding and the anode surfaces are streamlined into the hull.
Fixed zinc reference electrodes forward and aft are used to compare the potential of the hull with that normally
found between unprotected steel and zinc electrodes. Sufficient current is impressed via the anodes to reduce
this to a level of between 150 and 250 mV.
Draft Issue 1 2.13.8 Cathodic Protection System Page 1


Electrical Installation
Two sub-systems consisting of a Controller Power Unit, reference electrodes and anodes are installed, one
forward and one aft. They are data connected to a central remote monitoring unit mounted in the ECR. System
status readings are available at the monitoring unit and these should be inspected and logged each day.
These control units are also equipped with an alarm to give warning of any system abnormalities.
Aft System
The aft system has a power supply and control unit fitted in the engine room which feeds four 225A anodes,
two port and two starboard. The control unit receives reference levels from two reference cells, one port and
one starboard.
The aft unit is supplied from engine room 440V distribution board 4PD.
Forward System
The forward system has a power supply and control unit fitted in the bosun’s store which feeds two 75A
anodes, one port and one starboard. The control unit receives reference levels from two reference cells, one
port and one starboard.
The forward unit is supplied from No.10 L.G.S.P. focsle 440V distribution board.
Propeller and Rudder Stock Earthing
To avoid electrolytic corrosion of shaft bearings and rudder stock, brushes are fitted and bonded to the ship's
structure. In the case of the shaft, a slip ring is clamped to the shaft and is earthed to the hull via brushes. A
second set of brushes, insulated from earth, monitors the shaft mV potential and this signal is fed to a millivolt
meter. To ensure efficient bonding, the slip ring should be cleaned on a regular basis.
The rudder stock is earthed via a 70mm2 flexible earth cable between the deck head and rudder stock to
minimise any electrolytic potential across bearings and bushes.
Routine checks
a) Record the total current on a daily basis.
b) Check the reference electrode voltage on a daily basis.
c) Check and clean the propellor shaft slip ring and brushes every month.
d) Inspect the rudder stock earth strap every month.
e) Inspect and clean control unit cooling fans and grills every three months.
Sacrificial Anodes
Sacrificial zinc anodes are provided within water ballast tanks including the fore peak tank. Aluminium anodes
are fitted to the rudder and sea chests
2.13.8 Cathodic Protection System Page 2 Draft Issue 1

Illustration 2.14.1a Domestic Fresh Water System
From To
For Flushing Accommodation Accommodation For Flushing
Nozzle Flushing Nozzle Flushing
WP004 WP005 Port Starboard
Distilled Water Tank Distilled Water Tank Domestic Water Tank Domestic Water Tank Cold Water
Inboard Starboard Outboard Starboard Inboard Port Outboard Port Fountain
(125.3m3) (127.3m3) (125.3m3) (127.3m3) WP018
LIAL LIAL LIAL LIAL Cold Water

LI LI LI LI
1532 1533 1530 1531
Fountain
WP019
WP451 WP056 WP452 WP057 WP006 WP401 WP007 WP402
PI Hot Water To
Circulating Grease Trap
Pumps WH004
WP058 WP009
To Bilge To Bilge (2m3/h)
WP015
rimary Tank Primary Tank
WH WH To E/R
To Stern Rehardening
006 007 Wash Basin
Tube Cooling Filter WP013 WH003
Water Tank WP003 (5.0m3/h PI
PI
To
Sterlizer WP021 No.1 No.2
Cascade PI
(Ion Type) WP014
Tank
WH WH
008 009
WP002 WP020 To Bilge

Comp. Air
Primary Tank TI
Supply
Calorifier
AR024 0.2m 3
To Bilge
Primary Tank WH001
XA
PI
1319
AUTO
ST-SP
PS
No.2 Fresh Water
PI Hydrophore
Tank
WP011 (1.0m3)
Key
WP008 To Bilge
WP001 Fresh Water
Primary Tank
XA No.1 To E/R
1320 Services Domestic Hot Water
WP012 WG013
WP010
Fresh Air
F.W. Generator Water Pumps
(40Ton/Day) (6m3/h) Instrumentation
To Bilge
Primary Tank Electrical
To Bilge
Primary Tank
Domestic Fresh Water System

2.14 Accommodation Systems
2.14.1 Domestic Fresh Water System
Domestic Fresh Water Pumps

Maker: Teikoku
No. of sets: 2
Model: 50MSS-S2m
Capacity: 5m3/h at 6.0kg/cm2
Hot Water Circulating Pumps:

Maker: Teikoku
No. of sets: 2
Model: 50MSS-JH1m
Capacity: 2m3/h at 1.5kg/m2
Ion Sterilizer:
Maker: Jowa
No. of sets: 1
Model: AGS
Capacity: 0-15m3/h
Rehardening Filter:
Maker Se-won
No. of sets: 1
Model: SWM-5
Capacity: 5.0m3/h at 6.0kg/m2
The two domestic F.W. tanks are normally filled from the F.W. generator, but can also be filled from shore
through a deck filling connection. Normally one domestic tank is in use, with the second being filled or ready
for use.
From the F.W. generator, the water delivery to the tanks passes through an ion type sterilising unit, in which
the water is dosed with minute levels of silver ions. As the water passes between two electrodes through which
a small current is passed, the ions are released and sterilise the water. Sterilisation by this method ensures that
the water is maintained in a good condition, even when stored in the tanks for a period of time. The silver
electrodes should be inspected and changed when all the silver coating has depleted. The dosing of the water
is automatic and is set depending on the flow of the water.
There are two domestic F.W. pumps which take suction from the domestic tanks. It is also possible to use the
distilled water by removing the blank and opening the valve in the connecting line between the two sets of
tanks.
CAUTION !
If distilled water tanks are to be used to supply the domestic system ensure no chemicals are present
from the feed system, and do not use as drinking water.
The domestic F.W. system is pressurised at all times through a hydrophore tank. This tank is filled by the
domestic F.W. pumps and pressurised by air supply to 6.0kg/cm2. As the water is used, the tank pressure drops
allowing one of the pumps to start automatically and refill the tank. As the pressure increases, the pump will
auto stop. One pump is normally in use, with the second pump shut down.
Draft Issue 1 2.14 Accommodation Systems Page 1


From the hydrophore tank the water flows into three systems:
Drinking water system
Domestic hot water system
E.R. services
Drinking Water System
This system covers the water supply to drinking fountains and accommodation.
As water produced in the F.W. generator is distilled, this is not satisfactory for drinking. From the hydrophore
tank, the water flows through a rehardening filter, in which the water flows over a special filter to allow its pH
value to increase (between 7 - 10). This system uses the pressure of the hydrophore tank for supply.
Domestic Hot Water System
This system supplies the hot water to the accommodation for domestic purposes.
Water is circulated continuously by one of two hot water circulating pumps. One being in use and the second
shut down ready for use. The water is passed through a calorifier, which can be either steam or electrically
heated to raise the water to the correct temperature. Top up to the system is from the hydrophore tank.
E.R. Services
This system gives a water supply to all the services in the engine room as below:
M.E. Turbocharger Cleaning
M.E. Air Cooler Cleaning
H.T. and L.T. F.W. Expansion Tanks
Boiler Sample Cooler
Sewage Treatment Plant
Generator Engine Turbocharger Cleaning
E.R. Safety Shower
Oily Water Separator
Oily Bilge Pump
Economiser
M.E. Soot Drain Tank
F.W. Generator Chemical Dosing Unit
General E.R. Services
2.14.1 Domestic Fresh Water System Page 2 Draft Issue 1


Procedure for Operation of Domestic Water System to Hydrophore Tank:
(Inboard Dom. F.W. tank and No.1 F.W. pump in use)

Set up the valves as follows:

Open Inboard Domestic F.W. Tank Outlet Valve WP006
Closed Outboard Domestic F.W. Tank Outlet Valve WP007
Closed Distilled Water Tank Cross-over Valve WP009
Open No.1 Domestic F.W. Pump Suction Valve WP010
Open No.1 Domestic F.W. Pump Discharge Valve XXXX
Closed No.2 Domestic F.W. Pump Suction Valve WP011
Closed No.2 Domestic F.W. Pump Discharge Valve XXXX
a) Open valves as per above table.
b) Ensure that No.1 pump primed with water.
c) Start the pump, fill hydrophore tank to approximately ¾ full and stop pump.
d) Open the air supply valve to the hydrophore tank, raising the pressure to 6.0kg/cm2.
e) Put the pump in auto mode at the control panel, and allow to cut in and out as required to maintain
pressure in the system and level in the tank.
Procedure for Operation of Drinking Water System:
Operate the domestic F.W. system as in parts a) to e), then set valves as follows:

Open Hydrophore Tank Outlet Valve WP012
Open Drinking Water Line Shut Off Valve WP008
Open Inlet to Rehardening Unit WP013
Open Outlet from Rehardening Unit WP014
Closed Rehardening Unit Bypass Valve WP015
f) Set the cocks on the rehardening unit to allow water to pass through.
g) Open inlet valves to all the cold water fountains.
h) Water will now be automatically supplied to this system from the hydrophore tank.
Procedure for Operation of Hot Water System
Operate the F.W. system as in parts a) to e) and set the hot water system valves as follows:
(No.1 hot water circulating pump in use)

Open Water Supply Valve WP008
Open Hot Water System Inlet Valve WH001
Open Calorifier Outlet Valve WH004
Open No.1 H.W. Circulating Pump Inlet Valve WH006
Open No.1 H.W. Circulating Pump Outlet Valve WH008
Closed No.2 H.W. Circulating Pump Inlet Valve WH007
Closed No.2 H.W. Circulating Pump Outlet Valve WH009
Draft Issue 1 2.14.1 Domestic Fresh Water System Page 3


f) After opening the water supply valve WP008, allow the system to fill from the hydrophore tank.
g) Ensure that No.1 hot water circulating pump is primed.
h) Start No.1 pump.
i) Open the steam supply or switch on the electrical supply to the calorifier, and set the system
temperature.
j) Check that the system is circulating correctly and that the temperature is maintained.
Procedure for Operation of Engine Room Services
Operate F.W. system as in parts a) to e) above then set valves as follows:

Open Hydrophore Outlet Valve to E.R. Services WG013
Operate the following valves as required:

Incinerator Room WG020
I.G.S. Cleaning WG021
H.T. Expansion Tank WG029
L.T. Expansion Tank WG028
Engine Store WG019
Sample Water Supply WG053
Water Sampler C.W. WG018
By Sewage Tank WG017
Sewage Tank Supply BS011
By Generator Engines WG014
G.E. T.C. Supply XXXX
By Cascade Tank WG015
Safety Shower WG063
Lower Floor Port WG016
Oily Water Separator WG048
M.E. T.C. Cleaning WG033
M.E. Air Cooler Cleaning WG039
M.E. Air Cooler Chemical Tank WG038
Steering Gear Room XXXX
Emergency Generator Room XXXX
Economiser XXXX
By Aux. Boiler WG025
Soot Drain tank XXXX
H.F.O. Purifier Operating Water Supply WG101
L.O. Purifier Operating Water Supply WG151
Purifier Room WG026
F.W. Generator Chemical Dosing WG027
4th Floor WG031
Lower Floor WG034
2.14.1 Domestic Fresh Water System Page 4 Draft Issue 1

Illustration 2.14.2a Domestic Refrigeration System

Key
Refrigerant Gas PI T T PI T T PI T PI T
Refrigerant Liquid
Fresh Water Cooling (Section 2.5.2)
Lubrication Oil
Meat Room Fish Room Vegetable Room Dairy Room
Instrumentation -18ûc 19.5 m3 -18ûc 15.1 m3 + 4ûc 23.0 m3 + 4ûc 10.3 m3
1 Oil Pressure Control
2 Low Pressure Control
3 High and Low Pressure Control
4 Low Pressure Control Evaporator Unit Evaporator Unit Evaporator Unit Evaporator Unit
T Thermostat
Thermostatic Expansion Valve
Oil Separator
Heat
Constant Pressure Valve Exchanger
DPS 1 DPS 1
2 PI 3 PI PI 3 PI 2
Refrigerant Pump Refrigerant Pump
Gas Vent to Gas

PI 4 Open Air 4 PI
TI Purge Purge
Filter
Condenser Condenser and
Dryer
TI PI PI TI
Cooling Water Inlet

Charging
Cooling Water Outlet Connection
Domestic Refrigeration System


2.14.2 Domestic Refrigeration Systems
Introduction
Cooling for the meat, fish, vegetable and dairy rooms are provided by a direct expansion R-22 system.
The plant is situated on the second deck level in the engine room. The plant and is automatic and consists of
two compressors, two condensers and an evaporator coil in each of the four cold rooms.
Air in the cold rooms is circulated through the evaporator coils by electrically driven fans.
The meat room and fish room evaporators are equipped with a timer controlled electric defrosting element.
The frequency of defrosting is chosen by means of a timed defrosting relay built into the starter panel.
Under normal conditions one compressor/condenser unit is in operation, with the other on standby but on
manual start up, with all valves shut until required.
During pull-down operation two condensing units may be used with full opening of refrigerant line valves to
ensure rapid achievment of the desired temperature.
The compressor draws R- 22 vapour from the cold room cooling coils and pumps it under pressure to the Low
Temperature Fresh Water cooled condenser where the vapour is condensed.
The liquid refrigerant is returned through a dryer unit and filtered to the cold room evaporators.
A heat exchanger is fitted between the evaporator and compressor to remove some heat out of the vapour
returning to the compressor, thereby assisting the efficiency of the overall system.
The compressors are protected by high pressure, low pressure, low lubricating oil pressure and cooling water
failure cut-out switches. Each unit is also fitted with a crankcase heater.
A thermostat in each room enables a temperature regulating device to operate the solenoid valves
independently, so as to reduce the number of starts and running time of the compressor.
The air coolers accept the refrigerant as it expands into a super cooled vapour, under the control of the
expansion valves. This vapour is then returned to the compressor through the non return valves.
When all the solenoid valves at the air coolers are closed by the room thermostats, the low pressure switches
will stop the compressors.
A back pressure controlled constant pressure valve is included in the vegetable and dairy rooms to prevent
these rooms dropping too far below the normal set point, which would damage the provisions, should the inlet
solenoid valve fail to close properly.
Any leaks of refrigerant gas from the system will result in the system becoming undercharged. The symptoms
of the system undercharge will be low suction and discharge pressures with the system eventually becoming
ineffective. Bubbles will appear in the sight glass.
A side effect of low refrigerant gas charge is apparent low lubricating oil level in the sump. A low charge level
will result in excess oil being entrapped in the circulating refrigerant, thus the level in the sump will drop.
When the system is charged to full capacity, the excess oil will be separated out and returned to the sump.
Draft Issue 1 2.14.2 Domestic Refrigeration System Page 1


During operation, the level as shown in the condenser level gauge will drop. If the system does become
undercharged the whole system should be checked for leakage.
When required, additional refrigerant can be added through the charging line, after first venting the connection
between the refrigerant bottle and the charging connection.
The added refrigerant is dried before entering the system. Any trace of moisture in the refrigerant system will
lead to problems with the thermostatic expansion valve icing up and subsequent blockage.
Compressor
Maker: Century
No. of sets: 2
Model: FX4 BOCK
Type: Multi cylinder, high speed
Drive motor: 7.5kW 1755rpm
Condenser
Model: SC-M10LS1
Type: Horizontal shell and tube
No. of sets: 2
To Start the Refrigeration Plant
a) All stop valves, except the compressor suction valve, in the refrigerant line should be opened and
fully back seated to prevent the pressure in the valve reaching the valve gland.
b) The crankcase heater on the compressor to be used should be switched on a least 3 hours prior to
starting the compressor.
c) Check that the oil level is correct.
d) Check the quantity of refrigerant charge.
e) Start the cooling water pump for condenser cooling and supply cooling water to the condenser.
Feed cooling sea water to the condenser side cover jacket and vent air.
f) Purge air completely from the cooling water cycle by opening air purger on top of the condenser
or air purging valve on the pipe line. Check the compressor smoothness by manually turning over.
g) Check the V belt tension.
h) Start the compressor. Confirm correct direction.
i) Adjust the suction stop valve gradually until fully open, when the compressor starts making a
knocking noise, close the valve immediately. When the noise stops open the valve again, repeat
this operation until the noises completely disappear.
2.14.2 Domestic Refrigeration System Page 2 Draft Issue 1


Whilst running:
a) Check the inlet and outlet pressure gauges.
b) Check the oil level and oil pressure. Check the crankcase for foaming.
c) Check for leakages.
To Put the Cooler Rooms System into Operation
a) Open the refrigerant supply to one cooler room.
b) Open the refrigerant returns from the cooler room. Repeat for each of the cooler rooms.
Defrosting
The air coolers in the meat and fish rooms are fitted with electrical defrostingequipment i.e. the evaporator and
drip trays are provided with electric heating elements. The frequency of defrosting is chosen by means of a
defrosting relay built into the starter panel. The defrosting sequence is as follows:
a) The compressor stops and all the solenoid valves in the system close.
b) The fans in the meat and fish rooms stop working but the fans in the vegetable and dairy rooms
continue the circulation of the warm air over the coolers, in this way keeping the cooling surfaces
free from ice.
c) The electric heating elements in the meat and fish rooms switch on.
d) As long as the coolers are covered with ice, the melting takes nearly all of the heat supplied and
the temperature of the cooler and the refrigerant is constantly kept near zero. When the ice has
melted, the refrigerant temperature rises in the meat and fish rooms. When the temperature
reaches the set point (approx. +10°C) of the defrosting thermostat, the heating elements are
switched off.
e) The compressor starts.
f) When the coil surface temperature has gone below the freezing point, the fans in the meat and
fish room start.
The system is now back on the refrigerating cycle again. If the defrosting is not completed at the expiration of
the defrosting period, the defrosting will be restarted by the timer and a new cycle will commence.
System Running Checks at Regular Intervals
a) Check the lubricating oil levels in the crankcase.
b) Check the lubricating oil pressure.
c) Check the moisture indicators.
d) Check the suction and discharge pressure and temperature and any unusual variations should be
investigated.
e) Check all the room temperatures and evaporation coils for any sign of frosting.
Draft Issue 1 2.14.2 Domestic Refrigeration System Page 3

Illustration 2.14.3a Accommodation Air Conditioning Plant

Fresh Air
Fresh Air
Evaporator Unit Evaporator Unit
Recirculated Recirculated
Air Air
Key
Reheat from Reheat from
Refrigerant Gas 6 kg/cm2 Air Handling Unit No.1 Air Handling Unit No.2 6 kg/cm2
Steam Range Steam Range
Refrigerant Liquid TI TI
Fresh Water Cooling
Steam
Condensate
Lubricating Oil
Instrumentation
1 Oil Pressure Control

DPS 1 PI DPS 1 PI
2 Low Pressure Control
2 3 2 3
3 High and Low Pressure Control
4 4
4 Load Capacity Control
Oil Seperator Oil Seperator
TI Thermometer
Thermostatic Expansion Valve
Oil Pump and Oil Pump and

Compressor Compressor
Filter Filter
PI PI
Vent to Vent to
2 Open Air 2 Open Air
TI TI
Condenser No.1 Condenser No.2
TI TI
Filter
Charging and
Connection Dryer Filter
Fresh Water Cooling Charging and
(Section 2.5.2) Connection Dryer
Accommodation Air Conditioning Plant


Stopping the Plant for a Short Period
a) Close the liquid supply line valve for the evaporator for 5 minutes before stopping the plant.
b) When the compressor stops on low pressure, press STOP on control panel.
c) When stopped close the suction and discharge stop valves. Close the oil return valve.
Stopping the Plant for a Long Period
a) Close the main stop valve after the condenser. Evacuate the evaporators.
b) Allow the temperature rise in ethe vaporators, repeat after evacuation.
c) When the suction pressure is slightly over atmospheric, stop the compressor, close the compressor
suction and discharge stop valves and the oil return stop valve.
d) Stop the condenser cooling water and drain.
e) Switch off the main and control circuit electrical supplies.
f) Examine the system for leaks.
g) Balance the pressure in evaporators at 0.07 to 0.15kg/cm2 G maximum. This can be obtained by
opening the liquid crossover valve or the liquid line valves back to the condenser.
2.14.3 Accomodation Air Conditioning Plant
Introduction
The air is supplied to the accommodation by two air handling units located in the air handling unit room
situated on the upper deck. The units consists of an electrically driven fan drawing air through the following
sections:
Filter
Mixing chamber for fresh and recirculated air
Heating coil
Evaporator coils
Humidifier nozzles
Water separator
The air is forced into the distribution trunking which supplies the accommodation. Air may be drawn into the
system either from outside or from the accommodation via recirculation trunking.
With heating or cooling coils in use, the unit is designed to operate on 71% fresh air supply. The ratio of
circulation air may be varied manually using the damper in the inlet trunking.
The inlet filters are of the washable mat type and heating is provided by coils supplied by steam from the
6kg/cm2 system.
Cooling is provided by a direct expansion R22 system. The plant is automatic and consists of two
compressor/condenser units supplying the evaporators contained in the accommodation air handling units.
2.14.3 Accomodation Air Conditioning Plant Page 1 Draft Issue 1


Each condensing unit has 100% of the total capacity requirement and under normal conditions, one
compressor will be in use. Each supplying their own evaporator.
Cooling of the air is achieved by direct expansion coils. The coils are fed with refrigerant from the air
conditioning compressor as a superheated gas, which is passed through the condenser where it is condensed to
a liquid.
The liquid R22 is then fed, via filter drier units, to the cooling coils where it expands under the control of the
expansion valves, before being returned to the compressor as a gas.
The compressor is fitted with an internal oil pressure activated unloading mechanism which affords automatic
starting and variable capacity control.
The compressor is protected by high and low pressure cut-out switches, a low lubricating oil pressure trip, a
cooling water pressure trip and a high pressure and oil supply pressure differential trip. A crankcase heater
and cooler are also fitted.
Any leakage of refrigerant gas from the system will result in the system becoming undercharged.
The symptoms of system undercharge will be low suction and discharge pressure and the system eventually
becoming ineffective.
A side effect of low refrigerant gas charge is apparent low oil level in the sump. A low charge level will result
in excess oil being entrapped in the circulating refrigerant gas, causing the level in the sump to drop.
When the system is charged to full capacity, this excess oil will be separated out and returned to the sump.
During operation, the level as shown in the condenser level gauge will drop.
If the system does become undercharged, the whole system pipework should be checked for leakage.
When required, additional gas can be added through the charging line, after first venting the connection
between the gas bottle and the charging connection. The added refrigerant is dried before entering the system.
Any trace of moisture in the refrigerant will lead to problems with the thermostatic expansion valve icing up
and subsequent blockage.
Cooling water for the condenser is supplied from the low temperature fresh water cooling system.
Compressors
Maker: Howden UK
No.of sets: 2
Model: WCV 163-145
Type: Open twin screw gas compressor
Motor: 187kW 3564 rpm
Condensers
No. of sets : 2
Type: Horizontal shell and tube type
Model: SC-W160NG1
Draft Issue 1 2.14.3 Accomodation Air Conditioning Plant Page 2


