Romo Mærsk Machinery Manual Bookmarked

Romø Mærsk Machinery Operating Manual
LIST OF CONTENTS Illustrations 2.6.3a Auxiliary Boiler Fuel Oil Service System
ISSUE AND UPDATES 2.6.4a Incinerator Fuel Oil Service System
2.2.1a AQ18 Auxiliary Boiler
MACHINERY SYMBOLS AND COLOUR SCHEME 2.2.2a Boiler Control Panel
2.7 Fuel Oil and Diesel Oil Transfer Systems
2.2.3a Sootblowing
ELECTRICAL AND INSTRUMENTATION SYMBOLS 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.2.4a Low Pressure Steam System
2.7.2 Fuel Oil and Diesel Oil Purifying System
PRINCIPAL MACHINERY PARTICULARS 2.2.5a Exhaust Gas Boiler - Type AQ2
Illustrations
INTRODUCTION 2.3 Condensate and Feed Systems
2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
2.3.1 Condensate System
Part 1: Operational Overview 2.7.1b Fuel Oil Transfer Using the Diesel Oil Transfer Pump
2.3.2 Heating Drains Systems
2.7.1c Diesel Oil Transfer Using the Diesel Oil Transfer Pump
1.1 To Bring Vessel into Live Condition 2.3.3 Boiler Feed System
2.7.2a Fuel Oil and Diesel Oil Purifying System
Illustrations 2.7.2b Fuel Oil Control Panel EPC-400
1.2 To Prepare Main Plant for ‘In Port’ Condition
2.3.2a Heating Drains System
1.3 To Prepare Main Plant for Manoeuvring in Port 2.8 Lubricating Oil Systems
2.3.2b Heating Drains Bypassing the Atmospheric Condenser
1.4 To Change Main Plant from Manoeuvring to Full Away 2.3.3a Boiler Feed Water System 2 8.1 Main Engine Lubricating Oil System
2.8.2 Stern Tube Lubricating Oil System
15 To Prepare for UMS Operation 2.8.3 Lubricating Oil Purifying System
2.4 Sea Water Systems
1.6 To Change from UMS to Manned Operation 2.4 1 Main and Auxiliary Sea Water Systems 2.8.4 Lubricating Oil Filling and Transfer System
2.4.2 Sea Water Service System Illustrations
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
2.4.3 Engine Room Ballast System
2.8.1a Main Engine Lubricating Oil System
1.8 To Secure Main Plant at Finished with Engines 2.4.4 Evaporator and Distilled Water Transfer and Distribution
2.8.2a Stern Tube Lubricating Oil System
1.9 To Secure Plant for Dry Dock Illustrations 2.8.3a Lubricating Oil Purifying System
2.4.1a Main and Auxiliary Sea Water Systems 2.8.3b Lubricating Oil Purifier Control Panel EPC-41
2.4.1b Backflushing a Central Cooler 2.8.4a Lubricating Oil Filling and Transfer System
Illustrations
2.4.2a Auxiliary Sea Water System
1.1a Location Plan of Engine Room - Top of Tank and Floor 2.9 Bilge Systems
2.4.3a Engine Room Ballast System
1.1b Location Plan of Engine Room - Upper and Lower Platforms 2.9.1 Engine Room Bilge System and Bilge Separator
2.4.4a Evaporator
2.4.4b Distilled Water Transfer and Distribution System 2.9.2 Ballast Pump Room Bilge and Bosun Store Chain Locker
Part 2: Main Engine and Auxiliary Systems Bilge System
2.5 Fresh Water Cooling Systems Illustrations
2.1 Main Engine and Propulsion Systems
2.5.1 Main Engine Jacket (HT) Fresh Water Cooling System
2.1.1 Main Engine Specification 2.9.1a Engine Room Bilge System
2.5.2 Central (LT) Fresh Water Cooling System
2.1.2 Main Engine Manoeuvring Control 2.9.2a Pump Room, Bosun’s Store, Chain Locker and Bow Thruster
2.1.3 Main Engine Safety System Illustrations Room Bilge System
Illustrations 2.5.1a High Temperature Fresh Water Cooling System
2.5.2a Central Fresh Water Cooling System 2.10 Air Systems
2.1.1a Main Engine Piston Cooling Flow Path 2.10.1 Starting Air System
2.1.1b Oil Mist Detector 2.10.2 Working Air System
2.6 Fuel Oil and Diesel Oil Service Systems
2.1.2a Main Engine Manoeuvring Control Panel 2.10.3 Control Air System
2.6.1 Main Engine Fuel Oil Service System
2.1.2b Indication Panels
2.6.2 Generator Engine Fuel Oil Service System Illustrations
2.1.3a Engine Safety System Panel
2.6.3 Auxiliary Boiler Fuel Oil Service System
2.10.1a Starting Air System
2.2 Boilers and Steam Systems 2.6.4 Incinerator Fuel Oil Service System
2.10.2a Working Air System
2.2.1 General Description Illustrations 2.10.3a Control Air System
2.2.2 Boiler Control System
2.6a Viscosity - Temperature Graph
2.2.3 Sootblowers
2.6.1a Main Engine Fuel Oil Service System
2.2.4 Low Pressure (6kg/cm2) Steam System
2.6.2a Generator Engine Fuel Oil Service System
2.2.5 Exhaust Gas Boiler
Issue: Romø July 05 Front Matter - Page 1 of 10

2.11 Steering Gear Illustrations Illustrations

Illustrations 2.15.1a Inert Gas Generator in Engine Room 5.2a Emergency Operation of Main Engine
2.15.2a Inert Gas Generator Control Panels No.2 and No.3 5.6a Lifesaving Equipment, Escape System and Fire Doors in
2.11a Steering Gear
Engine Room
Part 3: Main Machinery Control 5.7a Fire Alarm System in Engine Room
2.12 Electrical Power Generators
5.8a Fire Fighting Equipment in the Engine Room
2.12.1 Diesel Generators
2.12.2 Emergency Diesel Generator 3.1 Integrated Management System
3.1.1 System Overview Part 6: Communications
Illustrations 3.1.2 Operator Stations
2.12.2a Emergency Diesel Generator - Control Panel 3.1.3 Screen Displays 6.1 Communication Systems
3.1.4 Alarms Display 6.1.1 UMS 2100 System
2.13 Electrical Power Distribution 3.1.5 Trending 6.1.2 Sound Powered Telephones
2.13.1 Distribution and Loading 3.1.6 UMS - Manned Handover 6.1.3 Exchange Telephones
2.13.2 Shore Power 6.1.4 Public Address and Talk-back System
2.13.3 Main Alternators 3.2 Engine Control Room, Console and Panels 6.1.5 Shipboard Management System
2.13.4 Emergency Alternator
Illustrations Illustrations
2.13.5 Preferential Tripping and Sequential Restart
3.1.1a Integrated Management System Layout 6.1.1a UMS 2100 System Layout
2.13.6 Uninterruptible Power Supplies (UPS)
3.1.2a Operator Stations 6.1.1b UMS 2100 Operator Panels
2.13.7 Batteries, Transformers, Rectifiers and Chargers
3.1.5a Trending Display 6.1.2a Sound Powered Telephone System
2.13.8 Impressed Current Cathodic Protection
3.2a Engine Control Room Console 6.1.3a Exchange Telephones
2.13.9 Thrusters
Illustrations Part 4: Emergency Systems
2.13.1a Distribution and Loading
2.13.2a Shore Power 4.1 Fire Hydrant System
2.13.7a Emergency Battery Charging and 24V Distribution 4.2 CO2 Flooding System
2.13.8a Impressed Current Cathodic Protection 4.3 Quick-Closing Valve System, Fire Dampers and Emergency Flaps
2.13.9a Thrusters 4.4 Fresh Water Mist Extinguishing System
2.14 Accommodation Systems Illustrations

2.14.1 Domestic Fresh Water System 4.1a Engine Room Fire Hydrant System
2.14.2 Domestic Refrigeration System 4.1b Fire Hydrant System - Deck
2.14.3 Accommodation Air Conditioning Plant 4.2a CO2 Flooding System
2.14.4 Miscellaneous Air Conditioning Units 4.3a Quick-Closing and Remote Closing Valve System
2.14.5 Sewage Treatment System 4.4a Fresh Water Spray Extinguishing System
2.14.6 Garbage and Incinerator
Part 5: Emergency Procedures
Illustrations
2.14.1a Domestic Fresh Water System 5.1 Flooding in Engine Room
2.14.2a Domestic Refrigeration Plant System 5.2 Emergency Operation of the Main Engine
2.14.3a Accommodation Air Conditioning Plant 5.3 Emergency Steering
2.14.5a Sewage Treatment System 5.4 Emergency Fire Pump
2.14.5b Sewage Treatment Tank 5.5 Fire in the Engine Room
5.6 Escape System and Fire Doors
2.15 Inert Gas Generator 5.7 Fire Alarms
2.15.1 Inert Gas Generator 5.8 Fire Fighting Equipment in the Engine Room
2.15.2 Operation

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The information and guidance contained herein is produced for the assistance of
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Electrical and Instrumentation Symbols
CP Compound Gauge
Trip Automatic Trip DPI Differential Pressure Indicator
DPS Differential Pressure Switch
DPT Differential Pressure Transmitter
I Interlock FD Flow Detector
FS Flow Switch
FT Flow Transmitter
Locally Mounted IL Indication Lamps
XX
Instrument (2 letters) LAH Level Alarm High
LAL Level Alarm Low
Locally Mounted LI Level Indicator
XXX LIC Level Indicating Controller
Instrument (3 letters)
LS Level Switch
LT Level Transmitter
XXX Remotely Mounted
PAH Pressure Alarm High
XXXX Instrument
PAL Pressure Alarm Low
PI Pressure Indicator
Letters outside the circle
XXX PIC Pressure Indicating Controller
of an instrument symbol
XXXX
HH indicate whether high (H), PIAH Pressure Indicator Alarm High
high-high (HH), low (L) PIAL Pressure Indicator Alarm Low
or low-low (LL) function
is involved PIAHL Pressure Indicator Alarm High Low
O = Open PS Pressure Switch
C = Closed PT Pressure Transmitter
SAH Salinity Alarm High
TAH Temperature Alarm High
TAL Temperature Alarm Low
TI Temperature Indicator
TIC Temperature Indicating Controller
TIAH Temperature Indicator Alarm High
TIAL Temperature Indicator Alarm Low
TIAHL Temperature Indicator Alarm High Low
TS Temperature Switch
TT Temperature Transmitter
VAH Viscosity Alarm High
VAL Viscosity Alarm Low
VCA Vacuum Alarm
VCI Vacuum Indicator
VCT Vacuum Transmitter
VI Viscosity Indicator
VT Viscosity Transmitter
XS Auxillary Unspecified Switch
ZI Position Indicator
ZS Limit Switch

PRINCIPAL MACHINERY PARTICULARS
Machinery Electric Motor Starter

Ref Item Name Qty Maker Model/Type rpm Capacity Working Maker Model Volt Amp kW rpm Start Control Remote Emg’y
No. Pressure Method Method Control Stop and
Pref Trip
1 Main engine 1 MAN-B&W 5S50MC-Mark 6 127 7,150kW
2 Main engine turbocharger 1 Jiang Jin ABB VTR 564D-32 13,000
3 Main engine auxiliary blowers 2 Jinzhou JC53B/50 3530 1.45/2.79m3/s 5.6/3.2kg/cm2 NSDK NTIKK FCL5 440 59 35 3530 DOL Remote ECR
4 Steering gear 1 Kawasaki- FE21-064-T050 628kNm torque 23.5MPa Remote Bridge
Wuhan
5 Steering gear pumps 2 LV-060-410R10 1750 62 litres/min 23.5MPa Shanghai Y180M-4H-H 440 31.05 18.5 1775 DOL Remote Bridge
6 Steering gear/rudder grease units 2 Yamashinaseiki GP20W-6 112 22cc/stroke 60 bar Chogoku FBK8.80M 440 1.2 0.4 1120 DOL Local
7 Bow thruster 1 Kamewa 1650K/BMS-CP ABB HXR400-LG4 440 1318 865 1787 Aut. Trans Remote Bridge
8 Bow thruster hydraulic pump 2 Kamewa Gear pump 8.1 litres/min 14MPa ABB M2AA100LA 440 5.0 2.6 1720 DOL Remote Bridge
9 Stern thruster 1 Kamewa 1650K/BMS-CP HXR400-LG4 440 1318 865 1787 Aut. Trans Remote Bridge
10 Stern thruster hydraulic pump 2 Kamewa Gear pump 8.1 litres/min 14MPa ABB M2AA100LA 440 5.0 2.6 1720 DOL Remote Bridge
11 Stern tube LO pump 1 Allweiler SPF10R38G8.3W20 8.4/8.7 l/min 3 bar Siemens UD0201/046947- 440 0.6 0.21 1650 DOL Local
044
12 Forward stern tube seal 1 Japan Mar. Tec Stern Guard Mark II
13 Aft stern tube seal 1 Japan Mar. Tec Stern Guard Mark II
14 Stern tube LO circulation pump 2 Allweiler SPF10R46G8.3-W20 11.9/12.1 l/m 1 bar Siemens 1LA7070 4AB91Z 440 0.48 0.3 1650 DOL Local
15 Aft seal dosing pump 1 Elepon ECAP CR-1N 1700 75 ml/m 1.3MPa Toshiba FCKLW8 440 0.29 0.1 1700 DOL Local
16 Main generator sets 3 Holeby B&W 7L23/30H 720 970kW Hyundai HFJ6566-14K 450 1459 1137 720
kVA
17 Emergency generator set 1 ValmetSisu 612DSG 1800 125kW Stamford UCM274F1 450 200 156 1800 Remote ECR
kVA
18 Auxiliary boiler 1 Aalborg AQ18 18,000kg/h 9 bar
19 Exhaust gas boiler 1 Aalborg AQ2 900kg/h 9 bar
20 Sootblower 4 Aalborg Remote Panel
21 Main air receiver 2 Jiu Jiang 5.0m3 30kg/cm2
22 Working air receiver 1 Jiu Jiang 2.0m3 10kg/cm2
23 Auxiliary air receiver 1 Jiu Jiang 0.25m3 30kg/cm2
24 Starting air compressor 3 Hamworthy V150 1770 150m3/h 30 bar ABB M2AA200MLA4 440 59 33 1770 DOL Automatic
25 Working air compressor 2 Tamrotor EMH21-8EANA 200m3/h 8.0kg/cm2 VEM K21R180 M4 N5 440 36.5 22 1755 DOL Automatic
AWS HB HW
26 Working air dryer 1 Ultrafilter MSD0225M 16kg/cm2 230
27 Control air dryer 1 Ultrafilter SD0225 225m3/h 16kg/cm2 230 0.69 Local
28 Emergency air compressor 3 Hamworthy LT-22-30-KE 11m3/h 30kg/cm2 ABB M2AA100LB-4 440 6.6 3.5 1720 DOL Local
29 Main cooling sea water pumps 3 Shinko SVS250M 1750 300m3/h 2.5kg/cm2 NSDK NTIKK-FCT5 440 60 37 1750 DOL Auto ECR
30 Inert gas scrubber pump 1 Shinko RVP200M 1755 280m3/h 4.0kg/cm2 NSDK NTIKK-FCT5 440 88 55 1755 DOL L:ocal
31 Deck seal sea water pump 2 Shinko HJ40M 3450 3.0m3/h 2.5kg/cm2 NSDK NIK FCL5 440 2.8 1.5 3450 DOL Local
32 Bilge, ballast and fire pump 1 Shinko RVP200MS 1760 160/280m3/h 11/4.5kg/cm2 NSDK NTIKK-FCT5 440 171 110 1760 S/D Local ECR
33 Main fire pump 1 Shinko RVP200MS 1760 160/280m3/h 11/4.5kg/cm2 NSDK NTIKK-FCT5 440 171 110 1760 S/D Local ECR
34 Fresh water evaporator 1 Alfa Laval JWP-26-C100 25m3/day
35 FW evaporator ejector pump 1 CNL 80-80/200 3480 70m3/h 4.2kg/cm2 Sever 1.BZK160 L-2 440 36 21.4 3480 DOL Local


Pref Trip
36 Distillate pump 1 Desmi Pumper PVVF20402X-012 35 litres/min 2.8kg/cm2 Server BZK-71B 440 1.6 0.75 3350 DOL Automatic
37 FW steriliser 1 Jowa Jowa AG-S 0.6m3/h 6 bar 220
38 FW rehardening filter 1 Jowa Jowa F150-2 6 bar
39 HT fresh water cooling pumps 2 Shinko SVS100M 1750 60m3/h 3kg/cm2 NSDK NIKK FCT5 440 19 11 1750 DOL Remote ECR
40 LT fresh water cooling pumps 3 Shinko SVS200M 1750 235m3/h 3.5kg/cm2 NSDK NIKK FCT5 440 60 37 1750 DOL Remote ECR
41 Central FW cooler 2 APV JO60-MGS-07 5.0kg/cm2
42 Inert gas FW cooling pump 1 Shinko VJ40M 3490 6.0m3/h 4.5kg/cm2 NSDK NIK FCK5 440 6.4 3.7 3480 DOL Local
43 FO supply pump 2 IMO ACE038/N3 NTBP 4.0kg/cm2 MEZ 7BA100LO4K 440 4.6 2.55 1720 DOL Local
44 FO circulation pump 2 IMO ACE038/K3 NTBP 10kg/cm2 MEZ 7BA100LO2 440 6.1 3.45 3490 DOL Local
45 FO backflush filter 1 Boll & Kirsch 6.23.1 DN40 10kg/cm2
46 FO heater 2 Aura Marine MX20 L1500 16 bar
47 Viscosity control unit 1 Marbaise SF01
48 MDO supply pump 1 Allweiler SPF20R56G8.3-W20 30.3/32.2 l/m 8.0kg/cm2 ABB M2AA090L6 440 1.3 1200 DOL Local
49 Boiler FO supply pump 2 Allweiler SPF20R46G8.3F-W8 40.3/49.1 l/m 25kg/cm2 AEG AM100LAA2 440 6.7 3.6 3440 DOL Local Blr Panel
50 Boiler ignition pump 1 Danfoss RSA28R 2760 15kg/cm2 Marine AM632AA2 440 0.66 0.21 3310 DOL Automatic
51 Main engine FO flow meter 2 VAF B5025 16/160 l/m 16kg/cm2
52 Generator engine FO flow meter 2 VAF B5025 16/160 l/m 16kg/cm2
53 HFO transfer pump 1 Hounttuin BV 216-105 50m3/h 4.0kg/cm2 Siemans 1LA71664-AA90Z 440 29.5 17.3 1760 DOL Remote ECR
54 MDO transfer pump 1 Allweiler SNF940ER42U8.9-W1 942/955 l/m 4.0kg/cm2 Siemens 1LA51864-AA91Z 440 37 22 1760 DOL Remote ECR
55 HFO purifier 2 Alpha Laval MFPX307-TDF-21 8400 3000 litres/h 3.5kg/cm2 ABB M2AA 132SB-2 440 14.4 8.6 3460 DOL Local
56 HFO/MDO purifier 1 Alpha Laval MFPX307-TDF-21 8400 3000 litres/h 3.5kg/cm2 ABB M2AA 132SB-2 440 14.4 8.6 3460 DOL Local
57 Purifier supply pump 3 IMO ACP038N1NVBP ABB AA090 L-6 440 3.3 1.3 1120 DOL Automatic
58 FO purifier heater 3 Alfa Laval
59 Main LO circulation pump 2 Shinko SAE 150-2 165m3/h 4.5kg/cm2 NSDK NTIKK FCT5 440 73 45 1750 DOL Remote ECR
60 Main LO cooler 1 APV AO55 MGS-07 5.0kg/cm2
61 Camshaft LO circulation pump 2 Allweiler SNF80ER46U12.1-W1 96/97.5 l/min 3.5kg/cm2 Siemens 1LA70964AA91-2 440 3.4 1.75 1720 DOL Remote ECR
62 Main LO backflushing filter 1 Boll & Kirsch 6.61.07 DN150 4.5kg/cm2
63 Camshaft LO backflushing filter 1 Boll & Kirsch 6.60.1 DN50 4.5kg/cm2
64 Camshaft CJC filter 1 CC Jensen HDU 27/-P VEM 121R 71G6 440 1.12 0.3 1126 DOL Local
65 Stuffing box drain oil CJC filter 1 CC Jensen HDU 427/54P VEM K21R 71G6 440 1.12 0.3 1126 DOL Local
66 Cylinder oil transfer pump 1 Allweiler SPF10R56G8.3-W20 1640 16 litres/min 3.0kg/cm2 Siemens 1LA7070-4AB91-Z 440 .0.78 0.29 1650 DOL Local
67 Main LO purifier 2 Alpha Laval MMPX404-SGP-11 9307 1100 litres/h 2.5kg/cm2 ABB M2AA100 L-2 440 6.5 3.7 3480 DOL Local
68 Generator engine LO purifier 1 Alpha Laval MMPX403 SGP-11 9307 500 litres/h 2.5kg/cm2 ABB M2AA 292 L-2 440 4.6 2.5 3470 DOL Local
69 Main LO purifier supply pump 2 IMO ACP025N1-NVBP ABB M2VA71B-4 440 1.9 0.45 1700 DOL Automatic
70 Auxiliary LO purifier supply pump 1 IMO ACP025N1-NVBP ABB M2VA71B-6 440 1.9 0.3 1100 DOL Automatic
71 Jacket water preheater 1 CSSC Shell & tube
72 LO transfer pump 1 Allweiler SNF80ER42U12.1-W1 81.5/82.8 l/m 3 bar Siemens ILA70904/AA91-Z 440 2.6 1.3 1713 DOL Local
73 Oily water separator 1 Blohm+Voss Turbulo TCS 5HD 5.0m3/h 1.5kg/cm2 Local
74 Oily water separator pump 1 Blohm+Voss BV5.0A 5.0m3/h 3.3kg/cm2 Nord CE 440 3.45 1.75 1705 DOL Automatic


Pref Trip
75 Engine room bilge pump 1 Blohm+Voss BV5.0 5.0m3/h 3.3kg/cm2 Nord CE 90 L/4 440 3.45 1.75 1705 DOL Local
76 Air cooler condensate drain pump 1 Shinko GJ40-20MS 3.0m3/h 3.5kg/cm2 NSDK NIK FCK5 440 6.5 3.7 3490 DOL Local
77 Sludge pump 1 Allweiler AE1E50-ID/111P01 780 83 litres/min 4.0kg/cm2 Bockwoldt CB 1-90L/4 440 3.65 1.5 785 DOL Local
78 Air ccooler chem. cleaning pump 1 Shinko AHJ50-2M 1.0m3/h 3.4kg/cm2 NSDK NIK FCK5 440 4.0 2.2 3450 DOL Local
79 Hydrophore tank 1 Jiu Jiang SH10210730-1 1000 litres 5.0kg/cm2
80 FW hydrophore pumps 2 Shinko VJ40M 3450 6.0m3/h 4.5kg/cm2 NSDK NIK FCK5 440 6.5 3.7 3490 DOL Local
81 Calorifier 1 Jiu Jiang 500 litres 6.0kg/cm2
82 Hot water circulating pump 1 Shinko HJ40M 3480 2.0m3/h 2.0kg/cm2 NSDK NIK FCL5 440 2.8 1.5 3450 DOL Local
83 Refrigeration plant 2 Daikin Industries 440 DOL Automatic
84 Air conditioning plant 2 Namirei-Showa ACU-3713A 105800kcal/h NSDK NTIKK FCK5 440 61.5 37 1755 DOL Automatic
85 Air conditioning plant AHU 2 Hi Panex NAHEV-150 In 165m3/m 200mmAq Chogoku FBK160M 440 18.6 11 1740 DOL Automatic
Out 145m3/h 150mmAq Chogoku FBK132M 440 12.6 7.5 1740 DOL Automatic
86 Miscellaneous A/C units 2 Carrier Transcold 90MA308-621 440 DOL Automatic
87 Air conditioning galley 1 York HIP5WDS 15000kcal/h 30mmAq 440 0.75 DOL Remote Galley
88 Sewage treatment plant 1 Lu Zhou- Super Trident ST3A 4.66m3/24 440 10.5 5.3
Hamworthy KSE hours
Ltd
89 Sewage plant discharge pump 1 Hamworthy 8m3/h 1.8 bar WEG AL112M-2 440 7.6 4.4 3495 DOL Automatic
90 Sewage plant air blower 2 Hamworthy/Pico DLT25-14 25/30m3/h 0.6kg/cm2 440 2.9 0.9 168 DOL Automatic
91 Inert gas generator 1 SMIT Gln3750 - 0.15FU 935-3750m3/h
92 Incinerator 1 Teamtec OGS-200 350,000kcal
93 Incinerator dosing pump 1 Mono SB14R5/HMO 112.5 litres/h 2.75 bar MEZ 7AA71M04 440 0.43 1.04 1670 DOL Automatic
94 Main boiler feed water pump 2 Grundfos CR32-5-2-AFAE-EUBE 24m3/h 12kg/cm2 Siemens ILA7164-2AA91- 440 23.5 15 3540 DOL Remote Panel
ZUOC
95 Exhaust gas boiler feed water pump 2 Grundfos CR2-110-AFA-BUBE 2.0m3/h 13kg/cm2 Siemens 90LA2-24FT115-C 440 7.45 2.2 3440 DOL Remote Panel
96 Atmospheric condenser 1 CSSC Shell & tube
97 Boiler chemical dosing unit 4 LMI Milton Roy CEH943-N10P 0.45 litres/min 50kg/cm2 LMI Milton Roy 230 0.7 DOL Local
98 Emergency fire pump 1 Shinko RVP130MS 72m3/h 9 bar NSDK NTIKK FCT5 440 66 40 1750 DOL Local
99 Water mist system supply pump 1 Shinko VJ40M 6m3/h 4.5kg/cm2 NSDK NIK FCK5 440 6.4 3.7 3480 DOL Automatic
100 HP water spray pump 1 Danfoss PAH 63/80 100 litres/min 90kg/cm2 Lonne 1ABC1864AA61.Z180L 440 42.5 25.3 1700 DOL Automatic
101 Hydraulic oil transfer pump 1 Per Gjerdrum KRAL CK15.2006H 3460 2.1m3/h 14 bar ATB YAP80/2B-11 440 2.7 1.32 3395 DOL Automatic
102 Hydraulic power pack pump 4 Framo/ A4VSO500DP/30R- 787 litres/min 260kg/cm2 ABB M2CA355LA4 440 595 380 1800 S/Delta Remote SCC
Brueninghaus PPH13NN00-S1068
Hydromatic
103 Hydraulic power pack feed pump 2 Framo A28434-Irs 1745 260 litres/min 7 bar ABB M2AA160L214 440 21 10.6 1745 DOL Remote SCC
104 Charge air chemical cleaning pump 1 Shinko AHJ50-2M 1m3/h 3.4 bar NSDK NIKFCK5 440 4 2.2 3450 DOL Local
105 Galley exhaust 1 Novenco CNA-315R 2410/ 1.0/0.5m3/s 928/242Pa AEG AMV90SZA4/2 440 4.0/2.05 1.9/0.47 3400/ DOL Local
1231 1740

Fan Electric Motor Starter

Pref Trip
106 Galley supply 1 Novenco ACW-250/160-4 3390/ 0.5/026m3/s 512/133Pa AEG AMV71NX4/2 440 1.5/0.9 0.65/ 3390/ DOL Local
1730 0.14 1730
107 Hospital exhaust 1 Novenco K200L 2645 0.18m3/s 230Pa Within fan 230 0.18 2645 DOL Local
108 Dry provision exhaust 1 Novenco K200L 2645 0.14m3/s 300Pa Within fan 230 0.18 2645 DOL Local
109 Foam room exhaust 1 Novenco ACW250/160-4 3320 0.3m3/s 441Pa AEG AM71KX2 440 1.05 0.44 3320 DOL Local
110 CO2 room exhaust 1 Novenco ACW250/160-4 3320 0.3m3/s 441Pa AEG AM71KX2 440 1.05 0.44 3320 DOL Local
111 Steering gear room exhaust 1 Novenco ACW400/230-6 3420 2.4m3/s 555Pa AEG AM90KX2 440 6.3 3.6 3420 DOL Local
112 Paint store exhaust 1 Novenco ACW315/1600-4 3360 0.3m3/s 460Pa Loher DNGW-071BB02 440 1.45 0.66 3360 DOL Local
113 Ballast pump room exhaust 1 Novenco HGP-400/230-6 3420 1.7m3/s 740Pa Loher DNGW-90LD02 440 5.0 2.6 3420 DOL Remote CCR
114 Purifier room exhaust 1 Novenco CNB630R 975 2.92m3/s 682Pa Loher DNGW-100LD04 440 7.4 3.6 1700 DOL Remote
115 Deck store exhaust 1 Novenco CNA250/R 2184 0.2m3/s 513Pa AEG AM71KX2 440 1.05 0.44 3320 DOL Local
116 Engine room supply 2 Novenco ACW900/380-12 1755 10m3/s 748Pa AEG AM160MZA4 440 23 13 1755 DOL Remote ECR
117 Engine room supply 2 Novenco ACW900/380-12 1755 10m3/s 748Pa AEG AM160MZA4 440 23 13 1755 DOL Remote ECR
118 Bow thruster room exhaust 1 Novenco ACW400/2300-6 3350 1.73m3/s 538Pa Loher DNGW-090BB-02 440 3.45 1.8 3350 DOL Remote/
Auto
119 IGS room supply 1 Novenco KV200M 2645 0.14m3/s 185Pa Within fan 230 0.18 2645 DOL Local
120 Welding platform exhaust 1 Novenco CNA-315/R 2090 0.9m3/h 683Pa AEG AM80NX2 440 2.7 1.3 3380 DOL Local
121 Bonded store exhaust 1 Novenco K-160XL 2610 0.07m3/s 90Pa Within fan 230 0.15 2610 DOL Local
122 Blower for inert gas 2 GTI Luchttechneck Chae 4-245 1.27m3/s 27000Pa Siemens 1LA6280-2AC90-Z 440 116 75 3575 DOL Remote IG Panel
123 Blower for main boiler 1 Barker Jorgensen HN640-560 3600 5.5m3/s 687mmAq Schorch BD725M-PB614-Z 440 98 63 3565 DOL Remote Boiler
A/S Panel
124 Exhaust gas blower for incinerator 1 Nanjing Lozhou DN-300 2192 7000m3/h 1961Pa Dezhou Hengli Y132M-4-H 440 13.2 7.5 1750 DOL Remote Panel
125 Steering gear servo 2 Fuji electric 440 1 0.4 1725 DOL Remote Bridge
126 Camshaft LO cooler 1 APV H17MG-10 8 bar
127 Blower for incinerator 1 Teamtec / Suntec HF 520-30K Fremo 7AA71M02 440 1.32 0.63 3400 DOL Local
128 DO pump for inert gas generator 2 Danfoss KSN450R Rotor 5RN80M04K 440 1.55 0.63 1665 DOL Local

INTRODUCTION 1. Never continue to operate any machine or equipment which appears Part six deals with the ship’s internal communication systems.
to be potentially unsafe or dangerous and always report such a condition
immediately. The valves and fittings identifications used in this manual are the same as those
General used by the shipbuilder.
2. Make a point of testing all safety equipment and devices regularly. Always
Although the ship is supplied with shipbuilder’s plans and manufacturer’s
test safety trips before starting any equipment.
instruction books, there is no single handbook which gives guidance on Illustrations
operating complete systems as installed on board, as distinct from individual All illustrations are referred to in the text and are located either in the text when
3. Never ignore any unusual or suspicious circumstances, no matter how
items of machinery. sufficiently small or above the text on a separate page, so that both the text and
trivial. Small symptoms often appear before a major failure occurs.
illustration are accessible when the manual is laid face up.
The purpose of this manual is to fill some of the gaps and to provide the ship’s
4. Never underestimate the fire hazard of petroleum products, especially fuel
officers with additional information not otherwise available on board. It is When text concerning an illustration covers several pages the illustration is
oil vapour.
intended to be used in conjunction with the other plans and instruction books duplicated above each page of text.
already on board and in no way replaces or supersedes them.
5. Never start a machine remotely from the control room without checking
visually if the machine is able to operate satisfactorily. Where flows are detailed in an illustration these are shown in colour. A key of
Information pertinent to the operation of the Romø Mærsk has been carefully
all colours and line styles used in an illustration is provided on the illustration.
collated in relation to the systems of the vessel and is presented in two on board
In the design of equipment and machinery, devices are included to ensure that, Details of colour coding used in the illustrations are given in the illustration
volumes consisting of DECK OPERATING MANUAL and MACHINERY
as far as possible, in the event of a fault occurring, whether on the part of the colour scheme.
OPERATING MANUAL.
equipment or the operator, the equipment concerned will cease to function
The Deck Operating Manual and the Machinery Operating Manual are designed without danger to personnel or damage to the machine. If these safety devices Symbols given in the manual adhere to international standards and keys to the
to complement MARPOL 73/78, ISGOTT and Company Regulations. are neglected, the operation of any machine is potentially dangerous. symbols used throughout the manual are given on the symbols pages.
The vessel is constructed to comply with MARPOL 73/78. These regulations The contents of tanks in illustrations are given at 100% capacity.
Description
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994 and 1995. 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 Notices
Officers should familiarise themselves with the contents of the International readily comprehensible and thereby aiding their understanding and knowledge
The following notices occur throughout this manual:
Convention for the Prevention of Pollution from Ships of the specific vessel. Special attention is drawn to emergency procedures and
fire fighting systems.
WARNING
Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of
The manual consists of a number of parts and sections which describe the Warnings are given to draw reader’s attention to operations where
Ballast Record Book. It is essential that a record of relevant ballast operations
systems and equipment fitted and their method of operation related to a DANGER TO LIFE OR LIMB MAY OCCUR.
are kept in the Ballast Record Book and duly signed by the officer in charge.
schematic diagram where applicable.
In many cases the best operating practice can only be learned by experience. CAUTION
Where the information in this manual is found to be inadequate or incorrect, The first part of the manual details the machinery commissioning procedures Cautions are given to draw reader’s attention to operations where
details should be sent to the Maersk Technical Operations Office so that required to bring the vessel into varying states of readiness, from bringing the DAMAGE TO EQUIPMENT MAY OCCUR.
revisions may be made to manuals of other ships of the same class. vessel to a live condition through to securing plant for dry dock.
The second part details ship’s systems, providing a technical description, system Note: Notes are given to draw reader’s attention to points of interest or to
Safe Operation capacities and ratings, control and alarm settings and operating details. supply supplementary information.
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 Part three provides similar details for the vessel’s main machinery control
are detailed in the various manuals available on board. However, records system.
show that even experienced operators sometimes neglect safety precautions
through over-familiarity and the following basic rules must be remembered at Part four details the emergency fire fighting system incorporated on the vessel,
all times. providing information on their operation and system capacities.
Part five gives operational emergency procedures for the use of essential
machinery.

PART 1: OPERATIONAL OVERVIEW
1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for ‘In Port’ Condition
1.3 To Prepare Main Plant for Manoeuvring in Port
1.4 To Change Main Plant from Manoeuvring to Full Away
15 To Prepare for UMS Operation
1.6 To Change from UMS to Manned Operation
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
1.8 To Secure Main Plant at Finished with Engines
1.9 To Secure Plant for Dry Dock
Illustrations
1.1a Location Plan of Engine Room - Top of Tank and Floor
1.1b Location Plan of Engine Room - Upper and Lower Platforms

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Part 1: Operational Overview

1.1 To Bring Vessel Into Live Condition
DEAD SHIP CONDITION
Prepare the low temperature FW cooling systems.

2.5.2
Start the duty low temperature CFW pump.
Shore Supply Available No Shore Supply Available
Establish shore supply. Start up the instrumentation air system. 2.10.3

Ensure that the emergency generator 2.12..2
Check phase sequence, voltage and 2.13.3
fuel tank level is adequate.
frequency.
Disconnect the shore supply. 2.13.2
Start the emergency generator. 2.12.2 2.13.4

Place the emergency generator on standby.
Supply power to emergency switchboard from MSB.

2.13.1
Restore emergency switchboard services.
Isolate sequential restart system.

All ancillary equipment set to manual to avoid
Prepare the SW cooling system. 2.4.2
low pressure automatic start. 2.13
Start the duty SW cooling water pump.
Supply emergency 440V switchboard. 2.13.5
Reset the preference trips.
Supply emergency 220V switchboard.
Start the engine room and accommodation 2.14.3

Start the emergency air compressor and top up
2.10.1 ventilation fans. Start the air conditioning system.
the emergency air reservoir if required.
Ensure the CO2 and water mist systems are 4.2

Start a generator engine LO priming pump. 2.12.1 ready for use. 4.4
Start the generator engine DO supply pump. 2.6.2

Ensure the deck foam system is ready for use. 4.1
Prepare a diesel generator for starting. Start the IGS deck seal supply pump.
2.12 .1 4.1
Start a diesel generator. Pressurise fire main.
Supply power to 440V and 220V switchboards. 2.13 Line up the fire pumps for operation. 4.1
Start the sewage treatment plant. 2.14.5

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1.6 To Change From UMS To Manned Operation
Plant in 'UMS' Condition
Notify the bridge of manned condition.
Inform the bridge why engine room is manned if

outside normal hours.
Switch watchkeeping control to the ECR when

ship moves to standby conditions.
Examine the latest parameter print out.
Hand over to oncoming duty engineer and inform

them of any abnormalities.
Discuss any defects with the senior engineer,

who will decide if they warrant inclusion in the
work list. The duty engineer should be aware of
all maintenance work being carried out, and
informed of any changes that occur during the
day.
Plant in 'Manned' Condition

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1.8 To Secure Main Plant At Finished With Engines
PLANT IN 'MANOEUVRING' CONDITION
Three diesel generators are in use.

The emergency generator is on standby. Maintain the JCW temperature for normal port stay. 2.5.1
The auxiliary boiler is in use.
The diesel generators are running on HFO.
Both steering gears motors are in operation.
Deck machinery is ready for use.
The thrusters are in use.
Maintain the LO pumps in operation according to the
requirements of notice of the main engine. 2.1.1
Maintain LO sump temperature using the LO purifier.
Bridge notifies engine control room of FWE.
Three diesel generators will remain in use if

2.12.1
cargo pumps or thrusters are required.
Switch over to engine room control. 2.1.2
Prepare the plant for IGG operations if required. 2.15
Stop the auxiliary blowers. 2.1.1
PLANT IN 'IN PORT' CONDITION

Isolate the starting air system.
Engage the turning gear.
Open the indicator cocks. 2.1.1
Open turbocharger drains.
Vent the main engine starting air and control air
systems.
Stop the steering gear motors. 2.11

1.9 To Secure Main Plant For Dry Dock
PLANT IN 'IN PORT' CONDITION
Shut down the auxiliary boiler. Stop the last diesel generator. 2.13.3
Shut down the diesel generators until only one is Allow to cool naturally, drain if required for 2.2.1
2.12.1 maintenance OR put into a wet lay up condition.
in use. Set the emergency generator to manual.
Ensure all tanks are at the required levels to Establish lighting and ventilation and any other 2.13
give the vessel the necessary trim, draught and essential services.
Shut down the boiler feed pumps and condensate
stability for entering dry dock. 2.3
system. Isolate the distilled water tanks.
Shut steam off the JCW heaters. Allow the JCW

2.5.1 Circulate the boiler FO system with MDO, shut
pumps to run until the main engine has cooled. 2.6.3 Shut down the sea water cooling systems. 2.4.1
down the boiler FO pumps.
Transfer the main engine LO sump to the LO

2.8.4
settling tank via the purifier.
Shut down the stern tube LO systems. 2.8.2 Shut down the control and working air systems. 2.10.2
Shut down the LO purifier system. 2.8.3

Change the domestic water heating to electric. 2.14.1
Restart the LT system cooling pump and circulate
2.5.2
the diesel generator until cool.
Shut down HFO purifier system. 2.7.2
Shut down air conditioning and refrigeration 2.14.2
plants until shore side CW supply is established. 2.14.3
The main engine should have been manoeuvred on

Secure the CO2 system. 4.2
MDO, if not, change over to MDO and circulate FO
Shut down the fire pumps.
back to HFO tank, until the pipeline has been 2.1.1 4.1
Pressurise the fire main from shore CW supply.
flushed with MDO. Stop the main engine FO
pumps and viscosity controllers.
Isolate the sequential restart system. 2.13.5 The dry dock can now be emptied.
Shut down the deck machinery system.
Establish shore power.

2.13.2
Check the phase sequence, voltage and frequency. PLANT SECURED FOR DRY DOCK
Change the diesel generator to run on MDO. 2.6.2

PART 2: MAIN ENGINE AND AUXILIARY SYSTEMS
2.1 Main Engine and Propulsion Systems

2.1.1 Main Engine Specification
2.1.2 Main Engine Manoeuvring Control
2.1.3 Main Engine Safety System
Illustrations
2.1.1a Main Engine Piston Cooling Flow Path
2.1.1b Oil Mist Detector
2.1.2a Main Engine Manoeuvring Control Panel
2.1.2b Indication Panels
2.1.3a Engine Safety System Panel

2.1 MAIN ENGINE AND PROPULSION SYSTEMS The main bearings consist of thick walled steel shells lined with white metal. inspection of the liners and pistons/piston rods through the scavenge ports.
The bottom shell can, by means of special tools, be rotated out and in. The roller guide housings, the lubricators, and the gallery brackets are bolted
2.1.1 MAIN ENGINE SPECIFICATION onto the cylinder frame units. A telescopic pipe is fitted for the supply of piston
The shells are kept in position by a bearing cap and are fixed by long elastic cooling oil and lubricating oil.
studs, with nuts tightened by hydraulic tools. The chain drive is integrated with
Main Engine the thrust bearing in the after end of the engine. A piston rod stuffing box is fitted for each cylinder unit at the bottom of the
Maker: Dalian - MAN B&W scavenge space. The stuffing box is provided with sealing rings for scavenge
Model: 5S50MC (Mark-6) air isolation and with oil scraper rings to prevent oil from entering the scavenge
Thrust Bearing
No. of sets: 1 air space and to stop any oil/sludge in the scavenge space from entering the
The thrust bearing is of the B&W-Michell type, and consists, primarily, of a engine sump.
Type: Two stroke, single-acting, direct reversible,
thrust collar on the crankshaft, bearing supports, and thrust pads of cast iron
crosshead diesel engine with one constant pressure
with white metal. The thrust shaft is an integrated part of the crankshaft. The cylinder liner is made of alloyed cast iron and is suspended in the cylinder
turbocharger and charge air coolers
frame, with a low-situated flange. The upper part of the liner is surrounded by
Number of cylinders: 5 The propeller thrust is transferred through the thrust collar, the thrust pads, a cooling jacket. The cylinder liner has scavenge ports and drilled holes for
Cylinder bore: 500mm and the bedplate, to the engine seating and then to the hull of the ship via the cylinder lubrication.
Stroke: 1,910mm chocking system.
Output (MCR): 7,150kW at 127 rpm Cylinder Cover
Specific fuel oil Turning Gear and Turning Wheel
The cylinder cover is of forged steel, made in one piece, and has bores for
consumption: 123.4g/bhp per hour The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The cooling water. It has a central bore for the exhaust valve and bores for fuel
turning wheel is driven by a pinion on the terminal shaft of the turning gear, valves, safety valve, air start valve and indicator valve. The cylinder cover is
which is mounted on the bedplate. The turning gear is driven by an electric attached to the cylinder frame with studs and nuts tightened by a hydraulically
Turbocharger motor with built-in gear and chain drive with brake. The turning gear is tightened ring covering all the studs.
Maker: Jiang Jin ABB equipped with a blocking device that prevents the main engine from starting
No. of sets: 1 when the turning gear is engaged. Engagement and disengagement of the
Exhaust Valve and Valve Gear
turning gear is effected manually by an axial moment of the pinion.
Type: VTR 564D-32
The exhaust valve consists of a valve housing with gas channel, spindle guide,
and a valve spindle. The valve housing is water cooled and made of cast iron.
Frame Box
Auxiliary Blower Between the cylinder cover and the valve housing there is a bottom piece. The
The frame box is of welded design, and is divided into sections. On the exhaust bottom piece is made of steel with a hardened face for the spindle seat, and is
Maker: Jinzhou side, crankcase relief valves are provided for each cylinder while, on the water cooled on its outer surface. The valve spindle is made of heat resistant
No. of sets: 2 camshaft side, it is provided with a large hinged door for each cylinder. steel and is provided with a small vane wheel on which the exhaust gas
Model: JC53B-50 acts during operation, thus making the spindle rotate slightly. Valve rotation
Capacity: 1.45/2.79m3/second The crosshead guides are attached to the frame box. reduces the risk of local overheating and helps to prevent heavy deposits on
Motor maker: NSDK the valve seating faces.
A slotted pipe for collecting part of the cooling oil outlet from the piston for
Motor type: NTIKK, 3,530 rpm, 35kW visual control is bolted in the frame box. The stay bolts, which are tightened The hydraulic system consists of an actuator, activated by a cam on the
hydraulically, connect the bedplate, frame box and cylinder frame to form a camshaft, a high-pressure pipe, and an oil cylinder for the exhaust valve
unit. To prevent transverse oscillations, each stay bolt is braced. spindle, mounted on top of the valve housing. The hydraulic system opens
Description
the exhaust valve, while the closing of the exhaust valve is carried out via the
Bedplate and Main Bearing spring air acting on the underside of the closing piston; the closing action is
Cylinder Frame, Cylinder Liner and Stuffing Box
The bedplate is divided into sections and it consists of welded, longitudinal damped by means of an oil cushion on top of the spindle.
The cylinder frame units are of cast iron and are mutually assembled with
girders and welded cross girders with cast steel bearing supports. Long elastic
bolts. At the chain drive the cylinder frame is also bolted to the upper part of Air sealing of the exhaust valve spindle guide is provided.
holding down bolts tightened by hydraulic tools are used to fit the bedplate to
the chain wheel frame.
the engine seating on resin chocks.
The cylinder frame together with the cylinder liners form the cooling water
The oil pan, which is made of steel plate and is integrated in the bedplate,
space. The scavenge air space is located below the cylinder block and above
collects the return oil from the forced lubricating and cooling oil system. It is
the crankcase. On the camshaft side of the engine, the cylinder frame units
provided with drains with gratings.
are provided with access covers for cleaning the scavenge air space and for
Issue: Rosyth Dec 05 Section 2.1.1 - Page 1 of 11

Fuel Valves, Starting Valve, Safety Valve and Indicator Valve Piston, Piston Rod and Crosshead Camshaft and Cam
Each cylinder cover is equipped with two non-cooled fuel oil valves, one air The piston consists of a piston crown and a piston skirt. The piston crown is The camshaft consists of a number of sections. Each individual section consists
start valve, one safety valve and one indicator valve. made of heat resistant steel and has four ring grooves which are hard-chrome of a shaft piece with exhaust cams, fuel cams, coupling parts and indicator
plated on both the upper and lower surface of the grooves. cams. The exhaust cams and fuel cams are of steel, with a hardened roller
The opening of the fuel valve is controlled by the fuel oil pressure created race, and are shrunk on to the shaft. They can be adjusted and dismantled
by the fuel pump and the valve is closed by a spring. An automatic vent slide The piston skirt is of cast iron and provided with bronze wear bands. hydraulically. The cam for the indicator drive can be adjusted mechanically.
allows circulation of fuel oil through the fuel valve and high pressure pipes. The coupling parts are shrunk on to the shaft and can be adjusted and dismantled
This vent slide prevents the compression chamber from being filled up with The piston rod is of forged steel and is surface-hardened on the running surface hydraulically. The camshaft bearings consist of one lower half shell mounted
fuel oil in the event that the valve spindle sticks when the engine is stopped. for the stuffing box. The piston rod has a central bore which, in conjunction in a bearing support which is attached to the roller guide housing by means of
with a cooling oil pipe, forms the inlet and outlet for cooling oil. hydraulically tightened studs.
The air start valve is opened by pilot control air from the starting air distributor
and is closed by a spring. The crosshead is of forged steel and is provided with cast steel guide shoes
Chain Drive
with white metal on the running surface. A bracket for the oil inlet from the
The safety valve is spring-loaded. telescopic pipe and another for the oil outlet to a slotted pipe are mounted on The camshaft is driven from the crankshaft by a chain drive. The engine is
the crosshead. equipped with a hydraulic chain tensioner, with the long free lengths of chain
The indicator valve allows cylinder pressure readings to be taken in service. supported by guide bars.
During engine shut down when the engine is being turned on the turning gear,
Fuel Pump and Fuel Oil High Pressure Pipes
inspection is made at the indicator valve for any water in the cylinder. One The cylinder oil lubricators are driven by a separate chain from the camshaft.
indicator drive is fitted for each cylinder. The indicator drive consists of a cam The engine is provided with one fuel pump for each cylinder. The fuel pump
fitted on the camshaft and a spring loaded spindle with roller, which is able to consists of a pump housing, a centrally placed pump barrel, a plunger and a
Governor
move up and down, corresponding to the movement of the piston. At the top shock absorber. To prevent fuel oil from mixing with the separate camshaft
of the spindle there is an eye to which the indicator cord is fastened after the lubrication system, the pump is provided with a sealing device arrangement. The engine is provided with an electronic governor. The speed setting of the
indicator has been mounted on the indicator valve. The pump is activated by the fuel cam, and the volume injected is controlled actuator is determined by an electric signal from the electronic governor based
by turning the plunger by means of a toothed rack connected to the regulating on the position of the main engine regulating handle. The actuator shaft is
mechanism. The fuel pumps incorporate Variable Injection Timing (VIT) for connected to the fuel regulating shaft by means of a mechanical linkage.
Crankshaft
optimum fuel economy at part load. The VIT principle uses the fuel regulating
The crankshaft is of the semi-built type, made from forged or cast steel throws, shaft position controlling parameter. Adjustment of the pump lead is made by Cylinder Lubricators
and made in one part. At the aft end, the crankshaft is provided with a flange a threaded connection, operated by a toothed rack, which raises or lowers the
for the turning wheel. fuel pump barrel, thus varying the point at which the spill port is covered and The cylinder lubricators, one per cylinder, are MEP dependent and load change
hence changing the start of fuel injection. The fuel oil pump is provided with dependent. They are controlled by the engine revolution in conjunction with
a puncture valve for each cylinder, which quickly prevents high pressure from engine load, and are mounted on the roller guide housing, and interconnected
Axial Vibration Damper with shaft pieces. The lubricators have a ‘built-in’ capability of adjusting the
building up during normal stopping and shut down.
The engine is fitted with an axial vibration damper, which is mounted on the oil quantity. They are of the ‘Sight Feed Lubricator’ type and are provided with
fore end of the crankshaft. The damper consists of a piston and a split-type The fuel oil high-pressure pipes are equipped with protective hoses, and are a sight glass for each lubricating point. The oil is led to the lubricator through
housing located forward of the foremost main bearing. The piston is made as neither heated nor insulated. Any leakage from the protective hoses is led to a a pipe system from an elevated cylinder oil service tank.
an integrated collar on the main journal, and the housing is fixed to the main collecting tank which is fitted to the side of each FO pump, each collecting tank
bearing support. A mechanical device for checking the function of the vibration is fitted with an alarm, which when activated will raise an alarm on the DMS Once adjusted, the lubricators will basically have a cylinder oil feed rate
damper is fitted. 2100 alarm and monitoring system and initiate the operation of the puncture proportional to the engine revolutions and engine load. Cylinder lubricators
valve on the top of the FO pump. When the puncture valve operates the HP are provided with a no-flow alarm which is activated should the steel ball in a
fuel delivery from the pump will stop immediately, this will effectively cut flow sight glass contact the detector at the base of the sight glass; this facility
Connecting Rod
out the cylinder and therefore an immediate response is required to bring the is inhibited when the engine is stopped.
The connecting rod is made of forged steel and provided with bearing caps engine speed down to <105 rpm if above this value. Cutting out the cylinder
for crosshead and crankpin bearings. The crosshead and crankpin bearing caps will initiate a exhaust temperature deviation alarm on the DMS 2100 alarm and
are secured to the connecting rod by studs and nuts which are tightened by monitoring system as the exhaust gas temperature drops, this deviation alarm
hydraulic jacks. The crosshead bearing consists of a set of thin-walled steel will also initiate an alarm/slowdown function directive from the DPS 2100
shells, lined with white metal. The crosshead bearing cap is one piece, with an engine safety monitoring system, indicating that a slowdown of the engine
angular cut-out for the piston rod. The crankpin bearing is provided with thin- should be carried out by the operator.
walled steel shells, lined with white metal. Lubricating oil is supplied through
ducts in the crosshead and connecting rod.