Operation of the Air Conditioning System
The air conditioning system is designed to run with one compressor at a time meeting the full air conditioning
load of the accommodation. Capacity control is automatic, but for borderline temperatures capacity can be
controlled manually. The other condensing unit is on standby or available for maintenance.
To Start the Ventilation System
a) Check that the air filters are clean.
b) Set the air dampers to the outside position.
c) Start the supply fans.
To Start the Air Conditioning Compressor
a) All stop valves, except the compressor suction, in the refrigerant line should be opened and fully
back seated to prevent the pressure in the valve reaching the valve gland.
b) The crankcase heater on the compressor to be used should be switched on a least 3 hours prior to
starting the compressor.
c) Check that the oil level is correct.
d) Check the quantity of refrigerant charge.
e) Start the cooling water pump for the condenser cooling and supply cooling water to the condenser.
Feed the cooling sea water to the condenser side cover jacket and vent the air.
f) Purge air completely from the cooling water cycle by opening the air purger on top of the
condenser or the air purging valve on the pipe line. Check the vcompressor smoothness by
manually turning it over.
g) Check the V belt tension.
h) Start the compressor. Confirm the correct direction.
i) Adjust the suction stop valve gradually until it is fully open, when the compressor starts making a
knocking noise close the valve immediately. When the noise stops open the valve again., Repeat
this operation until the noises completely disappear.
Whilst running:
a) Check inlet and outlet pressure gauges.
b) Check the oil level and oil pressure. Check the crankcase for foaming.
c) Check for leakages.
Compressor Running Checks
a) The lubricating oil pressure should be checked at least daily.
2.14.3 Accomodation Air Conditioning Plant Page 3 Draft Issue 1


b) The oil level in the crankcase should be checked daily.
c) The suction and discharge pressure should be checked regularly.
d) The temperature of oil, suction and discharge should be checked regularly. A regular check on
motor bearing temperature should also be kept.
e) A check should be kept on any undue leakage at the shaft seal.
To Stop the Compressor for Short Periods
a) Close the condenser liquid outlet valve and the outlet from the filter.
b) Allow the compressor to pump out the system so that the low level pressure cut-out operates.
c) Isolate the compressor motor.
d) Close the compressor suction valve.
e) Close the compressor discharge valve.
f) Close the inlet and outlet valves on the cooling water to the condenser.
g) Close the inlet valves on the cooling water to the oil cooler.
h) Switch on the crankcase heater.
To Shut Down the Compressor for a Prolonged Period
If the cooling system is to be shut down for a prolonged period, it is advisable to pump down the system and
isolate the refrigerant gas charge in the condenser.
Leaving the system with full refrigerant pressure in the lines increases the tendency to lose charge through the
shaft seal.
a) Shut the liquid outlet valve on the condenser and the outlet from the filter.
b) Run the compressor until the low pressure cut-out operates.
c) After a period of time the suction pressure may rise, in which case the compressor should be
allowed to pump down again, until the suction pressure remains low.
d) Shut the compressor suction and discharge valves.
e) Close the inlet and outlet valves on the cooling water to the condenser.
f) Close the inlet and outlet valves on the cooling water to the oil cooler.
g) The compressor discharge valve should be marked closed and the compressor motor isolated, in
order to prevent possible damage.
Draft Issue 1 2.14.3 Accomodation Air Conditioning Plant Page 4


2.14.4 Miscellaneous A.C. Units
The ECR, main switchboard room and engine room workshop are equipped with ‘packaged’ type air
conditioning units. These are ‘stand alone’ units and are used to supplement the ship’s air conditioning plant or
provide heating or cooling in the event of failure of the ship’s main plant. They are also equipped with heaters
which may be used if the ship is operating in cooler climates.
Make: Century
Cooling System: R22 direct expansion
Voltage: 440V 3ph
Capacity: 30,000 Kcal/hr
Supply air volume: 88 m3/hr
Compressor: 7.5kW
The cooling system is regulated automatically by the thermostat sensing the intake air temperature. Automatic
regulation is effected by an R22 high/low pressure switch.
The compressor is of the hermetically sealed type, where the compressor and motor are encased in a single
casing.
The condenser is a cupro-nickel tubed type. The pressurised refrigerant is led into the steel body and transfers
its heat into the water passing through the cooling tubes.
The evaporator is of the slitted fin type consisting of aluminium fins attached to copper tubes. As the surface
temperature is lower than the dew point temperature of air, part of the moisture in the air is condensed,
lowering the absolute humidity and thereby achieving dehumidification.
The air conditioner is also equipped with a circulating fan, filter and strainer.
Operation
The unit can be used as a heater or a cooler by operation of the COOL/HEAT changeover switch mounted on
the front panel. The compressor does not operate until the start switch has been moved through the operating
sequence: COOL - FAN - P.A. START. The heating sequence will not start until the operating switch has been
moved through the operating sequence: HEAT - FAN - P.A. START.
There is a pressure gauge also mounted on the equipment front and should, in service, give the following
readings:
Discharge pressure: 12.5 to 18 Kg/cm3 G
Suction pressure: 4.2 to 5.9 Kg/cm3 G
The unit is equipped with protection devices against high and low refrigerant pressure and high compressor
current. A fusible plug is located at the condenser to protect against abnormal pressure rise. The plug is set to
operate at approximately 72ºC.
Maintenance of the unit under normal operation should be limited to a monthly check for refrigerant loss and
cleaning of the air filter. Every three months the condenser zinc anode condition should be checked. A more
intensive inspection should be carried out every year which should include a check of the fan belt tension and
condition.
More detailed information is available in the manufacturer’s handbook for this equipment.
2.14.4 Miscellaneous A.C. Units Page 1 Draft Issue 1

Illustration 2.14.5a Sewage Treatment System

Drain Pipe from
Galley Waste
Grey Water Disposal
from Hospital IMO Standard Sewage
Black Water Black Water Grey Water Grey Water Ref. Chamber
Funnel Top International Shore Connection
(P) (S) (P) (S) Drains
with Blank Flange
Port (Stbd)
Upper Deck Upper Deck
Blind Flange
for Cleaning
Blind Flange
for cleaning
BS009 Blind Flange
W.C In BS016 for cleaning
Engine Room
3rd Deck
Grease Trap
BS007 BS018
2nd Deck
Untreated Sewage
To Bilge BS020 Drains
Primary Tank
BS006
BS017
XA BS008
PI PS PI
Angled
B9 BS014 BS015 Non-return
e BS002 Storm Valve
LS
PI
Flow
LS Indic. LS
Sewage
BS001 BS
Auto Start/Stop Discharge
Sewage 011 Operating Clarification Chlorin- Pump
Holding (Aeration) Tank ation
Tank Tank Tank
4.5m3 Key
Float
Gauge LI
From G.S. S.W. for Cleaning
Level F.W. Line
Vacuumarator
F.W. for Dilution
LS From Fire
PI Deck Wash
BS003
3RD Deck BS BS010 3rd Deck
005
Sealing Water
Line Sewage Discharge Pump To Bilge Hold Tank
(For Emergency Overflow)
Sewage Treatment System


2.14.5 Sewage Treatment
Vacuum System
Maker: Jets Vacuum AS
No of sets: 1
Model: Vacuumarator Jets 25MB
Capacity: 26m3/h
Sewage Discharge Pump

Maker: Jets Vacuum AS
No of sets: 1
Model: DP
Capacity: XXXX

Maker: Sasakura Engineering Co
No of sets: 1
Model: Super Trident ST-4A
Capacity: 3010 l/day
Vacuum System Operation
The vacuum toilet system uses a vacuum to transport sewage from toilet bowls and hospital sanitary fittings to
a central collecting point. The toilet bowls are connected directly to the vacuum pipe via a discharge valve at
the rear of the bowl. When flushing, the electronically controlled discharge valve opens briefly to empty the
bowl and extract surrounding air into the system.
The vacuum is created by a liquid ring screw pump. The pump creates the vacuum in the piping system,
macerates the sewage as it passes through and discharges the sludge to either the sewage treatment plant or a
sewage holding tank.
CAUTION !
Running the pump dry will damage the unit.
Another synchronised valve lets in enough water to clean the bowl and restore a pool of water after the
discharge valve has closed.
A vacuum gauge and pressure switches are fitted to the incoming mains. The pressure switches start and stop
the pump to maintain the necessary vacuum in the piping system. Check valves in the ejectors close as soon as
the pumps stop running.
The collecting tank is under atmospheric pressure with the vacuum maintained only in the piping system.
Sewage Discharge Pump Operation
The resulting macerated sewage is ether discharged to the sewage holding tank or directly to the sewage
treatment unit. If passed to the holding tank, then the sewage discharge pump is used to transfer the tank
contents either to the sewage treatment unit or to the international sewage shore connection. This pump can
also discharge the sewage directly to overboard in an emergency.
The holding tank has a high level alarm to the ECR, and the pump can be limit switch controlled to start and
stop.
Draft Issue 1 2.14.5 Sewage Treatment Page 1


Instead of to the holding tank, the vacuumarator unit can transfer the sewage directly to the sewage treatment
plant.
This unit consists of three main compartments:

Aeration Tank
Clarification Tank
Chlorination Tank
Aeration Compartment
The sewage is discharged into this compartment from the holding tank or the vacuumarator unit. The incoming
effluent material mixes with the activated sludge present in this compartment. The CO2 gas is vented to
atmosphere, while water and bacteria pass into the clarification compartment after approximately 24 hours. An
air compressor supplies the activation air to the compartment, which gives the aerobic organisms the oxygen
required and assists to mix the incoming sewage with that already present.
Clarification Compartment
The mixed fluid passes into this compartment and settles out. The pure water passes into the chlorination
section, while any remaining sludge returns to the aeration compartment for further processing.
Chlorination Compartment
Pure water from the clarification section is mixed with chlorination tablets and sterilised.
As the level in this compartment rises, limit switches start and stop the unit discharge pump, which transfers
the water overboard.
CAUTION !
Discharge overboard should not take place within 12 nautical miles of the coast.
2.14.5 Sewage Treatment Page 2 Draft Issue 1

Illustration 2.14.6a Garbage Management Plan
Ship Generated
Garbage
Collection
Ocean Collection Non Ocean

Disposable and Dispoasable
Garbage Separation Garbage
Oil
Paper Glass Food Paints
Metals Plastics Soaked
Cardboard Crockery Products Chemicals
Materials
Processing
Grinder Ash
Compactor Incinerator Ash Compactor Incinerator
Comminuter
Storage
Storage in Short Trip Storage in

Suitable <25 miles Suitable
Containers Offshore Containers
Disposal
Ocean Shore Side

Disposable Disposal
Garbage Management Plan


2.14.6 Incinerator and Garbage Disposal
Incinerator
Maker : Teamtec-Golar.
Type : OG 400C
The incinerator can burn solid garbage waste and engine room waste oil. Diesel oil can be burned to assist the
total combustion when required. The Unit is capable of burning 65 litres of waste oil per hour and 400 litres of
compacted solid waste per charge. The combustion chamber is fitted with a loading door, to admit garbage,
and a slag door to allow removal of ash and slag when incineration is completed. Flue gas from the incinerator
is vented via the exhaust ducting/funnel to the atmosphere. The flue gas fan, mounted in the ducting above the
incinerator, provides a negative pressure in the combustion chamber.
Control of the incinerator, the diesel oil pump, waste oil circulating pump and flue gas fan are from the local
control panel.
Provision is provided for local indications of flue gas and combustion chamber temperatures, together with a
flue gas high temperature alarm.
The unit is provided with its own D.O. service tank, which can be filled from the G.E. D.O. transfer pump.
The incinerator's own F.O. pump takes suction from this tank to the burner unit. The sludge burner is fitted
with atomizing steam from the 6 bar system or, if not available, air from the general service air system.
Summary of Regulations
Annex V of Marpol 73/78, the regulations for the prevention of Pollution by Garbage from ships, controls the
way in which waste material is treated on board ships. Although it is permissible to discharge a wide variety of
garbage at sea, preference should be given to disposal utilising shore facilities where available. A summary of
the garbage disposal regulations are given below.
The special areas are as follows:

The Mediterranean Sea
The Baltic sea
The Black sea
The Red sea
The Persian Gulf
Garbage Outside Special Areas
Disposal of plastics including plastic ropes and garbage bags is prohibited.
Floating dunnage, lining and packaging is allowed when over 25 miles offshore.
Paper, rags, glass, bottles, crockery and other similar materials is allowed over 12 miles offshore.
All other garbage including paper, rags etc. is allowed when over 3 miles offshore.
Food waste can be disposed of in all areas over 12 miles off shore.
Draft Issue 1 2.14.6 Incinerator and Garbage Disposal Page 1


Due regard should also be taken of any local authority, coastal, or port regulations regarding the disposal of
waste. To ensure that the annex to Marpol 73/78 is complied with, waste is treated under the following cases:
Food waste
Burnable dry waste, plastic and others
Non burnable dry waste
Other waste, including oily rags and cans, chemical cans and incinerator ash
Garbage Disposal Procedures
Food Waste
Food waste production for approximately 50 people is given as 15 to 25kg per day or 75 to 125 litres per day
without compacting.
The daily food waste produced is collected in bags in the galley.
Burnable Dry Waste
Dry waste production for approximately 50 people is given as approximately 30kg per day or 1000 to 1500
litres per day. The volume can be reduced by a factor of 5 by shredding the waste.
Dry waste from the accommodation is collected, shredded and then transported to the incinerator room for
burning. Dry waste from the engine room is taken directly to the incinerator room.
Non Burnable Dry Waste
Burnable dry waste production for approximately 50 people is given as approximately 20kg per day or 80 to
100 litres per day without compacting.
Non burnable waste from the accommodation is collected in the waste management room before overboard
dumping or discharge ashore.
Other Waste
Oily rags may be burnt in the incinerator in small quantities.
Cans that have contained oils or chemicals must be stored before discharge ashore.
Incinerator ash must be stored onboard in the location of a special site if less than 12 miles offshore.
Otherwise the ash can safely be dumped overboard.
Procedure for the Operation of the Incinerators
Slagging
a) Check that there are no flames in the incinerator.
b) Push the LOADING/SLAGGING key. The flue gas damper will close for 30seconds and the flue
gas fan will start.
c) Open the garbage and ash doors. Removing ash and slag.
2.14.6 Incinerator and Garbage Disposal Page 2 Draft Issue 1


CAUTION !
Combustion air inlet openings at floor level must be cleaned to ensure free air flow into the chamber.
Solid Waste
a) Open the garbage door and load waste into the chamber, ensuring the various wastes are mixed as
well as possible.
CAUTION !
Oily rags and separator sludge must only be loaded in small quantities (approximately 3.0 kg per load)
and must not be present in the combustion chamber unless the flue gas fan is running. Loading of glass
will result in a rock hard slag which is difficult to remove
b) Close the garbage door.

c) The burning time is automatically repeated from the last setting. To change select PROGRAM
SELECT menu. Set the burning time. If a burning time of ‘0’ is selected, the burning will be
continuous until the STOP key is pushed.
d) Push the STOP key if LOADING/SLAGGING is shown on display. Fan will stop and READY
will be indicated.
e) Push the SOLID WASTE key, which will appear for 5seconds before start up. WTG FOR F. OIL
TEMP will appear until the D.O. is heated to the required temperature and SOLID WASTE will
again be shown until the burner has started. BURNER STAGE NO….. will now appear.
f) When the time is completed or the STOP key pressed, the burner will stop and the cooling down
sequence will commence. COOLING appears.
g) When the combustion chamber temperature is down to 170ºC, the fan will stop and the door lock
will be released allowing further charging etc.
Sludge
a) With the sludge tank level satisfactory, the heater must be activated. Move the cursor to line 11
OFF SL. TANK HEATER and push the ENTER key. ON SL. TANK HEATER will appear and
bring the tank temperature up to the set level.
b) Allow the sludge to settle for approximately 12 hours, and drain off any water. Start the
circulation pump. Move the cursor to line 10 OFF SL. CIRC PUMP and push the ENTER key.
ON SL. CIRC PUMP will appear and the pump will commence circulating the sludge. Ensure
that the pressure is approximately 0.5 to 0.8 bar.
c) Check that the atomizing steam or air pressure is at 6 - 8 bar, ensuring that any condensate is
drained from the line.
d) Push the SLUDGE key, which will be indicated for approximately 5 seconds. WTG FOR
SLUDGE TEMP will appear until the correct working temperature of 90ºC is achieved, when the
fan and burner will start in sequence. The burner status will appear on line 4 BURNER STAGE
NO…...
e) After the set time is completed or the STOP button is pressed, the burner will stop and the cooling
down period will commence. COOLING appears.
f) With the combustion chamber temperature down to 170ºC, the fan will stop and the door lock
will be released.
Draft Issue 1 2.14.6 Incinerator and Garbage Disposal Page 3


Solid Waste/Sludge
a) Follow the procedures for SOLID WASTE a) and b)
b) Follow the procedures for SLUDGE a) to d)
c) Push the SW/SLUDGE key and SOLID WASTE/SLUDGE will appear for 5 seconds. WTG FOR
SLUDGE TEMP will appear until sludge reaches 90ºC and WTG FOR F. OIL TEMP then
appears until the D.O. temp reaches 50ºC. With both these temperatures reached, the fan and
burner will start in sequence as per the program.
d) After the set time is completed or the STOP button pressed, the burner will stop and the cooling
down period will commence. COOLING appears.
e) When the combustion chamber temperature gets down to 170ºC, the fan will stop and the door
lock will be released.
Alarms and Trips
The following conditions trip the incinerator :

Power Source failure
Flue Gas Temp High
Burner Trip
Sludge/Steam Pressure Low
Fan Trip
D.O. Pressure Low
Burner and Trash Door Open
Combustion Chamber Temperature High
Emergency Stop
The following conditions are indicated in the ECR:

Sludge Oil Tank High Level
Sludge Oil Tank Low Level
Sludge Oil Tank Temperature High
2.14.6 Incinerator and Garbage Disposal Page 4 Draft Issue 1

Illustration 2.15.1a Inert Gas System In Engine Room

Fresh Air Intake Weather Deck
From Located Outside Vent To Funnel Top
Boiler Engine Room Fresh With Flame Screen
Water T M TI
Uptake TI
PI Supply WF504
To
Scrubber Unit
Inert Gas System
From WF505 Test On Deck
Auxiliary PI TI Nozzle
Blower Flame
Boilers
(100%) Arrester
Forced
Draft Fans
PI
Air Inert Gas
GI533 Fan Room
Blowing
(Non
Hazardous TI Demister Deck Water
Weather Deck Area)
Seal
TI Sight
GI530 T M TI
Glass LAH
Sight
PI XXX
D.O. Supply D.O. Serv. Tk LS Glass
XXX LAL
GI532
TS XXX
Blower
XXX
(100%)
GI531 Light Ship
Water Line
PI PI
Steam Exhaust
Steam Supply
Sea Water Supply Drain
Topping up I.G.G. Drain Min. 3m

D.O. Pump
Sea Water
Supply
From I.G.
Blower Drain Inert Gas Generator Unit
GI528
From I.G. From I.G. h6
Scrubber Generator To F.W. Generator
Turbine Fm Fire ,G/S I.G.Scrubber
Deck TI P/P Cooling Pump
Silencer / (for Emergency)
Spark Arrester (310m3/h)
Key
WS074 WS072 WS084 WS083
Inert Gas
TI Test Cock Deck Water Seal
Topping Up I.G.G.
Cooling water Pump No.1 No.2 Cooling Pumps Sea Water
Sight
Glass (35m3/h) (3m3/h)
Air PI LS Effluent Line Poly. Coated
Blower XXX
WS073 WS071 WS082 WS081
Unit TI Saturated Steam
XXX
WS076 To Bilge Air
Primary Tank To Fire Low
G/S P/P sea Chest
High Sea Chest Marine Diesel Oil
Sea Water Supply Drain
Inert Gas System

2.15 Inert Gas System
2.15.1 System Description
General
Maker : Kvaerner Ships Equipment

Type : Moss Flue Gas System
Capacity : 21000 Nm3/h each Blower
The Inert Gas System consists of a main inert gas plant, using boiler flue gas and an independent topping up
inert gas plant generator, to provide a gas explosion protection system for the cargo oil tanks and slop tanks.
This is achieved by maintaining a slight over pressure in the tanks at all times.
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by inert gas. At all times, the pressure
of the inert gas in the tanks is maintained slightly above atmospheric pressure.
The inert gas used on this vessel is produced by a conventional flue gas plant, which cools and cleans gas from
the boiler uptake and an independent generator system, which burns fuel oil at a very low excess air setting.
The resulting exhaust gas is cooled and cleaned before being fed into the cargo tanks.
The main inert gas plant consists of a scrubber and demister, two inert gas fans, a pressure vacuum breaker
and a deck water seal unit.
The main system is designed to maintain a positive tank pressure above 250mm H2O, with a tank O2 content
of 5% maximum, when 3 cargo pumps are operating at the designed discharge rate.
The system is used during:

Cargo oil loading and unloading
Hydrocarbon gas purging
Tank cleaning
Main Inert Gas System
The flue gas from the boiler uptake is led into the plant, then cooled and cleaned. The gas is then distributed
by the fans to the cargo oil and slop tanks via a deck water seal and distribution piping. The system is used to
purge the ullage spaces in the cargo oil tanks of hydrocarbon gases and replace them with inert gas, keeping
the oxygen content below 5% by volume.
When the boilers are operating efficiently, the composition of the Inert Gas by volume should be:
Carbon dioxide (CO2) 13%
Oxygen (O2) Approx 5% by volume
Sulphur dioxide (SO2) <01%
Nitrogen (N2) 81.99%
However, during low boiler load operation, the oxygen content of the boiler exhaust gas will tend to rise, due
to the higher excess air required for good combustion.
Draft Issue 1 2.15 Inert Gas System Page 1


WARNING !
When running with the boiler on a low load, the flue gas blower may draw air down the boiler funnel
uptake.
The system consists of the following components:
Scrubber
No. of sets : 1
Maker : Kvaerner Ships Equipment
Type : Triplex
The Scrubber is of the tower type and consists of inlet water seal tanks, tower elements and spray nozzles.
The gas passes into the scrubber via a central tube venturi located concentric in the scrubber tower. This
facilitates the removal of the soot particles and provides initial cooling. At the lower end of the venturi
scrubber the gases are deflected through a wet filter, providing further cooling and cleaning. The gas then
passes into the open spray tower, which is the final cooling process. The water mist is highly efficient in
removing sulphur. The spray also assists in maintaining the wet filter in a clean condition by a continuous
flushing action.
The clean cool gas passes through a mesh demister in the top of the scrubber tower, which effectively prevents
water droplets from being carried over with the outlet gas flow. An independent cooling sea water supply
pump supplies the scrubber. Emergency cooling water can be provided from No.2 Bilge, Fire and G.S. pump.
The water leaving the scrubber is discharged overboard.
Inert Gas Fans
No. of sets : 2
Maker : Flebu Ticon
Type : Centrifugal Single Stage
Two electric driven inert gas fans are supplied. Each one is capable of supplying the full rated inert gas
capacity. They draw the gas from the boiler uptake, through the scrubber, and deliver to the deck distributing
pipe system with sufficient over-pressure to form a high velocity gas jet at the inlet to the cargo tanks. The
blower casing is provided with water spray nozzles and drains.
Deck Water Seal
No. of sets : 1
Maker : Kvaerner Ship Equipment
Type : Displacement
Sealing Height : 2500 mm WG
The deck water seal is the displacement type. The water inside the seal is displaced into a reservoir during
operation, and immediately falls back and closes the seal in case of the loss of positive gas pressure, preventing
any back-flow of cargo gases.
The deck water seal is gas leakage proof due to an internal double seal pipe forming two gas barriers. A small
tube with a gooseneck on the water seal top indicates a possible leakage in one of the barriers. The water seal
has a built in retractable heating coil for use in cold weather conditions. It has inspection glasses for water
level control and is fitted with a low-level alarm. The mesh demister in the upper part of the seal effectively
prevents carry over of water droplets under all flow conditions.
2.15.1 Inert Gas System Description Page 2 Draft Issue 1


Any back pressure from the cargo tank area will induce an over pressure in the reservoir chamber above the
water level and force water into the centre tube. The water level in the centre tube will rise and thus prevent
gas from leaking past the seal.
When the plant is operating and inert gas is admitted to the deck distribution system, the pressure from the
blowers will empty the centre tube into the reservoir, letting the gas flow freely through the top part of the
reservoir chamber. The gas is forced through the demister where any water droplets are separated from the gas
and led back to the water reservoir.
Two sea water supply pumps (one as standby) supply water to the deck water seal. The water is discharged
overboard.
Pressure/Vacuum Breakers
Port IG Deck Main