Manoeuvring System Exhaust Turbocharger of the oil is branched off for lubrication of the crosshead shoes and crosshead
The engine is provided with an electro-pneumatic manoeuvring and fuel oil The turbocharger air and gas side casings are cooled by water from the main bearings and is led through the bored connecting rod to the crank pin bearing.
regulating system. The system transmits orders from the separate manoeuvring engine HT jacket cooling water system. The air and gas sides of the turbocharger Some of the oil is led through a pipe in the bore of the piston rod for cooling
console to the engine. have an integral sump with a rotor driven pump circulating the lubricating oil of the piston crown. The oil returns from here through the piston rod and let
to the bearings. It is essential that the LO sump level is maintained correctly at out through a duct in the crosshead.
The regulating system makes it possible to start and stop the engine and all times, LO being added as necessary. A dry cleaning system (compressed air
to control the engine speed. The speed control handle on the manoeuvring 7.0kg/cm2) is supplied for the turbine side and a fresh water washing system Cooling oil returns from the pistons via sight glasses to the main engine
console gives a speed setting signal to the governor, dependent on the desired for the compressor side. sump.
engine rotational speed.
The turbocharger is equipped with an electronic tacho system with pick-ups, The camshaft bearings and hydraulically operated exhaust valves are supplied
A shut down function will stop the fuel injection by activating the puncture converter and indicator for mounting in the engine control room. with oil from a separate lubrication system.
valves placed in the high pressure fuel system, independent of the speed
control handle position. The cylinders are each lubricated by six cylinder oil injection pumps which
Exhaust Gas System supply oil to injectors spaced around the cylinder liners.
The engine is provided with a local (emergency) engine control console, From the exhaust valves, the gas is led to the exhaust gas receiver where the
mounted at the side of the engine, and an instrument panel, for emergency fluctuating pressure from the individual cylinders is equalised, the total volume
running. of gas is led to the turbochargers at a constant pressure. After the turbocharger,
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the gas is led to the external pipe system.
Gallery Arrangement
Compensators are fitted between the exhaust valves and the receiver,
The engine is provided with gallery brackets, gratings, stanchions and rails. and between the receiver and the turbocharger. For quick assembling and
The brackets are placed at such a height that the best possible overhauling disassembling of the joints between the exhaust gas receiver and the exhaust
and inspection conditions are achieved. Some main pipes of the engine are valves, clamping bands are used.
suspended from the gallery brackets.
The exhaust gas receiver and exhaust pipes are provided with insulation,
The upper gallery brackets on the camshaft side are provided with overhauling covered by galvanised steel sheeting. There is a protective grating between the
holes for stowing pistons. exhaust gas receiver and the turbocharger.
The engine is prepared with mechanical top bracing on the exhaust side and a
Auxiliary Blower
hydraulic top bracing system on the manoeuvring side.
The engine is provided with two electrically-driven blowers. The suction
side of the blowers is connected to the scavenge air space after the air cooler.
Scavenge Air System
Between the air cooler and the scavenge air receiver, non-return valves are
The air intake to the turbocharger takes place directly from the engine room fitted, which automatically close when the auxiliary blowers supply the air.
through the intake silencer of the turbocharger. From the turbocharger, the air The auxiliary blowers will start operating before the engine is started and will
is led via the charging air pipe, air cooler, water separator and scavenge air ensure sufficient scavenge air to obtain a safe start.
receiver to the scavenge ports of the cylinder liners.
During operation of the engine, the auxiliary blowers will start automatically
The charging air pipe between the turbocharger and the air cooler is provided each time the engine load is reduced to about 30-40%, and they will continue
with a compensator and is heat insulated on the outside. operating until the load again exceeds approximately 40-50%.
Air Cooler Forced Lubrication and Oil Cooling (Section 2.8.1)

The engine is fitted with one air cooler of the mono block element type with The pipes for the forced lubrication and cooling oil system are made of steel.
cleaning nozzles for the air side of the cooler.
The main forced lubrication is led to each main bearing through branches from
A separate tank and circulating pump are supplied for chemically cleaning the the main lubrication pipe located along the engine.
air side. (QODUJHG9LHZRI3LVWRQ&URZQ/2
Cooling oil is led to the telescopic pipe through branches from the cooling &RROLQJ$UUDQJHPHQW
A water mist catcher of the through-flow type is located in the air chamber oil main pipe, located alongside the cooling jackets on the exhaust side of
below the air cooler. the engine, through which the oil is led to the crossheads. From there some

Fuel Oil Supply System (Section 2.6.1) Operation of the Main Engine Slow-Turning the Engine
The fuel oil is led from the main inlet pipe through branches to the fuel Preparations for Starting This must be carried out to prevent damage caused by fluid in any of the
injection pump of each cylinder. In order to keep the fuel oil inlet pressure cylinders. Before beginning the slow-turning, obtain permission from the
to fuel injection pump constant, regardless of the fuel oil consumption during Air Systems bridge.
engine running, a spring loaded overflow valve is provided in an engine fuel a) Drain water, if any, from the starting air system.
bypass line. Note: Always carry out the slow-turning operation at the latest possible
b) Drain water, if any, from the control air system at the moment and, under all circumstances, within the last 30 minutes before
The fuel oil is heated to the temperature required to achieve the optimum receivers. starting.
atomising viscosity. However, 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 c) Pressurise the air systems.
lines between the fuel injection pumps and fuel injectors do not become Slow-Turn with Special Slow-Turning Device
clogged with cold fuel oil. d) Check the pressures and ensure that the pressures are correct. a) Disengage the turning gear.
Cooling Water System (Section 2.5.1)
e) Ensure that spring air is available to the pneumatic exhaust b) Check that it is locked in the OUT position.
The engine is fresh water cooled, supplied by HT jacket cooling water pumps.
valves.
The fresh water is led from the cylinder frame of each cylinder to the cylinder c) Check that the indicator lamp for TURNING GEAR ENGAGED
cover and through the exhaust valve up to a main outlet pipe through which extinguishes.
it is carried back to the HT cooling water pumps via the fresh water generator Note: Air pressure must be applied before the camshaft lubricating oil pump
if in line and then via a three-way control valve either to the HT pumps or to is started. This is to prevent the exhaust valves from opening too much.
d) Lift the locking plate of the main starting valve to the SERVICE
the central cooler. position.
f) Engage the lifting/rotation check rod mounted on each exhaust
The cooling water is also led to the turbocharger from the main inlet pipe. valve and check that the exhaust valves are closed. These should
e) Check the indicator lamp.
be disengaged when lift/rotation is confirmed when the engine
The inlet pipes to the cylinders are provided with shut-off valves. The outlet is running.
The locking plate must remain in the upper position during running.
pipes are provided with shut-off valves, a pocket for a thermometer, and a
deaeration cock. Lubricating Oil Systems The locking plate must remain in the lower position during repairs.
The deaeration pipe is fitted to the outlet manifold and led to the fresh water Start the lubricating oil pumps for the engine and camshaft.
f) Open the indicator valves.
expansion tank.
a) Check the oil pressures.
g) Press the MANUAL SLOW-TURNING pushbutton and then
The fresh water pipes are covered with phosphatic film, ‘Parkerising’ instead move the regulating handle to the START position until the
of galvanising in order to avoid reaction with corrosion inhibitors. b) Check the oil flow through the sight-glasses, for piston cooling
oil. engine has turned over 1.5 complete revolutions.
Starting Air System (Section 2.10.1) c) Check that the cylinder lubricators are filled with the correct h) Allow the engine to turn over and check to see if fluid flows out
type of oil. of any of the indicator valves.
The starting air system contains a main starting valve, a non-return valve, a i) Check that the individual air cylinders reverse the displaceable
bursting disc for the branch pipe to each cylinder, a starting air distributor, and d) Operate the cylinder lubricators manually.
rollers for each fuel pump to the outer position.
a starting valve on each cylinder.
e) Check that oil is emitted.
j) When the engine has moved 1.5 revolutions move the regulating
The main starting valve is connected to the manoeuvring system, which handle to the STOP position.
controls the start of the engine. Cooling Water Systems
k) Close the indicator valves.
The starting air distributor regulates the supply of pilot control air to the starting Note: The engine must not be started if the jacket cooling water temperature
valves so that these supply the engine cylinders with starting air in the correct is below 20°C.
firing order. 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. a) Start the cooling water pumps and check the pressures.
b) Operate the jacket water preheater. Preheat to a minimum of

20°C or, preferably, to 50°C.

Slow-Turn with Turning Gear c) Switch over to control at the engine side control console. In the engine control room or at the engine side local control station the stop,
a) Open the indicator valves. start and speed setting orders are given manually by moving the regulating
See description of the procedure Emergency Operation (Section 5.2). handle, corresponding to the order from the bridge.
b) Start the turning gear.
d) Turn the regulating handwheel to increase the fuel pump index,
Checks During Starting
c) Turn the engine at least one full revolution with the turning gear and check that all the fuel pumps follow to the ‘FUEL SUPPLY’
position. Make the following checks immediately after starting:
in the ahead direction.
• Direction of Rotation. Ensure that the direction of propeller
d) Check to see if fluid flows out of any of the indicator valves. e) With the regulating handwheel back in the STOP position, rotation corresponds to the telegraph order.
check that all the fuel pumps show zero-index.
• Exhaust Valves. See that all exhaust valves are operating
e) Repeat the previous points in the opposite direction of correctly. Disengage the lifting/rotation indicators after
rotation. f) Switch back to NORMAL (REMOTE) control.
checking that they are functioning correctly.
f) Close the indicator valves. g) Open the shut-off valve for the starting air distributor. • Turbocharger. Ensure that the turbocharger is running and that
the shaft driven pumps have picked up suction.
g) Disengage the turning gear. h) Check that the ‘Starting Air Distributor Blocked’ indicator lamp
• Circulating Oil. Check that the pressure and discharge are in
h) Check that it is locked in the OUT position. is extinguished.
order
Miscellaneous
i) Check that the indicator lamp for ‘Turning Gear Engaged’ • Cylinders. Check that all cylinders are firing.
a) Lubricate the bearings and rod connections in the regulating
extinguishes and the indicator lamp ‘Turning Gear Disengaged’ • Starting Valves on Cylinder Covers. Feel over the pipes. A hot
gear, etc., every 4,000 hours.
is illuminated. pipe indicates a leaking starting valve.
b) Switch on the electrical equipment in the control console. • Pressures and Temperatures. Ensure that all pressures and
j) Lift the locking plate of the main starting valve to the SERVICE
temperatures are normal for the engine speed. In particular,
position.
c) Set the switch for the auxiliary blowers in the AUTO position. the circulating oil (bearing lubrication and piston cooling),
camshaft lubricating oil, fuel oil, cooling water, scavenge air,
k) Check the indicator lamp to ensure that the starting air distributor
d) The blowers will start at intervals of 6 seconds. and control and safety air.
is not blocked.
• Cylinder Lubricators. Make sure that the lubricators are working
The engine is now ready to start. with an even ‘drop height’ level in all the sight glasses.
l) The locking plate must remain in the upper position during
running. • Check the oil level in the cylinder oil service tank.
Starting-Up Procedure
m) The locking plate must remain in the lower position during
Starting Procedure for Loading the Engine
repairs.
CAUTION
If there are no restrictions such as running in after repairs, proceed to increase
Fuel Oil System If the engine has been out of service for some time, starting-up is usually
the load on the engine.
performed as a quay-trial. Prior to this, it must be ascertained that:
a) The fuel oil system feeds the generator engines, therefore the FO
supply and circulating pumps should already be in operation. 1. The harbour authorities permit quay-trial. The cooling water should be preheated, but if the temperature is below 50°C
2. The moorings are sufficient. allow the temperature to reach this point before increasing load.
b) Check the fuel pressures and temperatures.
3. A watch is kept on the bridge. Increase the load gradually to maximum speed over a period of 30 minutes.
Checking the Fuel Regulating Gear The following modes of starting are available:
a) Close the shut-off valve for the starting air distributor to prevent • Remote control from engine control room
the engine from turning.
• Remote control from bridge
b) Check that the ‘Starting Air Distributor Blocked’ indicator lamp • Local (emergency) control
is illuminated.

Checks During Loading Fuel Change Over Operations after Arrival in Port
Feel-Over Sequence The engine is equipped with non-cooled, ‘all-symmetrical’, lightweight
fuel valves with built-in fuel circulation. This automatic circulation of the When the FINISHED WITH ENGINES’ order is received in the control
If the condition of the machinery is uncertain (e.g. after repairs or alterations), room:
preheated fuel (through the high-pressure pipes and the fuel valves) during
the ‘feel-over sequence’ should always be followed, i.e:
engine standstill, is the background for recommending constant operation on
1. After 15-30 minutes’ running on ‘Slow’. heavy fuel. a) Switch over to control room control.
2. Again after 1 hour’s running. b) Switch off the auxiliary blowers.

However, change over to diesel oil can become necessary if, for instance, the
3. At sea after 1 hour’s running at service speed vessel is expected to have a prolonged inactive period with cold engine, i.e.
c) Test the starting valves for leakage.
due to:
Stop the engine, open the crankcase, and feel-over the moving parts listed
• A major repair of the fuel oil system etc.. d) Obtain confirmation from the bridge that the stern is clear and
below (by hand or with a ‘Thermo-feel’) on sliding surfaces where friction
• A dry-docking the ship is secure on its berth.
may have caused undue heating.
• More than 5 days’ period stop e) Check that the turning gear is disengaged as a leaky valve can
WARNING cause the crankshaft to rotate.
• Environmental legislation requiring the use of low sulphur
During feeling-over, the turning gear must be engaged, and the main
fuels
starting valve and the starting air distributor must be blocked. f) Close the valve to the starting air distributor.
Change over can be performed at any time:
The starting air distributor is blocked by closing the crossover valve. g) Open the indicator valves.
• During engine running
Feel Over Sequence Points • During engine standstill h) Change over to emergency (local) control.
• Main, crankpin and crosshead bearings
In order to prevent fuel pump and injector sticking/scuffing, poor combustion i) Activate the START pushbutton. This admits starting air, but
• Piston rods and stuffing boxes or fouling of the gas ways, it is very important to carefully follow the change not control air, to the starting valves.
• Crosshead shoes over procedures.
j) Check to see if air blows out from any of the indicator valves.
• Telescopic pipes If air issues out of a cylinder, the starting valve concerned is
• Chains and bearings in the chain casing Changeover from Diesel Oil to Heavy Fuel During Running leaking.
(See section 2.7.1) k) Replace or overhaul any defective starting valves.
• Camshaft bearing housings
• Thrust bearing/guide bearing Preparations Prior to Arrival in Port l) Lock the main starting valve in its lowest position by means of
• Axial vibration damper the locking plate.
Decide whether the harbour manoeuvre should be carried out on diesel oil or
• Torsional vibration damper on heavy fuel oil. The vessel is designed to run on heavy fuel at all times. m) Close and vent the control air and safety air systems.
Changeover should be carried out one hour before the first manoeuvres are n) Wait a minimum of 15 minutes after stopping the engine, then
Running-In
expected. if necessary stop the lubricating oil pumps if maintenance work
For a new engine, or after repair or renewal of the large bearings, renewal or is to be carried out on the engine, otherwise the pumps may be
reconditioning of cylinder liners and piston rings, allowance must be made for Start an additional generator engine to ensure sufficient power reserve for the left on.
a running-in period. manoeuvre.
The main engine and generator engines are supplied by the same FO supply
Regarding bearings: increase the load slowly, and apply the feel-over sequence, Drain off any condensed water from the starting air and control air systems just and circulating pumps, therefore the FO preparation pumps must remain in
see Checks During Loading. before the manoeuvre. operation while the main engine is shut down.
Stopping Fresh Water Preheating during Standstill

Stop the engine by setting the regulating lever to STOP. Keep the engine preheated to minimum 50°C, unless harbour stay exceeds 5
days. This counteracts corrosive attack on the cylinder liners during starting-
up.

Use the steam heated preheater for preheating of the engine. • Operation with a temporary shortage of air during extreme Indications of a Fire
variations in engine loading and when the charge air pressure
Switch off other equipment which need not operate during engine standstill. dependent fuel limiter in the governor is set too high • Sounding of the respective temperature alarms
• Overloading • A considerable rise in the exhaust gas temperatures of the cylinder

WARNING concerned and a general rise in charge air temperature
Special Dangers • Insufficient supply of air due to restricted engine room
ventilation • The turbocharger may start surging
• Fouling of the air intake filters and diffuser on the air side of the Fire Fighting Measures
Keep clear of spaces below loaded cranes.
turbocharger
The safety of shipboard personnel should be paramount whenever dealing with
The opening of cocks may cause discharge of hot liquids or gases. • Fouling of the exhaust gas economiser, the air cooler and of the fires anywhere aboard ship.
scavenge ports
The dismantling of parts may cause the release of springs. • Inform the bridge of the situation
Causes of blow-by of combustion products:
• Reduce engine power
The removal of fuel valves or other valves in the cylinder cover may
• Worn, sticking or broken piston rings
cause oil to run onto the piston crown. If the piston is hot an explosion • Cut out the fuel injection pump of the cylinder concerned
may blow out the valve. • Individual cylinder lubricating quills are not working
• Increase lubrication to the respective cylinder
• Damage to the running surface of the cylinder liners
When testing fuel valves do not touch the spray holes as the jets may • If the fire is serious, stop the engine and put the scavenge air
pierce the skin. • Excessive liner wear or abnormal wear such as clover-leafing box fire extinguishing equipment into operation. This is a water
which can also result in ring collapse and loss of piston ring to spray system with individual cylinder unit supply cocks; the
Beware of high pressure oil leaks when using hydraulic equipment, wear liner seal main extinguishing water supply valve is located on the aft,
protective clothing. port side of the engine at just above head height when at engine
If one or more of these operating conditions prevail, residues, mainly consisting room floor level.
Arrange indicator cocks with pressure relief holes directed away from of incompletely burned fuel and cylinder lubricating oil, will accumulate at the
personnel. Wear goggles when taking indicator cards. following points: Note: Be aware of possible thermal shock and loss of extinguishing medium
• Between piston rings and piston ring grooves through the exhaust. Do not open the scavenge air box or crankcase before
Do not weld in the engine room if the crankcase is opened before the the site of the fire has cooled down to under 100°C. When opening, keep
running gear is fully cooled. • On the piston skirts clear of possible fresh spurts of flame.
• In the scavenge ports
Turning gear must be engaged before working on or inside the engine A fire should have died down about 5 to 15 minutes after the fuel has been
• On the bottom of the cylinder jacket
as the wake from other ships in port or waves at sea may cause the shut off to the affected cylinder or cylinders. This can be verified by checking
propeller to turn. Also isolate the starting air supply. the exhaust gas temperatures and the temperatures of the doors to the scavenge
Causes of the Fires space. Afterwards the engine must be stopped whenever possible and the cause
Use gloves when removing O-rings and other rubber/plastic based The blow-by of hot combustion gases and sparks, which have bypassed the of the fire established.
sealing materials which have been subjected to abnormally high working piston rings between piston and cylinder liner running surface, enter the space
temperatures as they may have a caustic effect. on the piston underside and any residues present can ignite. Checks to be made should include:
• Cylinder liner running surface, piston and piston rings, air flaps
Fouling and Fires in the Scavenge Air Spaces If there is afterburning of fuel in the cylinder, due to late injection or poor in the receiver (to be replaced if necessary), possible leakages,
fuel atomisation, the cylinder pressure when the scavenge ports are uncovered piston rod gland, fuel injection nozzles.
The principal cause of fouling is blow-by of combustion products between may be higher than the scavenge air pressure and hot combustion gases may
• After a careful check and, if necessary, a repair, the engine
piston and cylinder into the scavenge air spaces. The fouling will be greater if enter the scavenge space. A defective piston rod gland may allow oil from the
can be put back on load with cut-in fuel injection pump(s) and
there is incomplete combustion of the fuel injected. crankcase to enter the scavenge space; the piston rod gland drains should be
cylinder lubrication returned to normal.
checked frequently for signs of crankcase system oil as this indicates defective
Causes of poor combustion: gland sealing rings. • 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 fuel injectors are not working correctly the load increased slowly and the cylinder lubrication brought
• The fuel is at too low a temperature back again to the normal output. Avoid running for hours with
considerably increased cylinder lubrication.
• Poorly adjusted injection pump timing

Before retightening, normal temperature of all engine parts must be re- For these reasons, it is very important to: • Stop the lubricating oil pump.
established.
1. Purify the lubricating oil correctly. • Open all doors on the side of the crankcase.
2. Make frequent control analysis. • Shut off the starting air, and engage the turning gear.
Ignition in the Crank Case
3. Ensure that the filter gauze is always intact. • Locate the ‘hot spot’.
Cause
• Feel over, by hand or with a ‘thermo-feel’, all the sliding
When the engine is running, the atmosphere in the crankcase contains the Due to the high frictional speed of the thrust bearing, special care has been
surfaces (bearings thrust bearing, piston rods, stuffing boxes,
same types of gas (N2 - O2 - CO2 ) in the same proportions as the ambient air, taken to ensure the oil supply to this bearing.
crossheads, telescopic pipes, chains, vibration dampers, moment
however, there is also a large number of coarse oil droplets present. compensators, etc..).
Monitoring equipment is arranged to give an alarm in cases of low circulating
If abnormal friction occurs between the sliding surfaces, or heat is otherwise oil pressure and/or high temperature of thrust bearing segments. Keep this • Look for squeezed-out bearing metal, and discolouration caused
transmitted to the crankcase (for instance from a scavenge air fire via the equipment in effective operating condition. by heat (blistered paint, burnt oil, oxidised steel).
piston rod/stuffing box) or, for some engine types, through the hot uncooled • Keep any bearing metal found at bottom of oil tray for later
intermediate bottom, hot spots on the heated surfaces can occur. Feel over moving parts (by hand or with a ‘thermo-feel’) at suitable intervals analysing.
(15-30 minutes) after starting and again at full load.
If in doubt, stop and feel over. • Prevent further hot spots by preferably making a permanent
The hot spots will cause the oil falling on them to evaporate. When the oil
repair.
vapour condenses again, countless minute droplets are formed which are
suspended in the air. This appears as milky-white oil mist, which is able to Oil Mist in the Crankcase • Ensure that the respective sliding surfaces are in good
feed and propagate a flame if ignition occurs. condition.
In order to ensure a reliable, and quick warning of oil mist formation in the
crankcase, constant monitoring is obtained with an oil mist detector, which • Take special care to check that the circulating oil supply is in
The ignition can be caused by the same hot spot which caused the oil mist. order.
If a large amount of oil mist has developed before ignition, the burning can successively samples air from each crankcase compartment.
cause a rapid and large rise of pressure in the crankcase (explosion), which • Start the circulating oil pump and turn the engine by means of
forces a momentary opening of the crankcase relief valves.This is the primary The detector will give an alarm and a slowdown command at a mist the turning gear.
crankcase explosion. This primary explosion may be mild or severe depending concentration which is only a fraction of the lower explosion limit (LEL), in
order to gain time to stop the engine before ignition of the oil mist can take • Check the oil flow from all bearings, spray pipes and spray
upon the amount of mist actually present. A primary explosion can result in nozzles in the crankcase, chaincase and thrust bearing.
a much more severe secondary explosion. This is because additional oil mist place.
may be generated by the effects of the primary explosion shock wave and the • Check for possible leakages from pistons or piston rods.
vacuum which follows the primary can result in a fresh air charge being drawn Measures to be Taken when an Oil Mist Detector Alarm has Occurred • Start the engine. After: 5 minutes, 30 minutes, one hour and
into the crankcase. then when full load is reached carry out the following:
• Do not stand near crankcase doors, or relief valves, corridors or
near doors to the engine room casing. Stop and feel over
WARNING
• Reduce speed to slowdown level, if not already carried out Look for oil mist
The effects of a secondary crankcase explosion, or a severe primary
explosion, result in damage in the engine room and serious injury or automatically.
Especially feel over (by hand or with a ‘thermo-feel’) the sliding surfaces,
death to personnel in the engine room. • Ask the bridge for permission to stop. which caused the overheating.
• When the engine STOP order is received, stop the engine. • There is a possibility that the oil mist is due to ‘atomisation’ of
Note: Similar explosions can also occur in the chain casing and scavenge
air box. • Switch-off the auxiliary blowers. the circulating oil, caused by a jet of air/gas, e.g. by combination
of the following:
• Open the stores hatch.
Every precaution should therefore be taken to: Stuffing box leakages (not air tight).
• Leave the engine room.
1. Avoid ‘hot spots’ Blow-by through a cracked piston crown or piston rod (with
• Lock the casing doors and keep away from them. direct connection to crankcase via the cooling oil outlet pipe).
2. Detect the oil mist in time
• Prepare the fire-fighting equipment.
An oil mist can also develop as a result of heat from a scavenge fire being
Hot Spots in the Crankcase • Do not open the crankcase until at least 20 minutes after
transmitted down the piston rod or via the stuffing box. Hot air jets or flames
stopping the engine.
Well-maintained bearings only overheat if the oil supply fails, or if the bearing could also have passed through the stuffing box into the crankcase.
journal surfaces become too rough (due to the lubricating oil becoming • When opening up the crankcase, keep clear of possible spurts of
corrosive, or being polluted by abrasive particles). flame. Do not use naked lights and do not smoke.

Alarms and Trips LO inlet temperature high

Automatic Shutdown Functions Piston cooling oil outlet/cylinder temperature high
Piston cooling oil outlet/cylinder no flow
Thrust bearing temperature high high, ahead or astern
Piston cooling oil inlet pressure low
Main LO inlet pressure low low
LO to bearings and thrust bearing pressure low
Camshaft inlet pressure low low
Thrust bearing temperature high
Engine overspeed trip
LO to camshaft inlet temperature high
Manual Shutdown LO inlet to camshaft pressure low
Cylinder lubricators no flow
Emergency stop buttons
Jacket cooling water inlet pressure low
Alarm/Slowdown Functions Jacket cooling water outlet/cylinder temperature high
Starting air pressure low
Piston cooling oil outlet temperature high
Control air pressure low
Piston cooling oil outlet no flow
Safety air pressure low
Main LO inlet pressure low
Air supply to exhaust valve air cylinder pressure low
Camshaft inlet pressure low
Scavenge air manifold temperature high
Jacket cooling water inlet pressure low
Scavenge air inlet pressure low
Jacket cooling water outlet temperature high, on all units
Scavenge air box/cylinder temperature high
Turbocharger oil temperature high
Air cooler cooling fresh water inlet pressure low
Scavenge air fire alarm, on all units
Exhaust gas/cylinder temperature high
Exhaust deviation alarm, on all units
Exhaust gas After turbocharger high
Exhaust valve spring air pressure low
Oil mist in crankcase
Cylinder LO no flow from No.1, 2 and 3 cylinder lubrication
boxes
Automatic Slowdown Functions
Thrust bearing temperature high ahead or astern

Oil mist detection in crankcase level high
Alarms
Leakage from high pressure fuel pipes

Fuel oil temperature high
Fuel oil temperature low
Fuel oil viscosity high
Fuel oil viscosity low
Fuel oil inlet pressure low

Illustration 2.1.1b Oil Mist Detector
Isolate, Test and Reset Switches
Channel Switches
1 2 3 4 5 6 7 8 9 10 11 12 Magnetic Pen
Channel number Isolate Reset Test
Testing
Oil Mist Status LED No CPU
Raise alarm level

Channel Identification mgm/litre Oil Mist Level and Fault
Channel 1 Reading 3 5 %
Location Readout
Lower alarm level
Power Setting
Alarm level
Setting Indicator LEDs Alarm Selection Switch
OPERATING INSTRUCTIONS
To display a function, place
Magnet Pen FLAT over specified circle
Fuses FS1 and FS2
Function Circle FAULT DIRECTORY
Channel level reading (%) Channel number Channel Reading Fault condition Action required
1.12 F1 Cable fault Check/repair relevant cable
Pre-set alarm level (mgm/litre) Alarm level + Channel number
1.12 F2 Detector dirty Clean detector according to instructions
Self test programme Test 1.12 F3 Detector faulty Clean as F2 first or replace detector
Detector alarm test Alarm level + Test + Channel 1.12 IC Isolated circuit Check operating instructions
number C F4 Fan failure Check fan and fan failure detecting systems
Isolate detector (F3) Isolate + Channel number
Restore detector Isolate + Reset + Channel number NOTE: If 'No CPU' light is on, refer to manual
'dd' on test is dirty detector
Normal operation Reset 'cd' on test is clean detector
Operating Instructions Quality Monitoring Instruments, London, NW6 2HL, UK
Security Switch
240V
Issue: Romø July 05 Section 2.1.1 - Page 10 of 11

Oil Mist Detector Should the oil mist detector detect oil mist levels between 0% and 79% the f) When setting is complete turn the key 0.25 turn anticlockwise
situation is normal and no alarm is initiated. Should an oil mist level above in order to lock the system and then remove the key.
Maker: Quality Monitoring Instruments 80.99% be detected the amber light on the mist detector box flashes and this
Model: QMI Multiplex will activate an early warning alarm. Should the mist level rise to 100% a red
Test Procedure
flashing light is activated at the mist detector box and a main alarm is initiated
Introduction accompanied by an engine slowdown. a) Insert the key and turn clockwise 0.25 turn and place the
magnetic pen flat against the circle marked TEST. The testing
Oil mist detection gives warning of a build-up of oil mist in the crankcase Alarms are not activated immediately the oil mist monitor detects a high indicators will illuminate; the green, amber and red lamps will
which could eventually result in a crankcase explosion. In addition to acting oil mist level as the unit checks the readings and the instrumentation before be illuminated in sequence.
as a safety device the oil mist detector can also provide warning of possible issuing the alarm. This takes about 2.5 seconds.
bearing failure as one cause of a Hot Spot is engine bearing failure. The oil
mist detector is, however, essentially a safety device which gives warning of The oil mist detector unit must be operated continuously when the main engine b) All digital readouts will initially read 8. and this will change
the formation and build-up of oil mist in the engine crankcase and it must be is running. The oil mist detector will check itself continuously and report to 1 showing that all digital display segments are working.
operational at all times the main engine is running. defects on the display. Should the fan fail the indication ‘F4’ appears in the Each detector head lens will indicate ‘Cd’ for a clean lens; if
monitor display. ‘dd’ appears in the display it indicates a dirty lens (under 70%
clean). A dirty lens must be cleaned according to the procedure
Operation in the oil mist detector manual. If there is failure of the CMU
Checking and Setting Procedure then ‘F9’ will appear in the display. The oil mist detector main
When the engine lubricating oil comes into contact with a hot spot some of board must be replaced as soon as possible.
the oil is vaporised. The oil vapour moves to a cooler region of the crankcase Although the oil mist detector is set at installation values should be checked
where it condenses to form fine mist like droplets. Because of moisture in the should there be any concern about operation or alarm levels. During the
crankcase atmosphere the oil mist takes on a milky appearance. More vapour c) After all relays have been tested the CMU will return the
checking procedure normal operation of the unit is disabled so checking
forms over a period of time and eventually the concentration passes the lower display to the channel with the highest concentration of oil mist.
should, ideally, be carried out when the engine is stopped.
explosion limit resulting in a possible crankcase explosion as explained The key is turned anticlockwise 0.25 turn.
previously. To check a preset alarm level the magnetic pen should first be placed flat
After the power is switched on (if the unit has been stopped) or a RESET the
over the circle marked ALARM LEVEL and the alarm level indicator will be
The oil mist detector uses the light scattering properties of oil mist to measure relay outputs are inhibited for 60 seconds in the event of an alarm. This should
illuminated. The magnetic pen is then placed flat over the Channel number
the concentration of the oil mist in the crankcase. Each engine crankcase be noted if a smoke test is carried out on the detector heads.
which is to be checked. The channel alarm level will be displayed as a value in
unit, and the chain case, has a sample pipe which connects with a chamber mg/l of oil mist density. Should the alarm level require changing the procedure
containing that unit’s detector head. All detector chambers are also connected below should be followed. Isolating Channels
by means of a pipe to a fan unit which, when operating, draws a sample of the
crankcase atmosphere through the detector chamber fitted for each unit. The a) Turn the key clockwise 0.25 turn in order to release the security If a detector head becomes faulty ‘F3’ will appear in the display. If a detector
fan unit discharges back to the engine crankcase. switch. The setting lamp will illuminate. head needs cleaning ‘F2’ will appear in the display. Ideally the detector head
should be immediately replaced or cleaned as required. If this is not possible
As the crankcase atmosphere is drawn through a detector chamber the detector b) Place the magnetic pen flat against the circle marked the detector head signal may be isolated from the monitor panel. The key
head continuously monitors the sample and sends a signal to the main box (the ALARM SETTING SWITCH. The current alarm level will be is turned to SET mode, the magnetic pen is placed over the circle marked
CMU) which contains a microprocessor. Signals from the detector heads are displayed. ISOLATE then over the Channel number. This isolates the channel signal and
scanned at 500 millisecond intervals so all engine units are scanned within a the key is turned back to RUN. After the detector head has been replaced or
few seconds and hence monitoring is practically continuous. Should there be c) If the alarm level needs to be changed place the magnetic pen cleaned the key is turned to SET mode, the pen placed on ISOLATE, then
oil mist in a sample drawn past a detector head the light from the sending part flat against the circle marked RAISE ALARM LEVEL or RESET and finally the channel number. The key is turned back to RUN and
of the detector will be scattered and this will be detected by the receptor. The LOWER ALARM LEVEL. Raise and remove the magnetic pen the channel is back on line.
unit is calibrated and the microprocessor converts the light level signal from once for each increment until the desired level is reached. The
the detector head to a mist level and indicates this on the output display. The alarm level is shown in the digital display.
display has channels for all detector heads and will display the reading and
channel to which the reading is associated on the display. The CMU displays d) Place the magnetic pen flat against the circle marked CHANNEL
the channel(s) with the highest mist reading. NUMBER in order to set that channel to the level indicated in
the digital display.
The reading displayed is in the range 0% to 100% where the 100% level
represents 1.99mg/litre of oil mist in the sample. This provides a considerable e) Repeat steps c) and d) for the other channels.
safeguard against a crankcase explosion as the lower explosion level of
lubricating oil vapour is 50mg/litre.

Illustration 2.1.2.a Main Engine Manoeuvring Control Panel
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ME : R UN N I NG 7 7 . 8 R PM, S t A I R 2 5 . 4 B A R
L I M I T E R : NO L I M I T
ALARM STOP ALARM T LG B C : 7 8 . 0 E C R : - 1 . 0 E G S : 1 6 . 4 RPM

LIST HORN ACKN.
0 A l a r ms
STATUS MAINTE-
EDIT MENU S1 S2 S3 S4 DIMMER
LIST NANCE
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR

BRIDGE E.C.R. LOCAL RPM
CTRL. CTRL. CTRL. LIMIT ESC ENT
7 STU 8 VWX 9 YZ 0 SPACE . +/- #
SEA STAND CANCEL

MODE BY F.W.E. LIMITS

2.1.2 MAIN ENGINE MANOEUVRING CONTROL Bridge and Engine Control Room DMS Operating Panels Note: A shutdown will be reset by moving the bridge telegraph lever to the
The operating panels enable communication with the the DMS system. The stop position (or the ECR lever if in ECR control).
Maker: Lyngsø Marine display is able to show operating state information. All nominal and actual
Type: DMS 2100 values, operating data and list contents can be read and adjustments made Main Engine Indication Panel
to the operating state. Any faults or alarms within the system are shown and
The main engine manoeuvring control system can be divided into two parts: accompanied by a warning buzzer. The following table shows the facilities and The indication panel in the ECR consists of warning lights, pushbuttons and
operations available from the bridge and ECR operating panels. a manual/auto selector switch. The lights indicate control modes, engine
1. The DMS 2100 Bridge Manoeuvring System direction, turning gear position, engine direction and start valve/air/blocking
2. The DPS 2100 Engine Safety System Pushbutton Action status. There are also illuminated pushbuttons for control of the auxiliary
blowers.
Bridge Control Indication or request/acknowledgement of automatic
DMS 2100 Bridge Manoeuvring System bridge control.
The auxiliary blower stop/start facility is only available when the main engine
ECR Control Indication or request/acknowledgement of ECR control is in manual. A warning light is fitted to indicate that the auxiliary
The DMS system is designed to control the ship’s engine directly from the control (manual or automatic). blowers are not in automatic mode. If the blowers are off, a main engine start
bridge. Automatic operation is also possible from the ECR. The normal Emergency control Indication or acknowledgement of emergency is not possible. The MANUAL/AUTO selector switch controls the operating
operating condition of the DMS is with the lever of the bridge telegraph unit (local) control. mode of the blowers.
but the ECR position may be used for additional monitoring/control etc. The Sea Mode If not in manoeuvre mode then the pushbutton is for
DMS controls the following functions: indication only. The indication light ‘Main Start Valve In Service’ means that starting of the
• Starting, stopping and reversing the propulsion plant This order indicates, by LED illumination: ‘No need to main engine is now possible. There is also a warning light and alarm for engine
man the engine room’. direction. If the engine direction is opposite to the ordered direction in manual
• Acceleration and deceleration of main engine speed If in manoeuvre mode: and local modes, this alarm is activated. There is a pushbutton for the main
• Engine speed sensing Sea mode active if LED on, speed set value released to engine slow turn facility. Activation of this pushbutton carries out the slow
SEA FULL AHEAD. turning procedure.
• Quick progress through the critical speed range (69-82 rpm)
Pressing the pushbutton again extinguishes the LED,
• Monitoring manoeuvring sequences manoeuvre mode is activated and therefore speed set The pushbutton DMS 2100 ‘CANCEL LIMITS’ cancels the governor
• Self-monitoring value is limited. scavenging air limitation (manual control of the Woodward governor only).
Standby Engineers required in engine room. This would provide a faster run up time for the main engine in case of
• Control of auxiliary systems emergency, therefore this pushbutton is protected by a cover to guard against
FWE Pressing this pushbutton gives ‘Finished with Engines’
• Selection of control and operation modes order, an alarm is activated and the LED will flash accidental operation.
• Automatic limitations until the following conditions are met.
The pushbutton marked POWER ON & LAMP TEST indicates the status of
Main air start valve is blocked the supply voltage and also functions as a lamp test facility.
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 Start air distributor is blocked
from the telegraph system are internally processed and routed as a set speed Control air is off Propulsion Control Cabinet (PCC)
value to the electronic governor (EGS 2000). The propulsion control cabinet has no user accessible functions. These cabinets
Safety air is off
house the electronic modules that make up the system. These include the
The hardware consists of four main groups: FWE order acknowledged from ECR
interface extension modules, central memory, speed relay module, input/output
• Bridge and ECR operating panels Menu Displays 6 sub menus accessed by ‘S’ function and control modules, relays and interconnections for the serial bus which links
pushbuttons. the various systems. The EGS2000 electronic governor directly connects to the
• ECR indication panel Dimmer Adjust display brightness. speed relay module, the DZM 401, which is the central module in the DMS
• Propulsion control cabinet (PCC) Edit, Esc, Ent. For changing parameters. system containing the process control software.
• Electronic governor (EGS 2000) Arrow pushbuttons Moving cursor around display positions.
Cancel Limits Overrides limitations, acceleration and deceleration
set points.
RPM Limit Automatic bridge mode only, ECR activated function
to limit available rpm.

Illustration 2.1.2b Indication Panels (Romø)
Local Control Station Indication Panel
ECR Indication Panel
0
50 0 50
50 50
100 150
100 150
GOVERNOR START AIR MAIN START TURNING FUEL AUX. AUX. 150 150
DISTRIB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2 150
ASTERN 150
ENGAGED AHEAD
IN SERVICE IN SERVICE DISENGAGED AHEAD RUNNING RUNNING ASTERN AHEAD
START AIR MAIN START TURNING FUEL

EMERGENCY
DISTRUB. AIR VALVE GEAR CAMS
CONTROL
BLOCKED BLOCKED ENGAGED ASTERN
SHUTDOWN AHEAD
CONTROL AUX. PREWARNING
BRIDGE OFF AUTO RUN
ROOM BLOWERS
CONTROL
CONTROL WARNING SHUTDOWN ASTERN
TURNING GEAR ENGAGED EMERGENCY CONTROL

MANUAL POWER ON
EMERGENCY
SLOW & WRONG WAY
STOP ECR CONTROL
TURNING LAMP TEST
AUX. BLOWER RUNNING BRIDGE CONTROL
CANCEL EMERGENCY
SHUTDOWN STOP
LAMP TEST
Lyngso Marine

The Electronic Governor System (EGS2000) • At the bridge panel, if the request came from the ECR There are two different methods of indication and acknowledgement following
the change over to local control :
• At the ECR panel, if the request came from the bridge
The electronic governor system consists of two main parts:
1. The electronic governor Pressing the bridge control pushbutton again before an acknowledgement Change over from Automatic Bridge to Local Control
cancels the request. Following a successful acknowledgement, the LEDs then
2. The electrical actuator The LEDs set within the EMERG. CTRL. buttons in the bridge and ECR
flash green in colour.
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
The electronic components are housed in the governor cabinet in the ECR. It is The manually operated ECR to BRIDGE selector switch in the ECR is now
switched to the BRIDGE and the flashing green LEDs turn to a steady green shows the text ‘EMERG. CONTROL’.
connected to the propulsion control cabinet where the DMS dictates the RPM
setpoint. The governor sends the electronic signal to the electrical actuator light. The display text shows Automatic Bridge.
To acknowledge the selection of local (emergency) control, the pushbutton
which moves the fuel rack accordingly.
If a changeover is requested without prior request, the BRIDGE CONTROL EMERG. CTRL. on the bridge panel has to be pressed. Following the
pushbutton LEDs flash yellow turning steady green when acknowledged. acknowledgement, the LEDs implemented in the pushbuttons EMERG. CTRL
Control and Operating Modes in both panels turn to steady green to indicate the new control mode.
There are different operating modes to operate the propulsion plant: The main engine is generally operated by the engine order telegraph unit at
the bridge central console. If either bridge wing is selected for control, the Change Over from Manual ECR to Local Control
• Automatic control from the bridge
wing controller remotely moves the central controller by a selsyn ‘electric
• Manual control from the ECR The LED set within the EMERG. CTRL. pushbutton in the bridge panel turn to
shaft’ arrangement. This central controller sends the signal to the DMS for
steady green to indicate the new control mode. The LED within the EMERG.
• Manual control from the local control station (emergency processing.
CTRL. button in the ECR panel is flashing yellow to indicate the change of
control) control mode. Additionally the change of control mode is audibly signalled at
Change of Control Mode Restrictions the ECR panel. The display in both panels show the text “Emerg. Control”.
The operating modes are changed from:
Any DMS equipment malfunction which affects any control mode change
• The local control station: LOCAL or REMOTE over will result in the alarm Control Select. Fault and a change will not be To acknowledge the selection of emergency control, the pushbutton EMERG.
accepted. CTRL. on the ECR panel has to be pressed. Following the acknowledgement,
• The ECR: BRIDGE-ECR the LED in the pushbutton EMERG. CTRL in the ECR panel turns to steady
If the main engine is stopped but the telegraph/control lever is not in the STOP green to indicate the new control mode.
The DMS only has control when in BRIDGE mode.
position, the text display shows the request message ‘Put Bridge Teleg. To
Stop’. No control mode changes are possible until this request is fulfilled. Sub-Telegraph Operating Modes
Change of Control Modes
The local control station is the operating station with the highest priority. If the main engine is running but the telegraph/control lever is put in the The DMS has 3 different operating modes, selection is from the bridge
opposite direction, the text display shows the request message ‘Bridge Teleg. operating panel:
Change over from LOCAL to REMOTE is carried out by means of a manually Wrong Way’. The lever must be moved to STOP or the correct direction. No
operated pneumatic valve at the main engine local control position. control mode changes are possible until this request is fulfilled.
Sea Mode
Change over from ECR to BRIDGE is normally carried out from the ECR Before changing over control modes, the ECR and bridge control levers must The engine is able to accelerate through all speed ranges up to the end of the
console. Pressure switches in the main engine pneumatic system provide be matched or a rough change of engine speed will occur. The set points must upper sea range.
feedback of the control mode status. be the same value, i.e.: a lever match. When a lever match is completed the
change over from automatic BRIDGE to manual ECR is carried out with the
manual two position selector switch in the ECR. Manoeuvring Mode
The control mode changes immediately on operation of the selector switch.
The selected operating station cannot ignore its selection. Any change in The engine is only able to accelerate through all speed ranges up to the end of
control mode is shown on the bridge and ECR panels which will alarm at any Local (Emergency) Control the upper manoeuvring range, if the lever is set to full ahead.
change.
The selection of local control is always done directly without any previous
request. The change over from REMOTE to LOCAL is by means of a Modes under CANCEL LIMITS Operation
The change from ECR to BRIDGE can be initiated from either location. The
manually operated pneumatic valve at the engine-side control stand. All limits are overridden. Acceleration and deceleration set points are changed
BRIDGE CONTROL pushbutton has to be pressed at the bridge or ECR
control panels. The yellow LEDs in the BRIDGE CONTROL pushbuttons, at to faster values.
The selection of LOCAL switches off the previously selected control mode of
the bridge and ECR, will flash and an alarm will sound at the control panels.
automatic bridge and manual ECR. CANCEL LIMITS should only be used for emergency manoeuvring.
The request is then acknowledged by pressing the bridge control pushbutton:

Ranges If a fault becomes apparent it will be sensed by the DMS, the result of this is To complete the password input the password must be followed up with
an audible and visual alarm indication. Faults are indicated at the operating ENTER. Passwords must always be four digits.
Acceleration and deceleration ramps are preset into the DMS to ensure the panels on the bridge and ECR. The alarms are also routed as individual alarms
most efficient operation of the main engine. The total range between minimum via the serial interface, or as common alarms via contact interface to the alarm, After accessing the required parameter by password entry, the EDIT pushbutton
and rated range is divided into four individual ranges: monitoring and control system (UMS/UCS). must be pressed again. There are two ways to change values:
1. Lower manoeuvring range approximately 25 - 65% load 40 - 60 1. By operating the up/down cursor pushbuttons the value of the
A visual alarm is always indicated at the bridge and in the ECR An audible
seconds parameter can be incremented or decremented.
alarm is only indicated at the station in control. Visual acknowledgement can
2. Upper manoeuvring range approximately 65 - 75% load 60 be done only from the ECR. 2. By numerical setting of the value by first entering ‘0’.
seconds
According to the rules of the classification societies, the system has, in the Pressing ENTER completes the operation.
3. Lower sea range approximately 75 - 90% load 10 minutes
case of a control system fault, to maintain (freeze) the momentary operating
4. Upper sea range approximately 90 - 100% load 30 - 60 condition. Therefore, in a frozen condition, the operator has to transfer control CAUTION
minutes mode to a manual mode. This is the only mode in which a reset can be Because the program uses RAM for its set values, the entered value takes
performed. immediate effect. Therefore changes should only be made on a stopped
The astern speed has only one range which has an adjustable upper limit.
engine or, if on a running engine, the values should be made step by
The only exception to this is in the case of a bridge or ECR telegraph step in small increments to avoid greatly affecting the running of the
More detailed information is available in the manufacturer’s DMS2100 user potentiometer fault, whereby the system will change over from the faulty engine.
manual. station to the functional station and remain in automatic mode at that station.
PARAMETER CHANGES MAY ONLY BE MADE BY AUTHORISED
Barred Ranges System Parameters and Passwords PERSONNEL.
Due to certain physical principles rotary, oscillation occurs at specific speeds On pressing the S3 pushbutton, the parameter list is displayed. By operating the
inside the main engine’s range. The DMS takes these speeds into account and cursor pushbuttons the number of the parameter required can be incremented Simulation Mode
if selected will automatically convert the request to the nearest ‘safe’ position. or decremented. The parameters to be displayed can also be accessed by This mode is used to test signals to the start valve, reversing valve, start air
The engine has a barred speed range between 69 and 82 rpm. numerical setting of the number by first entering ‘0’, pressing ENTER, then distributor and electronic governor.
the required parameters are displayed.
Note: The speed set point is not adjustable within a barred range. The overspeed may also be tested using this facility.
To release a selected parameter for resetting, the EDIT pushbutton must be
Limitations pressed and then, according to its security level, the adjustment is released or The following conditions have to be fulfiled for the selection of simulation
the password is requested. mode:
The DPS system, under certain fault conditions, may request a slowdown of
the main engine. This is achieved via the serial interface to the DMS system. Parameters are blocked for unauthorised personnel with three password levels • Engine at standstill
The limitation will remain active until manually reset. protecting the system: • Main start valve blocked
In bad weather conditions, if the main engine speed reaches 105% three times • The service password • Start air distributor blocked
in less than two minutes, the speed set point will be limited to 85%. The • The expert password • Control mode in AUTOMATIC BRIDGE
limitation will remain active until manually reset.
• The user password • Access is by activation of the menu pushbutton then S4,
followed by S1 for simulation mode.
There is also a manual limitation function available only from the ECR panel.
The Service Password is required for changing critical parameter values such
The pushbutton RPM LIMIT will give access to a menu where the measuring
as engine speed. The service password releases the parameters for the User To simulate the engine running the telegraph must be moved ahead or astern.
value (the speed), can be adjusted.
and Expert passwords, as such this password should only be known by the The simulated speed, acceleration and deceleration correspond to the normal
commissioning personnel. orders. Because the engine is not actually running, several other alarms will
System Supervision and Fault Indication appear, such as start failure, reversing failure etc.
The total hardware of the DMS, as well as the peripheral components, are The Expert Password is required for changing critical parameter values. The
constantly monitored by the DMS. Because of this, it is possible to avoid expert password releases the parameters to the User password.
dangerous situations and damage to the main engine. The telegraphs, speed
sensing circuits, electronic governor, solenoid valves, internal analogue/digital The User Password is required to change non-critical parameter values
and digital/analogue converters and the computer cycle (watch dog) are all
monitored.