No. of sets : 1
Type : Dual pipe - liquid filled
Opening Pressure : 2100 mm WG
Vacuum : 700 mm HG
Starboard IG Deck Main

No. of sets : 1
Type : Dual pipe - liquid filled
Opening Pressure : 2000 mm WG
Vacuum : 700 mm HG
A pressure/vacuum breaker is fitted to each of the inert gas mains on deck. They are filled with a mixture of
anti-freeze and water. They will open at a pre-set pressure or vacuum, thus protecting the tanks against excess
pressure or vacuum.
Boiler Uptake Valves
One valve is mounted close to each boiler uptake duct and one valve mounted down stream of the sealing air
connection. Soot cleaning nozzles are provided on the boiler side of each uptake valve. Double acting
cylinders, controlled by solenoid valves, pneumatically operate the valves.
Sealing Air Valves
To prevent boiler flue gas leaking past the boiler uptake valves, when the plant is shut down, a sealing air
supply line is fitted. This runs from the discharge side of the boiler forced draught fans, to the pipe line
between the boiler up take valves and the down stream main valve. When the boiler uptake valves are open the
sealing valves are closed and vice versa.
Flow Control Valves
Butterfly control valves operated by pneumatic actuators, will maintain the flow through the system. To
protect the blower motor, the valves are held in the closed position during the blower start-up period.
Blow Off Valve
One butterfly valve is provided for gas venting. It is pneumatically operated and used to control the inert gas
main pressure.
Draft Issue 1 2.15.1 Inert Gas System Description Page 3


When the plant is started with the blower running and the main deck line control valve closed, the blow off
valve will open, relieving the gas from the blower outlet to atmosphere, thus preventing overheating of the
running blower.
I.G. Main Control Valve
One main control valve, driven by a pneumatic double acting actuator, is provided on the main line. During
start up and shut down the valve is held in the closed position. An air reservoir ensures closing if instrument air
pressure is lost.
Oxygen Analyser
A fixed analyser is installed, which samples the inert gas after it has passed through the blowers.
Inert Gas Topping Up Generator

Type : Topping Up
Capacity : 500 Nm3/h
Fuel oil consumption : Approx. 40 kg/h
The unit comprises an oil burner and combustion chamber, scrubber, blower and fuel oil pump unit. This unit
operates automatically and can be set to start and stop at given pressures set on the control panel.
Fuel oil is burned in the combustion chamber. The exhaust gas is then led through the cooling tower where the
gas is cleaned and cooled. The inert gas is then delivered to the inert gas main through a flow control valve.
2.15.2 Operation
Operation of Main System
The flue gas system main control panel is situated in the E.C.R. The panel contains the programmable
controller which takes care of the start/stop/alarm functions and running mode. On the front of the panel the
system is represented in the form of a mimic diagram, with appropriate indications and push buttons.
A sub panel in the cargo control room contains push buttons used for starting and stopping the supply of gas to
the deck main line. The system is represented in the form of a mimic diagram with indicators and LEDs. The
panel also contains a three pen recorder/indicator. A sub panel on the bridge contains indication for inert gas
pressure, oxygen content and alarm indicators.
Procedure for Operating the Main Inert Gas System:
Starting
a) Supply the deck seal with seawater from one of the supply pumps.
b) Manually open the scrubber sea water supply pump suction valve and the scrubber overboard
discharge valve in the engine room.
c) Manually open the blower gas suction valves and the gas outlet from the scrubber.
d) Manually open the steam supply valves to the sootblowing valves.
2.15.2 Inert Gas System Operation Page 1 Draft Issue 1


e) Open the deck main gas valve.
f) Check the calibration of the oxygen analyser and set the reference airflow to 100 l/h.
g) Check the F.G. READY lamp, which should be illuminated if all valves are in the correct
position.
h) Select which sea water pump is to be used. If the scrubber pump is unavailable either Bilge, Fire
and G.S. pump can be selected.
i) Press the select button for the required boiler uptake valve(s).
j) Operate the PUSH TO CLEAN button to clean soot from the uptake valves.
k) Press the select button for the required blower
l) Press the F.G. START button.
m) The start sequence is indicated by lamps on the mimic panel.
The sea water pump then starts and the sea water inlet valve to the scrubber opens after 10 seconds. After a
further 17 seconds the selected blower will start and the blower outlet valve will open. The uptake sealing air
valve will close and the selected boiler uptake valve will open. The gas will purge through the vent valve for
50 seconds. After the purging period it will be possible to direct the inert gas to deck, as long as the oxygen
level is below 5%, by pressing the SELECT PORT DECK MAIN or SELECT STBD DECK MAIN button on
the cargo control room panel.
n) Regulate the capacity by adjusting the potentiometer on the panel.
o) Check that the temperatures and pressures are normal.
p) Check and adjust the flow through the oxygen analyser bubbler unit.
Stopping
a) Press the STOP button.
The system will revert to purge mode and the above sequence is reversed. The sea water system will continue
to run for a cool down period. All manual valves can then be closed.
Capacity and Deck Main Pressure Control
The capacity control and deck main pressure are set by the corresponding potentiometers on the control
console. The signal from these two controls automatically operates the vent and capacity control valves. When
the set point of the capacity or the deck main pressure has been reached, the control valve will partially close
to maintain the set point. To maintain a flow through the system and prevent the fans overheating, the vent
valve will open accordingly.
Gas Freeing
The plant is used for purging the cargo tanks with fresh air during gas freeing operations as follows:
a) Open the inlet valve for the required blower.
b) Open the atmospheric intake.
Draft Issue 1 2.15.2 Inert Gas System Operation Page 2


c) Open the appropriate deck main gas valve.
d) Press the select button for the required blower.
e) Check that all the valves are set correctly, if so the AIR V. READY lamp will be illuminated.
f) Press the AIR V START button. The plant will start in venting mode. Any other functions such as
the opening of uptake valves are interlocked in this mode.
g) Air is supplied to the cargo oil tanks in the same manner as inert gas.
Procedure for the Operation of the Topping Up Generator
Starting of the generator is done from either the main control panel or the local topping up generator panel.
The main panel contains the programmable controller, which takes care of the start, stop, alarm functions and
running mode. On the front of the panel the system is represented in the form of a mimic diagram, with
appropriate indications and push buttons.
Starting - manual:
a) Select which sea water pump is to be used. If the topping up generator water supply pump is
unavailable, either Bilge, Fire and G.S. pump can be selected.
b) Check the calibration of the oxygen analyser.
c) Manually open the topping up generator water supply pump suction valve and the topping up
generator overboard discharge valve in the engine room.
d) Open the deck main gas valve.
e) Press the SELECT MANUAL START button.
f) Start the topping up generator water supply pump.
g) Ensure the cooling jacket seawater inlet valve is open.
h) Check that all air is evacuated from the cooling jacket outlet sight glass.
i) Start the combustion air blower with the push button START/STOP.
j) Check and adjust the airflow through the oxygen analyser.
k) After a pre-purging time of 45 seconds, start the fuel oil pump with the push button START/STOP
and energise the ignition glow plug with the push button GLOW ON.
l) After 30 seconds, admit air and fuel to the ignition burner with the push button IGN ON.
m) After 5 seconds, supply fuel to the main burner by operating push button VALVE OPEN.
n) When the flame is established and indicated with the lamp FLAME ON, allow a further 5 seconds
for the flame to establish, then stop ignition burner by depressing the buttons IGN ON and
GLOW ON.


o) Adjust air capacity to give the required oxygen content.
p) Check that the temperatures and pressures are normal.
q) After the purging period it will be possible to direct the inert gas to deck, if the oxygen level is
below 5%, by pressing the SELECT PORT DECK MAIN or SELECT STBD DECK MAIN
button on the cargo control room panel.
Stopping: manual
Press the stop button either on the control panel on the cargo console or the local control panel. The system
will shut down and reset to the purge mode. The sea water system and the blower will continue to run for a
cooling down period.
Starting: Auto:
unavailable, either Bilge, Fire and G.S. pump can be selected using the SELECT AUX SUPPLY
button.
b) Check the calibration of the oxygen analyser
c) Manually open the topping up generator water supply pump suction valve and overboard
discharge valve in the engine room.
e) Press the AUTO START button.
The sea water pump then starts and the sea water inlet valve to the cooling tower opens. After 17 seconds the
blower will start. After receiving a running signal from the blower the I.G capacity control valve will begin
regulation. After 50 seconds the fuel oil pump will start and the ignition plug is activated. After activation of
the main burner, the gas will purge through the vent valve for 50 seconds. The sequence is the same as for
manual operation, except that the gas will lead to the inert gas main automatically.
f) The start sequence is indicated by lamps on the mimic diagram.
g) Check that all air is evacuated from the cooling jacket outlet and sight glass before FLAME ON
is energised.
h) Adjust the combustion air until the required oxygen content is reached.
i) Check that the temperatures and pressures are normal.
j) Check the airflow through the oxygen analyser unit.
Stopping - auto
The generator stop sequence is activated by the high-pressure signal from the inert gas main. The system will
revert to the purge mode and shut down. The sea water system and the blower will continue to run for a
cooling down period.
Draft Issue 1 2.15.2 Inert Gas System Operation Page 4


Topping Up:
unavailable, either Bilge, Fire and G.S. pump can be selected.
b) Check the calibration of the oxygen analyser.
c) Manually open the topping up generator water supply pump suction valve and the topping up
generator overboard discharge valve in the engine room.
e) Press the TOPPING UP push button. The plant will start and stop automatically under the control
of the by the main line pressure.
f) The main consumer valve will open automatically when the inert gas is ready for delivery to the
deck main.
Deck Main Pressure Control
The deck main pressure is set by the potentiometer on the control console. The setting is displayed above. The
signal from this unit automatically controls the vent and capacity control valves.
Control Systems
When the inert gas system is in use, the pneumatic control valve and the vent valve automatically control the
pressure in the inert gas main. When the fan is stopped, the control valve, uptake valves, purge valve and fan
outlet valves close automatically. All the valves utilise instrument air as the control medium.
The tank and inert gas main isolating valves are manually operated.
The manually operated valves in the system are fitted with micro switches to provide position indication on the
mimic panel.
Alarm and Trips
The following conditions give indication in the alarm system, and cause complete shut down of the plant and
closure of all automatic valves (except the effluent valve), including the sea water system:
Sea water pump stopped
Low instrument air pressure
High sea water level in scrubber
Power failure to control system
Emergency stop
The following conditions give indication in the alarm system and cause stop of the plant, except for the sea
water pump, which will keep on running for the cooling down period:
Blower stopped
Blower failure
Low sea water supply pressure


High inert gas temperature
High inert gas temperature in scrubber
The following conditions will raise an alarm and provide an action where noted:
High gas pressure in deck main line (vent to atmosphere will open)
Very low inert gas pressure in deck main (cargo pumps will stop)
Low inert gas pressure in the deck main line
Low seawater pressure to the deck water seal (no gas supply to deck main)
Very high pressure in deck main (vent to atmosphere will open)
High/low oxygen content (vent to atmosphere will open)
Power failure/fault of oxygen analyser (vent to atmosphere will open)
The Wheelhouse sub panel contains the following instrumentation:

Inert gas deck main pressure indication
Oxygen content of inert gas indication
Very low gas pressure in the deck main line alarm
High low oxygen content alarm
The inert gas generator has separate alarms and trips, which monitor the fuel oil supply and combustion
process.
Oxygen Analyser
Maker : Teledyne Brown Engineering

Type 3290
Description Micro-Fuel Cell
A fixed oxygen content meter is supplied complete with calibration arrangements. This is to monitor the gas
being supplied to the inert gas main. A portable oxygen analyser and 2 portable hydrocarbon gas analysers are
also supplied.
2.15.3 Maintenance (Routine Maintenance in Operation only)
The use of blowers and deck seal sea water supply pumps should be alternated on a regular basis.
Check the calibration of the oxygen analyser before use.
The sootblower for the boiler uptake valve should be operated before opening the uptake valves. The manual
steam valve to the required uptake valve should be opened prior to the operation. The manual steam supply
valve should be closed after the operation.
The blowers should be water washed at shut down to prevent the build up of solids on the impeller. Prior to the
operation the drain valve should be opened and the flexible hose connected. When the blower motor receives
the stop signal, open the water supply to the blower while the fan is running down. On completion, the fresh
water valve should be closed and the flexible hose disconnected.
Draft Issue 1 2.15.3 Inert Gas System Maintenance Page 1

Illustration 2.16.1a Workshop and Stores Layout
Hot Working
Engine Room Eng. Testing
Store (Welding Space) Workshop Room
Eng.
Hot Working
Workshop
Room Auxiliary Store
(Welding Space)
Engine Electrical Workshop
Store
Testing
Main Switchboard
Room
Room Located Below
Auxiliary Store
Main Engine
3rd Deck Level

2nd Deck Level
Workshop and Stores Layout


2.16 Miscellaneous
2.16.1 Workshops and Stores
Engine Stores and Workshops
The main engine workshop is located in the engine room, port side on the 2nd deck. Immediately forward of
the main workshop is the testing room, mainly used for the testing of engine fuel valves. Aft of the main
workshop is the hot work room and immediately aft of this is the engine store. (See illustration 2.16.1a)
The engine workshop is equipped with:

Lathe
Grinding machine
Drilling Machine
Workbenches
The workshop has a packaged air conditioning unit to assist the main air conditioning plant for this area.
The hot work room is equipped with:

Hacksaw machine
Arc welder
Pipe bender
Grinding machine
Oxygen/acetylene outlet
The electrical workshop and store is located in the engine room on the 3rd deck, port side immediately aft of
the main switchboard room. Above the main switchboard room is the auxiliary store.
The following stores are located in the funnel housing block at upper deck level on the port side:
General store
Paint store
Oil and grease store
Oxygen bottle room
Acetylene bottle room
Combined deck store/workshop
Stores Within the Accommodation Area
The cold rooms and provision stores are located on the upper deck. The meat room, dairy room, fish room and
vegetable room are located port aft with access via the handling room. The handling room also has access to
the dry provision store which is located more centrally on the port side.
There is a bond locker located on the starboard side of D deck.
Draft Issue 1
Illustration 2.16.3a Equipment Access and Transportation Routes
Paint Store Oil/Grease Store
Eng. General Store Deck Workshop/Store

Lifting Spaces Hot Working
Generator Lifting Beams Workshop
Room
(Welding Space)
Engine Room
Engine Workshop/Stores Access Hatch
Store Lifting Beams
Testing
Room
Engine Room Crane
Main Engine
CO2 Bottle Room
3rd Deck Level 2nd Deck Level Upper Deck Level
Equipment Access and Transportation Routes


2.16.2 Lifting Equipment
Engine room crane, machinery spaces lifting equipment
To be completed on supply of further information....
2.16.3 Equipment Access and Transportation Routes
The vessel is equipped with various crane rails and access hatches to enable the transportation of heavy
equipment. Access to the engine room to receive stores and items of heavy equipment is via the external hatch
located on the upper deck between the accommodation block and the funnel housing block.
There is a lifting space extending from the top of the engine room down to floor plate level port forward of the
main engine. Another space is provided port side aft of the main engine for generator equipment.
There are lifting beams and equipment strategically located above the main engine (the engine room crane),
generators and propeller shaft to facilitate the removal and fitting of equipment parts. The beams and rails run
to areas where other lifting equipment can ‘take over’ to allow passage to the workshops or removal from the
vessel.
There is also a lifting beam/rail running from the engine store to the hot work room and on to the main engine
workshop. (See illustration 2.16.3a)
Draft Issue 1
Illustration 3.1.1a IMS System Block Diagram

UCS586
UCS587
Wheelhouse
UCS634/5 GOS UCS630

UCS654/5 GOS UCS650
UCS631
UCS651 UMS 2100 BASIC ALARM PANEL Lyngso Marine
220Voc
220Voc ALARM
ALARM
FIRE
STOP
FAULT
ALARM BAP Bridge UCS41

LIST HORN ACKN.
DISPLAY ADJUST
24Vdc
GOS Box
ADD.
LIST CHAN- CHAN- S1 S2 S3 S4 DIMMER
NEL NEL
GOS Box DEAD

MAN WATCH CON-
TROL
1 ABC
PRINTER
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
UCS656 ASSIST
CALL
DUTY
7 STU
MAIN-
TE-
NANCE
8 VWX
ALARM
GROUP6
9 YZ
ALARM
GROUP7
Ospace
ALARM
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10
UMS 2100 BASIC ALARM PANEL Lyngso Marine UCS636
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN. BAP - ECR
ADD. DISPLAY ADJUST
NEL NEL
UCS588 UCS589 DEAD

MAN WATCH
1 ABC
PRINTER
CON-
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
TROL
7 STU 8 VWX 9 YZ Ospace +/-

ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
DUTY
UCS624/5
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
GOS UCS620
UCS54
UCS611
24Vdc UCS128 UCS129 UCS584/585
220Voc
Accommodation Area UCS41
24Vdc GOS Box
UCS626
UMS 2100 BASIC ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
24Vdc
ALARM
LIST
STOP
HORN
ALARM
ACKN. BAP - ECR
ADD. DISPLAY ADJUST
NEL NEL
UCS53 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
UCS644/5 24Vdc DEAD

MAN WATCH
PRINTER
CON-
TROL
ALARM
GROUP1
ALARM
GROUP2
ALARM
GROUP3
ALARM
GROUP4
ALARM
GROUP5
ESC ENT
GOS UCS60 ASSIST DUTY

7 STU
MAIN-
8 VWX
ALARM
9 YZ
ALARM
Ospace
ALARM ALARM
+/-
ALARM
UCS582/583 UCS614/5 GOS UCS610
UCS52
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
24Vdc UMS 2100
ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL Lyngso Marine
UCS641 UCS51 ALARM

LIST
STOP
HORN
ALARM
ACKN. AAP 12 UCS631
220Voc 24Vdc UMS 2100
ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL
ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
S1 S2 S3 S4 DIMMER 220Voc
UCS50 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 11
1 ABC 2 DEF
ALARM
GROUP1
ALARM
GROUP2
3 GHI
ALARM
GROUP3
4 JKL 5 MNO
ALARM
GROUP4
ALARM
6 PQR
GROUP5
ESC ENT
Lyngso Marine
24Vdc
UMS 2100 ACCOMMODATION ALARM PANEL
GOS Box
GOS Box
ADD. DISPLAY
CHAN- ASSIST S1 S2 MAIN- S3 ALARMS4 ALARM ALARM
DIMMER ALARM ALARM
LIST DUTY TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM FIRE FAULT NEL CALL
NANCE
UCS49 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 10
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT
UCS646
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL
DISPLAY
Lyngso Marine
7 STU 8 VWX 9 YZ Ospace +/- UCS616
UCS127
ADD.
LIST CHAN- ASSIST S1 DUTY
S2 MAIN- S3 ALARMS4 ALARM DIMMER
ALARM ALARM ALARM
NEL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM FIRE FAULT CALL
NANCE
UCS48 ALARM STOP

HORN
ALARM
ACKN. AAP 09
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT
UCS126
LIST GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine

UCS580 UCS581
UCS587 UCS586 ADD. DISPLAY
ASSIST S1
UCS125
LIST CHAN-
DUTY
ALARM ALARM ALARM
NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM FIRE FAULT NANCE
UCS47 ALARM STOP

HORN
ALARM
ACKN. AAP 08
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT 24Vdc
UCS124
DISPLAY
Lyngso Marine
UCS 02 A,B,C,D
ADD. MAIN- S3
UCS123
CHAN- ASSIST S1 S2 ALARM S4 ALARM ALARM
DIMMER ALARM ALARM
NEL CALL
ALARM FIRE FAULT NANCE
UCS46 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 07
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
ALARM
5 MNO
GROUP4
ALARM
6 PQR
GROUP5
ESC ENT

UCS122
UCS121
ADD. DISPLAY
Gamma Outstation No 2
CHAN- ASSIST S1 S2 MAIN- S3 ALARMS4 ALARM ALARM
DIMMER ALARM ALARM
ALARM FIRE FAULT NEL CALL
24Vdc
NANCE
UCS45 ALARM STOP ALARM

AAP 06
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT
UCS120
LIST HORN ACKN. GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

UCS 01 A,B,C,D Alarm
UCS119
ADD. DISPLAY
LIST CHAN- ASSIST S1 DUTY
ALARM ALARM ALARM
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
UCS44 ALARM STOP ALARM

AAP 05
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT
UCS118
LIST HORN ACKN. GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
DISPLAY
Lyngso Marine
Gamma Outstation No 1 UCS700

ADD.
ASSIST S1
UCS117
LIST CHAN-
DUTY
ALARM ALARM ALARM
NANCE
UCS43 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 04
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT 220Vac
UCS116
ADD. DISPLAY
Lyngso Marine
ASSIST S1 S2
7 STU
MAIN- S3
8 VWX
ALARMS4
9 YZ Ospace +/-
UCS701
UCS115
DIMMER
Alarm
LIST CHAN- ALARM ALARM ALARM ALARM
NEL DUTY TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM FIRE FAULT CALL
NANCE
UCS42 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 03
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
ADD. DISPLAY
Lyngso Marine
UCS114
ASSIST S1
UCS113
LIST CHAN-
DUTY
ALARM ALARM ALARM
NANCE
ALARM STOP
HORN
ALARM
ACKN. AAP 02
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT UCS711 UCS710
220Vac
ADD. DISPLAY
Lyngso Marine
UCS112
ASSIST S1 S2
UCS111
CHAN- MAIN- S3 ALARMS4 ALARM DIMMER
ALARM ALARM ALARM
LIST DUTY TE-
ALARM FIRE FAULT NEL CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 01
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT
UCS110
ADD.
LIST
DISPLAY
CHAN-
NEL
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN- S3
TE-
NANCE
8 VWX
ALARMS4
GROUP6
9 YZ
ALARM
GROUP7
ALARM
Ospace
DIMMER
GROUP8
ALARM
GROUP9
ALARM
+/-
GROUP10
UCS109 UCS810
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
Rotating Light
UCS108
ASSIST
CALL
DUTY
MAIN-
TE-
NANCE
ALARM
GROUP6
ALARM
GROUP7
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP10
UCS107
UCS130
UCS106 UCS811
UCS105
UCS131 Horn
UCS104
UCS202/3. 500/1
UCS100 UCS812
Stop Horn
UCS101
Engine Control Room
IMS System Block Diagram


3.1 IMS System
3.1.1. System Overview
Main System Components
The machinery monitoring, alarm and control system can be divided into four groups:
DPS 2100 Main engine remote control and safety system

DMS 2100 Bridge manoeuvring system
UCS 2100 Universal alarm, monitoring and control system
PMS 2100 Power management system
The DPS and DMS 2100 systems are described in detail in section 2.1.2, the main engine manoeuvring
control.
The UCS and PMS systems are grouped by the manufacturer under the system title: ‘UMS/UCS2100
Universal alarm, monitoring and control system’ The UMS system is basically the alarm system and the UCS
system is the control and monitoring system.
The systems are all interconnected using an RS485 data bus, any alarms on a system group will sound
common alarms according to the mode selected (UMS etc) at the designated control position.
UMS 2100 System Overview
The system is formed by a number of standard hardware units as shown in Illustration 3.1.1a.
Outstations with Local Operator Panels
Basic Alarm Panels
Accommodation Alarm Panels
Extended Alarm Display
Alarm / Log printer
The Outstation is equipped with a Gamma computer which handles the functions of the alarm detection, and
additionally one of the Outstations controls the Alarm Panels (Basic Alarm Panels and Accommodation Alarm
Panels). The Outstation is supplied with Local Operator Panels, which provide the operator with alarm
information directly on the front of the Outstation.
The Basic Alarm Panel is normally installed on the bridge and in the engine control room. The Basic Alarm
Panel provides the operator with all necessary facilities for use of the alarm system including alarm
acknowledgement, duty engineer selection, control of printer etc.
The Accommodation Alarm Panel is normally installed in the cabins of the duty engineers/officers and in the
public rooms. The Accommodation Alarm Panel is used for alarm signaling and duty call of crew members
etc. in the accommodation areas.
The Extended Alarm Display is used together with the Basic Alarm Panel to extend the amount of
information to be displayed simultaneously. (In the Universal Control System UCS 2100, the function of the
Extended Alarm Display is an integrated part of the Graphics Operator Station GOS).
3.1 IMS System Page 1 Draft Issue 1