Main Engine Automatic Start Sequence 13. Turning gear engaged Reversing the Main Engine
14. Emergency control is engaged
Depending on the requested direction of the main engine and before carrying
• Automatic mode is selected, the control lever is in the stop
Items 1 and 11 may be overridden by operation of the CANCEL LIMITS out a slow turn or engine start, the DMS controls the positioning of the
position.
pushbutton, although 11 can only be overridden when in bridge automatic reversing mechanism for the start air distributor and the fuel pumps by
• System checks: no start interlocks, no active relevant alarms, energising the respective directional solenoid valve (even if they are still in
mode. A start interlock is alarmed and indicated on the bridge and ECR
the auxiliary blowers are in auto, the voltage is on. the correct direction from a previous manoeuvre).
operating panels.
• Control lever moves to ahead direction, speed value is
initiated. Three start attempts are possible. If a failure occurs during the starting sequence One symmetrical cam for each fuel pump is mounted on the camshaft. Selection
the following measures are activated: of injection point, ahead or astern, is achieved by moving the fuel pump roller
• Reverse sequence is activated (see section: Reversing of the guide relative to the cam axis by a pneumatic cylinder.
Main Engine), the ahead valve is energised. • If no engine rotation is sensed within the maximum starting
• If more than 30 minutes since the last start, the DMS initiates a time, the start air valve is de-energised and the Start Failure Each fuel pump has its own reversing mechanism including a pneumatic
slow turn, if not, the DMS activates a start. alarm is activated. cylinder. However, the power of the cylinder is not powerful enough to
• On completion of slow turn all injection pumps are moved to • If the engine starts to crank but does not reach ignition speed reverse the roller guides at standstill, they can only support the movement.
the ahead or astern position. The engine starts. or falls below the ignition speed, the Repeated Start alarm is The roller guides will change their position during the start sequence because
activated. If a further two starts also fail then the alarm Start of the camshaft rotation, so it follows that the engine has to be started without
• Governor stop signal is de-energised as the start valve energises. respect to the reversing mechanism position.
The stop valve remains energised. Failure is activated.
• On reaching ignition speed the stop and start valves are de- • If the engine exceeds ignition speed but stops within 20 seconds The roller guides mechanically maintain their position and the solenoid valves
energised and fuel is injected. a further start takes place, up to a maximum of 3 attempts. If are de-energised at the end of the start settling time.
the engine stops outside of this 20 second time the alarm Engine
• The main air start valve is de-energised one second after fuel Stopped is activated.
injection, the engine accelerates to the required speed. Restarting an Engine Already Turning in the Correct
• At the second and third start attempts, or in the case of a
If the engine fails to start or complete a slow turn, the control lever must be CANCEL LIMITS start operation, the ignition speed is Direction
moved back to zero to reset the system before another start attempt is made. increased to enable a longer duration of applied starting air. The
DMS also cancels the governor’s normal start fuel limitations If the engine is already turning in the required direction, due to drag acting on
during these attempts. the propeller, the speed is above ignition speed and the control lever is moved
Note: The reversing function always takes place prior to start regardless of in that direction, the DMS will de-energise the stop valve and the governor
the ordered direction. stop signal. This will enable fuel to be supplied to the engine.
Slow Turning
The following conditions will cause a start interlock to block the starting of If the drag effect is too low and the engine speed is below ignition speed and
the main engine: The slow turning is carried out automatically when the engine has been the control lever is moved in that direction, the DMS will initiate a normal
1. Control air pressure low standing still for 30 minutes or more. When a slow turn is requested, the engine automatic start.
must then complete one and a half turns within 30 seconds.
2. Line break of valves
3. Speed sensing system fault The DMS system counts the number of flywheel teeth passing the speed Restarting an Engine Turning in the Wrong Direction
4. Emergency stop/shutdown condition 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 If a start is requested in the opposite direction to that which the engine is
5. Loss of automatic, manual or sensor supply case, the control lever must be reset to zero and another start attempt made. 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.
6. Blocked actuator
The slow turn procedure may be omitted, if a quick start is required, by The engine is retarded automatically and subsequently restarted in the reverse
7. Electronic governor fault pressing the CANCEL LIMITS button on the operating panel. direction.
8. Serial interface to governor lost
Manual slow tunring may be ordered on command from the ECR when in Stopping the Main Engine
9. Start air pressure low
manual ECR control. The MANUAL SLOW TURNING pushbutton is pressed
10. Start valve closed/not open on the ECR panel and the manoeuvring lever is moved to the START position A normal stop comprises of moving the control lever to zero. This will cause
11. Start air distributor blocked in order to slow turn the engine. 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.
12. Input start blocked (auxiliary blowers)

There are also a number of ‘hard stops’. These are hard-wired emergency stop • OBL: Order bridge with limitations
pushbuttons which stop the engine directly via the DPS engine safety system.
• ACT: Actual speed
The DMS via a 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 to reset the system.
Telegraph Order Printer TOP2100

The TOP2100 is a sub-system 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 the
DMS.
The following items are recorded from the DMS:

• Date and time
• Bridge, ECR and emergency telegraph orders
• Engine speed
• Control mode
• Sub-telegraph 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

2.1.3 MAIN ENGINE SAFETY SYSTEM Slowd. cancel Pressing pushbutton cancels slowdown signal, The inputs on the central module DZM 401/402 for the speed measurement
pressing again reactivates slowdown from the proximity switches are fixed, also the outputs for speed indication
and emergency stop on overspeed are fixed. The inputs on the IOM 402
DPS 2100 Engine Safety System Slowd. reset Resets system when slowdown condition removed,
speed returns to normal modules are freely configurable for slowdown and shutdown via parameters.
On occurrence of a slowdown or a shutdown criterion, the particular function
The DPS 2100 operates in parallel with the DMS system but monitors, controls becomes active, taking the parameter setting for the input into account.
and protects the main engine independently from the DMS system. Shutd. active Indicates an automatic shutdown signal activated
Shutd. cancel Cancels shutdown signal, until pushbutton pressed Operation and indication are effected via the Operating Panel in the ECR with
The system protects the engine from inadmissible operating states, in that an again illuminated pushbuttons and LED displays in the engine room. The visual
alarm is not created until one of its limits is exceeded. All limits are set to alarms as well as system conditions are simultaneously displayed at all places
values that in no way endanger the engine. Any limits exceeded are visually The DPS system receives its engine speed signal from two proximity switches
mounted close to the flywheel. These switches count the flywheel teeth passing of indication (bridge, ECR, engine room). The audible alarms are given only
and audibly indicated in the ECR. Specific limits such as low LO pressure, at the place of indication from which the ship is operated (e.g. operation from
high HT water temperature are additionally protected by shutdown and 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 the bridge). This also applies to the acknowledgement of alarm signals as well
slowdown facilities. as to control functions ‘Cancel’ and ‘Reset’.
cross-monitoring, plausibility and redundancy in case of breakdown.
The system consists of an SEM interface extension module, speed relay DZM
module (DPS limit values, delay times and actions/consequences are stored in The DPS provides the following functions: Automatic Slowdown
software within the DZM module), input/output modules (all mounted within • Slowdown The automatic slowdown serves to relieve stress on the engine by reducing
the propulsion control cabinets) and illuminated emergency stops mounted on speed.
bridge wings, bridge, ECR and engine local control station. • Shutdown
• Slowdown with subsequent shutdown
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 Illustration 2.1.3a Engine Safety System Panel
and printout etc. The location of the emergency stop activation will also be
displayed. DPS 2100 ENGINE SAFETY SYSTEM
Lyngso Marine
The operator panel is mounted in the ECR
ALARM FAULT
Operator Panel Functions
Alarm light Illuminated if a set value is exceeded
Fault light Illuminated if an internal hardware or interface ALARM STOP ALARM
failure occurs LIST HORN ACKN.
Pushbutton Functions
Alarm list Displays every current alarm state, new alarms at MAINTE- EDIT MENU
the top of the list NANCE S1 S2 S3 S4 DIMMER
Alarm ackn Visual alarm acknowledgment

Stop horn Audible alarm acknowledgment 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
Maintenance Displays date/time, lamp test facility, display SLWD. SLWD. SLWD.
ESC ENT
controls etc. ACTIVE CANCEL RESET
Dimmer Adjust display brightness

Edit, Esc, Ent For changing parameters 7 STU 8 VWX 9 YZ 0 SPACE +/-#
Arrow pushbuttons Moving cursor around display positions SHUTD. SHUTD. SHUTD.
ACTIVE CANCEL RESET
Menu Displays 3 sub menus accessed by ‘S’ function
pushbuttons
Slowd. active Indicates activation of automatic slowdown

Alarm/Slowdown On clearing the fault which caused the shutdown, the system can be reset • S3. This pushbutton opens the parameter list, as recorded in the
by moving the telegraph lever to the stop position. This also applies to an central DZM module, for display or changes.
If an alarm/slowdown criterion occurs then an alarm is activated immediately.
On activation the visual and audible alarms sound allowing the operator/duty emergency stop pushbutton activated shutdown.
To leave a menu or sub menu, the ESC pushbutton must be pressed.
engineer to make an assessment whether the alarm situation can be rectified in
short notice or to conduct an actual slowdown. Automatic Slowdown Followed by Shutdown
Adjustment of System Parameters and Passwords
The functional sequences for a slowdown followed by a shutdown are practically
On clearing the fault which caused the slowdown, the system can be reset On pressing the S3 pushbutton, the parameter list is displayed. By operating the
identical to the procedures described above (selection and adjustment available
by moving the telegraph lever below the slowdown speed and activating the cursor pushbuttons the number of the parameter required can be increased or
through parameters). The only difference being that one follows another.
SLOWD. RESET pushbutton. 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
Alarm Indication and Acknowledgement
Automatic Slowdown required parameter.
The alarms are divided into two groups:
In case of an automatic slowdown, the engine is reduced immediately to slow
1. Engine faults - leading to a slowdown or shutdown. To release a selected parameter for resetting, the EDIT pushbutton must be
speed.
pressed and then according to its security level, the adjustment is released or
2. System faults - monitoring equipment/module failure, line the password is requested.
Automatic Shutdown breaks.
In case of an automatic shutdown, the engine is stopped immediately. The Parameters are blocked for unauthorised personnel by principle. Three
signal acts directly on the shutdown system of the main engine. All alarms are indicated audibly as a common alarm at: password levels protect the system. The parameters for the Expert Password
• Bridge and User Password are hidden, the display showing the immediate parameters
above or below.
Delayed Shutdown • ECR
If a shutdown criterion occurs a pre-alarm is activated. On activation the • Engine room space The Service Password is required for changing critical parameter values such
visual and audible alarms sound and the delay time starts to count down to as engine speed. The service password releases the parameters for the User and
actual shutdown. This countdown time and the cause of the shutdown (eg: LO All alarms are indicated visually as a common alarm at: Expert passwords.This password should only be known by the commissioning
pressure low) are displayed on the operating panels. The delay time for the personnel.
• Bridge, via DMS panel
pre-alarm can be adjusted via parameters.
• ECR, alarm on DPS panel The Expert Password is required for changing critical parameter values. The
The horn signal is reset on the operating panel by pressing the STOP HORN expert password releases the parameters to the User password.
• Engine room space, at LED indicators
pushbutton, visual acknowledgement is possible in the alarm list only. By
pressing the pushbutton for alarm acknowledgement the alarm is visually • All locations with UCS/UMS general operator stations and The User Password is required to change non-critical parameter values.
acknowledged and the ALARM LED changes to a steady light. After expiry of basic alarm panels
the shutdown delay time, the shutdown process is started and visually indicated To complete the password input, the password must be followed up with
on the bridge panel, on the ECR panel and in the engine room. All alarms are indicated visually as a single alarm at: ENTER. Passwords must always be four digits.
• Bridge, via DMS and alarm list
Restart of the engine is now only possible after elimination of the the fault After accessing the required parameter, after password entry, the EDIT
• ECR, via display and alarm list pushbutton must be pressed again. There are two ways to change the actual
causing the shutdown and the system must be reset by moving the telegraph
lever to the stop position. • All locations with UCS/UMS general operator stations and values:
basic alarm panels • By operating the up/down cursor pushbuttons the value of the
If the fault which activated the shutdown clears during the countdown parameter can be incremented or decremented.
time, the shutdown is cancelled. The display will continue to indicate an Parameters, Suppressions and Operating Values
unacknowledged alarm. • By numerical setting of the value by first entering ‘0’.
To display parameters, suppressions and operating values, first press the
In the case of an emergency, the shutdown can be overridden by activation of MENU pushbutton. Pressing ENTER completes the operation.
the SHUTD. CANCEL pushbutton.
This will indicate a sub menu, selection is by pushbuttons S1 to S3: As the old stored parameter value is continuously on display during this
Specific faults can exclude or include the shutdown cancel facility (available • S1. This pushbutton opens a list of inputs to the DPS and allows operation, the operator is kept aware of the adjustment/change required.
via parameters). If this pushbutton is activated after the engine has stopped each one to be switched on or off.
a shutdown reset is necessary. If the pushbutton is activated during the
• S2. This pushbutton displays actual operating values.
countdown time the engine will keep running.

Pressing ESC completes the parameter adjustment session. All new parameters DPS System Engine Slowdowns Scavenging Air Sensor
are now stored in the system EEPROM. If the session is not terminated with the A sensor to monitor the air pressure and therefore engine output power.
ESC pushbutton, the system will do this automatically after a timed period. • Cylinder cooling fresh water pressure low
• Piston coolant no-flow This allows the system to restrict power to avoid low air to fuel ratios.
Suppressions • Oil mist in crankcase
The governor actuator consists of the actuator position control loop and the
The operator has the option to suppress shutdown and slowdown activation by • Cylinder exhaust gas high temperature actuator itself. The power for the actuator motor comes from a power supply
individual sensor inputs, except emergency stop pushbuttons, with this facility.
• Cylinder cooling fresh water high temperature unit within the power unit cabinet. The actuator consists of a motor and gearbox
If suppressed however, the input will still activate an alarm at the operating
with a brake, tacho-generator and position transmitter. The actuator uses very
panel. • Cylinder LO no-flow
large mechanical forces and the brake is a safety feature. If the supply fails,
• Scavenge air box fire the brake is engaged immediately, blocking the actuator in its position and
The suppression list is available after pressing the MENU pushbutton followed
activating an alarm.
by the S1 pushbutton. By pressing the up/down cursor pushbuttons the operator
can view the sensor inputs one after another. DPS System Engine Shutdowns
Using the position transmitter and the tacho-generator, the actuator can move
• Engine LO pressure quickly and precisely to the required position, without overshoot. The actuator
When the required sensor appears on line two of the display, the operator can
has its own limit switches which will stop the actuator at its extreme limits,
suppress the slowdown or shutdown activation by pressing the S1 pushbutton. • Overspeed regardless of any further signals.
Alternatively the slowdown or shutdown activation can be re-enabled by
pressing the S2 pushbutton. These suppressed or enabled states are stored in • Camshaft LO pressure
The scavenge air limit function ensures that the correct amount of fuel is
the system EEPROM. There is a suppression count table shown in the display • Thrust bearing/pad temperature high provided according to the amount of scavenge air available. This is especially
showing the amount of sensors currently suppressed.
• Emergency stop pushbuttons 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
Operating Values to poor combustion and pollution. Restricting the fuel index during these times
EGS2000 Electronic Governor alleviates this problem.
The operating value list is available after pressing the MENU pushbutton
followed by the S2 pushbutton. By pressing the up/down cursor pushbuttons, The electronic governor is serial connected to the DMS system and also to
the operator can view the inputs one after another. When a start or stop order is given to the DPS system, the governor
the DPS system. The basic task of the EGS system is to regulate the speed
controls the index. For a start request the governor moves the actuator to a
of the main engine by translating the speed signal given by the operator into
predetermined position to ensure the correct ratios for run up. On receiving
Speed Indication movement of the engine fuel rack.
a shutdown signal, the EGS2000 immediately moves the actuator to the
As well as the speed indication at the ECR operating panel, the system provides zero position.
The EGS2000 system consists of the following components:
two ±10V analogue outputs for external speed indication.
The governor computer contains load curves/ramps for the correct loading of
One is connected to the DPS and feeds three outputs providing speed indication Power Unit the main engine. These curves are kept in the engine limits curve software
at various points around the ship. If this source fails, the watchdog within the Contains the electronic units to convert speed signals to actual movement and module within the Gamma computer.
DPS will switch the three outputs to the signal available from the DMS, fed the Lyngsø Marine ‘STELLA GAMMA’ monitoring computer.
by the other signal. This system provides a high degree of redundancy and The EGS2000 is completely self-monitoring and will activate external alarms
availability. Negative values at the displays indicate astern running. via the UCS/UMS system for all internal and external equipment failures. The
Control Unit system even includes a monitor within the EGS2000 to monitor the operation
Speed indication is available at the following locations:
Located in the ECR console, it is the operator interface. of the computer hardware.
• ECR console
• Engine local control console
Actuator
• Bridge console and front wall
The electro-mechanical device to convert demand signals to fuel rack
• Port and starboard wings, port and starboard wing consoles movement.
• Chief Engineer’s office
• At DZM speed module (within PCC cabinet) Tacho Sensor
The proximity switches sensing flywheel speed.

Modes of Operation Operator Panel/Pushbutton Functions
The EGS 2000 has four modes of normal operation: Pushbutton/Button Function
Index Max Adjustment of manual limitation (then using cursor
AUTO SELECT pushbuttons)
Auto selects RPM mode or power mode depending on running conditions. Load Limit Cancel Cancel index limits
Auto Select Automatic selection of modes by computer
RPM Mode: Keeps rpm constant RPM Selects RPM mode
Power Selects power mode
Index Selects fuel rack index mode
POWER Mode: Keeps power constant
Test Selects internal test procedure
Alarm Ackn Acknowledges system alarms
INDEX Mode: Fixed position of fuel rack Edit, Esc, Ent For changing parameters
Arrow pushbuttons Moving cursor around display positions
AUTO SELECT leaves the choice of operation to the computer. This mode is Set Up Used for adjustments (privileged user level)
dependent on prevailing weather conditions. Menu Displays sub menus to display alarm list and various
measurements
The RPM mode is a fast mode of operation which will adjust the fuel rack to Diag Used for diagnostics (privileged user level)
keep the engine at constant rpm. Optimal fuel consumption and wear of the Data For parameter adjustment
mechanism are given low priority in this mode.
The EGS2000 requires no periodical maintenance. The motor and gearbox
The POWER mode controls fuel rack movement in response to shaft speed have no serviceable items and are built to a high standard that should last the
variations so that the power delivered remains constant. This mode minimises lifetime of the vessel. However, there are a number of checks that should be
fluctuations in thermal loading and is the most fuel efficient mode. Full carried out two to three times a year. During these checks the engine should be
protection of the engine is offered and shaft speed will only vary up to preset stopped and start blocked.
limits.
These checks involve checking the tightness and cleanliness of all the links,
INDEX mode maintains the fuel rack at a distinct position providing speed connections and securing devices etc in the complete system. Any backlash in
variations are within wide preset limits. This mode is often used for engine the actuator and fuel pump linkages should be adjusted to keep the backlash
measurements that require a fixed fuel rack position. This mode cannot be below 0.3mm.
automatically selected by the computer.
Further, more in depth details, are available from the manufacturer’s manual.
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 set point if a high torque reading is detected. This facility is
manually cancelled.

2.2 Boilers and Steam Systems
2.2.1 General Description
2.2.2 Boiler Control System
2.2.3 Sootblowers
2.2.4 Low Pressure (6kg/cm2) Steam System
2.2.5 Exhaust Gas Boiler
Illustrations
2.2.1a AQ18 Auxiliary Boiler
2.2.2a Boiler Control Panel
2.2.3a Sootblowing
2.2.4a Low Pressure Steam System
2.2.5a Exhaust Gas Boiler - Type AQ2

Illustration 2.2.1a AQ18 Auxilliary Boiler
Steam Atomiser
Burner Main Steam
Outlet
Air Inlet Steam Dryer
Steam Drum
Manhole
Feed Water
Inlet
Generating
Tube Bank
Flue Gas
Outlet
Sockets for
Water Washing
Furnace
Membrane Walls
Inspection
Door
Access
Door Cross Sectional View Showing Gas Flow
Manhole
Water Drum Heating Coil
Issue: Romø July 05 updated Dec 05 Section 2.2.1 - Page 1 of 4

2.2 BOILERS AND STEAM SYSTEMS General Construction Operating Procedures

2.2.1 GENERAL DESCRIPTION The boiler is of a two drum type construction, with one steam drum and one The following steps should be taken before attempting to flash up the boiler:
water drum. It also includes a boiler casing, fuel firing equipment, mountings,
fittings and other accessories. The boiler structure is supported with the water a) All foreign materials are to be removed from internal pressure
Auxiliary Boiler
drum acting as a supporting basis. The whole boiler construction is designed parts.
so as to be able to withstand the rolling and pitching of the ship. Careful
Maker: Aalborg Ltd b) Ensure all gas side-heating surfaces are clean and in good
consideration is also given to the movement by thermal expansion of the
No. of sets: 1 boiler. condition.
Model: AQ-18
Type: Oil fired vertical water tube marine Combustion gas leaves the furnace through the deflected water tubes at the c) The furnace bottom and the burner wind box are to be cleaned
of oil and other debris.
boiler bottom and passes through the generating bank before leaving the boiler.
Weight excluding water: 26,900kg Efficient circulation in the boiler is achieved because a number of tubes in the
d) Ensure all personnel are clear.
Weight including water: 37,900kg cooler areas act as downcomers.
Evaporation: 18,000kg/h e) All manhole covers are to be securely tightened.
Steam condition: 7kg/cm2 saturated steam at 175°C Furnace
f) Inspect safety valves and see that gags have been removed and
Fuel oil: HFO up to 700cSt at 50°C Closely spaced water wall tubes are arranged in a staggered configuration that the easing levers are in good condition.
Fuel oil consumption, HFO, steam 155kg/h minimum firing capacity, and constitute the furnace sides, except for the burner opening. The furnace
atomising: 1,355kg/h at maximum firing capacity roof is formed by the bottom of the steam drum and the base of the furnace is g) Open root valves for all instruments and controls connected to
formed by the water drum. This arrangement increases the heat absorption in the boiler.
Fuel oil consumption, MDO, air 155kg/h minimum firing capacity,
the furnace and makes it strong enough to withstand vibration etc.
atomising: 1,291kg/h at maximum firing capacity h) Open the vent valve of the steam drum.
Safety valve setting: 0.87 MPa The side water wall tubes are welded to the water and steam drums with no
High steam pressure: 0.85 MPa, alarm and burner stop headers provided. The boiler is downward fired from the roof using a steam/air i) Open all pressure gauge valves and ensure that all valves on the
pressure gauge piping are open.
Steam dump operating pressure: 0.83 MPa assisted pressure jet burner.
Low steam pressure alarm: 0.4MPa j) Check and close all blow-off valves and drain valves.
High level alarm: +135mm Boiler Casing
Low level alarm: -95mm k) Fill the boiler slowly until the water level is approximately
The furnace of the boiler is made completely gas tight by the adoption of a 50mm below the normal operating level in order to allow for
Low level alarm and burner stop: -145mm welded water wall construction. The welded water wall construction is also swell in the level after firing.
adopted in the front and rear walls of the rear evaporating tube section where
The steam generating plant consists of one auxiliary boiler and one exhaust tubes are exposed to the combustion gas. l) Check the operation of the gauge glasses and compare with
gas boiler. The steam demand of the plant in port is served by the auxiliary
remote reading instruments.
boiler, at sea the steam demand is met by the exhaust gas boiler. The exhaust Insulation is provided on the outer surface of the furnace water walls.
gas boiler is arranged in the funnel to take waste heat from the main engine
exhaust. Insulation is applied to the outer surface of the water walls and the outermost Raising Pressure with No Steam Available (Initial Start)
surface of the furnace is covered with galvanised steel casing except for the
The auxiliary boiler may be required at sea in low temperature areas, as furnace roof and floor. a) Set up the fuel system for diesel oil burning (see section 2.6.3)
well as during reduced power operation of the main engine, such as during and circulate the fuel until all heavy fuel has been discharged
manoeuvring or slow steaming on passage. Cargo tank heating and tank from the fuel lines.
Steam Drum and Fittings
cleaning operations requiring the use of the tank cleaning heater at sea will
also require the auxiliary boiler to supplement the steam supply. The steam and water drums are cylindrical with two flat plates on the top and b) Set burner for air atomising, using an air pressure of 4.0kg/cm2
bottom. In order to withstand the internal pressure, the flat plates are mutually and fuel pressure of 3.0kg/cm2. Purge the furnace with the
connected by vertical solid stays. forced draught fan for one minute with vanes fully open.
A steam dryer is provided to completely remove water droplets from the steam. c) Reduce the air pressure at the wind box to between 10 and
This can be dismantled for removal. 20mmWG.
The steam drum also has a feed water internal pipe, a surface scumming pipe
and a water sampling pipe.

d) Light the burner and adjust the air and fuel pressures, to ensure f) When the drum pressure has risen to about 1.5kg/cm2, close the Raising Pressure with Steam Available from the Exhaust Gas
stabilised combustion; use the furnace observation port to check drum vent valve. Economiser
the combustion.
g) Drain and warm through all steam supply lines to ancillary a) Start the forced draught fan, open the inlet vanes and purge the
e) When raising the pressure, keep the burner firing for 5 minutes equipment before putting the boiler on load. furnace.
and out of service for 15 minutes repeatedly at the lowest oil
pressure (2.5kg/cm2) for one hour. Again, repeatedly light and h) Supply steam to the HFO settling tank. When the tank is of b) Start the FO supply pump and circulate oil through the heater
shut down the burner to raise the pressure as recommended by sufficient temperature to be pumped by the boiler HFO pumps, and burner manifold. Open the recirculating valve and discharge
the manufacturer. The graph below indicates the lighting up supply steam to the boiler FO heater and prepare to change over the cold heavy oil in the line.
curve for the boiler which should be followed. from MDO to HFO. Continue circulating fuel as before.
i) At working pressure, switch to automatic operation. Note: At normal sea going condition, the boiler FO system will be continually
circulating heated FO.
c) Reduce the air pressure at the wind box to between 10 and

20mmWG.
d) Light the burner and adjust the air and fuel pressure to ensure
stabilised combustion using the furnace observation port.

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 manufacturers lighting up curve.

e) When the drum pressure has risen to about 1.5kg/cm2, close the
steam drum vent valve.
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& f) Drain and warm through the steam supply line from the auxiliary
boiler to the steam range before coupling up to the exhaust gas
economiser and 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 the operation of the forced draught fan for a short

while after shutting down keeping an air pressure of 150mm
&
WG at the 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.
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f) Change the fuel system to diesel oil and circulate back to the Before returning the boiler to service, drain the boiler to the normal working
tank. level and return the chemical content concentration to the normal level by
blowing down.
Note: If steam is available from the economiser, the boiler HFO system
should remain in use. Maintaining the Boiler in a Warm Condition
g) When the fuel oil has been purged, shut down the fuel system. At sea the auxiliary oil-fired boiler should be maintained in a warm condition
by supplying steam to the heating element in the water drum. This is done
After the boiler has been shut down for 4 hours the forced draught fan may be by opening the heating coil drain valve and the steam inlet valve. The boiler
used to assist cooling down, but to avoid damage to refractory allow the boiler pressure should be maintained at 0.5kg/cm2 or above. When the heating
to cool down naturally if possible. element is not in use the steam inlet valve is closed and the drain left open.
CAUTION
Do not attempt to cool down the boiler by blowing down and then by
filling with cold water.
Shutting Down in an Emergency
Should the boiler trip (when the burner is in use) due to the low low water
level alarm (-135mm), shut down the steam stop valve, feed valve and forced
draught fan after purging the furnace.
Note: Never attempt to supply feed water until the boiler has cooled
sufficiently.
Taking the Boiler Out of Service
When taking a boiler out of service, the wet lay up method is preferable, as it
requires less preparation and the boiler can be quickly returned to service.
When the boiler is in the cooling down process following shutdown, 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 5.0kg/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 2.0
to 3.5kg/cm2 on the boiler.
Take a periodic boiler water sample and replenish any spent chemicals.

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2.2.2 BOILER CONTROL SYSTEM Procedure for the Preparation of Boiler Control System Allow the boiler furnace to be purged for a minimum of 60 seconds.
Maker: Aalborg Sunrod a) Turn on the power switches of the boiler control panel. WARNING
Insufficient purging may cause a dangerous furnace explosion.
This system provides operation, control and interlock devices required for the b) Check the action of each pilot lamp and buzzer using the buzzer
running of the boiler at a steam pressure of 7.0kg/cm2. It performs the automatic and lamp test switch on the control panel. e) Adjust the air and oil flow on TA2/TA3 to an ignition position
and manual operation of the boiler and will give an alarm to warn the operator of approximately 25%.
if an abnormality occurs during operation of the following modes: c) Supply air to all the control devices.
f) Replace the auto flame scanner with the emergency flame
Emergency/Automatic Mode d) Reset the boiler interlock alarm. scanner.
By turning a key switch on the control panel allows the burner to be operated
with reduced safety interlocks in emergency firing mode. The automatic e) Check that all alarm lamps are out. g) Press the pushbutton for OPEN ATOMISING STEAM
sequence controller is bypassed, and the burner must be operated at the local VALVE.
position. Procedure for Operating the Burner
h) Press the IGNITION pushbutton and keep depressed. Check
Normal 7.0kg/cm2 Mode The Emergency Operation key switch must be in the AUTO position. that the ignition burner is on.
In this mode the boiler pressure will start to rise and will follow the actual i) If ignition is successful, press the OPEN OIL VALVE pushbutton
steam load. If the steam demand decreases, and the boiler steam pressure rises Note: The air/oil combustion controller will automatically drive the air and
oil control valves to the minimum purge and ignition position according to and keep it depressed for approximately 5 seconds.
to the automatic burner stop point, the burner will cut out. The burner will
the activated burner sequence step.
remain off until the steam pressure falls to the point of automatic start, which j) Release both pushbuttons (OPEN ATOMISING STEAM
is slightly below the pressure set point. An automatic start will be performed VALVE and OPEN OIL VALVE) and check that the main
For Automatic Mode (steam load determining firing rate) proceed as follows:
and the boiler pressure will be brought back up to its set point. burner has ignited and that the flame is stable. If the flame fails
a) Start the combustion air fan on START/RUN if the AUTO- to ignite, repeat the furnace purge for 60 seconds before a new
Control Panel MAN switch is selected to MANU. start is attempted.
The panel contains the controllers, which are electronic microprocessors, and
allow automatic/manual operation of output and set point adjustment of the In AUTO the air fan is automatically started and will run for a minimum of 20 When the flame is established, supervision is made by the emergency flame
following systems: minutes to avoid more than 3 starts per hour. scanner. Air/oil flow to the burner can be adjusted by TA2/TA3 on the air/oil
combustion controller to the desired flow rate.
Fuel Oil Temperature b) Turn the burner mode switch to START/RUN.
This is kept at a steady predetermined value by controlling the steam flow to WARNING
The burner will automatically be started and stopped by a signal from the start/
the fuel oil heaters. stop steam pressure switch. In emergency operation the safety interlocks are reduced to TOO LOW
WATER LEVEL and FLAME FAILURE only. Therefore the boiler must
Burner Fuel Oil Pressure be carefully and continually supervised by the ship’s engineering staff.
To stop the burner manually select the mode switch to STOP.
This is required to keep the fuel oil pressure at the desired value and is achieved
by controlling the recirculation to the suction side of the oil pumps. The burner firing can be stopped by turning the Emergency Operation switch
Emergency Operation Procedure to the AUTO position, or by pressing the OIL VALVE CLOSE/STEAM
Boiler Water Level PURGE VALVE OPEN pushbutton for 15 seconds on the local emergency
a) Turn the emergency key switch to the ON position. operation box.
The desired liquid level in the boilers is achieved by controlling the feed water
flow to the boiler. (See section 2.3.3 Boiler Feed Water System.)
Note: The set point for the air/oil combustion controller is, by default, left in
minimum and must be adjusted to purge, ignite and firing position by hand
Boiler Cold Start
Atomising Steam Pressure
operation as described below.
To keep the pressure at the preset value, the steam flow is controlled down- This mode is selected to start from cold with the burner atomising steam and
stream of the control valve. the FO heating steam not available. Diesel oil fuel is used along with atomising
b) Select the combustion air fan to MANUAL and START/RUN.
air.
Main Line Steam Pressure c) Set TA1 on the air/oil combustion controller to AUTO.
When the FO TEMP BYPASS switch is selected, the FO low temperature
This is achieved by controlling the oil flow and, in accordance with this, the
air flow to the burner. alarm and trip are inhibited, the burner control and ACC operation reverts to
d) Adjust the air and oil on TA2/TA3 to the PURGE position; this
manual.
gives a minimum of 50% air flow.

2.2.3 SOOTBLOWERS ,OOXVWUDWLRQD6RRWEORZLQJ
Auxiliary Boiler Sootblowers 6WDUW

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Maker: Aalborg Industries
No. of sets: 4
Air supply: 20-30kg/cm2
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Air consumption: 14.8Nm3/min 6RRWEORZHU 6RRWEORZHU
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Sootblowing 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. The sootblowers should be operated when leaving port prior to the
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c) Start sootblowing sequence by pressing the sootblower START

pushbutton on the boiler control panel.
The sequence is automatic and will consist of either one or two operations of
the sootblowers.
d) At the completion of sootblowing, shut the master valve.

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2.2.4 LOW PRESSURE (7.0KG/CM2) STEAM SYSTEM • Sea chest clearing

• Cascade tank (steam injection)
General Description
Procedure for the Operation of the 7.0kg/cm2 Steam System
Saturated steam is supplied by the oil fired auxiliary boiler at a working
pressure of 7.0kg/cm2 and a maximum rate of 18,000kg/h. At sea, sufficient a) The system would normally be warmed through when raising
steam for normal sea going conditions is supplied by the exhaust gas boiler steam after a boiler shut down.
which utalises the waste heat from the main engine exhaust gas to generate
the steam. If necessary the auxiliary boiler can be fired at sea in order to b) Line drain valves to the bilge should be open when the system is
suppliment the steam demand. shut down and closed after warming through when steam issues
from the valve.
Excess steam generated at sea which cannot be used by the ships steam system
is dumped to the atmospheric condenser. c) All services should be shut down when not required. All
systems are supplied through a common supply line with no
The steam system supplies all the necessary heating and general purpose intermediate section shut off valves, apart from the steam
services throughout the vessel. supply to deck which has an isolating valve just forward of the
cylinder LO storage tanks on the upper platform level on the
The services supplied by the steam system are listed below: starboard side.
• Tank cleaning heater
d) Ensure that the drain traps are open.
• Cargo tank heating
• Slop tank heating e) The system is warmed through by opening the warming through
valve QE106 bypassing the boiler main steam stop valve until
• HFO and LO storage and settling tanks
all steam lines are thoroughly warmed through. The warming
• Deck water seal through valve should be opened gradually. If the steam system
• Steam tracing is already warm, care is still required when putting the oil-fired
auxiliary boiler on-line as water trapped in the main steam line
• Air conditioning plant may be forced through the system at high speed. Therefore
• Main engine FO heaters ensure that the drain line to bilge on the main steam line is
opened before opening the steam stop valve.
• FO drain tank
• LO sump tank f) Before putting the exhaust gas boiler into service open the steam
dump control inlet valve QE3 and outlet valve QE1, ensure that
• Auxiliary boiler FO heater
the atmospheric condenser is operational before allowing steam
• HFO purifier heaters dumping. Check the pressure setting of the steam dumping valve
• LO purifier heaters so that it does not open when the auxiliary boiler is firing.
• FO overflow tank g) Supply steam to services as required.

• Bilge water tank, clean and dirty sides
• Main engine jacket FW preheater WARNING
Water hammer can occur if steam lines are not warmed through
• Waste oil tanks correctly. Steam entering a cold line will condense and vacuum pockets
• Sludge tanks can form due to the condensation of the steam. Such vacuum pockets
cause the condensate to move through steam pipes at very high speed
• Main engine air cooler chemical cleaning tank
and when this water impacts valves, pipe bends, etc., it can result in
• Main engine LO settling tank severe damage and even pipe failure.
• Incinerator waste oil tank
• Calorifier

2.2.5 EXHAUST GAS BOILER h) Open all pressure gauge valves and check to see that all valves
on the pressure gauge piping are open.
Maker: Aalborg Sunrod
i) Check and close all blowdown valves and drain valves.
Type: AQ-2
Evaporation: 900kg/h j) Set up the valves as in the following table: Illustration 2.2.5a Exhaust Gas Boiler -Type AQ2
Steam condition: 7.0kg/cm2 saturated steam at 175°C
Weight excluding water: 13,300kg Position Description Valve Gas Flow
Weight including water: 21,000kg Open No.1 feed pump suction valve RL8
Steam Outlet
Exhaust gas quantity: 56,100kg/h at 85% engine loading Open No.1 feed pump discharge valve RL10
Exhaust gas inlet/outlet temperature: 232°C/194°C Open No.2 feed pump suction valve RL9
Open No.2 feed pump discharge valve RL11
Description Open Boiler feed inlet valves (1) RL20
Open Boiler feed inlet valves (2) RL28
The exhuast gas boiler is arranged in the funnel casing to take the waste Closed Steam outlet valve QE97
heat from the main engine exhaust gas. It can be operated separately or in
conjunction with the auxiliary oil-fired boiler. If filling after the boiler has been heated by exhaust gas, preheat the water, or if
it is not possible to preheat, introduce feed water very slowly to avoid sudden
It is an all welded construction, consisting of a nest of tubes with vertical cooling of hot surfaces.
smoke tubes and a steam space with a cone.
Manhole
k) At the boiler control panel, set one pump into MANUAL and
It is possible to lower the water level or even empty the boiler completely, slowly fill the boiler until water level is 50mm below the normal
provided the gas temperature does not exceed 400oC. operating level in the gauge glasses. This is to allow for swell
in the water level after heating. Set the feed pump to OFF when
Excess generated steam is dumped to the atmospheric condenser. The exhaust the level has been reached.
gas boiler has its own feed pumps which draw from a common feed system
which supplies the auxiliary boiler. l) Check the operation of the gauge glasses.
Operation Procedures m) The main engine can now be run up under manoeuvring
conditions. Monitor the water level and pressure in the boiler
The following steps should be taken before attempting to operate the boiler: as it heats up, close the top vent valve when the pressure is
approximately 1.5kg/cm2 and set the duty feed pump to AUTO
a) All foreign materials have been removed from internal pressure when the swell has been taken up. The second feed pump can
parts. now be set to standby operation. The duty feed pump will start
and stop automatically according to the control signal from the
b) All gas side-heating surfaces are clean. level transmitter.
c) All personnel are clear. n) Increase the engine speed accordingly and raise the steam
pressure slowly to avoid local overheating in the boiler.
d) All manhole covers are securely tightened.
o) When boiler pressure is at 7.0kg/cm2, slowly open the steam
e) Inspect safety valves and see that gags have been removed and outlet valve QE97.
easing levers are in good condition.
When the load from the main engine has increased to normal, the exhaust gas
f) Open root valves for all instruments and controls connected to boiler can now generate sufficient steam to supply the vessel’s services. The
the boiler. auxiliary boiler firing is then stopped.
Blowdown
g) Open the vent valve at the boiler top. Connection

2.3 Condensate and Feed Systems
2.3.1 Condensate System
2.3.2 Heating Drains Systems
2.3.3 Boiler Feed System
Illustrations
2.3.2a Heating Drains System
2.3.2b Heating Drains Bypassing the Atmospheric Condenser
2.3.3a Boiler Feed Water System

2.3 CONDENSATE AND FEED SYSTEMS Procedure for Preparing the Main Condensate System for Oil Contamination
Operation If oil contamination occurs the oil from the observation tank must be scummed
2.3.1 CONDENSATE SYSTEM to the clean bilge water tank. Check the drain traps on all of the steam services
See illustrations 2.3.2a and 2.3.3a for valves mentioned below. until the defective service is located, then isolate for repair. This can be done
Description by cracking open the outlet from the drain traps in turn until oil is detected in
a) Ensure that the pressure gauge and instrumentation valves are the outlet from a drain trap.
open.
The main condensate system, as part of the steam generating cycle, is
the section concerned with the circulation of boiler feed water from the After repair, flush the drain line of the defective service and clean the drain trap
b) Fill the cascade/filter tank from the boiler water tank. in order to remove all traces of oil.
atmospheric condenser via the observation tank and cascade/filter tank to the
main feed pumps.
c) Check the correct operation of the level control valve. If oil contamination has reached into the boilers, the firing rate on the auxiliary
The drains from the steam services are normally led to the atmospheric boiler should be reduced and the main engine speed reduced for the exhaust
d) With the LT cooling system in operation, open the LT cooling gas boiler, the chemical dosing should be increased accordingly and a higher
condenser, which in turn drains to the observation tank and then to the cascade/
water inlet and outlet valves on the atmospheric condenser. level of scumming undertaken. Depending upon the level of contamination, the
filter tank. Excess steam generated by the exhaust gas boiler is dumped to the
atmospheric condenser. The atmospheric condenser itself is cooled by the LT boilers should be taken out of service when possible for inspection and a boil
e) Set up the valves as in the following table: out/cleaning operation carried out. See the makers manual for details on the
cooling water system.
procedure for boiling out/cleaning of the boilers.
The water level for the cascade/filter tank is maintained by a float valve inside Position Description Valve
the last chamber of the tank and operates to provide make up water from the Open LT cooling water inlet valve to the atmospheric QB97 Clean the observation tank and the oil content monitor probe.
boiler water storage tank. The float valve line is fitted with a manually operated condenser
isolating valve on the top of the tank. Additionally, the cascade/filter tank can Open LT cooling water outlet valve from the QB97
also be replenished manually via an isolating valve situated in board from the atmospheric condenser
float valve isolating valve. Open Outlet valve from atmospheric condenser SL3
Closed Atmospheric condenser bypass valves SL10, SL12
An oil alarm sensor is fitted in the observation tank to detect hydrocarbon
SL13, SL53
contamination. Any floating oil or sediment can be drained through a scum line
SL39, SL43
to the clean bilge tank. A weir in the observation tank outlet to the cascade/
SL6, SL8
filter tank prevents any oil being carried over into this section of the tank. The
cascade/filter tank is also fitted with a low level alarm monitoring unit. Closed Cascade/filter tank drain valve RL46
Open FW make-up valve to the cascade/filter tank QG24
Water from the cascade/filter tank provides the auxiliary boiler and exhaust gas Closed Manual make-up valve to cascade/filter tank QG23
boiler feed pumps with a positive inlet head of pressure to the pump suctions Open Rundown valve from boiler water tank QG51
which are located on the floor level.
Closed Observation tank scum valve to clean bilge SL5
water tank
The condensate outlet temperature from the atmospheric condenser should be
maintained between 75°C and 90°C. The temperature of the condensate in Open Outlet to feed pumps RL1
the cascade/filter tank is maintained via a thermostatically controlled steam Open as Drain returns from heating service systems
injection line into the tank. necessary
Open Steam dump valves to the atmospheric QE3, QE1
condenser
Set Steam dump control valve QE81
Closed Steam dump control bypass valve QE2
The auxiliary and exhaust gas boiler feed pumps and boilers can now be put
into operation.

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2.3.2 HEATING DRAINS SYSTEMS a) Ensure that the pressure gauges and instrumentation valves are ,OOXVWUDWLRQE+HDWLQJ'UDLQV%\SDVVLQJWKH$WPRVSKHULF&RQGHQVHU
open.
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table: 6/
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Condensate from the auxiliary steam services is returned to the cascade/fliter
tank via the LT cooled atmospheric condenser. After passing through the
Position Description Valve 6/
atmospheric condenser the condensate first passes into an observation tank
before flowing into the main body of the cascade/filter tank. The condensate is Open Atmospheric condenser outlet valve SL3
then returned to the feed water system. Open Atmospheric condenser inlet valve (valve body SL4
6/
removed on Romø Maersk, Maersk Rosyth) 6/
As there is a possibility of contamination from hydrocarbons from the oil Open Manifold drain valve from boiler heating SL45
heating services, the drains are segregated and checked in the observation Open Manifold drain valve from accommodation air SL44
tanks before returning to the system via a sight glass and an oil monitoring conditioning heater units &OHDQ'UDLQV$LU&RQGLWLRQLQJ+HDWHUV
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detector unit. 0DLQ(QJLQH/26HWWOLQJ7DQN
Open Manifold drain valve from FO service and settling SL12 &OHDQ'UDLQV
tank heating, deck seal, calorifier and main engine &DUJR7DQN&OHDQLQJ+HDWHU
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jacket water heater 'LUW\'UDLQV
condenser, or in the interest of efficiency, the clean drains can if necessary be +)26HWWOLQJDQG6HUYLFH7DQN+HDWLQJ
lead directly to the cascade/filter tank to maintain the operating temperature of Open Manifold drain valve from the main engine LO SL48 'LUW\'UDLQV
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the feed water. Hot feed water means that less heat needs to be imparted in the settling tank 6/ 6/ 6/ 6/

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boiler to generate steam, but it also means that there is less risk of gases from Open Manifold drain valve from cargo tank heating SL1 'HFN6HDO
6/
the atmosphere dissolving in the feed water. A major cause of boiler corrosion system 6/ 6/ 6/ 'LUW\'UDLQV
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is due to the action of oxygen and the less oxygen which dissolves in the boiler Open Manifold drain valve from cargo tank cleaning SL7 6/ 7DQN+HDWLQJ
feed water the less feed water treatment is required. The cascade/filter tank is heater
6/ 6/ 6/
fitted with a temperature controlled steam injection line; the cooling supply Open Drain valve from purifier heaters, double bottom SL11
from the LT line into the atmospheric condenser has no temperature control. tanks and FO storage tanks 6/
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Open Drain valve from main engine and generator engines SL54 :DWHU+HDWHU
If it is necessary for the atmospheric condenser to be bypassed for maintenance FO and auxiliary services
purposes, the oil heating drains should be directed to the observation tank, &OHDQ'UDLQV
Open Drain trap inlet and outlet valves on the FO system )URP6WHDP 'LUW\'UDLQV &DORULILHU
while the other services which can be considered as clean drains can be 'XPS 0DLQ(QJLQH +HDWHU
steam tracing return at the condensate return &RQWUROHU DQG
lead directly to the cascade/filter tank. The illustration 2.3.2a above shows *HQHUDWRU(QJLQH
manifold area )2+HDWHUV
the flow of condensate returns into the observation tank via the atmospheric
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condenser. The illustration 2.3.2b shows the crossover line configuration if &RQGHQVHU 'LUW\'UDLQV
the atmospheric condenser is bypassed with the returns from the oil tanks and c) The various services can now be put into operation as required, )27UDFH+HDWLQJ
heaters being directed to the observation side of the tank and the clean drains by opening the associated drain trap inlet and outlet valves. 6/
directly to the cascade/filter side of the tank.

Excessive temperature at the cascade/filter tank would indicate a defective
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2.3.3 BOILER FEED SYSTEM Procedure for Preparing the Auxiliary Boiler Feed System for Procedure for Preparing the Exhaust Gas Boiler Feed System
Operation for Operation
Auxiliary Boiler Feed Water Pump
Maker: Grundfos a) Ensure that the pressure gauge and instrumentation valves are a) Ensure that the pressure gauge and instrumentation valves are
Model: CR32-5-2-A-F-A-E-EUBE open. open.
No. of sets: 2
b) Set up the valves as in the following table. b) Set up the valves as in the following table.
Capacity: 24m3/h x 13kg/cm2
Position Description Valve Position Description Valve
Exhaust Gas Boiler Feed Water Pump
Open Feed pump suction valve from cascade/filter tank RL1 Open Feed pump suction valve from cascade/filter tank RL1
Maker: Grundfos
Open No.1 auxiliary boiler feed pump suction valve RL2 Open No.1 exhaust gas boiler feed pump suction valve RL8
Model: CR2-110-A-F-A-EUBE
Open No.1 auxiliary boiler feed pump recirculating RL4 Open No.1 exhaust gas boiler feed pump discharge valve RL10
No. of sets: 2 valve Open No.2 exhaust gas boiler feed pump suction valve RL9
Capacity: 2.2m3/h x 11kg/cm2 Open No.1 auxiliary boiler feed pump main feed RL6 Open No.2 exhaust gas boiler feed pump discharge valve RL11
discharge valve Open Exhaust gas boiler feed inlet valves RL28
Description Open No.2 auxiliary boiler feed pump suction valve RL3 RL29
Open No.2 auxiliary boiler feed pump recirculating RL5 Open Feed water treatment valves
The boiler feed system is the section of the steam generating plant which valve
circulates feed water from the cascade/filter tank into the steam drum of the Open No.2 auxiliary boiler feed pump main feed RL7 c) For initial start only, shut the discharge valve of the selected
oil fired auxiliary boiler via the auxiliary feed water pumps and the feed water discharge valve feed pump.
regulator, and to the exhaust gas boiler via its feed water pumps. The feed Open Crossover between main and auxiliary feed line RL20
water flow to the oil fired auxiliary boiler is automatically controlled by the Open Feed regulator inlet valve RL16 d) Start the pump and slowly open the discharge valve until the
feed water regulating valve in proportion to the variation in water level in discharge line reaches working pressure. Set the pump to
Operational Feed water regulator RL42
the steam drum. The exhaust gas boiler does not have a feed water regulator, automatic operation.
instead, its level is regulated by the automatic starting and stopping of an Open Main feed check valves
exhaust gas boiler feed pump. The automatic and standby selection for the Open Feed water treatment valves e) At the exhaust gas boiler control panel switch the remaining
pumps is made at the exhaust boiler control panel. Closed Auxiliary feed check valves pump to standby.
Two auxiliary boiler feed pumps take suction from the cascade/filter tank and c) For initial start only, shut the discharge valve of the selected
supply the oil fired auxiliary boiler at a rate of 24m3/h at 13kg/cm2. Each feed pump.
Water Sampling and Treatment System
pump returns a small proportion of the discharge back to the cascade/filter tank
through an orifice, this prevents the pump overheating when the feed water The auxiliary boiler and exhaust gas boiler are each provided with a sample
d) Start the pump and slowly open the discharge valve until the
regulator is closed and when the boiler is on low load. cooler where a representative sample of the boiler water is obtained. The
discharge line reaches working pressure.
sample coolers are cooled by the domestic fresh water system, the cooling
In normal operations feed water is supplied to the oil fired auxiliary boiler outlet is drained to the scupper line in the boiler saveall. Before a sample is
e) Check the operation of feed regulating valve.
through the feed water regulator, although in an emergency, feed water can taken, ensure the cooling water is passing through the cooler. With the cooling
be supplied to the boiler using a separate auxiliary line except this line has no on, open the sample drain line valve at the bottom of the cooler, then slowly
f) Fill the boiler to its working level.
regulation capability. The standby feed pump will cut in automatically on the open the boiler shell sample valve. Allow sufficient boiler water to pass
failure of a running unit. through the cooler before the sample is taken. Ensure the boiler shell sample
g) At the boiler control panel switch the remaining pump to
valve is closed before shutting the cooling water supply. The sample is tested
standby.
The two exhaust gas boiler feed pumps take suction from the cascade/filter on a daily basis using the chemical supplier’s test kit.
tank and supply the exhaust gas boiler at a rate of 2.2m3/h at 11kg/cm2. The boiler can now be brought into operation.
Two chemical dosing units are provided for each boiler system. They inject
Boiler water chemical treatment is administered by injecting directly into into the feed supply lines to the boiler using metering pumps which take
the boiler feed water supply lines using two chemical dosing units for each suction from the associated self-contained chemical tank. The tank is charged
boiler. with chemicals on a daily basis depending upon the results of the daily boiler
water test and according to the manufacturer’s instructions.