The Alarm/Log Printers are used for printing the different logs and reports.
This system contains Alarm Panels which allow remote alarm annunciation at the bridge, at the engineers’
cabins and in the public rooms. A printer which logs all the alarms and events is connected to the system.
When the system is selected for ‘unmanned machinery space’ an alarm will sound an audible alarm in the
cabin of the engineer who has been selected on duty, as well as in the public rooms enabling the duty engineer
to move freely between any of these locations and still be sure to receive the alarm. To acknowledge the
alarm, the duty engineer must go to the Engine Control Room. The system contains extended alarm displays
which present more information, giving the operator an improved overview.
UCS 2100 Control System
This system offers an overview of alarm, control and monitoring information. The information is presented in
graphic form at the Graphic Operator Stations (GOS) See 3.1.1a for system layout and location of GOS.
The UCS 2100 Control System provides the operator with an enhanced overview and operator facilities. It has
facilities for displaying logged data and can be used to generate reports based upon this data. Reports, trend,
and screen pictures can be printed on request. The system controls automatic and sequential restart of pumps
and fans, control of temperature controllers and power management of the diesel generators.
Integrated with the UMS 2100 Alarm System, the UCS 2100 Control System will offer the standard facility to
display alarm information together with the control and monitoring information. The two systems are
allocated the same Gamma computer hardware modules reducing the overall costs and minimising the use of
I/O channels and cabling costs.
The System Configuration is as follows:

A Graphic Operator Station on the bridge, general office, main switchboard room, and ECR (x2)
A basic alarm panel on the bridge, main switchboard room and ECR
An accommodation alarm panel fitted in all the engineers’ cabins and public rooms
An alarm printer and log printer in the ECR
Two Gamma outstations in the ECR
The controlled machinery components are operated from control pictures, all with graphic presentations of the
controlled machinery components.
An interactive interface with pull-down menus and clear indications of the actual state of the machinery
component is used. Alarms related to the controlled machinery components are visualised just beside the
graphic symbol for the machinery component. The actual state of the alarm is clearly indicated (normal/cut-
out/alarm).
The Graphic Operator Stations log all commands to and condition changes from the machinery. It also logs the
change of set-points to the temperature controllers. The events are stored in a cyclic event log containing all
events that have occurred during the last 24 hours. The event log is readable on the screen of the Graphic
Operator Stations and can be printed on request.
The Graphic Operator Stations logs all of the supervised analog values. The values are stored continuously for
a period covering the previous eight hours. All changes are detected and stored. Additionally, the values are
also stored as one minute mean values for a period covering the last month.
Draft Issue 1 3.1.1. System Overview Page 2


Generator and Power Management System
This is comprised of the power management system and diesel starter control system. The diesel starter control
system controls the following functions:
Manual stop/start of the generators
Engine safety/shutdown system
Selection/control of standby generator
Blackout recovery
Prelubrication of engines
H.F.O./D.O. changeover
The power management system controls the following functions:
Semi/fully automatic mode control
Synchronising
Frequency control
Start of standby generator at low frequency or low voltage
Heavy consumer control
PMS Operation Modes
The ship’s electrical power plant can be operated in several different modes:
Local control
Manual control of auxiliary engine
Diesel Starter with Black Out Start
PMS Semi-Automatic Mode
PMS Automatic Mode.
Local Control
In local control there is no PMS operation at all. When the auxiliary engine local control is selected for a
generator set the engine is operated locally and the main breaker is operated from the MSB. The diesel
generator local control is selected by means of the local/remote blocking switch on the auxiliary engine control
panel at the engine.
Manual Control
In manual control, manual start/stop of the auxiliary engine from the Graphic Operator Stations is available but
closing of the main breaker is limited to an automatic black out start situation. When the auxiliary engine is in
remote control and main breaker manual control is selected for a generator set, the diesel starter can start and
stop the auxiliary engine in question, but only start/stop; no synchronising or any other functions are carried
out. The main breaker is manually operated from the MSB. The diesel generator manual operation is selected
by means of the manual/auto selector switch for each generator on the main switchboard.
3.1.1. System Overview Page 3 Draft Issue 1


Semi-Automatic Mode
The PMS modes, which always include the Diesel Start and Black Out Start functions, can be used for either
operator supervised ‘Semi-Automatic’ remote control or for unmanned full ‘Automatic’ control of the ship’s
electrical power plant. The PMS is changed between the two PMS modes from the Graphic Operator Stations.
In the Semi-Automatic Mode, the PMS acts as a remote control station, where the automatic controls are
those of blackout start, frequency control, load sharing, start/synchronising control and disconnection of a
generator when the operator enters a start or stop order from the Graphic Operator Stations. A generator
cannot be connected or disconnected by the PMS automatically.
If the operator wishes to stop an online PMS controlled diesel generator, this can be done from the Graphic
Operator Stations. Stopping means unloading, switching off-line and stopping the diesel generator.
Heavy Consumers will be allowed to start if enough available power is present, otherwise they will be blocked
from starting.
PMS Automatic Mode
In Automatic Mode the PMS will perform all the functions from the Semi-Automatic Mode plus load
dependent start/stop, start of standby diesel generator at shutdown, pre-warning alarm of an online diesel
generator, and control of heavy consumers etc.
In Automatic Mode, the PMS can connect and disconnect the generators automatically to and from the MSB.
This may be initiated by load-dependent start/stop, or from a shutdown prewarning. The load-dependent heavy
consumer start facility may involve standby diesel generator start, and acceptance or rejection of heavy
consumer start request.
Frequency control and load-sharing between all online PMS controlled diesel generators are also part of the
Automatic Mode. A diesel generator can be removed from the automatic start/stop sequence by switching it to
local or manual control mode.
A diesel generator can be stopped without changing its mode, by changing the priority, so that the online
diesel generator is given a lower priority. The PMS will then automatically start a diesel generator with higher
priority and stop the one with the lower priority. In the same way, start of a stopped PMS controlled diesel
generator can be done by changing its priority to a higher priority.
If the PMS control mode is changed from local, manual, or Semi-automatic to Automatic Mode, the PMS will
automatically update the plant, so the diesel generator(s) with the highest priority are online to the main
switchboard.
Start of the preselected standby diesel generator and connection of the main breaker after black out is handled
by the PMS, independent of the actual mode.
Draft Issue 1 3.1.1. System Overview Page 4

Illustration 3.1.2.a Operator Stations
Navigation And Bridge Deck

Lyngso Marine
CEO Cabin F1 - F5 Additional List F9 -

F2 Alarm List F6 - F10 -
F3 Group Overview F7 - F11 Stop Horn
F4 Group Display F8 Display Channel F12 Acknowledge Alarm
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 Function Keys
Engine And Cargo Control Room
Ball
Used To Move Used To Acknowledge And
Cursor Open "Display Channel"
Dialogues
M.S.B. Room
Left Button
Used To Select Diagrams Not Used
And Objects
Trackball Unit
Operator Stations

3.1.2. Operator Stations
The Graphic Operator Station is basically a personal computer approved for marine use. The various displays
feature a wide range of machinery components made up of standard function blocks. The blocks are a
combination of graphical symbols and corresponding control programs and include a process interface and a
man/machine interface.
Operation is by using the tracker ball device to control the position of a cursor and pointing at a symbol. The
activation push button (left) will then activate a pop up menu of available commands. The right button will
acknowledge and open ‘display channel’ dialogue.
They also have facilities for the display of logged data as trend curves and can be used to generate reports.
These reports, trend curves, and screen pictures can be printed on request.
Besides operation and graphics indication of the UCS 2100 Control System, the Graphic Operator Stations
have the facility to display information such as lists for alarms, cut-outs, analogue values, and alarm limits.
Alarm System
Alarms relative to the controlled machinery are displayed on the corresponding pictures with an indication of
the alarm state and the cut-out state A steady red square indicates an acknowledged alarm, a flashing red
square indicates an unacknowledged alarm and a light blue square indicates a cut-out. By pointing and clicking
on the square the actual process state can be read. When an alarm occurs the label for the relevant system
flashes on the overview display
In the alarm list the overview of all the present machinery alarms, cut outs and system failures can be seen.
Operation from the Graphic Operator Stations
To operate a machinery component the operator activates the symbol of that specific component by pointing
and clicking. The desired command is chosen from the pop up menu. from the diagrams on illustration 3.1.2a
the operation of starting a fuel pump (fuel pump No.1) can be seen.
a) From the overview menu the operator selects FUEL OIL SUPPLY by pointing and clicking.
b) From the fuel oil supply display the operator can assess the current status of pump No.1.The
symbol is green for running, magenta for stopped, red for blocked or ‘I’ for interlocked. The
alarm status square is also situated here.
c) By clicking on the symbol the pump I.D. and command options are displayed.
d) By clicking on MASTER START the pump is started. (For safety, only one GOS can operate on
one symbol).
e) The pop up menu disappears and the symbol on the display changes to RUNNING.
Alarm Handling from Graphic Operator Stations
Acknowledgment of alarms is carried out at the alarm watch station and must be preceded by silencing the
alarm horn by pressing the STOP HORN function key on the keyboard. The oldest unacknowledged alarm is
always on display in the header. Acknowledgment is by pressing the ACKNOWLEDGE function key. Alarms
from the alarm list can be acknowledged by pointing and clicking using the tracker ball.
Acknowledgment of alarms can also be made from within the corresponding control picture where the alarm
indication is displayed by pointing to the flashing red symbol and clicking.
3.1.2. Operator Stations page 1 Draft Issue 1


Alarm Handling Operations
The following is a description on carrying out the most common alarm handling tasks:
Open Alarm List
a) Left click the ALARM LIST button in the header.
b) Press the F2 function key.
c) Left click on DIAGRAM in the menu bar, select ALARM LIST from the drop down menu.
Open Lists for Cut Outs, Simulation, Sensor Fail or Device Fail
a) Left click the ADD. LIST button in the header.
c) Left click on DIAGRAM in the menu bar, select ADD. LIST from the drop down menu.
Open Alarm Group Diagram
Most important alarm lists are listed in the main menu and are opened by left clicking on the group title text
label. If the group name is not shown:
a) Left click on DIAGRAM in the menu bar.
b) Select ALARM GROUP from the drop down menu.
c) Press the F4 function key.
d) Select alarm group from the drop down menu.
e) Left click on the OK button.
Stop Horn
a) Left click the STOP HORN button in the header.
c) Press the STOP HORN key on the basic alarm panel.
Acknowledge Oldest Unacknowledged Alarm
a) Left click the ACKN. button in the header.
Acknowledge Alarms
a) Right click anywhere on the alarm line, left click on ACKNOWLEDGE on the drop down menu.
b) Left click anywhere on the alarm line, select the alarm and acknowledge by left clicking on the !
icon.
Draft Issue 1 3.1.2. Operator Stations page 2


Unacknowledged alarm Within a Mimic Diagram
a) Right click on the icon in alarm, left click on ACKNOWLEDGE on the drop down menu.
Unacknowledged Alarm Within a Display Channel Diagram
a) Left click on the ! icon.
Reports and Data Collection Logging
Daily, monthly and yearly reports are available as standard, based on compressed data from the log. To
generate a daily report the data is compressed further to provide values for each hour. Detailed reports show
the 60 values for each hour plus the total values for a day. Reports can be printed out on request or at specified
times. Other reports may be user configured. ddta may also be exported in DIF file format for analysis using
other PC applications.
Analogue and binary parameters may be logged on the GOS hard drive for later analysis. All condition
changes of parameters and values, defined to be logged, covering the previous 24 hours are stored for 30 days.
Event Log
Main Events such as running feedback signals from motors and engines can be automatically logged on the
alarm and event log printer, to give the operator a complete machinery log. All events, such as commands and
feedback changes, may also be logged on the Graphic Operator Stations hard-disk. The log is accessible on the
Graphic Operator Stations and may be printed on a printer, either on request as a report or continuously.
The commands are only included in the log on the specific Graphic Operator Stations from which the
command is actually activated.
Printers and Screen Dumps
Two printers can be connected to each Graphic Operator Station:
One Graphics Printer in colour or black and white for:

A hard copy of the total screen including all windows, the active window of the screen or trend curves.
One Text Printer in black and white for:

Daily, Monthly and yearly reports, trend values in tabulated form, status print-outs for a picture/system,
system documentation or the event log.
The Alarms and Main Events are printed on the text printer directly connected to a Gamma computer, which is
related to the UMS 2100 alarm handling function of the system.
The Thermonitor (relative measuring system)
The thermonitor function is a relative measurement system for supervision of, for example, the exhaust gas
temperatures of the main engine cylinders with individual alarms for high temperature, high mean value and an
alarm for big deviation from the mean value. The display presentation includes an overview diagram for all of
the cylinders, and two graph-diagrams each presenting up to five cylinder temperatures.
The thermonitor picture can be selected either by the key-board function key or from the Diagrams menu.
3.1.2. Operator Stations page 3 Draft Issue 1

UCS 2100 Lyngso Marine UTC 06/01/99 14:52:24

Illustration 3.1.3a Screen Displays File Edit View User Programs Area Diagram Graph Window Help
Alarms: 14 Watch: ECR ATTENDED

Manual Supress: 0 Duty: CHIEF ENGINEER
Unack'ed Alarms: 0 Backup: 1'ST ENGINEER
Oldest Unack. Alarm: 20TIA003 M.E. EXHAUST GAS CYLINDER 3 LOW ALARM NORM
Main Menu
Alarm Groups Standard Function Blocks Custom Mimics
M.E. Shutdown Alarms Thermonitor Fuel Oil System
M.E. Slowdown Alarms Fuel Supply Lub.oil System
Main Engine Lub.Oil System Cooling System
Aux. Engine Cooling System Bilge System
Engine Room Bilge Alarms Bilge System Ballast System
Essential Alarm Baldast System Boiler system
Non Essential Alarms Boiler System Compressed Air System
Reefer Alarms Compressed Air Systems Main Engine 1 Overview
Manoeuvring Alarms Main Engine 2 Overview
Systems Failures Power Management System
PCS: Slowdown Fire System, Overview
PCS: Shutdown
PCS: Misch.
CPP Control
GOS Startup Screen
(Main) ME Oil Supply
DO HFO HFO
SERVICETANK SERVICETANK 1 SERVICETANK 2
3 3 3
4.7m 8.3m 4.5m
m3 m3 m3
6 10 10
8 8
4
6 6
2 4 4
2 2
0 0 0
Standby Master
4.2 bar
Master Standby
7.4 bar
Mimic Diagram
Screen Displays

3.1.3. Screen Displays
The display of the Graphic Operator Stations is divided into two parts: a header window and a selectable
working area window which will be a control overview or an alarm list. The menu bar and header with status
information are always present. For enhanced safety, the header constantly displays the most essential
information from the alarm system, independent of the actual control assignment, such as:
Oldest unacknowledged alarm
Number of present and unacknowledged alarms
Number of present cut-outs (inhibited alarm channels)
Actual watch station, duty officer and backup officer
Date and time
Below the header, pictures with symbolic representation of the control objects enable remote control of the
controlled machinery components and group of machinery components. Control is easily carried out by using
the point-out and pop-up menus. The alarm information is clearly indicated by means of a graphic alarm
symbol placed close to the symbol for the machinery component.
Picture Hierarchy on the Graphic Operator Stations
The alarm and control pictures of the UCS 2100 Control System are placed in a picture hierarchy. The Alarm
and Control Overview picture presents labels to all of the control pictures. Any of the pictures can be selected
by pointing at the picture label and then pressing the activation push-button.
A square located to the left of the picture label flashes in case of an unacknowledged alarm on the picture.
This time saving feature gives the operator a fast and safe overview of the actual situation.
The Alarm and Control Overview picture can be selected by pressing a function key on the keyboard or by the
Area/Diagram pull-down menu on the command bar in the upper edge of the screen.
All of the alarm and control pictures are available from the picture label on the Alarm and Control Overview
picture or from the Area/Diagram pull-down menu on the command bar in the upper edge of the screen.
Alarm List
The alarm list is a display of all standing alarms both acknowledged and unacknowledged. The system can
include from 1 to 4 systems (bridge, machinery etc), each alarm system has its own alarm list. (See illustration
3.1.4a)
Up to 20 alarms can be displayed on the screen. If there are over 20 alarms the actual number is shown in the
bottom right of the display.
The colour of the alarm text is normally green with the alarm ‘state’ text in red (if priority 1 alarm) or magenta
(if priority 2) or yellow (if priority 3). A right click on the alarm brings up a small menu with two texts:
DISPLAY CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE allows the alarm to be
acknowledged or, if not possible, the text is shown in grey (already acknowledged or horn not silenced etc).
Left clicking on DISPLAY CHANNEL opens the display for the particular system the alarm originates from.
Detailed alarm information, such as delays and limits etc, is also shown.
Draft Issue 1 3.1.3. Screen Displays Page 1


Trend Displays
One to five graphs for supervised parameters can be displayed in the same trend display with individual colour
and measuring scale. The individual colour is used to separate the ID number, the measuring scale, the trend
curve, and the digit value for each measurement. See Section 3.1.5
Alarm Groups
An alarm group is a list of alarms for one machinery component (independent of alarm state). Up to 100 alarm
groups are available. The list is sorted alphabetically after the I.D.
The possible states for an alarm channel are as follows:
State Appearance Description

NORM Steady Green Alarm channel in normal state
ALM Flashing Red Unacknowledged alarm: Priority 1
ALM Steady Red Acknowledged alarm: Priority 1
ALM Flashing Magenta Unacknowledged alarm: Priority 2
ALM Steady Magenta Acknowledged alarm: Priority 2
ALM Flashing Yellow Unacknowledged alarm: Priority 3
ALM Steady Yellow Acknowledged alarm: Priority 3
FAIL Flashing Red Unacknowledged alarm: Sensor fail
FAIL Steady Red Acknowledged alarm: Sensor fail outside range
NORM/CA Steady Blue Standing alarm: Suppressed/Cut out
? Steady White GOS/GAMMA Computer hardware failure
There are also lists for alarm suppressions and alarm failures.
Display Channel Diagram
This displays detailed information of an alarm channel and it is possible to adjust some parameters although
these are password level 1 protected. The configuration includes:
Type: Analogue or Binary
Alarm system: Name of alarm system to which the channel belongs to
Outstation: Name of the outstation where PLC is located
Address: Address number for PLC
The Channel parameters are also shown here and may include:
Limit: Binary has 1 limit, Analogue may have 3 for an alarm and 4 for an event
Type: Binary/low limit/high limit
Message: Message text
Prio.: Alarm channel priority
Value: Limit value for analogue channels
Delay on/off: Delay times/adjustment etc
M.cut: manual cut out on/off, adjustment etc
3.1.3. Screen Displays Page 2 Draft Issue 1

Illustration 3.1.4.a Alarm Display

Identifier for the alarm, max 8 characters.
Description for the alarm. max 30 characters.
Alarm state: ALM (standing alarm)

Norm (no alarm)
Fail (sensor fail or device fail)
Message text for the current alarm state
Current values for analog alarms
Starting time for the alarm
ID DESCRIPTION STATE MESSAGE VALUE UNIT UTC

M_TO_G2 MASTER ALARM NET TO GAMMA 2 ALM COMM. ERR 1999/01/23
PANEL 2 MASTER TO BRIDGE ALM COMM. ERR 1999/01/23
PANEL 3 MASTER TO 1'ST ENGINEER ALM COMM. ERR 1999/01/23
PANEL 5 MASTER TO CAPTAIN ALM COMM. ERR 1999/01/23
PANEL 6 MASTER TO OFFICER'S MESS ALM COMM. ERR 1999/01/23
SN1TO2 GAMMA 1:STL NET TO GAMMA 2 ALM COMM. ERR 09:54:42.0
201C001 F.W.E. ALM HARBOUR +15 - 09:54:42.0
60XA001 AUX. ENGINE 1 SHUTDOWN ALM SHUT DOWN 09:54:42.0
20SIAH02 M.E. RPM COMMAND FAIL SENS FAIL 09:54:42.0
20WIAH01 M.E. POWER FAIL SENS FAIL - 31 rpm 09:54:42.0
70XA231 FIRE ALARM 1 ALM ALARM - 2479 bhk 10:12:22.0
28PIC001 M.E. START AIR PRESSURE NORM NORMAL
35TIA033 M.E. LUB.OIL TEMPERATURE ALM HIGH HIGH + 32.0 bar 10:13:12.0
28PIC005 M.E. SERVICE AIR PRESSURE ALM LOW PRESS + 800C 10:14:13.0
70XA232 FIRE ALARM 2 NORM NORMAL + 2.2 bar
! !!! ? Entry 1-13 of 13
Acknowledge all alarms on the current page of the alarm list. Red when enabled.
Acknowledge one selected alarm. Red when enabled.
Scroll buttons ( page up / page down ).
Update list, only used to remove acknowledge alarms when normal again.
Select a new alarm system.
Alarm Display

Standard Function Block Diagrams
These diagrams are divided into 12 blocks (squares), each one representing one machinery component.
Information from each component is displayed as a ‘standard function block’. There are two main types of
object: digital and analogue.
Digital Objects are used to display the status of a machinery component such as a pump. The current status is
shown as a symbol and as text, usually running or stopped. From these digital objects it is possible to send
start and stop commands.
Analogue objects are used to display the current value of a measurement or an adjustable value. The value can
be shown as a number and/or a bar graph.
Function blocks can be operated in local or remote and manual or automatic modes. Changeover is carried out
directly on the machinery component.
Function blocks are described in more detail in the manufacturer’s operation manual for this system.
Mimic Diagrams
A mimic diagram shows a machinery system as a static background with dynamic objects as symbols upon it
representing the machinery components and function blocks of bar graphs etc for measurements. These
mimics give a good overview of a system showing graphically the location of the measurement or machinery
component. clicking on the object reveals an I.D. (See illustration 3.1.3a)
Mimics can be opened by clicking on the appropriate listing from the main menu or choosing EDIT from the
menu bar and selecting OPEN BY NAME from the drop down menu. Entering the system I.D. will display the
required mimic diagram.
3.1.4 Alarms and trips
Main Engine
M.E. Main L.O.Inlet Press Low M.E. Main L.O.Inlet Temp High
M.E. Main L.O.Filter Diff. Press High M.E. Camshaft L.O.Inlet Press Low
M.E. Camshaft L.O.Inlet Temp High M.E. Camshaft L.O. Filter Diff. Press. High
Camshaft L.O. Drain Tank Level High/Low L.O. Drain Tank Level High
Stuff Box L. O. Drain Tk Level High M/E L.O. Sump Tank Level Low
M/E Thrust Bearing Temp High No.1 Main L.O. Pump Abnormal
No.1 Main L.O Pump Stand-by Start No.2 Main L.O. Pump Abnormal
No.2 Main L.O Pump Stand-by Start No.1 M.E Camshaft L.O. Pump Abnormal
No.1 M.E. Camshaft L.O.Pump Stand-by Start No.2 M.E Camshaft L.O.Pump Abnormal
No.2 M.E. Camshaft L.O.Pump Stand-by Start M/E No.1 Cyl. Oil Mist Density High
M/E No.2 Cyl. Oil Mist Density High M/E No.3 Cyl. Oil Mist Density High
M/E Crankcase Oil Mist Density High M.E Oil Mist Detector Fail
M.E Piston 1 Cool Oil Out Temp High M.E Piston 2 Cool Oil Out Temp High
M.E Piston 7 Cool Oil Out Temp High M.E.Piston Cool Oil Inlet Press Low
M.E.Piston 1 Cool Oil Non Flow M.E.Piston 2 Cool Oil Non Flow
M.E.Piston 7 Cool Oil Non Flow M.E.No.1 Cyl. L.O. Non Flow
Draft Issue 1 3.1.3. Screen Displays Page 3