2.4 Sea Water Systems
2.4 1 Main and Auxiliary Sea Water Systems
2.4.2 Sea Water Service System
2.4.3 Engine Room Ballast System
2.4.4 Evaporator and Distilled Water Transfer and Distribution
Illustrations
2.4.1a Main and Auxiliary Sea Water Systems
2.4.1b Backflushing a Central Cooler
2.4.2a Auxiliary Sea Water System
2.4.3a Engine Room Ballast System
2.4.4a Evaporator
2.4.4b Distilled Water Transfer and Distribution System

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2.4 SEA WATER SYSTEMS To allow for automatic changeover, pumps must be selected for AUTO which is carried throughout the sea water system. The floc forms a thin coating
CHANGE at its respective main switchboard group starter control panel. on all surfaces in the sea water system and this has the effect of preventing
2.4.1 MAIN AND AUXILIARY SEA WATER SYSTEMS corrosion. The MGPS thus controls marine growth and corrosion in the entire
Note: When the pumps are set for AUTO CHANGE, the standby pump will sea water system but the correct current must be applied to the electrodes in
automatically cut in on failure of a running pump or if the system pressure is order to produce the desired effect for the water flow through the system.
Sea Water Pumps too low. However, if the duty pump is stopped on command (or inadvertently)
Main Cooling Sea Water Pump from any of its start/stop positions, then the standby pump will not start as The current at the electrodes must be adjusted within the normal operating
the control system will recognise the shutting down of the pump as a human range for the sea water flow through the sea suction chest and a daily check
Maker: Shinko should be made to ensure that the correct current is applied.
command function and not a system failure. It is not necessary to have the
Model: SVS250M duty pump set in MANUAL mode when it is in operation.
No. of sets: 3 The main cooling sea water pumps discharge to the low temperature system
Capacity: 300m3/h x 2.5kg/cm2 All pumps take suction from a common sea water suction crossover main, fresh water coolers and then through the overboard valve. A backflushing
using either the low (starboard) suction or the high (port) suction. The low system is provided at the coolers in order to remove debris from the coolers so
suction will normally be in use at sea, or when surface contamination, such as that operational efficiency may be maintained.
Inert Gas Scrubber Pump weed, is present. It will also be in use in light ballast conditions when ingress
of air is likely. The high suction will be used when in silted or shallow water No.3 main CSW pump has a direct emergency bilge suction via valve QA23.
Maker: Shinko This bilge suction line is also fitted with an air operated priming unit.
conditions. Both sea chests are fitted with vent lines and ship side isolating
Model: RVP200M
valves, the isolation valve should be open when the sea chest is in service. A
No. of sets: 1 suction strainer is fitted at both suctions, the suction strainer lid also houses The pumps are started and stopped locally, or remotely from the ECR at the
Capacity: 280m3/h x 3.5kg/cm2 the MGPS elements. Steam and air connections are provided at the sea chests respective group starter panel on the main switchboard. Pressure switches
for weed clearing. on the discharge side of the pumps operated the start signal for the selected
standby pumps.
Deck Seal Sea Water Pump The ship side sea suction valves are hydraulically operated, they are supplied
Maker: Shinko from the cargo and ballast valve hydraulic system. Operation of the valves is Procedure for Operation of the Sea Water Crossover Main
normally carried out via a selection switch in the ECR on the main console, the
Model: HJ40M
valve actuator switch on the console has OFF, OPEN and CLOSE positions, The description assumes that the low (starboard) suction is to be used.
No. of sets: 2 the switch is turned to the relevant position in order to open or close the valve.
Capacity: 3.0m3/h x 2.5kg/cm2 When the valve has reached its full movement, the switch is turned to the OFF a) Ensure that the sea chest vent line valve is open. With the cargo
position. An illuminated indicator shows when a sea suction valve is open and ballast hydraulic power pack in operation, open the low sea
(green) or closed (red). suction hydraulic valve QA28 by moving the valve selection
Marine Growth Prevention System
switch to the OPEN position. When full travel of the valve has
Maker: Jotun Additionally, there is an emergency hand pump unit for each valve located taken place the indicator light will show green, set the switch to
adjacent to the spare cylinder liner on the lower platform forward. The remote the OFF position. Locally open the low suction strainer outlet
Model: Cuproban
hand pump unit has an operating positioner with positions for OPENING, valve QA1. Vent the low sea suction strainer.
Type: Electrolysis of sea water CLOSING and LOCKED. If the valve is to be opened, the position lever is
turned to the OPENING position and the hand pump operated until resistance b) Ensure that the high sea suction valve QA27 and the high
to pumping is felt, verify the valves position locally, or, via the illuminated suction strainer valve QA2 are both closed.
Main System
indicator on the engine control room console. When the valve is fully open
or closed, the positioner is turned to the LOCKED position so that the valve c) The sea suction crossover main is now operational.
The main cooling sea water system is supplied by three main cooling sea water
cannot be moved.
pumps, one would normally be in use when the sea water temperature is less
than 24°C, above this figure two pumps are require for operation, the third pump Note: The sea suction strainers must be cleaned at frequent intervals
The sea water suction chests are each provided with electrodes for the Marine
will then be acting as standby. One pump will be selected as the duty pump and whenever the pressure drop across the strainer increases to a predetermined
Growth Prevention System (MGPS), the electrodes for a particular sea suction
another will act as the standby pump; the standby pump will start automatically level.
chest, the port or starboard, must be operating whenever that sea chest is in use.
in the event of the duty pump failing to maintain the desired sea water supply
The operating set of electrodes is selected and put into service at the MGPS
pressure, or the running pump fails. When a pump is started the next numbered
control panel which is located on the port side, forward at the bottom platform
pump is automatically selected as standby if it is available; i.e., if No.1 pump
level. The MGPS uses copper and aluminium electrodes; copper acts as an
is started, No.2 pump is automatically selected as the standby pump. The
anti-fouling electrode and aluminium acts as an anti-corrosion electrode. The
selection of a pump for standby is indicated by the ‘Standby’ indicator lamp
electrodes release ions into the sea water and these have the effect of destroying
being illuminated on the pump control panel at the main switchboard.
marine organisms. The ions dissolve in the sea water to form a gelatinous floc

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f) Vent the central coolers to ensure a full flow of sea water c) Sea water leaving the cooler which is operating normally (in
CAUTION through each cooler. this example No. 2 cooler) cannot flow directly overboard as
Before cleaning the suction strainers, check for pressure at the vent to the backflushing system valve QA43 is closed. This water flows
prove the vent is clear, then isolate the strainer by closing the inlet sea g) In the ECR stop the running sea water pump then set the into the cooler being backflushed (in this example No.1 cooler)
valve and the strainer outlet valve. Check the vent again, if it indicates selection switch for all three pumps to the AUTO CHANGE through that cooler’s sea water outlet pipe and leaves the cooler
that the valves are tight, slacken the filter cover securing bolts without position. Restart the duty pump. through the inlet connection. The backflushing water flows to
removing them. Break the joint. If the valves again prove tight remove the overboard discharge valve via the cooler backflushing valve
the cover. h) Start the Marine Growth Prevention System operating for the QA42.
working sea chest. It is essential that the MGPS is only operated
for a sea chest when water is flowing through that sea chest. d) When backflushing is complete open the cooler’s inlet valve
Procedure for Operation of the Cooling Sea Water System
QA9, open the backflushing system valve QA43 and close the
Note: The MGPS electrodes are provided with a wear detection system cooler backflush valve QA42.
a) Ensure that the sea water crossover main is operating as
described above: either the low or high sea suction may be which will show when the electrodes require replacing. The detection system
provides a time-out period after the wear indicator is activated and this time- e) The other cooler may be backflushed if required.
used.
out period gives approximately 8 weeks of continuous operation before the
b) Set up valves as shown in the following tables. control system trips the circuit breaker which shuts down the MGPS panel. Auxiliary Sea Water Systems
It is essential that the operator takes action to obtain replacement electrodes
as soon as the wear indicator lamp on the control panel is activated. Should Other sea water systems taking suction from the main sea suction line are:
Position Description Valve
the worn electrode not be replaced or isolated during the time-out period the
Open No.1 main CSW pump suction valve QA7 MGPS panel will trip and the system become inoperative. • Main fire pump
Closed No.1 main CSW pump discharge valve QA38
• Bilge, ballast and fire pump
Open No.2 main CSW pump suction valve QA6
Procedure for Backflushing of the Central Coolers • Main bilge pump
Closed No.2 main CSW pump discharge valve QA37
Open No.3 main CSW pump suction valve QA5 • Sludge pump
The central coolers are backflushed when the pressure drop across the cooler
Closed No.3 main CSW pump bilge suction valve QA23 increases to an unacceptable level. The pressure drop will increase when • Inert gas scrubber supply pump
Closed No.3 main CSW pump discharge valve QA36 debris becomes lodged in the sea water channels of the cooler and this debris • Deck water seal pumps
Open No.1 central cooler inlet valve QA9 must be removed in order to restore the operational efficiency of the cooler.
Backflushing is the forcing of sea water backwards through the cooler from • Fresh water generator ejector/feed supply pump
Open No.1 central cooler outlet valve QA8
the normal cooler outlet pipe to the normal cooler inlet pipe. One cooler is
Closed No.2 central cooler inlet valve QA10 backflushed at a time with the other cooler operating on the central cooling The scrubber pump supplies the inert gas scrubber with a backup supply taken
Closed No.2 central cooler outlet valve QA11 system. Sea water from the outlet pipe of the cooler which is operating from the bilge, fire and ballast pump or main fire pump.
Closed Cooler backflush system valve QA43 normally is forced backwards through the other cooler being backflushed and
the sea water is then discharged overboard. The deck seal pumps supply the inert gas deck seal on deck. One pump
Closed Cooler backflush valves QA42
is normally selected as the duty pump and the other pump is selected for
Open Overboard discharge valve QA29 automatic standby; the standby pump will cut in automatically should the duty
Each central cooler has a backflush water valve QA42; a single backflush
Closed Sewage treatment unit supply valve QA18 pump fail to maintain the desired pressure in the system. The pumps are started
water system valve QA43 applies to both coolers. The illustration above
shows an example of backflushing No.1 cooler; valves which are shaded in and stopped manually from the local starter box or from the IGG room.
The above valve settings assume that No.1 central cooler is to operate but the
the diagram are closed.
valves for No.2 central cooler may be opened if that cooler is to operate when
the sea water temperature is above 25°C.
a) With the main cooling sea water circulation system operating
normally open the cooler backflushing valve QA42 for the
c) Ensure all pressure gauge and instrumentation valves are open.
cooler being backflushed (in this example No.1 cooler) and
close the normal sea water inlet valve to the same cooler being
d) Start one main cooling sea water pump locally with the
backflushed; valve QA9 for No.1 central cooler.
discharge valve closed, then slowly open the discharge valve.
b) Close the cooler backflush system valve QA43.
e) Open the other main cooling sea water pump discharge valves.

2.4.2 SEA WATER SERVICE SYSTEM The main fire pump is normally set up for foam and fire main service, with the
discharge and suction valves normally open. The bilge, ballast and fire pump
The following pumps supply the auxiliary sea water services: is used to ballast/deballast the aft peak and supply the deck wash system. By
manipulation of crossover valves, both pumps can perform similar duties.
Bilge, Ballast and Fire Pump
Maker: Shinko Under emergency conditions were the safety of the ship is at risk due to
flooding in the engine room the pumps can be used to transfer bilge water
Model: RVP200MS, self-priming
from the bilge wells directly overboard, from either the common bilge main or
No. of sets: 1 via the direct suction in the port forward bilge well. The bilge suction valves on
Capacity: 160/280m3/h at 11/4.5kg/cm2 each pump are normally locked closed. The pumps can also provide a backup
supply for the inert gas scrubber system. Both pumps can supply or draw from
Main Fire Pump the aft peak ballast tank.
Maker: Shinko
The pumps take suction from the sea water suction crossover main.
Model: RVP200MS, self-priming
No. of sets: 1 Additionally, there is a connection via valve QD95 which allows either of the
Capacity: 160/280m3/h at 11/45kg/cm2 two pumps to draw from the aft FW tanks when it is necessary to supply fresh
water for cargo tank washing/cleaning operations.
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2.4.3 ENGINE ROOM BALLAST SYSTEM h) Close all valves. Position Description Valve
Closed Discharge valve to ballast main QD42
The aft peak tank can be used as a ballast tank, it is used in conjunction with Main Fire Pump
the main ballast system to trim the vessel. It can also be used during certain Closed Discharge valve to fire main QD39
loaded conditions to provide optimum trim for efficient operation of the main Position Description Valve Open Discharge to overboard QD33
engine. Open Aft peak ballast tank suction/filling valve QD40 Open Overboard discharge QD45
Closed Bilge main suction valve QD25
The aft peak tank is serviced by the bilge, ballast and fire pump with the main c) Start the bilge, ballast and fire pump.
Open Sea suction valve QD28
fire pump available, if required.
Closed Discharge valve QD30 d) Open the discharge valve QD34 slowly until the discharge
The aft peak tank has a filling/suction valve, which is normally used during Open Discharge valve to aft peak tank QD29 piping is pressurised.
ballast operations. Closed Discharge valve to fire main QD37
Closed Discharge valve to overboard QD32 e) Empty the aft peak tank, taking care that the pump is not run
dry.
Procedure for Ballasting/Deballasting the Aft Peak Tank Closed Discharge valve to inert gas scrubber cooling QD20
system
Ballasting f) Shut the pump discharge valve and stop the pump.
Closed Fresh water suction run down to bilge, ballast QD95
a) Ensure that the transmitters for the remote reading gauges are in and fire pump (Ensure that the spectacle blank
operation. g) Close all valves.
isolating the fresh water tanks is in the closed
position.)
b) Ensure that the sea water suction crossover main is operating. Main Fire Pump
d) Start the main fire pump. Position Description Valve
c) Set up the valves as shown below. All valves are initially in the
closed position including fire main valves. e) Open the discharge valve QD30 slowly until the discharge Open Aft peak ballast tank suction valve QD40
piping is pressurised. Closed Sea suction valve QD28
Bilge, Ballast and Fire Pump Closed Discharge valve QD30
f) Fill the aft peak tank to the required level. Open Ballast main suction valve QD31
Closed Discharge valve to ballast main QD29
Open Aft peak ballast tank suction/filling valve QD40 g) Shut the pump discharge valve and stop the pump.
Closed Discharge valve to fire main QD37
Closed Port forward direct bilge well suction valve QD23
h) Close all valves. Open Discharge to overboard QD32
Closed Bilge main suction valve QD26
Closed Discharge valve to inert gas scrubber cooling QD20
Open Sea suction valve QD27 system
Closed Discharge valve QD34 Deballasting
Open Overboard discharge QD45
Open Discharge valve to aft peak tank QD42 a) Ensure that the transmitters for the remote reading gauges are in
Closed Discharge valve to fire main QD39 operation. c) Start the main fire pump.
Closed Discharge valve to overboard QD33
b) Set up the valves as shown below. All valves are in the closed d) Open the discharge valve QD30 slowly until the discharge
Closed Fresh water suction run down to bilge, ballast QD95 position including fire main valves. It is assumed that the aft
and fire pump (Ensure that the spectacle blank piping is pressurised.
peak ballast line is initially flooded. The ballast tank suction
isolating the fresh water tanks is in the closed valve must not be opened onto an empty pipeline in order to
position.) e) Empty the after peak tank, taking care that the pump is not run
stop pressure shock and possible damage in the lines. dry.
d) Start the bilge, ballast and fire pump.
Bilge, Ballast and Fire Pump f) Shut the pump discharge valve and stop the pump.
e) Open the discharge valve QD34 slowly until the discharge
Position Description Valve g) Close all valves.
piping is pressurised.
Open Aft peak ballast tank suction valve QD40
f) Fill the after peak tank to the required level. Closed Sea suction valve QD27 h) Line up the pump for fire main duty.
Closed Discharge valve QD34
g) Shut the pump discharge valve and stop the pump. Open Ballast main suction valve QD35

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2.4.4 EVAPORATOR AND DISTILLED WATER TRANSFER Main Components Operating Procedures
AND DISTRIBUTION
The fresh water generator consists of the following components: WARNING
Maker: Alfa Laval Do not operate the plant in polluted water. Fresh water must not be
Type: JWP-26-C100 Evaporator produced from polluted water, as the produced water will be unsuitable
Capacity: 25m3/day for human consumption.
The evaporator consists of a plate heat exchanger and is enclosed in the
separator vessel.
Starting
Sea Water Ejector Pump
Separator Vessel a) Open the ejector pump suction valve TG14 and discharge valve
Maker: Alfa Laval TG13.
Model: CNL-80-80/200 The separator separates the brine from the vapour. It houses the evaporator and
condenser heat exchangers. b) Open the overboard discharge valve TG15 for the combined
Capacity: 42m3/h
brine/air ejector.
Condenser
An evaporator is installed which utilises the heat from the main engine jacket c) Close the air screw (vacuum release valve) on the separator.
cooling water system to generate fresh (distilled) water. The condenser section, like the evaporator section, consists of a plate heat
exchanger enclosed in the separator vessel.
d) Start the ejector pump to create a 90% minimum vacuum.
A combined brine/air ejector, driven by the ejector pump, creates a vacuum in
the system in order to lower the temperature at which evaporation of the feed Combined Brine/Air Ejector Pressure at the combined brine/air ejector inlet should be a minimum of
water takes place. The ejector pump takes suction from the sea water crossover 3.0kg/cm2. Back pressure at the combined brine/air ejector outlet should be
main. The feed water is introduced into the evaporator section through an orifice The ejector extracts brine and incondensible gases from the separator vessel.
no more than 0. 6kg/cm2.
and is distributed into every second plate channel (evaporation channels).
Ejector Pump
The main engine jacket cooling water is distributed into the remaining Evaporation
channels, thus transferring its heat to the feed water circulating in the The ejector pump is a single-stage centrifugal pump which supplies the
condenser with sea water and the brine/air ejector with jet water, it also When there is a minimum of 90% vacuum (after a maximum 10 minutes)
evaporation channels. Having reached boiling temperature, which is lower conditions are right for the evaporation of heated feed water.
than at atmospheric pressure, the feed water undergoes a partial evaporation. supplies feed water for evaporation.
The mixture of generated vapour and brine then enters the separator vessel, e) Open the valve for feed water treatment. Ensure that the
where the brine is separated from the vapour and extracted by the combined Distillate Pump chemical dosing tank is full, then start the dosing pump.
brine/air ejector.
The distillate pump is a single-stage centrifugal pump which extracts the
produced fresh water from the condenser, and pumps the water to the fresh f) Open the jacket water inlet valve TG11 and the outlet valve
After passing through a demister the vapour enters every second plate channel TG12; the evaporator bypass valve QB60 should be open as
water storage tanks.
in the condenser section. The sea water, supplied by the combined cooling/ this is used to regulate the flow of jacket water through the
ejector water pump, is circulated through the remaining channels of the evaporator.
condenser section, thus absorbing heat from the vapour which is condensed. Salinometer
The salinometer continuously checks the salinity of the produced water. The g) Adjustment of the jacket water bypass valve should be made so
The distilled water produced in the evaporator is extracted by the distillate alarm set point is adjustable. that the flow of jacket water through the evaporator gradually
pump and led to the fresh water tanks and boiler distilled water tank. increases and the temperature in the evaporator rises.
Control Panel The boiling temperature in the evaporator will rise, whilst the obtained vacuum
Fresh Water Quality
The control panel contains pump motor starter, running lights, salinometer and drops to approximately 85%.
To continuously check the quality of the produced distilled water, a salinometer contacts for remote alarms.
is provided and this has a sampling connection on the distillate pump delivery This indicates that evaporation has started.
side. If the salinity of the distilled water produced exceeds the set value, the
dump valve and alarm are activated to automatically dump the distilled water
to the bilge via a scupper line.