M.E.No.2 Cyl. L.O. Non Flow M.E.No.3 Cyl. L.O. Non Flow
No.1 Cyl. Oil Measuring Tank Level Low No.2 Cyl. Oil Measuring Tank Level Low
M.E. No.1 T/C No.1 L.O. Inlet Press Low M.E. No.1 T/C No.1 L.O. Inlet Press Low
M.E. No.2 T/C No.1 L.O. Inlet Press Low M.E. No.2 T/C No.1 L.O. Inlet Press Low
M.E. No.1 T/C L.O. Outlet Temp. High M.E. No.2 T/C L.O. Outlet Temp. High
M.E. No.1 T/C L.O. Inlet Temp. High M.E. No.2 T/C L.O. Inlet Temp. High
M.E. F.O. Inlet Press Low M.E. F.O. Inlet Temp High/Low
M.E. F.O. Filter Diff. Press High M.E. F O High Press Pipe Leakage
M.E. F O Viscosity High M.E. F O Viscosity Low
M.E. F.O. Supply Unit Abnormal M.E. No.1 F.O. Circ. Pump Abnormal
M.E. No.2 F.O. Circ. Pump Abnormal M.E. No.1 F.O. Supply Pump Abnormal
M.E. No.2 F.O. Supply Pump Abnormal M.E. Cyl. C.F.W Inlet Temp High
H /T C.F.W. Expansion Tank Level High/Low M.E. Cyl. No.1 C.F.W. Outlet Temp High
M.E. Cyl. No.2 C.F.W. Outlet Temp High M.E. Cyl. No.3 C.F.W. Outlet Temp High
M.E. Cyl. No. 4 C.F.W.Outlet Temp High M.E. Cyl. No.5 C.F.W. Outlet Temp High
M.E. Cyl. No.6 C.F.W. Outlet Temp High M.E. Cyl. No.7 C.F.W. Outlet Temp High
M.E. Cyl. C.F.W. Inlet Press Low M.E. C.F.W. Air Detection
M.E. Air Cooler C.F.W. Inlet Press Low M.E. L.T.F.W. Temp High
No.1 Low Temp C.F.W. Pump Abnormal No.1 Low Temp C.F.W. Pump Standby Start
No.2 Low Temp C.F.W. Pump Abnormal No.2 Low Temp C.F.W. Pump Standby Start
No.1 Main C S.W. Pump Abnormal No.1 Main C S.W. Pump Standby Start
No.1 M.E. Jacket C.F.W. Pump Abnormal No.1 M.E. Jacket C.F.W. Pump Standby Start
No.2 M.E. Jacket C.F.W. Pump Abnormal No.2 M.E. Jacket C.F.W. Pump Standby Start
M.E. Cyl. No.1 Scavenge Air Temp High M.E. Cyl. No.2 Scavenge Air Temp High
M.E. Cyl. No.7 Scavenge Air Temp High Scavenge Air Manifold Temp High
Scavenge Air Box Drain Tank Level High Scavenge Air Inlet Press Low
M.E. No.1 T/C Gas Outlet Temp High M.E. No.2 T/C Gas Outlet Temp High
M.E. Cyl. No.1 Exht Gas Out Temp Dev. High M.E. Cyl. No.1 Exht Gas Out Temp High
M.E. Cyl. Exht Gas Out Average Temp High Exhaust Gas Economiser Out Temp High
M.E. Starting Air Press Low M.E. Control Air Press Low
M.E. Safety Air Press Low M.E. Exhaust Valve Spring Air Press Low
No.1 Aux. Blower Abnormal No.2 Aux. Blower Abnormal
M.E. Critical Rpm 38-46 M.E. Start Failure
M.E. Over Speed M.E. Governor Abnormal
M.E. Remote Control System Abnormal M.E. Safety System Abnormal
M.E. Telegraph Source Fail M.E. Shutdown
M.E. Slowdown Shaft Overtorque
Intermediate Shaft Bearing Temp High Stern Tube Fwd Bearing Temp High
Stern Tube Aft Bearing Temp High Stern Tube Fwd. Seal L.O. Tk Level
Stern Tube High Aft Seal L.O. Tk Lvl High Stern Tube High Aft Seal L.O. Tk Lvl Low
3.1.4 Alarms and trips Page 1 Draft Issue 1


Stern Tube Low Aft Seal L.O. Tk Lvl High Stern Tube Low Aft Seal L.O. Tk Lvl Low
Stern Tube L.O. High Grav. Tk Lvl Low Stern Tube L.O. Low Grav. Tk Lvl Low
Stern Tube L.O. Drain Tk Lvl Low After Seal L.O. Supplement Tank Lvl Low
Port Anti- Pollution System
Diesel Generators & Switchboards

No.1 G.E. Start Fail No.1 G.E. Overspeed
No.1 G.E. Control Panel Source No.1 G.E. Trip Solenoid Valve Abnormal
No.1 G.E. Tacho/Power Fail No.1 G.E. L O Inlet Press Low
No.1 G.E. L O Inlet Press Prewarn. No.1 G.E. L.O. Inlet Temp High
No.1 G.E. L.O. Filter Diff. Press High No.1 G.E. L.O. Sump Tank Level Low
No.1 G.E. Pre. L.O. Press Low No.1 G.E. High Press F.O. Leakage
No.1 G.E. LT-Water Press Low No.1 G.E. HT-Water Out Temp High
No.1 G.E. HT-Water Out Temp Prewarn. No.1 G.E. HT-Water Press Low
No.1 G.E. LT-Water Temp Control Fail No.1 G.E. CFW Inlet Valve Fail
No.1 G.E. T/C Exh. Gas Inlet Temp High No.1 G.E. Charge Air Temp High
No.1 G.E. Starting Air Pressure Low No.1 G.E. Control Air Pressure Low
No.2 G.E. L.o. Filter Diff. Press High No.2 G.E. L.O. Sump Tank Level Low
No.3 G.E. L.O. Filter Diff. Press High No.3 G.E. L.O. Sump Tank Level Low
G.E. Fuel Oil Inlet Press Low G.E. F.O. Inlet Temp High
G.E. F.O. Viscosity High G.E. F.O. Viscosity Low
F O Filter Diff. Press High F.O. Supply Unit Abnormal
G.E. 1 F.O. Circ. Pump Abnormal G.E. 2 F.O. Circ. Pump Abnormal
G.E. 1 F.O. Supply Pump Abnormal G.E. 2 F.O. Supply Pump Abnormal
MDO Booster Pump Start MDO Booster Pump Fail
MDO Em’cy Pump Start G.E. Water Preheating Set Abnormal
No.1 Gen. Breaker Tripped No.1 Gen. Reverse Power Trip
No.1 Gen. Overcurrent No.1 Gen. Frequency High/Low
No.1 Gen. Stator ‘R’ Temp High No.1 Gen. Stator ‘S’ Temp High
No.1 Gen. Stator ‘T’ Temp High No.1 Gen. Cooling Air Temp High
No.1 Gen. Fwd Brg Temp High No.1 Gen. Aft Brg Temp High
No.1 Gen. Cooler Leakage Fwd. No.1 Gen. Cooler Leakage Aft
Draft Issue 1 3.1.4 Alarms and trips Page 2


No.2 Gen. Fwd Brg Temp High No.2 Gen. Aft. Brg Temp High
No.3 Gen. Fwd Brg Temp High No.2 Gen. Aft Brg Temp High
MSB AC 230V Insulation Low Fore Castle AC 230V Insulation Low
DC 24V Insulation Low MSB/ESB AC 440V Insulation Low
ESB AC 230V Insulation
Boiler and Feed Systems

Boiler Shut Down Boiler Abnormal
Boiler Drum Level High/Low Boiler Steam Drum Press High/Low
Boiler Flame Fail Boiler Fuel Oil Press Low
Boiler Fuel Oil Temp High/Low Boiler Smoke
No.1 Boiler F.W. Pump Abnormal No.1 Boiler F.W. Pump St-By Start
No.2 Boiler F.W. Pump Abnormal No.2 Boiler F.W. Pump St-By Start
No.1 Boiler W. Circ. Pump Abnormal No.1 Boiler W. Circ. Pump St-By Start
No 2 Boiler W. Circ. Pump Abnormal No.2 Boiler W. Circ. Pump St-By Start
No.1 Boiler F.O. Supply Pump St-By Start No.2 Boiler F.O. Supply Pump St-By Start
No.1 Condensate Pump Abnormal No.1 Condensate Pump St-By Start
No.2 Condensate Pump Abnormal No.2 Condensate Pump St-By Start
Cascade Tank Salinity High Cascade Tank Oil Content
Cascade & Observ. Tank Level High Cascade & Observ. Tank Level Low
Dump Condenser Salinity High Vacuum Condenser Press High
Vacuum Condenser Tank Level High Vacuum Condenser CSW Non-Flow
Vacuum Condenser Salinity High
Purifiers
No.1 HFO Purifier Abnormal No.2 HFO Purifier Abnormal
No.1 HFO Purifier Inlet Temp High/Low No.2 HFO Purifier Inlet Temp High/Low
F.O. Purifier Sludge Tank Level High No.1 L.O. Purifier Abnormal
No.2 L.O. Purifier Abnormal No.1 L O Purifier Inlet Temp High/Low
No.2 L O Purifier Inlet Temp High/Low L.O. Purifier Sludge Tank Level High
Air Compressors
No.1 Main Air Compressor Abnormal No.2 Main Air Compressor Abnormal
No.1 Main Air Reservoir Press Low No.2 Main Air Reservoir Press Low
Control Air Compressor Abnormal GS Reservoir Press Low
Air Drier Fail
Miscellaneous
Fire Alarm Fire Detection System Fail
O/W Separator Oil Content High Incinerator Abnormal
Incinerator Waste Oil Service Tk High/Low Waste Oil Tank Temp High/Low
Sewage Treatment Plant Abnormal Em’cy Quick Closing V/V Air Press Low
Fresh Water Generator Abnormal Fresh Water Generator Salinity High

Illustration 3.1.5.a Trending Display
Main Engine Temperature
410.75 000033 M.E. Cylinder 1 Temperature ( 0 - 600 Deg.C ) 221.84 000037 M.E. Cylinder 5 Temperature ( 0 - 600 Deg.C )
484.24 000036 M.E. Cylinder 4 Temperature ( 0 - 600 Deg.C )
600 600 600 600 600 600 600
500 500 500 500 500 500 500
400 400 400 400 400 400 400
300 300 300 300 300 300 300
200 200 200 200 200 200 200
100 100 100 100 100 100 100
0 0 0 0 0 0 0
MM:SS 00:00 05:00 10:00 15:00 20:00 25:00 30:00
95/09/15 14:10:25 =>341.3 234.2342.2 207.0 284.6
The Trend display with 7 curves showing the Exhaust gas temperature for half an hour. The arrow on the top of the graph chart
is used to point out the time, for which the digital values are indicated in the top line for each of the seven curves.
Trending Display

No.1 E.R. Vent Fan Fail No.2 E.R. Vent Fan Fail
No.3 E.R. Vent Fan Fail No.4 E.R. Vent Fan Fail
Fwd Deck Machinery Abnormal Aft Deck Machinery Abnormal
Alarm Monitoring System Power Fail MGPS Fail
F.W. Steriliser Fail No.1 Steering Gear Abnormal
No.2 Steering Gear Abnormal E.R. Deadman Alarm
Auto. Telephone Exchange Fail Engine and MSB Room Console Power Fail
Bridge Console Power Fail No.1 Bilge, Fire & G.S. Pump Abnormal
No.2 Bilge, Fire & G.S. Pump Abnormal Elevator Em’cy Call
Alarm Column Power Fail Hospital Call
Fire Main Line Press Low MSB Room Package Aircon. Fail
Provision Ref. Plant Fail Meat Room Temp High
Fish Room Temp High Dairy Room Temp High
Vegetable Room Temp High C02 Bottle Leakage
C02 System Power Fail C02 Pilot Air Press Low
E.R. Fwd Port Bilge Level High E.R. Fwd Stbd Bilge Level High
E.R. After Bilge Level High M.E. Surround Bilge Level High
Bilge Holding Tank Level High Separated Bilge Oil Tank Level High
Sewage Holding Tank Level High Steering Gear Room Bilge Level High
Bosun Store Bilge Level High Pump Room Bilge Level High
Emergency Fire Pump Room Bilge Level High F.O. Service Tank Level High
D.O. Service Tank Level Low H.F.O. Service Tank Level Low
H.F.O. Service Tank Temp No.1 H.F.O. Settling Tank Level High/Low
No.1 H.F.O. Settling Tank Temp High No 2 H.F.O. Settling Tank Temp High
F.O. Over Flow/Drain Tank Level High L/T C.F.W. Expansion Tank Level Low
Fresh Water Tank Fwd/Aft) Level Low Cargo Tk Level Gauging System Fail
Inert Gas System Fail IGS Oxygen Content Meter Fail
Pump Room Gas Sampling System Fail Main Gas Sampling System Fail
Pump Room Gas High Pump Room Gas Low
Main System Gas High Main System Gas Low
Oil Discharging Monitoring System Fail Hydraulic Valve Remote Control System Fail
Ballast Tank Level Gauging System Overfill Alarm System Fail
Sea Valve Leakage No.1 Cargo Oil Pump Trip
No.1 Cargo Oil Pump Abnormal No.2 Cargo Oil Pump Trip
No.2 Cargo Oil Pump Abnormal No.3 Cargo Oil Pump Trip
No.3 Cargo Oil Pump Abnormal No.1 Ballast Pump Trip
No.1 Ballast Pump Abnormal No.2 Ballast Pump Trip
No.3 Ballast Pump Abnormal Gos 1 Not Alive
Gos 2 Not Alive Gos 3 Not Alive
Gos 4 Not Alive Gos 5 Not Alive
Short Circuit G/E No.1 Short Circuit G/E No.2
Short Circuit G/E No.3
3.1.5 Trending
The system can display one to five graphs for parameters under analysis in the same trend display with
individual colours and measuring scales. The individual colour is used to separate the ID number, the
measuring scale, the trend curve and the value for each measurement.
Trend displays that are used often can be accessed directly from the command menu named GRAPH. Trend
curves showing values for the previous 24 hours (maximum 4 days) or part of that period, are based upon the
continuous logged data. A Trend display for a period exceeding the last 24 hours (maximum 4 days) are based
upon the compressed values.


Parameters, which are not pre-defined for logging, may be displayed during online data collection, initiated on
the request of the operator. There is also a zoom function available, selected by pointing out the area required
using the tracker ball.
Trend curves can be saved as a file on the PC hard disk or printed as screen dumps for subsequent printing or
analysis. The data used for the trend displays are accessible on the Graphic Operator Stations and can be
printed in tabulating form on a printer.
The SHOW GRAPH function is used for setting up a graph-diagram. The graph pictures can be particularly
helpful in identifying and analysing the operating disruptions. Additionally, it can be helpful in providing a
visual evaluation of changes of the process values, just as the graphs are an important tool in connection with
the documentation of the vessel’s operation. In the individual configuration, a number of graph windows can
be configured, each one displaying graphs of up to 5 variables of predetermined element values.
If the operator selects one or more elements, the graph diagram will automatically include these. (More than
one element can be selected by keeping the [shift] key pressed when selecting the elements). Regardless of
how it is opened, a graph window has a fixed position and size on the screen.
The fixed definition graph can be selected from the menu Graphs (by clicking on the required graph name).
The Graphs menu can contain up to 19 graph displays.
If no elements are selected when the operator activates the SHOW GRAPH function, a box will appear
showing a list of all elements in the system. From the list you can select up to five elements which are
displayed simultaneously in the graph-diagram.
Start Time and Window Period for Graphs
After opening a graph window, the operator will be asked to key in a start time and a window period. This will
occur if the graph window is not defined to start with fixed time specifications.
The system always suggests the current time as the start time unless it has been defined to start a number of
hours before. If the operator does not want to change this, the time can be accepted by using the RETURN key.
The start time is the time when the desired graph is to be started, while the window period is the length of the
time of which the axis is to be displayed in the graph field. The length can also be changed by the operator
before activation.
A start time which goes back in time up to 90 days can be determined. Of course, this requires that the relevant
data is still accessible on the hard disk. When the start time and period length, which are to be displayed, have
been keyed in the RETURN key must be activated. Hereafter, the Graphic Operator Stations will retrieve and
work up data in order to draw the desired graph on the screen. As the new values accrue to the system the
graph will be updated.
Error Messages in Connection with Graph Generation
If, within the selected time period, there has been a period in which data has not been collected, or in which
data has later been deleted, an error message appears on the screen, e.g. ‘Open error on file TEST.L13’. This
just means that the drawn graph is not complete since data cannot be found for the entire period. The message
means that data for a whole hour is missing. If data for less than a whole hour is missing it will be shown in the
graph by horizontal lines.

Illustration 3.1.6.a Control of V/Vs
AUTO VALVE CLOSED

MODE REMOTE ( MAGENTA )
LOCAL
VALVE OPEN
( GREEN )
B I = INTERLOCK
B = BLOCKED
GOS Indication
IDENTIFIER
RESET
CLOSE
OPEN
GOS Operation
CONTROLLER FEEDBACK SETPOINT ACTUATOR POSITION
F = REG FAIL 200 100

H = HOLD 160 80
P = PRESET 120 60
80 40 IDENTIFIER
B = BLOCKED
B 40 20 ACTUAL VALUE 59.9
IDENTIFIER
0 0 SETPOINT 78.9_
RESET ALARM
CONTROLLER FEEDBACK 59.9
REG_PARM IDENTIFIER
CONTROLLER SETPOINT 59.9
GAIN 10 ACTUAL VALUE 59.9
ACTUATOR POSITION 59.9
I - TIME 100 S SETPOINT 78.9_
D - TIME 10 S MODE MODE
DEAD - BAND 3 % RESET ALARM IDENTIFIER
B
ALARM DELAY 60 S MANUAL
P CONTROLLER ADJUST
EVALUATE UPDATED AUTO
B B
REG_POS
POS GAIN 10 ALARM
EVALUATE UPDATED
OPTIONAL PUMP OR THREE-WAY VALVE SYMBOL
Three Point Controller Man Machinery Interface ( MMI )
Control of Valves

Changing the Presentation of a Graph Display
During monitoring, the display of the graphs can be changed in a number of different ways. The display of one
or more of the (up to five) graphs can be removed from the graph window. This is done by clicking the
element name in the upper part of the window. The name will now be displayed with a weak type and the
accompanying graph is ‘closed’.
The graph can be retrieved again by clicking the element name once more, or for any graph by clicking at a
field placed just to the right for all the graph names. Being able to de-activate one or more graph displays can,
for example, be helpful in situations where two graphs completely or partially cover one another, or in
situations where one of several graphs is desired to be examined more closely or even printed separately.
If the element name in a graph window is double-clicked, the area is filled out under the curve with full colour
or with a raster pattern. If normal display is desired again, double-click the name and the curve will appear as
a line. Even though the area is filled out, the curve can still be ‘turned off’ by clicking the name.
The display with a filled area under the curve is particularly useful when having to present analogue alarm
channels with high alarm limit, low alarm limit as well as the current value in the same curve picture. The
alarm areas can be displayed as ‘belts’ and the element’s current value as a line between these two belts.
Regardless of the selection of the graph form, the zoom and pan functions are the same.
Graph Data in Table Format
It is possible to get a complete list of all of the values which are used for the graph drawing. This is achieved
by a double-click on the ruler symbol, whereafter a window, containing the recorded values in table form, is
opened. The values are presented in table form together with date and time for their recording.
The table is displayed for each element variable on the graph window. The table is framed with a line which
has the same colour as the column on the graph window.
The Up and Down buttons located at the bottom of the window, are used to scroll up and down in the table
(i.e. backwards and forwards in time).
3.1.6 Control of Valves
There are three types of function blocks for valves shown on the mimic diagrams of the Graphic Operator
Stations:
Type Operation
Single Acting Valves Reset, close or open positions
Manual or auto
Local remote or auto modes.
Interlocked or blocked
Double Acting Valves Reset, close or open positions

Manual or auto
Local, remote or auto modes.
Throttle valves Position setpoint, reset,s close or open positions

Manual or auto
Local, remote or auto modes.


Single Acting Valve
The single acting valve is intended for control of a simple solenoid valve. The symbol for the valve will
change form and colour on activation as no position feedback is included. The opening and closing events can
be logged in the event log.
To operate the valve the operator simply left clicks on the symbol and a pop up menu will then display the
options available. The operator left clicks on the required label, open, close or reset.
Single Acting Valve with Feedback
This type of single acting valve is fitted with position feedback.The valves are fitted with alarm timers to
indicate excess travelling time and will be blocked if the valve has not travelled within the predetermined time.
The valve control is identical to the single acting valve as above. Valves may have one or two feedback
position indicating switches or a feedback potentiometer.
Double Acting Valve with Feedback
This type of double acting valve is also fitted with position feedback.The valves are fitted with alarm timers to
indicate excess travelling time and will be blocked if the valve has not travelled within the predetermined time.
The valve control is identical to the single acting valves as above. Valves may have one or two feedback
position indicating switches or a feedback potentiometer.
Throttle Valves
These control valves are fitted to three way valves for various control functions, such as temperature control.
The valve can be controlled from a local control panel or remotely from a GOS. In manual, the operator can
open or close the valve or adjust a variable position setpoint. In automatic, the valve moves to follow
commands from the controller. The 0-100% position indication and feedback is from an analogue
potentiometer. The valve control is similar to the single and double acting valves as above, but there is a
percentage position indicating window located above the valve icon. Clicking on this window displays a pop
up window giving access to the setpoint and its adjustment if required.
Three Point Controllers
Throttle valves (sometimes known as autovalves or control valves) are normally controlled by a three point
(P.I.D.) controller. This controller uses open/close pulses to move an actuator (usually electrically driven) to
position the valve according to the difference between the setpoint and the actual measured value of the
controlled medium. Valve position feedback from a potentiometer is also provided.
The actuator can be controlled on a local control panel or remotely from a GOS in either manual or automatic.
In manual the operator can move the valve from 0 to 100% or, in automatic, adjust the setpoint or the
regulating parameters of the PID controller (gain, dead band, delay etc). Alarms are provided for the usual
faults plus a setpoint deviation alarm. All position movements and events may be logged using the event log.
To operate or adjust the valve the icon is left clicked and a man/machinery interface window is displayed
showing all the necessary graphs and values.
PID controllers are also fitted with an analogue output (4-20ma), for use on a machinery component that
requires an analogue setpoint input. Operation is identical to the three point controller described above. GOS
indication for this controller will be purely of a graph showing the output from 0 to 100%.
Graphic examples of the above icons are shown in illustration 3.1.6a.

Illustration 3.1.7.a Control of Machinery AUTO

PUMP STOPPED
MODE REMOTE
( MAGENTA )
LOCAL
GOS Indication Motor Control
PUMP RUNNING
Indication Window
( GREEN )
B
I = INTERLOCK
B = BLOCKED
ALARM
IDENTIFIER
Motor Control
GOS Operation RESET
Operation Window
STOP
START
PUMP STOPPED
AUTO
( MAGENTA )
MODE REMOTE
LOCAL PUMP RUNNING
L LOW SPEED
GOS Indication Two Speed
( GREEN ) Motor Control
PUMP RUNNING Indication Window
H
HIGH SPEED
( GREEN )
B I = INTERLOCK
ALARM B = BLOCKED
IDENTIFIER Two Speed

RESET Motor Control
GOS Operation
STOP Operation Window
START LOW
START HIGH
F.O. SUPPLY
Supply Pumps Booster Pumps M.E. Pressure M.E. Temperature
Pump 1 Pump 1 10 200
8 160
STOP STOP 6 0.0 Bar 120 121 Deg0C
4 80
2 40
FOCP01 FOCP03 0 FOAP03 0 FOAT02
Pump 2 Pump 2 D.O. Service Tank Alarms

F.O. Supply System 35 FOAB01
Control Indication 28 FOAB02
Function Blocks B STOP I STOP 21 29.7 m3
FOAB03
14
7
FOCP02 FOCP04 0 FOAV02
Pump Pressure Pump Pressure F.O. Service Tank F.O. Service Tank
10 10 35 200
8 8 28 160
6 0.0 bar 6 0.0 bar 21 24.5 m3 120 110 Deg0C
4 4 14 80
2 2 7 40
0 FOAP01 0 FOAP02 0 FOAV01 0 FOAT01
Control of Machinery

3.1.7 Control of Machinery
There are various types of function blocks for the control of motors and pumps shown on the mimic diagrams
of the Graphic Operator Stations:
Motor/pump starter
Two speed motor/pump starter
Pump starter with count supervision
Pre-starter
Vent fan starter
Two speed vent fan starter
Reversible vent fan starter
Master/standby motor/pump starter
Two speed master/standby motor/pump starter
Standby pump control for mechanically driven master pump
Master/follower air compressor controls
Motor/Pump Starter
A basic motor starter controls the operation of a fan, pump or compressor drive motor, including facilities for
black out start delay, sequential start, local/remote, manual/auto operation and alarms. The motor can be
controlled locally at the motor starter or remotely using the GOS. Feedback is supplied to the UCS system
from the starter. Local/remote operation can be changed without affecting the running of the motor. The motor
may be blocked according to the priority of any alarms in manual or auto, all of which are configurable
through operator adjustable parameters. The starting and stopping and all alarms or changes in configurations
can be logged in the event log.
To operate the motor, the operator simply left clicks on the symbol and a pop up menu will then display the
options available. The operator left clicks on the required label: start, stop or reset.
Two Speed Motor/Pump Starter
A two speed motor starter controls the operation of a fan, pump or compressor drive motor as above. The only
difference is that the pop up window now has the facility to change the motor from low to high speed or vice
versa.
Pump Starter with Count Supervision
This type of motor starter controls the operation of a pump or similar motor as above. The only difference is
that the starts of the motor are counted and blocking may occur if a preset number of starts is exceeded within
a specified time. The operation pop up window is identical to the basic motor starter. The count and set times
are configurable through operator adjustable parameters.
Pre-starter
This type of motor starter controls the operation of a pre-lubrication pump or similar motor as above. The only
difference is that in automatic the motor is controlled by the PMS system. The motor may be run in advance of
a generator engine start and be controlled by lub oil pressure. The operation pop up window is identical to the
basic motor starter.


Vent Fan Starter
This type of motor starter controls the operation of a vent fan motor and operation is similar to the above
motors. A vent fan motor is interlocked with its associated damper and as such damper status affects (blocks)
the running of the motor. The blocking function may be active in manual or automatic dependant on the
configuration. The operation pop up window is similar to the basic motor starter with the addition of damper
status.
Two Speed Vent Fan Starter
This type of motor starter controls the operation of a two speed vent fan motor and operation is similar to the
above vent fan motor. The operation pop up window is similar to the basic vent fan motor starter with the
addition of the facility to change the motor from low to high speed or vice versa.
Reversible Vent Fan Starter
This type of motor starter controls the operation of a reversible vent fan motor and operation is similar to the
above vent fan motor. The operation pop up window is similar to the basic vent fan motor starter with the
addition of the facility to change the motor from forward to reverse direction or vice versa.
Master/Standby ,Motor/Pump Starter
This type of motor starter controls the operation of a master/standby set of motors/pumps. The usual motor
control facilities are included with the addition of automatic start of the standby set on failure of the master
motor. The operation pop up window is similar to the basic motor starter with the addition of master or standby
status within the pop up window. Alarms are included for standby operation.
Two Speed Master/Standby Motor/Pump Starter
This type of motor starter controls the operation of a two speed master/standby set of motors/pumps. The usual
motor control facilities are included with the addition of automatic start of the standby set on failure of the
master motor and the facility to supplement the running pump on pressure drop (or similar). The motor set may
also be configured to change from high to low speed (or vice versa) to maintain the controlled process. The
operation pop up window is similar to the basic motor starter with the addition of master or standby status and
master low/master high options within the pop up window. Alarms are included for standby operation.
Standby Pump Control for Mechanically Driven Master Pump
This starter controls a back up pump for an engine driven master pump, for example a lub oil pump to
supplement the engine driven lub oil pump. The principle is similar to the master/standby arrangement with the
addition that the standby motor can be configured to cut in at specific revolutions or pressures. The operation
is identical to the master/standby unit described above.
Miscellaneous Machinery Controllers
Pulse Counters
These controllers use a flow meter or log to measure liquid flow and give indication of total consumption and
consumption per hour. The pulse counter includes a ‘total sum exceeded’ function with warning and pre-
warning indications fully adjustable to suit the process. The maximum count is 30,000 units (litres or m3), on
reaching this level the counter resets to zero. The fastest count is 50Hz and the minimum pulse length is 10
millisecs. The pulse counter controller may be used for main engine fuel consumption and other liquid
measurement systems.
3.1.5 Trending Page 1 Draft Issue 1


The warning for exceeded total limit is shown as a yellow mark adjacent to the counter value which would
normally be a green mark (when input pulses present) or a red mark (when no input pulses were being
recorded).
All counting, limit and total count values can be logged using the event log.
Differential Pulse Counters
The pulse counter may be configured as a differential pulse counter where the controller receives two pulse
inputs and uses the differential between the two for a process value. An example would be to measure the flow
difference between supply line flow and return line flow of a consumer.
Tank Measurement and Indication
Indication of tank level contents is provided with facilities for conversion and specific gravity and temperature
correction. One or more alarm channels can be specified for supervision of tank levels, content, weight, and
temperature. All process values can be logged using the event log.
Graphic examples of dislays and icons for the above machinery controllers are shown in illustration 3.1.7a.
Draft Issue 1 3.1.5 Trending Page 2

Illustration 3.2.1.a Engine and Cargo Control Room
ENGINE CONTROL CONSOLE

CARGO CONTROL CONSOLE
Engine and Cargo Control Room Layout
Pump Room Main Gas

Gas Sampling Sampling File Cabinet
Cabinet Cabinet
IGS Main Panel Book Case

Incinerator
Control Panel Steering Gear Alarm Panels G.O.S. V.D.U.s UCS/UMC Basic Alarm Panel
DPS2100
Engine Safety System
No 1 Colour No 2 Colour
Boiler Remote CRT - 21" CRT - 21" 88 8 8 88 8 8
DMS2100
Control Panel
ECR Control Panel
Torque/Power
Meter
Boiler/steam Pumps
Control Panels
EGS2000
Governor Panel
Main Engine
Indication Panel
Main Engine
Services/Pumps
Control Panels
Alarm Log
10
Printer Printer 9
loLo
Log Table 8
7
6
5
4
3
M.E. Manoeuvring
2
1
o Control
Trackball Trackball Telegraph
Engine and Cargo Control Room Layout


3.2 Centralised Control Room, Console and Panels
3.2.1 Control Centre
The Control centre is a combined cargo and engine and engine control room located on ‘A’ Deck within the
accommodation area, where all the necessary equipment and controls are located to permit the centralised
supervision of machinery and cargo operations. Automatic and remote control systems are provided to allow
the machinery spaces to run unattended at sea and in port during cargo operations.
The Cargo Engine Control Room (CECR) has two separate consoles, one for engine control and the other for
cargo control.
The engine control console contains the following equipment :

DPS2100 Main engine control panel
EGS2000 Main engine governor control unit
DMS2100 ECR Main engine manoeuvring control panel
Telegraph receiver with sub-telegraph
Main engine indication panel with auxiliary blower auto/manual/start/ stop switches and indication
Main engine manoeuvring handle
Main engine control position select switch and indicator lamps (bridge/ECR/local)
Start, stop and standby control of all stand-by pumps and compressors and status indication of these
pumps/compressors (i.e. RUN, STAND-BY)
Propeller shaft/main engine RPM indicator and counter
Main engine No.1 and No.2 turbocharger RPM indicators
Main engine fuel pump mark load indicator
Display unit for main engine shaft torque power meter
Pressure gauges for:
Main engine starting air
Main engine scavenge air
Main engine control air
Main engine lub. oil inlet
Main engine camshaft lub. oil inlet
Main engine jacket cooling water inlet
Main engine fuel oil inlet
Fire main
M.E F.O viscosity controller
G.E F.O viscosity controller
Boiler control panel
3.2 Centralised Control Room, Console and Panels Page 1 Draft Issue 1

Start, stop and standby control of all boiler pumps and fans and status indication of these
units (i.e. RUN, STAND-BY etc)
Sootblower remote control panel
Incinerator remote control panel
Start, stop and standby control of M.D.O. pumps
Steering gear No.1 and No. 2 and common alarm panels
Rudder angle indicator
Fire alarm sub panel and manual call point
Common battery telephone and automatic telephone
Dead man alarm system
Console power source alarm and test unit
Data logging printer and alarm printer for machinery alarm/monitoring system
Two CRT monitors with keyboard and trackball units for alarm and monitoring system general operator
stations
Harbour speed table
Lamp/buzzer test push buttons
UHF transceiver unit
Bilge Fire and G.S. pump control buttons
Ship’s speed indication
Draft Issue 1 3.2 Centralised Control Room, Console and Panels Page 2
Illustration 4.1a Fire Hydrant System
To Foam / Fire
To Accommodation
Deck-Wash
Pressure Switch for No.1 and
2 Bilge Fire and General Service
Pump Auto Start
PIA PS
1350
PS
FD020
FD009 To Economizer
In Casing HB For water washing
FD008 FD012 2nd. Deck Stbd
2nd. Deck Port (Near Frame 30),
HB Accum. H B (Near Frame 30)
Outside Engine Store
FD013 FD010 3rd. Deck Stbd
2nd. Deck Centre (Near Frame 16)
HB H B (Near Frame 36,
Emergency Escape Trunk Door
FD011
3rd. Deck Port (Near frame 32) To soot drain
HB
Outside ECR FDO21 Tank
FD015 FD014
4th Deck Port 4th. Deck Stbd
HB H B (Near Frame 48)
(Near Frame 46)
FD007 FD006 Floor Stbd
Floor Port HB H B (Near Frame 36)
(Near frame 36)
BG018 PS
To Inert Gas System
FD005
Scrubber C.S.W
PS
BG031 FD004
PI
BG025 BG017 FD019
FD003 BG016
PI PI
Bilge Fire and PI
G.S. Pumps
Fire Line
No.2 No.1 Pressurising
Pump
Key PI PI PI
Fire Water System
Sea Water System BG013
Electrical BG010 FD002 FD018
FD001 BG011
From S.W Main

Crossover Line
From Bilge
Main and Bilge From Bilge
Well Stbd Well Port
Fire Hydrant System


4.1 Fire Hydrant System
General Description
See section 4.1 in Cargo Systems and Operating Manual for description of foam system and deck fire hydrant
system.
The whole Engine Room is covered by a sea water fire hydrant system which can be pressurised by the
following pumps:

No. of sets : 1
Capacity : 25m3/h
Bilge Fire and General Service Pump

No. of sets : 2
Capacity : 350/282m3/h
Emergency Fire Pump

No. of sets : 1
Capacity : 450m3/h
The fire main is normally pressurised from a dedicated pressurising pump. Pressure switches are supplied so
that, should the pressure in the fire main drop slightly, the pressurising pump will automatically stop/start to
maintain the pressure in the fire line.A larger pressure drop, such as a hydrant being opened, will start one of
the Bilge, Fire and GS pumps automatically.
The sea suction valves and discharge valves to the fire main, of the two GS pumps and the fire pump, are to
remain open in normal use and closed when changing over for bilge pumping duties.
Hydrant connections are situated so that at least two hoses can be directed at a fire anywhere in the engine
room.
The GS pumps are capable of high and low duty supply. They should be set up for high duty when used on the
fire main and low duty for bilge and ballast operations.
The Bilge Fire and General Service Pump and the Fire Line Pressurising Pump take suction from the main sea
water cooling line.
For operation of the Emergency Fire Pump see section 5.4
4.1 Fire Hydrant System Page 1 Draft Issue 1

Illustration 4.2.a CO2 Flooding System

Open Air For Engine Room For Pump Room For Engine Room For Pump Room Fire Control Wheel House
PS Alarm
PI PI PI PI Station
Vent Junction Vent Junction Vent Junction Vent Junction
Stop Box Stop Box Stop Box Stop Box
PS PS PS PS
276 Bottles
PI Vent Stops
Power Supply
P P P
P
73 Bottles
Junction Box
Key
Incinerator Room Entrance

RL DC 24V CO2 Cylinder
CO2 Room 13 Bottles 2 Bottles Vent Vent
Stop Stop Vent Stop (to ESB) Open Air
CO2 Pipe Line
Pump Room CO2 Pilot Line

Engine Room RL PI PI CO2 Nozzles
Control Box
Electrical
Incinerator Room CO2 Cylinder
RL
RL
Emergency Gen. Room Entrance Pilot Cylinder
RL DC 24V
RL Vent Stop (to ESB) Open Air
Electric Horn
For MSB Room For Purifier Room
CO2 Nozzles Air Horn
Control Box CO2 Cylinder
Emergency Gen. Room RL Rotating Light
I.G.G. Room Entrance Check Valve

RL DC 24V P
Vent Stop (to ESB) Open Air
Main Valve
Instruction
Chart
CO2 Nozzles Air Supply CO2 Nozzles CO2 Nozzles
MSB Room Purifier Room
I.G.G. Room Control Box CO2 Cylinder Key Box
CO2 Flooding System

4.2 CO2 Flooding System

The main CO2 Flooding System protects the following spaces:
Space Volume (m3) CO2 reqd. (kg) Quantity of 45kg cyls. reqd.
Engine Room excl. casing 24112 15070 335
Engine Room incl. casing 21960 15686 349
Pump Room 4571 3265 73
Main switchboard room 928 663 15
Purifier room 774 553 13
The main system consists of a rack of 374, 45kg high pressure cylinders. By volume 364 would be required
with 10 extra.
Auxiliary independent systems protect the following spaces:
Space Volume (m3) CO2 reqd. (kg) Quantity of 45kg cyls. reqd.
I.G.G. room 183 131 3
Incinerator room 225 161 4
Emergency generator room 187 134 3
The inert gas room is protected by three, 45kg high pressure cylinders, operated from outside the room
entrance.
The emergency generator room is protected by three, 45kg high pressure cylinders, operated from the room
entrance.
The Incinerator Room is protected by four, 45kg high pressure cylinders, operated from outside the room
entrance.
Main Engine Room CO2 Flooding System
Maker : NK Fire Protection Ltd

Type : High Pressure
Capacity : 349 cylinders each containing 45kg
Discharge Time : 2 minutes
No. of Discharge Nozzles: 75
WARNING !
Release of CO2 into any space must only be considered when all other options have failed and then only
on the direct instructions of the Chief Engineer who will have consulted the Master.
In the Event of Fire in the Engine Room
a) Go to the master control cabinet located at the CO2 Room or Fire Control Station.
b) Break the key box glass and take the key.
c) Unlock the cabinet and open the door.
d) The rotating lights and air horns will operate in the Engine Room.
e) The Engine Room ventilation fans will stop.
Draft Issue 1 4.2 CO2 Flooding System Page 1


f) Ensure that all personnel have evacuated the Engine Room spaces and have been accounted for.
g) Check that all doors, hatches and fire flaps are shut.
h) Stop the main engine, generating engines and boiler.
i) Operate the F.O., D.O. and L.O. quick closing valves.
j) Open one pilot cylinder valve.
k) Open valve No.1, (opens main isolation valve).
l) Open valve No.2 and the system operates.
m) All cylinders will release after a short delay and discharge into the Engine Room. If the pneumatic
ystem fails to operate, the main valve can be opened manually from the CO2 Room and the
cylinders released by hand.
n) Do not re-open the engine room for at least 24 hours. Do not re-open the space until all reasonable
precautions have been taken. Maintain boundary inspections, noting cooling down rates and/or
any hot spots which may have been found. After this period, an assessment party donning
breathing apparatus can enter the space quickly through a door which is then shut behind them.
Check that the fire is extinguished and that all surfaces have cooled prior to ventilating the engine
room. Premature opening could cause re-ignition if oxygen contacts hot combustible material.
o) Do not enter the engine room without breathing apparatus until the engine room has been
thoroughly ventilated and the atmosphere proved safe ie. 21% oxygen content.
Pump Room CO2 Flooding System
Maker : NK Fire Protection Ltd

Type : High Pressure
Capacity : 73 cylinders each containing 45kg
Discharge Time: 2 minutes
No. of Discharge Nozzles: 8
WARNING !
In the Event of Fire in the Pump Room
a) Go to the master control cabinet located in the CO2 Room or Fire control Station.
b) Break the key box glass and take the key.
c) Unlock the cabinet and open the door.
d) The single air horn will operate in the Pump Room.
e) The Pump Room vent fans will stop.
f) Ensure that all personnel have evacuated the Pump Room.
4.2 CO2 Flooding System Page 2 Draft Issue 1


g) Close all doors, hatches and fire flaps.
h) Open one pilot cylinder valve.
i) Open valve No.1, (opens main isolation valve).
j) Open valve No.2 and the system operates.
k) All cylinders will release after a short delay and discharge into the Pump Room. If the pneumatic
system fails to operate, the main valve can be opened manually from the CO2 Room and the
cylinders released by hand.
l) Allow time for the CO2 to extinguish the fire and the space to cool down.
Do not reopen the space until all reasonable precautions have been taken to ascertain that the fire
is out. Premature opening could cause re-ignition if oxygen contacts hot combustible material.
When the fire is out, ventilate the space thoroughly. Do not enter the room without breathing apparatus until
the room has been thoroughly ventilated and the atmosphere proved safe.
In the Event of Fire in the Inert Gas Room, Emergency Generator Room or Incinerator Room
WARNING !
a) Open the cabinet door at the entrance to the respective space.
b) The protected space vent fan will stop and the horns will operate.
c) Ensure that all personnel have left the protected area. Close all doors, hatches and fire flaps.
d) Remove safety pin.
e) Pull down the lever on the manual actuator by hand.
f) Allow time for the CO2 to extinguish the fire and the space to cool down.
g) Do not reopen the space until all reasonable precautions have been taken to ascertain that the fire
is out. Premature opening could cause re-ignition if oxygen contacts hot combustible material.
h) Do not enter the space without breathing apparatus until the space has been thoroughly ventilated
and the atmosphere proved safe.
Alarms for Engine Room and Pump Room System
Should any cylinder discharge accidentally, it will pressurise the main line up to the stop valve. This line is
monitored by a pressure switch which will activate the CO2 alarms. Over pressure of the main line is
prevented by a safety valve, which will vent the gas to atmosphere.
The pressure of the control air in the release cabinets is monitored by a pressure switch. A drop in pressure
will activate the PILOT AIR PRESSURE LOW alarm in the Control Room.
Should the system power supply fail, the CO2 POWER FAILURE alarm will operate in the Control Room.
Draft Issue 1 4.2 CO2 Flooding System Page 3

Illustration4.3 a Fire Detection System
Central Unit Panel
Salwico CS3000
POWER ON
FIRE SEC 6 DET 13 1 (1) DISCONNECTION
FIRE 6 13 CREW CABIN 754 TEST......

ALARM TRANSFER
SECTION DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT
ALARM
EXTERNAL
4 5 6 D DETECTOR EC CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET SMOKE ALARM
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel
Fire Detection System


4.3 Fire Detection System
Maker: Consilium Marine.

Type: CS 3004 Salwico Fire Detection System.
The equipment consists of:

Central Panel and Repeater Panel
Ion Chamber Smoke Detectors for Dry Spaces
Ion Chamber Smoke Detectors for Wet Spaces
Ion Chamber Smoke Detectors, Intrinsically Safe
Rate of Rise Heat Detectors
UV-Type Flame Detectors
Door Holding Magnets for Fire Doors
Manual Call and General Alarm Call Points
General Description
The CS3004 Fire Detection system is a computerised, fully addressable analogue fire alarm system with
analogue detectors. The complete fire alarm system, including fire alarm panel, operating panel, control unit
and power supply, is contained in a central cabinet in the wheel house. Four detector loops are connected to the
system. Two console mounted remote repeater panels are included in the system mounted at the fire control
centre and the cargo and engine control room.
The central unit is designed to be user and service friendly. The functions have been divided into four levels to
make it easier for operators with different system knowledge to handle it. The lowest level, Level 1, should be
used by an untrained operator and the highest level, Level 4, should be used by a Service Engineer. Level 4
will provide the Service Engineer with complete information about the status of the system. Each level to be
accessed will require a different pass number to be entered. The system guides the operator through all levels
with instructions on a four-line display. Additional texts can be defined for each detector or loop unit, i.e.
information about the exact location of a unit. The operator can easily change the text.
The Salwico CS3004 comprises a wide range of detectors and sensors to suit different needs and conditions. It
includes detectors for different alarm parameters, like smoke, heat and flames. Manual call points, short circuit
isolators and timers are connected to the loop where required. A fault in the system or a false alarm is detected
immediately since the function of the detectors and other installed loop units are automatically and
continuously tested. The digital outputs of the system can be used to control doors, hatches, ventilation
systems, sprinklers etc.
Central Unit Panel
The central unit panel is divided into two parts, the Fire alarm panel and the Operating panel. The Fire alarm
panel is activated when there is a fire alarm in the system. The operator verifies and supervises the system by
using the different keys and the display on the Operating panel.
Fire Alarm Panel
The Fire alarm panel is activated when a fire alarm is detected on the system. The FIRE indicator flashes and
the section number and detector address in alarm are displayed on the numeric display.
4.3 Fire Detection System Page 1 Draft Issue 1


Keys Operation
ALARM MUTE : This key is used to acknowledge the fire alarm and mute the buzzers.
ALARM RESET : This key is used to reset the fire alarm.
ALARMS IN QUEUE : L.E.D.s indicate multiple alarms which can be scrolled through using this key
Each alarm is listed in the alpha-numeric display.
Indicators Description
EXT. CONTROL LED indicating that an external control output is active.
ACTIVATED
SECTION/DETECTOR LED indicating that an alarm reset has been attempted but failed.
NOT RESET (Detector still in alarm)
Operating Panel
The Operating panel is used for controlling the system and to display extra information in case of a fire alarm.
The alpha-numeric display is used as a complement to the numeric display on the Fire Alarm panel, as a
communication media when operating the system and to display guiding texts for the function keys. Under
normal conditions, when the central unit is in normal status, the text ‘Salwico CS3004’ is displayed together
with the date and time.
Keys Operation
F1, F2, F3, F4 Function keys, used for choosing functions from the menus in the display and
for entering certain characters with no keys of their own.
0-9 Numeric keys.
Correction key The last key stroke is erased.
Return key The system returns to normal status, ‘Salwico CS30004’ is displayed.
S, D, SD, EA, AD Command keys used to choose the unit (section/detector no. etc) to operate.
MUTE Fault handling key used to acknowledge faults and to mute the buzzers.
RESET Fault handling key used to reset the faults.
ON, OFF, TIMER Operation keys used to choose the operation to perform.
LIST List handling keys, the LIST key is used to open the list function. The arrow
keys are used to scroll through the lists.
Indicators Description
POWER ON Illuminated when the power is on.
DISCONNECTION General disconnection of detectors indicator.
TEST Is lit when the central unit is in test mode.
ALARM TRANSFER Is lit when the dedicated fire output is activated (steady light) and is flashing
when the door is open, the fire output is deactivated.
EXTERNAL ALARM Is lit when an external alarm output is disconnected or faulty.
DELAY OFF Is lit when the time delay is deactivated.
SYSTEM FAULT Is lit when a fault occurs in the system.
ABNORMAL COND Is lit when an abnormal condition has occurred.
Draft Issue 1 4.3 Fire Detection System Page 2


Operation
Detection of a Fire Alarm:

FIRE Lamp is Flashing: A fire alarm is detected in the system.
a) Press ALARM MUTE, to mute and acknowledge the fire alarm.

b) The FIRE indicator stops blinking and becomes steady red. The audible fire alarm, including the
internal buzzer, is temporarily silenced when the door is opened and is permanently silenced when
the ALARM MUTE is pressed.
c) The section number and detector address in alarm are displayed on the fire alarm panel and on the
alphanumeric display on the operating panel.
d) The section number and the detector address are displayed on the first line and additional
information about the location is displayed on the second line, if provided.
ALARMS IN QUEUE Lamp is Flashing

There is more than one fire alarm in the system.
a) Press ALARM MUTE repeatedly, to mute and acknowledge all the fire alarms.
b) The FIRE and ALARMS IN QUEUE indicators stop flashing and become steady red when all the
fire alarms are muted. The audible fire alarm, including the internal buzzer, is temporarily
silenced when the door is opened and is permanently silenced when theALARM MUTE is
pressed.
c) The section number and detector address in alarm are displayed on the fire alarm panel and on the
alphanumeric display on the operating panel.
d) The address of the first fire alarm is displayed on the first line and additional information about
the alarming unit is displayed on the second line, if provided. The address of the latest fire alarm
is displayed on the third line and additional information about this unit is displayed on the fourth
line. The total number of fire alarms is shown to the right on line one.
e) Press the ALARMS IN QUEUE button to display the next fire alarm.
f) The second fire alarm address is displayed both on the fire alarm panel and on the alpha-
numerical display. The fire alarm is presented on the two first lines on the display. Five seconds
after pressing ALARMS IN QUEUE, the first fire alarm is displayed again.
g) If ALARMS IN QUEUE is pressed when the last fire alarm is displayed, the first fire alarm is
displayed again and the ALARMS IN QUEUE indicator goes out for 5 seconds.
Reset Fire Alarm
Only one fire alarm can be reset at a time, i.e. the displayed fire alarm.
a) Press ALARMS IN QUEUE repeatedly to select the appropriate fire alarm.
b) Press ALARM RESET to reset the fire alarm.
c) The system tries to reset the fire alarm.


d) When a fire alarm is reset it disappears from the display and the fire alarm is moved to the fire
alarm history list. The next fire alarm is then displayed or if there are no more fire alarms the
system returns to normal status, ‘Salwico CS3004’ is displayed with date and time.
e) If the fire alarm does not reset, the reason is displayed on line three. The indicator
SECTION/DET NOT RESET is displayed. This could be because the detector still detects high
levels of smoke, fumes and/or ionisation etc. The actual detector may also be faulty and should be
investigated.
Fire Alarms That Do Not Reset
A detector that cannot be reset can be listed in two ways. Press the LIST or ALARMS IN QUEUE key.
The ALARMS IN QUEUE key can only list the non-resettable fire alarms if all fire alarms are acknowledged
and reset (ie the ALARMS IN QUEUE LEDs are not lit) and if all faults are acknowledged. If this is not the
case, the ALARMS IN QUEUE key will only list the fire alarms that are not reset.
a) Press ALARMS IN QUEUE repeatedly to select the appropriate fire alarm.
The fire alarm address is displayed on the fire alarm panel and the operating panel alpha-numeric display.
b) Press ALARM RESET. The system tries to reset the fire alarm.
If no key is depressed for about 60 seconds the display returns to the first non-resettable fire alarm. If the fire
alarm is reset it disappears from the display and from the fire alarm list. The display then returns to the next
fire alarm or if there are no more fire alarms it returns to normal status, ‘Salwico CS3004’ is displayed. If the
alarm does not reset, the reason is displayed on line three. The problem should be investigated. The non
resettable fire alarm is displayed again.
The LIST Key can always be used regardless of system status. Pressing LIST shows the fire alarms one by one
on the first line of the alphanumeric display. They can then be reset in the normal way one by one. If the alarm
does not reset, the reason is displayed on line three. The problem should be investigated. The not resettable
fire alarm is displayed again.
Fault Indication
The FAULT indicator is flashing and the internal buzzer is sounding. One or more faults are detected in the
system and the latest fault is displayed on the alpha-numeric display. The first line displays the word FAULT, a
fault code followed by the section number, the detector address, and a fault message. Additional text is
displayed on line two, if provided. (The fault codes are listed in the manufacturers manual)
Only one fault can be acknowledged at a time. The internal buzzer is temporarily silenced when the door is
opened. Press M in the FAULT field to acknowledge the fault and mute the buzzer.
The FAULT indication stops flashing and becomes steady yellow. The internal buzzer is permanently silenced.
The fault is placed in a fault list and the alpha-numeric display is erased. The next fault is displayed if there
are more faults. Otherwise the display is erased and it returns to its previous status. The number of faults in the
system and the order they occurred is displayed on line three. The Fault list can be scrolled through by using
the up and down arrow keys.
To Reset Faults
a) Press LIST to open the list function, (faults can only be reset from the fault list).

b) Press F2 to select the Fault list.
c) The latest fault is always displayed first. The fault list can be scrolled through using the list key.
The LED on the arrow key is lit if there are more faults to be listed.
d) Press the arrow keys until the appropriate fault is displayed.
e) Press R in the FAULT field to reset the fault. The system attempts to reset the fault.
f) The fault is reset if it disappears from the list. The next fault is displayed after about 5 seconds. If
the fault list is empty, the text LIST EMPTY is displayed, and the system returns to normal status,
‘Salwico CS3004’ is displayed.
g) If the fault is not reset, the reason is displayed on line three. Investigation is required.
Disconnections
Different parts of the fire alarm system can be disconnected such as sections, detectors, manual call points,
section units, alarm devices, external control devices and loops. This can be useful when there is welding in a
particular section or removal of detectors is required due to structural shipboard work etc. A whole section can
be disconnected permanently or for a defined time interval using the timer function. The disconnected section
can only be reconnected from the ‘Disconnections’ list.
When operating the system a mistake can be corrected using the BACK key to erase one step at a time
backwards. To interrupt the disconnection function and return to normal status, press the RETURN key . The
system returns to normal status and ‘Salwico CS3004’ is indicated.
Disconnection Process
a) Press S to select section.
b) Enter a section number.
c) The section menu is displayed.
d) Press OFF to disconnect the section.
e) When the section is disconnected the text on line three is changed to ORDER DONE.
f) The DISCONNECTION LED is lit if this is the first active disconnection in the system.
g) A message is displayed on line three, for about five seconds, if the system can not disconnect the
section. The system then returns to the previous menu.
h) Continue to define the next disconnection or,s if finished, return to normal by pressing RETURN.
Disconnecting a Section for a Specified Time Interval
All detectors and manual call points in a section may be disconnected for a specified time interval. The
maximum disconnection time is 24 hours. The section is automatically reconnected when the disconnecting
time has elapsed. The section may be reconnected before the time has elapsed, using the ‘Disconnection’ list.
a) Press S to select section.


b) Enter a section number.
c) Press TIMER to select the timer function.
d) Enter the time as HH:MM.
e) The number is zero-filled from the left, i.e., 2 becomes 02, etc., if less than two digits is given for
hour and minute. Please note the colon (:) as separator between each item, present on the F1 key.
Allowed time interval is 00:00 - 23:59.
f) Press OFF. The section is now disconnected for the specified time and the text on line three is
changed to ORDER DONE. The DISCONNECTION LED is lit if this is the first active
disconnection in the system. After about five seconds the display returns to the previous menu.
g) A message is displayed on line three, for about five seconds, if the system cannot disconnect the
section. The system thereafter returns to the previous menu.
h) Continue with the next connection or return to normal status.

One detector, a group of detectors, or all detectors in a section can be disconnected. The type of detectors,
smoke or heat detectors can also be specified. The manual call points are not affected.
Reconnecting disconnected units can only be achieved by listing the units and changing the status of the unit.
Set Date
This function changes the system date. The date must be entered as YYMMDD. The access level of the
system must be two or higher.
a) Press F4 (MENU) three times, Press F2 (SET DATE).
b) Enter a six-digit number, two digits each for year, month and day in that order.
c) Press F1 (READY).
d) The system checks the date and only accepts a correct date. If the date is not accepted, erase the
date with the BACK key and enter a new date. The new date is displayed for 5 seconds thereafter
the system returns to normal status and ‘Salwico CS3004’ is displayed.
Set Time
This function changes the system clock. The time must be entered as hours, minutes, seconds on a 24-hour
clock. The colon is used as a separator between each item, the colon is present on function key F1 when
needed. The access level of the system must be two or higher.
a) Press F4 (MENU) three times, Press F1 (SET TIME)
b) Enter a two digit number for hours. Press F1 (:), repeat for minutes and seconds.
c) Press F1 (READY).
d) If the time interval is correct the system clock is changed and the text TIME CHANGED is
displayed. After 5 seconds the system returns to normal and ‘Salwico CS3004’ is displayed.

Illustration 4.4a Quick Closing Valve System

No. 1/2
AC023 Exh. Louvre
PI PAL
1318
Control
Lever No. 1/3
AC024 Supply Fan
No. 2
No. 2/4
Fire Damper AC025 Supply Fan
Wire Rope
No. 1 Control Panel Emergency
Air (Outside Room)
Generator Room
Receiver
AC026 Purifier Room
Fire Control Station
Emergency
Generator D.O.
AC031 M.S.B. Room Service Tank
Waste Oil
Service Tank
OF351 OD371
AC032 Incinerator Room
Inciner. D.O.
Serv. Tank
OD351
From Control Air
Service Line
G/E L.O. G/E L.O. No.2 M/E L.O. No.1 M/E L.O. M/E L.O. Cyl. Oil No.1 Cyl. Oil No.2 Cyl. Oil Turbine L.O.
Storage Tank Settling Tank Storage Tank Storage Tank Settling Tank Measuring Tank Storage Tank Storage Tank Storage Tank
OL004 OL005 OL002 OL001 OL003 OL208 OL204 OL203 OL191
D.O. D.O. H.F.O. No.1 H.F.O. No.1 H.F.O.

Storage Tank Service Tank Service Tank Settling Tank Settling Tank
OD051 OD101 OF201 OF101 OF052 OF051
OD001 OD052
No.1 H.F.O. No.2 H.F.O. No.1 H.F.O. No.2 H.F.O.

Storage Tank Storage Tank Storage Tank Storage Tank
Port Port Starboard Starboard KEY
Air
OF001 OF002 OF003 OF004
Quick Closing Valve System


4.4 Quick Closing and Remote Closing Valve System
Introduction
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil could flow to feed a fire, are
equipped with air operated quick closing valves, which are controlled from the fire control station. They are
supplied from an air reservoir situated at the fire control station which is supplied through a non-return valve
from the compressed air system from the Engine Room at a pressure of 7kg/cm2. The reservoir is fitted with a
low pressure alarm transmitter.
The tanks are grouped into two systems with one valve operation for each system. In normal operation the
supply to each group of tanks is vented to atmosphere, but when the cock is opened air is supplied to a piston
which collapses the bridge of the valve.
The valves are reset by venting the air supply and operating the valve handwheel in a close direction to reset
the bridge mechanism and then opening the valve in the normal way.
The fire dampers fitted to various rooms, which can also be closed to prevent the spread of fire, are
pneumatically operated. They are supplied through a three-way cock directly from the air inlet line to the quick
closing valve air reservoir. As above, the cock is normally in a vented condition, but will allow air to flow to
all the dampers when it is opened. The main supply and exhaust fans dampers will immediately close on the
operation of this cock, but the main purifier, M.S.B and incinerator rooms have individual cocks fitted which
must be opened before these dampers will close.
The main sea water suction and overboard valves are opened and closed remotely from the hydraulic control
station.
The emergency generator diesel oil tank quick closing valve is operated by a directly connected wire from
outside the emergency generator room.
Oil Tank Quick Closing Valves
Manifold 1 (Lower Cock)

Tank Valve Description Valve
Waste Oil Service Tank Outlet Valve OF351
Incinerator D.O. Service Tank Outlet Valve OD351
Generator Engine L.O. Storage Tank Outlet Valve OL004
Generator Engine L.O. Settling Tank Outlet Valve OL005
M.E. L.O. Storage Tank No.2 Outlet Valve OL002
M.E. L.O. Storage Tank No.1 Outlet Valve OL001
M.E. L.O. Settling Tank Outlet Valve OL003
Cylinder Oil Measuring Tank Outlet Valve OL208
Cylinder Oil Storage Tank No.2 Outlet Valve OL204
Cylinder Oil Storage Tank No.1 Outlet Valve OL203
Turbine L.O. Storage Tank Outlet Valve OL191
D.O. Storage Tank Outlet to D.O. Transfer Pumps OD001
D.O. Storage Tank Outlet to CJC Filter OD052
D.O. Service Tank Outlet to CJC Filter OD051
D.O. Service Tank Outlet to M.E./G.E./Boiler Services OD101
H.F.O. Service Tank Outlet to Boiler/M.E. OF201
H.F.O. Settling Tank No.2 Outlet to Purifiers OF052
4.4 Quick Closing and Remote Closing Valve System Page 1 Draft Issue 1

No.1 H.F.O. Storage Tank Port Outlet Valve OF001
No.2 H.F.O. Storage Tank Port Outlet Valve OF002
No.1 H.F.O. Storage Tank Starboard Outlet Valve OF003
No.2 H.F.O. Storage Tank Starboard Outlet Valve OF004
Manifold 2 (Upper Cock)

H.F.O. Service Tank Outlet to Generator Engines OF101
H.F.O. Settling Tank No.1 Outlet to Purifiers OF051
Fire Damper Control Panel

Open Main Air Line Valve to Dampers XXXX
Open Line Valve to No.1 & 2 Exhaust Louvres AC023
Open Line Valve to No.1 & 2 Supply Fans AC024
Open Line Valve to No.3 & 4 Supply Fans AC025
Open Line Valve to Purifier Room Dampers AC026
Open Line Valve to M.S.B. Room Dampers AC031
Open Line Valve to Incinerator Room Dampers AC032
a) Open the air line master valve. Open the line cock, this will immediately close the exhaust and
supply fan’s dampers.
b) Close the individual line cocks as required to close the purifier/M.S.B/incinerator room’s
dampers.
Remote Opening and Closing Valves
Hydraulically operated sea valves are operated remotely from the control station.
Valve Description Valve

High sea chest (port) sea water suction WS001
Low sea chest (starboard) sea water suction WS002
Vacuum condenser sea water overboard WS054
Draft Issue 1 4.4 Quick Closing and Remote Closing Valve System Page 2

4.5 Emergency stops
Emergency Group ES1A: F.O. Pumps and E.R. Fans
Location of emergency stops: Fire Control Centre

No.1 Packaged air cond. unit M.S.B. room No.4 L.G.S.P. (purifiers)
Boiler control panel Incinerator
No.1 boiler F.D. fan No.1 M.E. H.F.O. supply pump
No.1 M.E. H.F.O boost pump No.1 Generator H.F.O. supply pump
No.1 Generator H.F.O. boost pump No.1 M.E. auxiliary blower
No.1 Main L.O. pump No.1 Main engine camshaft L.O. pump
No.1 Stern tube L.O. pump No.2 E.R. vent fan
No.1 Generator L.O. priming pump
Emergency Group ES1B: F.O. Pumps and E.R. Fans
Location of emergency stops: Fire Control Centre

No.2 Packaged air cond. unit M.S.B. room No.4 L.G.S.P.
No.9 L.G.S.P. No.8 L.G.S.P.
Boiler control panel Generator emergency M.D.O. booster pump
Oily water separator Sludge pump
E.R. bilge pump Aft stern tube seal tank L.O. pump
Packaged air cond. unit E.R. workshop Welding space fan starter
Exhaust gas economiser room fan No.2 boiler F.D. fan
No.2 M.E. H.F.O. supply pump No.2 M.E. H.F.O boost pump
No.2 Generator H.F.O. supply pump No.2 Generator H.F.O. boost pump
No.2 M.E. auxiliary blower No.2 Main L.O. pump
No.2 Main engine camshaft L.O. pump No.1 stern tube L.O. pump
No.3 E.R. vent fan No.4 E.R. vent fan
No.2 Generator L.O. priming pump No.3 Generator L.O. priming pump
No.1 E.R. vent fan
Emergency group ES2A: Accom. fans and V/V Hydraulics
Location of emergency stops: Fire Control Centre and Wheel house

No.1 fwd. hydraulic deck machinery pump No.2 aft hydraulic deck machinery pump
No.3 fwd hydraulic deck machinery pump No.1 I.G.S. main fan
No.3 G.S.P. No.1 Hydraulic power pack
4.5 Emergency stops Page 1 Draft Issue 1


Emergency group ES2B: Accom. fans and V/V Hydraulics
Location of emergency stops: Fire Control Centre and Wheelhouse

No.1 aft hydraulic deck machinery pump No.2 for. hydraulic deck machinery pump
No.3 aft hydraulic deck machinery pump No.2 I.G.S. main fan
I.G.G. topping up fan No.1 Hydraulic power pack
Ship side hydraulic valve C/P S/G room and emer. fire pump room exhaust fan
S/G room and emer. fire pump room supply fan Emergency generator room fan
No.2 air handling unit
Emergency group ES3: E/R CO2
Location of emergency stops: Fire Control Centre and CO2 Room

No.1 Packaged air cond. unit M.S.B. room No.1 boiler F.D. fan
No.1 M.E. auxiliary blower No.2 Packaged air cond. unit M.S.B. room
No.2 boiler F.D. fan No.2 M.E. auxiliary blower
No.8 G.S.P. No.2 E.R. vent fan
No.3 E.R. vent fan No.4 E.R. vent fan
No.1 E.R. vent fan Purifier room exhaust fan
Packaged air cond. unit E/R workshop Welding space exhaust fan
Exhaust gas economiser room fan Incinerator
Emergency group ES4: Pump Room CO2
Location of emergency stops: Fire Control Centre and CO2 Room

No.1 cargo room fan No.2 cargo room fan
Emergency group ES5: Galley and Laundry
Location of emergency stops: Galley Entrance

Galley and Laundry 440V A.C. Galley and Laundry 220V A.C.
Emergency group ES6: Main switchboard room
Location of emergency stops: CO2 Room

No.1 packaged air cond. unit No.2 packaged air cond. unit
s
Emergency group ES7: Purifier Room

Purifier exhaust fan
Emergency group ES8: Purifier Room

Emergency generator room exhaust fan.
Draft Issue 1 4.5 Emergency stops Page 2

Awaiting Information
Escape Routes
Illustration 5.1a Flooding in Engine Room
Procedure
Is engine room Bilge Transfer pump running? Normal Priority
Urgent Priority
NO
YES
Start pump Level still rising. Level not rising.
Open the Emergency Bilge suction valve Find and isolate the source of ingress of
Is pump pumping?
BM014V for No.3 Main Cooling Sea water.
Water pump and discharge directly Restrict the rate of entry by any means
overboard. available, such as shoring, bandaging or
YES caulking, if the source of water cannot be
NO
isolated by valves.
Check the following : Level rising.

1. Position of all valves, particularly
any extra suction valve which may be Inflow of water is exceeding the
open. capacity of the pump
2. Pump or bilge suction strainer is Level still rising. Level not rising.
not choked. Start Bilge Fire and G.S. pump taking
suction from the bilge system.
If pump does not pump proceed to Find and isolate the source of ingress of
next task. Is pump pumping? water.
Restrict the rate of entry by any means
NO YES available, such as shoring, bandaging or
Advise the bridge.
Start Bilge Fire and G.S. pump taking caulking, if the source of water cannot be
Stop the main engine and secure against
suction from the bilge system. isolated by valves.
the ingress of water.
Level rising.
Isolate equipment from the main
Is pump pumping? switchboard before the equipment is
Start Bilge Fire and Ballast pump flooded.
taking suction from bilge system. Before the sea water pumps are flooded,
Level not rising.
it will be necessary to shut down the
NO YES Is pump pumping?
boiler, stop the main generators and start
Find and isolate the source of ingress the emergency diesel generator.
NO YES Secure the boiler against the ingress of
Check as for engine of water.
room bilge pump. Restrict the rate of entry by any water.
If pump does not Level rising means available, such as shoring, Secure the main feed pumps and main
pump proceed to next bandaging or caulking, if the source generators against the ingress of water.
task. Summon assistance using the of water cannot be isolated by valves.
engineers call bell.
Flooding in Engine Room


5.1 Flooding in Engine Room
Flooding in the engine room may occur due to a defect in the hull structure, possibly due to grounding,
berthing or collision damage, or, more likely, due to a defect in the sea water pipeline system.
The following steps can prevent or alleviate flooding problems:
Maintain pipelines externally, tighten slack supports and replace broken 'U' bolts on pipe brackets to minimise
fretting in way of supports.
Operate all ship’s side valves regularly, so that they can be operated easily when required. Valves such as fire
pump suction valves, which are normally open, should be closed regularly to prevent a build up of marine
growth.
Before opening seawater filters for cleaning, make sure the shut off valves are tight by opening the vent in the
cover. In any case break the cover joint before removing all cover bolts. The same applies when opening
coolers and pipelines anywhere in the system.
Personnel should be familiar with the position of bilge suctions and the pumps that can be utilised for bilge
pumping duties. They should also be familiar with the position of main sea suction and overboard valves and
know which main suction is currently in use.
The emergency bilge suction valve should be operated on a regular basis. Double bottom sounding pipe cocks
and caps should be secured after use.
Pumps available for bilge pumping duties:
No.1 Bilge Fire and General Service Pump:

Can take suction from the bilge main and has its own direct suction in the port forward bilge well.
No.2 Bilge Fire and General Service Pump:

Takes suction from the bilge main.
E.R. Bilge Pump:

Takes suction from the bilge main and the bilge holding tank.
Oily Water Separator:

Takes suction from the bilge main and the bilge holding tank.
No.1 Main Cooling Sea Water Pump:

Takes suction from its own emergency bilge suction, which is operated by an extended spindle from floor plate
level.
The main sea suction valves, high and low suction, are locally operated hydraulic valves. They can be operated
from floor plate level or the second deck. Similarly the main overboard valve from the vacuum condenser can
be operated from the floor plate level or the second deck.
5.1 Flooding in Engine Room Page 1 Draft Issue 1

Illustration 5.2a Emergency Operation of Main Engine

Start
Pull Rod Connection 101

from Governor Stop
B Stop Indicator 102
100
105
Pull Rod Connection

A
From Governor
Emergency Control
C
Indicator
Blocking Arm
"Normal Control" Position
B
B
B Stop Indicator
Hollow Shaft Connected to

Regulating Hand wheel on
Emergency Console P
Keys and Keyways

Shaft Connected to
Regulating Arms on
Fuel Pumps
Remote Blocking
Arm
Emergency
P Impact Hand wheel
Plate Connected to Plate Connected Plate Connected to

Regulating Hand wheel to Governor Regulating Shaft
Emergency Control Emergency Control Mechanism Normal Control Main Engine Emergency Control Stand
Emergency Operation of Main Engine

5.2 Emergency Operation of Main Engine
Emergency Control from Engine Side
See illustrations 5.2a, 2.1.2a, 2.1.2b
In the event of the breakdown of the normal pneumatic manoeuvring system, the governor or its electronics, or
if, for other reasons, direct index-control is required, the engine can be operated from the emergency console
on the engine side.
Changeover with Engine Stopped:
a) Check that valve (105), which is the ‘telegraph handle’ of the emergency control system, is in the
required position.
(Note ! Reversing to a new direction is only possible when STOP valve (102) is activated.)
b) Turn the handle ‘A’ anti-clockwise to free the regulating handwheel ‘B’.
c) Put the blocking arm in the emergency position.
d) Turn the handwheel ‘B’ to move the innermost lever of the change over mechanism ‘C’ to a
position where the impact handwheel ‘P’ is able to enter the tapered slots in both levers. Quickly,
turn the impact handwheel ‘P’ anti-clockwise. This causes disconnection of the governor and
connection of the regulating handwheel ‘B’ to the fuel pumps.
e) Change the position of valve (100) from Normal to Emergency. Air supply is now led to the
valves of the manoeuvring system for emergency running.
f) Ready for start. Start is described in section 2.1.2
Note !: Always keep the threads of the change over mechanism well lubricated.
Change over with a running engine:
a) Reduce the engine load to max. 80% of MCR.
b) Check that the position of reversing valve (105) corresponds to the present running direction.
c) Move the regulating handwheel to bring the tapered slots of the change over mechanism in
position opposite each other.
d) Put the blocking arm in emergency position.
e) Quickly, move the impact handwheel to the opposite position. This will disconnect the fuel
pumps from the governor and connect them to the regulating handle fitted on the emergency
console.
f) Move the change over valve (100) to the emergency position. This vents valve (80) and leads
control air to the valves in the emergency console.
g) If STOP valve (102) is not deactivated, the engine now receives a STOP order.
Draft Issue 1 5.2 Emergency Operation of Main Engine Page 1


h) Activate START valve (101) briefly. This air impulse deactivates STOP valve (102).
i) Set the engine speed directly with the regulating handwheel.
(Note ! When the governor is disengaged, the engine is still protected against overspeed by the electric
overspeed trip, i.e. the engine is stopped automatically if the revolutions increase to the overspeed setting.)
The overspeed shut-down can only be reset by moving the regulating handwheel to the STOP position.
Manoeuvring must therefore be carried out very carefully, especially when navigating in rough weather.
5.2 Emergency Operation of Main Engine Page 1 Draft Issue 1

Awaiting Photograph
Emergency Steering
5.3. Emergency Steering
General Description
(See Illustration 2.11b)
The steering gear consists of a tiller turned by a 2 ram/4 cylinder hydraulic system that in turn is driven by two
electric motors. In accordance with IMO regulations the pumps, hydraulic power circuits and rams can operate
as two isolated systems.
The steering gear is fitted with a SAFEMATIC safety system. This system is used to isolate the hydraulic
power circuits in the event of a hydraulic oil loss from the oil expansion tank.
In accordance with IMO regulations, the hydraulic pumps used in the steering gear are supplied with power
from two independent sources. In the event of power failure from the main switchboard, one pump can be
supplied from the Emergency Switchboard.
Operation of Steering Gear on Loss of Bridge Control
a) On loss of steering gear control from the bridge, establish communication with the bridge via the
telephone system. A telephone is located in steering gear compartment.
b) Isolate the steering gear pilot valves from the bridge control signals at the hydraulic pump control
cabinet.
c) Position the steering gear by manual control of the pilot valves located at each pump unit as
directed by the bridge.
Mode of Operation C1 C2 C3 C4 P1 P2 P3 P4 U1
Normal Operation
O O O O O O O O X
With 4 Cylinders
With Cylinders 1+2
O O O O X X O O O
(Pump 1) Starboard
With Cylinders 3+4 O O O O O O X X O
(Pump 2) Port
Filling the System
O O O O O O O O O
With Oil
Venting of Pump Units
O O O O O O O O O
and Cylinders
Fixing the Rudder in
X X X X X X X X X
its Position
O = Valve Open X = Valve Closed
Table 5.3a Operating Mode Valve Positions
(Note ! Indication of the rudder angle and a compass repeater are provided for manual control of the
steering gear.)
Emergency Condition Due to Serious Oil Leakage
a) In the event of a major oil leakage from the system the SAFEMATIC system will come into
operation. The faulty hydraulic system is isolated and an alarm is raised on the bridge control
panel. The second unit will now have been started automatically by the low hydraulic pressure
switch in the system.
Draft Issue 1 5.3. Emergency Steering Page 1


b) Due to the steering gear operating at reduced torque, the ship’s speed should now be reduced to
60% of normal and any rudder turns exceeding 15° to be made in emergency cases only.
c) The faulty hydraulic system should now be isolated manually by operating the local control
valves. See table 5.3a.
d). The SAFEMATIC control on the bridge should now be turned off.
e) After the defect has been remedied and the hydraulic fluid topped up, reset the local stop valves
for normal operation. The SAFEMATIC control can now be turned on again.
Operation of Steering Gear Locally
a) Contact the bridge via telephone
b) Disconnect the solenoid coils from the auto pilot control valve block
c) Operate solenoid valves manually with the push buttons port/starboard according to instructions
from the bridge.
5.3. Emergency Steering Page 2 Draft Issue 1

Illustration 5.4a Emergency Fire Pump
Onto Aft Section

Key of Fire Main
Extracted Air
Air Exhaust Motor
FD543 ZT508
Steering Gear
Floor Plate Level
Air Exhaust
Steam
Vacuum Pump
ST601
Circulating Water Tank

Weed
FD546
Blow
Replenishing Water
PI Emergency PI
Fire Pump
72 m3/h
FD544
Auto Cylinder
FD
556
Air Extraction
Screw Down Check Valve
Emergency Fire Pump Room
Overflow
Float Valve
Pump
FD
501
Suction
Sea
Chest
Key
Discharge
Sea Water
Fire Main
Steam
Emergency Fire Pump

5.4 Emergency Fire Pump Operation
(See illustration 5.4a)
The emergency fire pump is located in the emergency fire pump room, accessed from the steering gear
compartment. The pump is fed from the Emergency Generator 440V Feeder Panel via isolation breaker
EP002. Starting and stopping of the pump can take place from four locations;
Locally at the pump
From the steering gear deck at the top of the well in which the pump is located, containing an
isolation switch and ammeter load indicator
In the foam/fire control room, on the emergency stop control panel
The bridge, on the forward face of the starboard partition
The emergency fire pump draws from an independent sea water chest, in which the pump suction valve
FD501F and discharge valve FD544F, are always maintained in an open position. The pump discharges into
the aft section of the fire main.
The pump and suction valves should be operated and lubricated weekly.
The pump suction line can be proved clear by use of the steam blowing line.
Specification
Emergency Fire Pump
Manuf: Teikoku
Model: 250-2SVR-Bm-NV-F
Type: Vertical centrifugal
Capacity: 450m3/hour X 90 MWC
Draft Issue 1 5.4 Emergency Fire Pump Operation Page 1


5.5 Fire in Engine Room
If a fire should occur in the engine room:
General
a) Sound the fire alarm and muster the crew.
b) If personnel are missing, consider the possibility of searching in the fire area.
c) Determine the location of the fire, what is burning, the direction of spread, and the possibility of
controlling the fire.
d) If there is the least doubt whether the fire can be controlled by ship's crew, inform of the situation
on the distress frequencies.
e) If the fire fighting capacity is limited, give priority to fire limitation until the situation is clarified.
f) If substances which are on fire, or close to a fire, may emit poisonous gases or explode, direct the
crew to a safe position before actions are organised.
g) Establish the vessel’s position and update the communication centre.
h) If any person is seriously injured, request assistance from the nearest rescue centre.
In Port
i) Activate the emergency shutdown system in agreement with the terminal duty personnel.
j) Conduct a crew check.
k) Organise crew for fighting the fire.
l) Inform the local fire brigade even though the fire appears to be under control.
m) If personnel are missing, consider the possibility of searching in the fire area.
n) Close all accessible openings and hatches to prevent the fire spreading.
o) Prepare to disconnect the cargo hoses if required.
p) Prepare to vacate the berth if required.
q) If there is a danger of the release of poisonous gases or of explosion consider part or total ship
abandonment. Ship drawings, cargo plans etc. should be taken ashore. A crew check is to be
carried out.
r) Consider using the fixed extinguishing systems, depending on extent of fire.
s) On arrival of the fire brigade inform the Chief Fireman of:

Any personnel missing
Assumed location of fire
5.5 Fire in Engine Room Page 1 Draft Issue 1


What is assumed to be burning
Any conditions that may constitute a hazard
t) Assist the chief fireman with information and orientation, by means of drawings and plans
If the fixed fire extinguishing system is to be used, take the following action:
Battening Down of the Engine Room
a) Stop the main engines and shut down the boilers.
b) Sound the evacuation alarm.
c) Stop all the ventilation fans.
d) Start the emergency generator and put on load.
e) Trip the quick closing valves and the engine room auxiliary machinery from the fire control
centre.
f) Count all personnel and ensure that none are in the engine room.
g) Close all fire flaps and funnel doors.
h) Close all doors to the inert gas plant and the engine room.
i) Start the emergency fire pump and pressurise the fire main.
j) Operate the CO2 system.
Draft Issue 1 5.5 Fire in Engine Room Page 2

6.1 U.M.S. 2100 System

Type: UMS 2100
The system carries out the following tasks:

Acquisition of supervision data. i.e. sensor values
Detection of alarm states i.e. illegal values or states
Announcement of detected alarms
Supervision of engineer response
Logging of alarms and events
On detection of an alarm, the system will announce this to the duty engineer and the bridge, thus making it
possible to operate the ship with ‘unmanned machinery spaces’. The alarm is not only presented as an alarm in
general but also by an alarm group. Thus the engineer can determine the nature of the alarm quickly, e.g. from
either main engine, generators, fire etc.
When the system detects an alarm, it is announced visually and audibly and on various text displays. In
response to the alarm announcement, the engineer must stop the buzzer/horn and acknowledge the alarm to
confirm that he is aware of the situation. Failure to do this will result in the system announcing the alarm in all
possible locations, to ensure that the alarm is noticed.
An alarm has four states:

Normal
Normal and not acknowledged
Present but not acknowledged
Present and acknowledged
The ECR station is the centre of the system, it is from here that the alarms must be acknowledged.
(Note ! Silencing the buzzer/horn has no significance to the alarm state. The alarm must be acknowledged in
order to avoid the ALL ENGINEERS CALL)
Alarm Cut-outs
In some cases alarms may need to be disabled, e.g. if the sensor is faulty, or if work is being carried out that
may cause undesired alarms. These can be activated at the ECR Station or the Local Operating Panel after
inserting a valid password.
WARNING !
Alarm cut-outs should only be carried out by authorised personnel
Bridge and Accommodation Alarm System
The notification of an alarm to the duty engineers takes place through the accommodation Alarm Panels
(AAPs) which are located in the cabins of the duty engineers and the public rooms, and on the Basic Alarm
Panels on the bridge.
6.1 U.M.S. 2100 System Page 1 Draft Issue 1


When an alarm occurs, the buzzer on the bridge will sound and the navigator can only silence it locally by
pressing STOP HORN on the bridge panel. This will not effect the status of the alarm anywhere else.
To select/deselect ‘unmanned machinery space’ a request is raised from the ECR panel to the bridge panel.
This may be accepted or rejected by the bridge, or withdrawn by the ECR.
Any of the AAPs located in the cabins can function as public room panels. Therefore a cabin panel not
selected on duty, can be selected to give an alert as the alarm occurs. This allows duty engineers to visit other
cabins other than their own.
Duty Engineer Watch System
When a UMS alarm sounds the duty engineer can acknowledge the alarm either in his cabin or a public room,
depending on his location.
In both cases the action is to first silence the buzzer/horn locally and then proceed to the ECR panel to silence
and acknowledge the alarm at source. Failure to acknowledge the alarm at the ECR panel within
predetermined time (typically 5 minutes) will result in an ALL ENGINEERS CALL on all panels.
A back up engineer can also be selected if necessary, in case the duty engineer does not respond to an alarm,
or if a dead man alarm is released.
UMS2100 Printer
The printer is controlled from the ECR panel and the Bridge panel. However, only the printing of reports is
possible from the Bridge. The following information can be printed:
Alarm/Event log
Data log
Alarm list
Cut-out list
Alarm/Event log
This log contains events concerning:

Alarms changing from normal to alarm and vice versa
Change of state of event channel
Channels entering and leaving cut-out states
System and configuration error messages
Entering and leaving of priviledged modes
Change of duty-engineers and ‘Unmanned Watch Station’ status
Change of system date and time
Data Log
This is a report on channels showing their current value or status.
Alarm List Report
This is a print of the content of the alarm list and it contains all the standing and acknowledged alarms in the
Draft Issue 1 6.1 U.M.S. 2100 System Page 2


system at the moment the report was ordered. It runs continually but can be interrupted for reports of other
types, such as Noon Log reports each day.
Cut-out List Report
This contains all the channels which are in the automatic or manual cut-out list state.
Operator Panels
There are 3 types of panels available:

General Operator Stations (GOS) (decribed in section 3.1)
Basic Alarm Panels (BAP)
Accommodation Alarm Panels (AAP)
BAPs are fitted at the wheelhouse, main switchboard and ECR and AAPs are fitted in engineers’ cabins and
public rooms. During the periods when the engine room is manned the alarms are announced and
acknowledged from the ECR BAP or the related GOS.
When the engine room is unmanned, the AAPs enable the system to distribute the alarm announcement to the
duty engineer’s cabin, the public rooms and the bridge.
Basic Alarm Panels(BAP)
The panel consists of the following features:

A four line LCD display with backlight
A buzzer
An alarm LED
A keyboard
Alarm Group LEDs
Accommodation Alarm Panels(AAP)
The panel consists of the following features:

A two line LCD display with backlight
A buzzer
An alarm LED
A keyboard
Alarm Group LEDs
Basic description of features

LCD display: Displays the numerical data
Buzzer: Draws the engineer’s attention to any new situation in the UMS2100
Alarm LED: Used for the indication of unacknowledged alarms
Keyboard Soft keys: The functions of these keys are shown on the display
Cursor and select keys: Used for scrolling in lists and pointing at elements
6.1 U.M.S. 2100 System Page 3 Draft Issue 1


Function keys: Enable the operator to access a unique function or mode in the UMS 2100.
When one of the keys is pressed an LED on the key will be illuminated.
Alarm Group LEDs: These display the status of ten different alarm groups via the group alarm LEDs.
Duty LED function
This is used for the following purposes:

Indication that a duty engineer has been selected
Indication that a duty call is unacknowledged
Indication that a duty selection is in progress
Automatic duty call announcement at the alarm panels
When a duty engineer has been selected, a duty call is given when a new alarm appears. The call is announced
on the panels at the following locations:
In the duty enginee’rs cabin
The public rooms
On the bridge, if ‘Unattended Engine room’ is selected
The panels react in the following way:

The buzzer flashes
The alarm LED flashes
The duty LED flashes
The duty call is acknowledged in the following ways:

By pressing the STOP HORN in the duty engineer’s cabin
By pressing the STOP HORN on the BAP
Acknowledging the alarm at the ECR
When the duty call has been acknowledged the following occurs:
All buzzers which have been started due to the duty call are stopped
The duty LED stops flashing
All engineers call
The call is announced on all the panels at the following locations:

The public rooms
On the bridge
In all cabins
In the ECR
(Note ! When an ‘all engineers call’ is initiated the buzzers cannot be stopped locally. All of the buzzers sound
until all the alarms have been acknowledged from the ECR watch station-BAP.)
Draft Issue 1 6.1 U.M.S. 2100 System Page 4


6.2 Talkback System
The talkback system fitted is a UHF radio system. There are base stations fitted at the wheelhouse and engine
and cargo control consoles. There are transmitting and receiving omnidirectional antennas fitted within the
engine room, steering gear, pump room and bosun’s store to enable access to the system using portable UHF
transceivers. The antennas are all mounted out on the open deck to enable accurate and reliable
communication. whilst identical antennas are fitted inside the rooms to receive and transmit signals to the
personnel within these rooms.
The base stations have external speakers fitted whilst the engine room has portable headset type transceivers
(headphones and microphones) to enable speech within the noisy environment.
6.3 Telephones
Automatic Telephones
The automatic telephone system is a solid state electronic telephone switching system with integrated circuit
components which ensure high quality transmission. It is fitted to provide communication throughout the
vessel. Alongside each extension is a directory of all extensions in the system. Telephones are situated in all
officer and crew cabins, including separate bedrooms, public rooms, galley, emergency generator room, fire
control station, engine room workshop, M.E. manoeuvring stations and E.R. floor. A three-digit numbering
system is used.
The exchange is supplied by the 220V system and in the event of power failure, from the 24V emergency
battery system.
Rotating lights and horns are activated in the machinery spaces when the E.R. telephones are accessed.
Interrupt Facility Operation
Individual extensions can be configured with different levels of priority. Telephones on a higher user extension
can interrupt lower priority extensions when the called party is busy. This is done as follows:
a) High priority caller hears busy tone on calling.
b) the caller makes ‘hook-flash’ (presses handset switch).
c) On confirming dial tone again, caller presses ‘5’.
d) Called party hears warning interrupt tone for 2 seconds then 3-way speech is established.
If the called party is also high priority, the caller hears the interrupt tone returned and cannot interrupt.
Paging Facility Operation
Individual extensions can be configured with the paging facility. The procedure is as follows:
a) Caller lifts handset.
b) Caller presses ‘0’.
c) After a short delay the caller hears an electronic chime which is also broadcast.
d) Caller then relays message.
6.2 Talkback System Page 1 Draft Issue 1


e) If the paging system is busy the caller hears the telephone busy tone.
Callback Facility Operation
Individual extensions are configured with the callback facility. The procedure is as follows:
a) Caller lifts the handset and calls the extension which is busy.
b) Caller makes ‘hook-flash’ (presses handset switch).
c) On confirming the dial tone again the caller presses ‘4’.
d) After a short delay the caller hears a ringback tone.
e) When the called party completes their call, the ringback tone sounds at the callers telephone.
f) Called party phone rings as normal.
Battery Telephone System
The common battery system is used for important/emergency conversation between stations. the system is
designed to supplement the automatic telephone system during normal situations or provide emergency
communication on failure of the automatic telephone system.
The equipment uses a 24V battery backed supply. The telephones themselves are of a robust drip proof and
vibration proof design to provide protection against damage.
Battery telephones are fitted in the following spaces:

No.1 Wheelhouse console
No.2 Cargo control console
No.3 Engine control console
No.4 Main switchboard room
No.5 Fire control station
No.6 Main engine manoeuvring station
No.7 Steering gear room
No.8 Emergency generator room
System Operation
To call another station:
a) Lift the handset
b) Select the required station to call by using the selector switch
c) Call the required station by pressing the push switch
d) Communicate on answer
The main engine manoeuvring station, steering gear room and emergency generator room battery telephones
are equipped with signal relays which will activate a warning bell when a call is received.
Draft Issue 1 6.3 Telephones Page 2


6.4 Public Address System
The public address system is provided to communicate important announcements throughout the vessel.
Speakers are provided in the accommodation alleyways, public rooms, working spaces and deck. There is a
facility to play a radio tuner or a cassette from the unit in the wheelhouse. The system is supplied from the
main 220V system with back up from the emergency 24V system.
A facility is provided for overriding the general alarm during announcements from the wheelhouse or ECR
according to priority.
Operation
Public addressing can be performed from the control panels installed in the wheelhouse and ECR.
Broadcasting is selected from the selection switch mounted on the control panels as follows:
OFF: Monitor speaker of control panel
DECK: All deck and external speakers
TALKBACK: Bridgewings, mooring stations, steering gear room and ECR.
ACCOM: All internal speakers in cargo control rooms, offices, passageways and working
spaces
PUBLIC SPACES: All Public spaces
MACHINERY: All speakers in machinery spaces, switchboard rooms and ECR
EMERGENCY: All public, deck and machinery spaces plus talkback speakers
General and fire alarm signals will be broadcast through all deck, accommodation and machinery speakers.
Priority
The system has automatic prioritisation as follows:

1st Emergency speech from the wheel house console overriding general/fire/various alarms
2nd Emergency speech from the wheel house P.A. control panel overriding general/fire/various alarms
3rd Emergency speech from the ECR console overriding general/fire/various alarms
4th General alarm
5th Fire alarm
6th Public addressing from the wheelhouse console
7th Auto telephone paging
8th Public addressing from the wheelhouse P.A.control panel
Paging
Paging can be performed from the automatic exchange by dialling a specific number. This allows transmitted
speech to accommodation, engine and deck areas. See section 6.3 for details.
Alarms
A switch marked AUTO G/A sends an automatic general alarm signal throughout the ship. Another switch
marked MANU G/A provides the facility to send a manual general alarm signal throughout the ship. A manual
signal will only sound for the duration of the push switch being depressed.
6.4 Public Address System Page 1 Draft Issue 1


6.5 VHF Transceivers
The ship is equipped with the following VHF transceivers:

VHF/DSC radiotelephone (two systems)
VHF radiotelephone
VHF portable GMDSS transceivers (three)
The first VHF/DSC radiotelephone is mounted on the port side of the wheel house console. The unit is fitted
with a local handset and watertight extension handsets and outdoor speakers mounted on the port and
starboard bridgewings.
The second VHF/DSC radiotelephone is mounted on the XXXX console. The unit is fitted with a local
handset and an extension handset mounted at the GMDSS console.
The third VHF radiotelephone is mounted at the wheelhouse front for pilot/tug communication etc. The unit is
fitted with a local handset only.
The VHF portable GMDSS transceivers are kept on the bridge and are for emergency GMDSS use only. They
are kept constantly on charge and are of the waterproof type.
Draft Issue 1 6.5 VHF Transceivers Page 1

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Document Title: Machinery Manual Revision: 1

Document Section 1: Date: September 1999

1: Machinery Operating Manual

Issues and Updates

Part 1: Operational Overview

1.1 To Bring Vessel into Live Condition

Part 2: Main Engine and Auxiliary Systems

2.1 Main Engine

2.2 Boilers and Steam Systems

2.3 Condensate and Feed Systems

2.4 Sea Water Systems

2.5 Fresh Water Cooling Systems

Draft Issue 1 List of Contents Page 1.

Document Section 1: Date: September 1999

2.7 Fuel Oil and Diesel Oil Transfer Systems

2.8 Lubricating Oil Systems

2.9 Bilge System

2.10 Air Systems

2.11 Steering Gear

2.12 Electrical Power Generators

2.13 Electrical Power Distribution

2.14 Accommodation Systems

List of Contents Page 2 Draft Issue 1

Document Section 1: Date: September 1999

2.1.1a Main Engine

Draft Issue 1 List of Contents Page 3

Document Section 1: Date: September 1999

Part 3: Main Machinery Control

3.1 I.M.S. System

3.2 Centralised Control Room, Console and Panels

Part 4: Emergency Systems

4.1 Fire Hydrant System

List of Contents Page 4 Draft Issue 1

Document Section 1: Date: September 1999

4.1a Fire Hydrant System

Part 5: Emergency Procedures

5.1 Flooding in Engine Room

5.1a Flooding in Engine Room

6.1 U.M.S. System

Draft Issue 1 List of Contents Page 5

Contents British Pioneer Date: September 99

BP MECHANICAL SYMBOLS AND COLOUR SCHEME

Thermostatic Temp. Duplex Strainer with

Butterfly Valve M Electric Motor Driven Y-Type Strainer FB Foam Box

Screw Down Non Return A Steam Trap With Straner

Self Closing Valve Spectacle Flange LT Cooling Water

2-Way Cock (S-Type) Reciprocating Type Pump Boss Bellowers Type

Boss With Plug Instrumentation

Hand Operated Discharge/Drain Manometer Anchor Point

Hydraulic Operated Filter Regulating Valve

Symbols and Colour Scheme

Document Section 1: Date: September 1999

Introduction Page 1 Draft Issue 1

Document Section 1: Date: September 1999

The following notices occur throughout this manual:

Draft Issue 1 Introduction Page 2

Document Section 1: Date: September 1999

Part 1: Operational Overview

Shore Supply Available No Shore Supply Available

Start Emergency Generator. 2.13.4

Isolate Sequential Restart System.

Start Air Compressor And Top Up

Start a Generator Engine L.O. Priming Pump. 2.13.3

Start Generator Engine MDO Booster Pump. 2.6.2