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Condensation g) Close the ejector pump inlet valve TG14 and outlet valve Position Description Valve
After approximately 5 minutes the boiling temperature will drop again and a TG13.
Open Steriliser outlet valve TG27
normal vacuum is re-established. Closed Steriliser bypass valve TG20
h) Close the overboard valve TG15 for the combined brine/air
h) Open the valve to the selected fresh water storage tank and the ejector.
b) Ensure that the rehardening filter is correctly charged with
system valves for the steriliser and rehardener (see below). If chemical.
the water is to be directed to the boiler water tank, open line i) Close the valve to the fresh water tank being filled.
valve TG3 adjacent to the stores area on the upper level on the c) Ensure that the steriliser is being supplied with power. The inlet
port side. CAUTION
solenoid valve to the steriliser will only open if the steriliser is
All valves must be shut, while the generator is out of operation, except switched on.
i) Switch on the salinometer. the air screw release valve.
d) Start up the evaporator as described above.
j) Start the distillate pump. The fresh water generator distillate pump discharges through a salinometer and
a flow meter. Positioned before the flow meter is a solenoid valve. This opens e) Open the filling valve of the selected tank.
Note: The distillate pump discharge pressure must be maintained between when the salinometer detects too high a salinity level, dumping the distillate
1.2 - 1.6kg/cm2. pump output to the bilge. f) Start the distillate pump. Discharge should be to the bilge.
The discharge from the pump leads to the filling valves of both fresh water g) Switch on the salinometer.
Adjustment of Jacket Water Flow tanks (via the rehardening filter and steriliser), distilled water tank and if
In order to obtain the specified flow of main engine jacket water to the necessary the aft peak tank. If the reading is satisfactory, the discharge will change over to fill the tank.
evaporator, it is necessary to adjust the bypass valve QB60 until the desired
flow is achieved. For maximum output the outlet temperature of the jacket h) Switch on the steriliser.
Procedure for Operation of the Distilled Water Transfer
water from the evaporator should be about 68.5ºC. It must be remembered that
the evaporator acts as a cooler for the jacket water and care must be taken to System
Distilled water from the evaporator will flow to the selected fresh water storage
ensure that the main engine jacket water is not undercooled. tank via the rehardening filter, where essential minerals are added to the water
a) Set up the valves as in the following table. All valves are
initially closed. to ensure that it is fit for human consumption, and via the steriliser, where
Adjustment of Sea Water Flow harmful bacteria are destroyed before the water flows to the storage tank.
The sea water flow is correct when the inlet pressure at the inlet to the brine/air Position Description Valve It is essential that the steriliser is operating as the low temperature at which
ejector is between 3.0 - 4.0kg/cm2. Open Filling valve for port FW tank TG4 the distillate is produced does not destroy all bacteria which is in the sea water
or starboard FW tank inlet valve TG7 feed.
Stopping the Plant or boiler water tank inlet valve TG3
or aft peak tank filling valve TG9 When it is necessary to change over the production from the fresh water
a) Stop the distillate pump. Shut down the steriliser if water was
Open Outlet valve from port FW tank QG3 generator to the boiler water tank, it is important to ensure that the inlet to the
being directed to the domestic fresh water tanks.
or outlet valve from starboard FW tank QG4 rehardening filter is closed and the direct filling valve to the boiler water tank
Open Run down valves from boiler water tank to the QG51, QG23 TG3 is open.
b) Switch off the salinometer.
boiler feed water cascade/filter tank
c) Fully open the evaporator jacket water bypass valve QB60 and
close the jacket water inlet valve TG11 and outlet valve TG12. If filling the fresh water tanks:
d) Stop the ejector pump. Open Rehardening filter inlet valve TG24
Open Rehardening filter outlet valve TG22
e) Stop the feed water treatment dosing pump and close the supply
valve from feed water treatment unit. Set Rehardening filter three-way ball valves for
flow into and out of the unit
f) Open the air screw (vacuum release valve) on the top of the Closed Rehardening filter bypass valve TG21
separator. Operational Steriliser automatic outlet valve
Open Steriliser inlet valve TG26

2.5 Fresh Water Cooling Systems
2.5.1 Main Engine Jacket (HT) Fresh Water Cooling System
2.5.2 Central (LT) Fresh Water Cooling System
Illustrations
2.5.1a High Temperature Fresh Water Cooling System
2.5.2a Central Fresh Water Cooling System

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2.5 FRESH WATER COOLING SYSTEMS cooling system. This valve operates to divert water from the HT system to the
central cooling system should the temperature of the engine jacket cooling Position Description Valve
2.5.1 MAIN ENGINE JACKET (HT) COOLING FRESH WATER water leaving the exhaust valves exceed 80oC. There is a make-up water line Open No.1 JCW pump suction valve QB70
SYSTEM from the central cooling system to the HT system via valve QB92 which Open No.1 JCW pump discharge valve QB66
should always be open when the main engine is operating. Open No.2 JCW pump suction valve QB71
High Temperature Fresh Water Circulating Pump Open No.2 JCW pump discharge valve QB67
High temperature cooling water returns to the HT cooling water pump suction
Maker: Shinko Open Preheater inlet valve QB65
via a deaerating tank, which vents to the FW expansion tank via an alarm
Model: SVS100M device. The deaerating tank has a make-up connection to the FW expansion Open Preheater outlet valve QB64
No. of sets: 2 tank. Throttled Preheater bypass valve QB63
Capacity: 60m3/h x 3.0kg/cm2 Open Main engine inlet valve QB5
A system expansion valve at the exhaust valve outlet water manifold connects Closed Main engine jacket outlet valve QB31
The main engine high temperature (HT) cooling water system has two cooling with the FW expansion tank.
Closed Main engine bypass valve QB8
water pumps rated at 60m3/h with a pressure of 3.5kg/cm2. The system Operational Temperature controlled three-way valve QB61
supplies cooling water to the main engine jackets, cylinder heads, turbocharger Steam is supplied to the preheater when the load of the main engine drops,
this enables the temperature of the main engine jacket water system to be Open Make-up valve from LT system QB92
casing and exhaust valves. One pump will be operating and the other will act
as the standby pump. To allow for automatic changeover the pumps must be maintained; a thermostatically controlled steam supply valve ensures that Open Main engine outlet line valve QB62
selected for AUTO CHANGE at respective group starter panel on the main the correct steam supply is available to the preheater in order to maintain Open FW generator bypass valve QB60
switchboard. the correct jacket cooling water temperature. The FW expansion tank, which Closed FW generator inlet valve TG11
is common with the low temperature central FW cooling system, provides a
Closed FW generator outlet valve TG12
positive head to the system, as well as allowing for thermal expansion. The
Note: When the pumps are set for AUTO CHANGE, the standby pump will expansion tank level is maintained by a water supply from the domestic fresh Open System vent valve to expansion tank QB90
automatically cut in on failure of a running pump or if the system pressure is water system which must be manually operated to top the tank up. Open Expansion tank run down valve QB55
too low. However, if the duty pump is stopped on command (or inadvertently)
Closed System manual vent valve QB37
from any of its start/stop positions, then the standby pump will not start as Cooling water in the high and low temperature systems is treated with corrosion
the control system will recognise the shutting down of the pump as a human inhibiting chemicals in order to ensure that both systems remain free from g) Ensure that the low temperature central fresh water cooling
command function and not a system failure. It is not necessary to have the corrosion. The cooling water system water should be tested according to the system is operating correctly.
duty pump set in MANUAL mode when it is in operation. companies procedures, with any chemical treatment added to the circulating
water as required. As the high and low temperature systems are common it is h) Vent the system by opening valve QB37 and then closing the
The system operates on a closed circuit principle. The pumps discharge through only necessary to treat water in one system. valve when all air has been released.
the jacket cooling water preheater as necessary in order to maintain the main
engine jacket cooling water temperature when the main engine is shut down or
i) Start one HT fresh water cooling pump and select the other
on low load, using a steam supply from the 7.0 kg/cm2 steam system. During Procedure for the Operation of the Jacket Cooling Water
pump for automatic standby.
sea going operations under normal loads the HT cooling system bypasses System
the preheater, although a small amount of water can be directed through the
j) Vent the preheater.
preheater to ensure a flow through the unit. a) Replenish the FW expansion tank from the domestic fresh water
system as required. k) Ensure that the condensate drain valve from the preheater is
Water from the preheater flows to the supply inlet manifold on the main
open and supply steam to the preheater.
engine. The system is continually vented at the highest point to the expansion b) Ensure all pressure gauge and instrumentation valves are open.
tank. There are branches from the main cooling water supply to each cylinder.
l) Slowly bring the jacket temperature up to the operating
Isolating valves are fitted to the inlet and outlet lines for each cylinder to allow c) Ensure the FW generator is bypassed. temperature via the temperature setting on the steam regulating
cylinders to be individually isolated for maintenance purposes, additionally,
valve. Check the system for leaks and correct any that occur.
the turbocharger is fitted with isolation valves. The hot water from the jackets d) Ensure all main engine individual cylinder inlet and outlet
may be passed through the fresh water generator (evaporator), but this can be valves are open and that the isolating valves on the turbocharger m) Test the cooling water system for chemical concentration and
bypassed when the main engine is on low load or idle; the bypass valve allows casing are open and its vent valve shut. add chemicals as required.
for control of the HT water which passes to the FW generator. In operation
the FW generator has a cooling effect on the HT jacket cooling water passing e) Ensure all main engine individual cylinder vent and drain valves n) When the main engine is at sufficient power the HT jacket
through it, therefore ensure the evaporator is not used to undercool the water. are closed. water can be circulated through the FW generator (evaporator)
if necessary. The FW generator (evaporator) is operated as
In the return line to the HT cooling water pumps there is a three-way f) Set the valves as shown in the table below. described in section 2.4.4.
temperature controlled valve which connects with the low temperature central

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2.5.2 CENTRAL (LT) FRESH WATER COOLING SYSTEMS • Accommodation air conditioning units Position Description Valve
• Three starting air compressors Open No.3 generator engine outlet valve QB58
Low Temperature Fresh Water Circulating Pump
• Refrigeration plant Open No.3 generator engine vent valve QB33
Maker: Shinko
• Inert gas cooling system Open Expansion tank run down valve QB54
Model: SVS200M
Open No.1 main air compressor inlet valve QB14
No. of sets: 3 • Galley air conditioning unit
Open No.1 main air compressor outlet valve QB13
Capacity: 235m3/h x 3.5kg/cm2
Open No.2 main air compressor inlet valve QB12
Procedure for the Operation of the Central Cooling Water Open No.2 main air compressor outlet valve QB11
The low temperature central fresh water cooling system works on the closed System
circuit principal. The system has three cooling water pumps each rated at Open No.3 main air compressor inlet valve QB10
235m3/h with a pressure of 3.5kg/cm2. One pump would normally be in use Open No.3 main air compressor outlet valve QB9
a) Replenish the system from the expansion tank, which is filled
with two being required at sea temperatures above 25°C. One pump is selected from the fresh water system. Operational Framo system hydraulic oil cooler inlet temperature QB79
as the standby pump and a pressure switch on the common pump discharge controlled valve
starts the selected standby pump on low pressure. When a pump is selected b) Ensure all pressure gauge and instrumentation valves are open. Open Hydraulic oil cooler inlet valve QB35
as the duty pump the next numbered pump is automatically selected as the
Open Hydraulic oil cooler outlet valve QB21
standby pump except in the case of No.3 pump when its automatic standby c) Set up valves as shown in the following table:
pump is No.1. The identification of a standby pump is shown on the pump’s Open Refrigeration and AC valves as required
starter panel at the main switchboard by the illumination of the Standby lamp. Open Makeup valve to HT cooling system QB92
To allow for automatic changeover, the pumps must be selected for AUTO Position Description Valve Open Atmospheric condenser inlet valve QB97
CHANGE at the switchboard control panel. Open No.1 LT cooling water pump suction valve QB52 Open Atmospheric condenser outlet valve QB97
Open No.1 LT cooling water pump discharge valve QB46 Open Inert gas FW cooling pump inlet valve QB93
There are two central coolers, which in turn are cooled by sea water. One cooler Open No.2 LT cooling water pump suction valve QB51 Open Inert gas FW cooling pump outlet valve QB94
would normally be in use with the other on standby; both central coolers may Open No.2 LT cooling water pump discharge valve QB45
be required at times of high cooling load or at sea temperatures above 24°C. Open Galley package air cooler inlet and outlet valves
Open No.3 LT cooling water pump suction valve QB50
An expansion tank, common with the HT main engine jacket cooling water Open No.3 LT cooling water pump discharge valve QB44 d) Start one low temperature central cooling fresh water pump.
system, provides a positive head to the system and allows for thermal expansion. Open No.1 central cooler inlet valve QB41
This tank can be replenished from the domestic fresh water system. Open No.1 central cooler outlet valve QB42 e) Start the sea water cooling system, if not already running, and
supply sea water to a central FW cooler (see section 2.4.1).
Closed No.2 central cooler inlet valve QB39
The low temperature FW pumps receive suction from the low temperature
Closed No.2 central cooler outlet valve QB40 f) Check the system for leaks and rectify any leaks which occur.
system and the high temperature bleed off from the jacket cooling water
system. The pumps discharge directly to the central coolers. A temperature Open Main engine LO cooler inlet valve QB20
controlled three-way bypass valve at the central cooler inlet line allows Open Main engine LO cooler outlet valve QB19 g) Check the fresh water expansion tank level and replenish if
the central coolers to be bypassed, thus controlling the temperature of the Open Main engine scavenge air cooler inlet valve QB38 necessary.
circulating fresh water. Open Main engine scavenge air cooler outlet valve QB43
h) Check the level of chemical treatment and add chemical
Open Shaft bearing inlet valve QB24 treatment as necessary.
Water from the central cooling system is supplied to the three generator engines.
Each generator engine is vented from its highest point to the expansion tank. Open Shaft bearing outlet valve QB25
Open Camshaft LO cooler inlet valve QB23 e) Check that one of other two low temperature central FW cooling
The central cooling system supplies the following other services: Open Camshaft LO cooler outlet valve QB22 pumps is selected for automatic standby.
• Main engine scavenge air cooler Open No.1 generator engine inlet valve QB7
Open No.1 generator engine outlet valve QB6 Note: When the pumps are set for AUTO CHANGE, the standby pump will
• Main engine LO cooler and main engine camshaft LO cooler automatically cut in on failure of a running pump or if the system pressure is
Open No.1 generator engine vent valve QB57
• Atmospheric condenser too low. However, if the duty pump is stopped on command (or inadvertently)
Open No.2 generator engine inlet valve QB34 from any of its start/stop positions, then the standby pump will not start as
• Hydraulic oil cooler Open No.2 generator engine outlet valve QB32 the control system will recognise the shutting down of the pump as a human
• Intermediate shaft bearing Open No.2 generator engine vent valve QB56 command function and not a system failure. It is not necessary to have the
Open No.3 generator engine inlet valve QB59 duty pump set in MANUAL mode when it is in operation.
• Engine control room and workshop package air conditioning
units

2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
2.6.2 Generator Engine Fuel Oil Service System
2.6.3 Auxiliary Boiler Fuel Oil Service System
2.6.4 Incinerator Fuel Oil Service System
Illustrations
2.6a Viscosity - Temperature Graph
2.6.1a Main Engine Fuel Oil Service System
2.6.2a Generator Engine Fuel Oil Service System
2.6.3a Auxiliary Boiler Fuel Oil Service System
2.6.4a Incinerator Fuel Oil Service System

Illustration 2.6a Viscosity-Temperature Graph

Temperature °C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
Bu
nk
10,000 er 10,000 10,000
Fu
e lO
il
5,000 5,000 5,000
2,000 2,000 2,000

Pumping Viscosity
usually about 1,000 centistokes Viscosity - Temperature
1,000 1,000 Relationships 1,000
Typical Marine Fuels

500 500 500
100 100 100

Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

50 50 50
Boiler Atomisation Viscosity

usually between 15 and 65 centistokes
M
ar
ine
Di
es
el
20 Oi 20 20
l
15 15 Diesel Injection Viscosity 15

usually between
8 and 27 centistokes
M
ar
ine
10 Ga 10 IF 10
sO -3
80
il
IF
- 18
0
IF
-1
00
IF
- 60
5 5 5
IF
- 30
4 4 4
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Temperature °C

2.6 FUEL OIL AND DIESEL OIL SERVICE SYSTEMS Heated and filtered fuel oil is supplied to the main engine and generator Preparation for the Operation of the Main Engine Fuel Oil
engines from the fuel oil service tank. Fuel oil from the fuel oil service tank is Service System
2.6.1 MAIN ENGINE FUEL OIL SERVICE SYSTEM directed to one of two fuel oil supply pumps. The second pump will be selected
for automatic standby, and will start in the event of discharge pressure drop or The following procedure illustrates starting from cold with the system charged
Fuel Oil Supply Pump voltage failure of the running pump. The FO supply pumps discharge through with diesel oil and in a shut down condition.
the auto backflush filter to a mixing stack fitted with a deaerator unit. The auto
Maker: IMO
backflush filter can be bypassed with a basket filter during maintenance on the a) Put the HFO purifier in use, filling the service tank from the
Model: ACE038/N3 NTBP main filter. The filter is an automatic self-cleaning filter with an air operated settling tank.
No. of sets: 2 cleaning mechanism activated by an increasing differential pressure. The
Capacity: 4.0m3/h debris discharge from the auto filter is piped to the fuel oil drain tank. b) Ensure that the filters are clean.
Fuel Oil Circulating Pump Fuel oil is drawn from the mixing stack by one of two fuel oil circulating c) Ensure that all instrumentation valves are open.
pumps. The second pump will be on automatic standby, and will start in the
Maker: IMO
event of discharge pressure drop or voltage failure of the running pump. The d) Set up the valves as in the following table
Model: ACE038/K3 NTBP fuel oil circulating pumps discharge through one of a pair of fuel oil heaters
No. of sets: 2 where the oil is heated to a temperature corresponding to a viscosity of 12cSt
Capacity: 5.0m3/h using steam at from the main steam system.
Open HFO service tank suction quick-closing valve RR6
The heated fuel oil then passes through the viscosity controller which controls Open HFO service tank secondary suction valve RR43
Fuel oil is stored on board in five fuel oil storage tanks (No.1 and 2 port, No.1
and 2 starboard and the HFO minor tank starboard.) The HFO is transferred steam to the heaters. The oil is supplied to the main engine fuel rail via a Closed Diesel oil tank suction valve RR8
to a fuel oil settling tank by the fuel oil transfer pump when required. After duplex filter, a fuel flow meter and an engine inlet manifold quick-closing Closed Diesel oil suction valve RR44
fuel oil has been transferred to the settling tank, any water or other sediment is valve. A pressure regulating valve maintains the correct fuel pressure at the Set for HFO Suction three-way changeover cock
drained off by using a self-closing test cock. engine inlet by allowing excess fuel to bypass the engine.
Open No.1 FO supply pump suction valve
Bypass fuel and the excess not used by the engine passes to the fuel return Open No.1 FO supply pump discharge valve
From the fuel oil settling tank, fuel oil is supplied to the HFO purifiers for
purification into the HFO service tank. Fuel oil is supplied to the main engine, pipe through a flow meter; the difference between the inlet and outlet flow Open No.2 FO supply pump suction valve
generator diesel engines and boiler from the HFO service tank, using the same meter readings gives the engine’s fuel consumption. A three-way cock is fitted Open No.2 FO supply pump discharge valve
fuel preparation unit. If necessary the auxiliary boiler can be supplied directly on the return section of line to direct the FO into the mixing stack, or when Open Pressure control valve inlet valve
from the FO setting tank. The main engine, generator engines and auxiliary necessary, to flush HFO in the system back to the service tank when changing
Open Pressure control valve outlet valve
boiler are designed to run on HFO at all times. One of the fuel oil purifiers will over to diesel oil with the engine at standstill. The high pressure fuel oil lines
on the engine between the fuel injection pumps and fuel injectors are sheathed. Closed Pressure control valve bypass valve
normally be running at all times, with the throughput balanced to match the
Any leakage from the protective hoses is led to a collecting tank which is fitted Set Backflush filter inlet/outlet changeover valve set for
fuel consumption of the main engine, generator diesel engines and boiler.
to the side of each FO pump. Each collecting tank is fitted with a level alarm auto backflushing unit
Outlet valves from all fuel tanks are remote quick-closing valves with a and gives warning of a leaking fuel injection pipe, which when activated will Open No.1 FO circulating pump suction valve
collapsible bridge, which can be pneumatically operated from the fire control raise an alarm on the DMS 2100 alarm and monitoring system and initiate the Open No.1 FO circulating pump discharge valve
station. After being tripped from the fire control station the valves must be reset operation of the puncture valve on the top of the FO pump. When the puncture
Open No.2 FO circulating pump suction valve
locally. The HFO settling and service tanks are also fitted with a self-closing valve operates the HP fuel delivery from the pump will stop immediately, this
will effectively cut out the cylinder and therefore an immediate response is Open No.2 FO circulating pump discharge valve
test cock which are used to test for and drain any water present. Tundishes,
required to bring the engine speed down to <105 rpm if above this value. Open No.1 FO heater inlet valve
under the self-closing test cock, drain any test liquid to the FO drain tank. All
tanks and heaters are supplied with steam at 7.0kg/cm2 from the ship’s steam Open No.1 FO heater outlet valve
supply, with condensate flowing to the observation tank which is fitted with an Closed No.2 FO heater inlet valve
oil detection unit. A viscosity controller controls the steam supply to both HFO Closed No.2 FO heater outlet valve
supply heaters. Additionally, there is a standby thermostatically controlled Open Viscosity controller inlet valve
steam regulating valve which can be put into operation in the event of the Open Viscosity controller outlet valve
viscosity controller being inoperable. All fuel oil pipework is trace heated by
Open Viscosity controller bypass valve
small bore steam pipes laid adjacent to the fuel oil pipe and encased in the
same lagging. Open Main engine flow meter inlet valve
Open Main engine flow meter outlet valve
Closed Main engine flow meter bypass valve

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Position Description Valve k) MDO will now be expelled to the HFO service tank, at the b) Reduce the engine load to 75% of normal. Then, by means of
same time drawing in HFO from the service tank. The amount the thermostatic valve in the steam system, or by manual control
Open Main engine master HFO quick-closing inlet valve RR1
of MDO in the fuel system is small compared with the amount of the viscosity regulator, the diesel oil is heated to maximum
Open Main engine outlet valve RR2 of HFO in the service tank and the fuel dilution effect will not 60-80ºC, in order to maintain the lubrication ability of the
Open Main engine control valve inlet valve RR79 be great. When all MDO has been expelled set the changeover diesel oil. This minimises the risk of plunger scuffing and the
Closed Inlet return valve to HFO service tank RR4 return cock RR3 back to the mixing tank. consequent risk of sticking. Preheating should be regulated to
Open Return flow meter inlet valve give a temperature rise of about 2ºC per minute.
l) Continually raise the temperature manually.
Open Return flow meter outlet valve
c) Due to the above mentioned risk of sticking/scuffing of the fuel
Closed Return flow meter bypass valve m) When the set point is reached on the viscosity controller, change injection equipment, the temperature of the heavy fuel oil in the
Set Return changeover cock to the mixing tank its setting to AUTO. service tank must not be more than 25ºC higher than the heated
diesel oil in the system (60-80ºC) at the time of changeover.
n) Change the operation of the steam control valve to AUTO.
Procedure to Changeover the Main Engine Fuel System from
Open the steam inlet valve fully. Note: The diesel oil viscosity should not drop below 2cSt, as this might
Marine Diesel Oil to Heavy Fuel Oil with the Engine Stopped
cause fuel pump and fuel valve scuffing, with the risk of sticking.
HFO is now circulating through the system.
a) Supply steam heating to HFO service tank.
d) For some light diesel oils (gas oil), this will limit the upper
o) Switch the other FO supply pump to standby. temperature to somewhat below 80ºC. When 60-80ºC has been
b) Open all the individual fuel inlet valves on the main engine fuel
inlet main. reached, the change to heavy oil is performed by opening the
p) Switch the other FO circulating pump to standby. fuel oil supply valve RR43. Turn the changeover valve on the
c) Supply trace heating to the fuel oil service system pipelines. suction side of the HFO supply pumps to take suction from the
Fuel Changeover HFO service tank. Close the diesel oil supply valve RR44.
CAUTION
The main engine is designed to run on HFO at all times. However, changeover The temperature rise is then continued at a rate of about 2ºC per minute, until
Trace heating should not be applied to sections of pipeline isolated by reaching the required viscosity.
closed valves on the HFO side as damage could occur due the expansion to diesel oil can become necessary if, for instance, the vessel is expected to
of the contents. have a prolonged inactive period with a cold engine, i.e. due to:
• A major repair of the fuel oil system etc. Changeover Procedure from Heavy Fuel Oil to Marine Diesel
d) Manually start supplying steam to the on line HFO heater.
• A docking
Oil During Running
e) Start one FO supply pump. • More than five days stoppage To protect the fuel oil injection equipment against rapid temperature changes,
• Environmental legislation requiring the use of low sulphur fuel which may cause scuffing with the risk of sticking of the fuel valves and of
f) Start one FO circulating pump. the fuel pump plungers and suction valves, the changeover to diesel oil is
Changeover can be performed at any time, during engine running or during performed as follows (manually):
g) Supply steam heating to the FO heater and raise the temperature engine standstill. In order to prevent fuel pump and injector sticking/scuffing,
to about 75ºC. poor combustion, and fouling of the gas ways, it is very important to carefully a) Ideally the diesel oil in the MDO service tank should be about
follow the changeover procedures. 50ºC.
h) Start the viscosity controller and close the bypass valve.
b) Shut off the steam supply to the fuel oil preheater, return fuel
i) Open the inlet valve to the HFO service tank RR4. Changeover from Diesel Oil to Heavy Fuel Oil During pipe and steam tracing.
Running
j) Operated the return changeover cock RR3 to direct the return c) Reduce the engine load to 75% of MCR load.
HFO to the service tank. To protect the injection equipment against rapid temperature changes, which
may cause sticking/scuffing of the fuel valves and of the fuel pump plungers d) Change to diesel oil when the temperature of the heavy oil in
and suction valves, the changeover is carried out as follows (manually): the preheater has dropped to about 25ºC above the temperature
in the diesel oil service tank, however, not below 75ºC.
a) First, ensure that the heavy oil in the service tank is at normal
temperature level.

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e) Open the diesel oil supply valve RR44. Change over the supply
three-way valve to the MDO service tank. Close the HFO
supply valve RR43.
Diesel oil is now led to the supply pumps.
Note: If, after the changeover, 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.
Changeover Procedure from Heavy Fuel Oil to Diesel Oil

During Standstill
a) Stop the preheating.
b) Stop trace heating.
c) Stop return pipe heating.
With regard to temperature levels before change over, see ‘Changeover from
Heavy Fuel to Diesel Oil during Running’.
d) Open the diesel oil supply valve RR44.
e) Change over the suction three-way valve to take suction from

the MDO service tank.
f) Close HFO supply valve RR43.
g) Open the inlet valve to the HFO service tank RR4.
h) Change over the return cock RR3 to the HFO service tank, so
that the fuel oil is flushed to the HFO service tank. Ensure that
there is sufficient ullage in the service tank.
i) When the heavy fuel oil is replaced by diesel oil, reset the return
cock RR3 and close valve RR4.
j) Stop the viscosity controller.
k) Stop the fuel oil pumps.

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2.6.2 GENERATOR ENGINE FUEL OIL SERVICE SYSTEM Procedure for the Operation of the Generator Engine Fuel Oil Procedure to Prepare an Generator Engine (No.1) for Running
Service System on Marine Diesel Oil
Marine Diesel Oil Supply Pump
Maker: Allweiler The following procedure illustrates starting from cold with the system charged a) Transfer MDO from the MDO settling tank to the MDO service
Model: SPF20R56 G8.3-W20 with diesel oil and one generator in operation and the auxiliary boiler in tank using the purifier.
No. of sets: 1 operation supplying steam at full pressure:
b) Set up valves as in the following table.
Capacity: 5.0m3/h at 8.0kg/cm2 a) Put the HFO purifier in use, filling the service tank from the
settling tank. Position Description Valve
Operation Using Heavy Fuel Oil Open MDO service tank outlet valve RR10
b) Ensure that the filters are clean.
Open MDO pump suction valve RR11
Fuel oil is supplied to the generator diesel engines from the fuel oil service Open MDO pump discharge valve RR12
c) Ensure that all instrumentation valves are open.
tank, using the same supply and fuel preparation system as the main engine.
Closed MDO pump bypass valve RR13
The three generator engines are designed to run on HFO at all times. However,
d) Start up the main HFO system as described in section 2.6.1. Set for HFO Inlet three-way cock RR33
the generator engines have an emergency MDO supply system available
should there be a necessity to operate one or all of them on MDO.
e) Set up the valves as in the following table. c) Start the DO supply pump.
Heated and filtered HFO is supplied to the generator engines from the same
fuel preparation unit as the main engine, the supply to the generator engines Position Description Valve d) Swing the changeover valves from HFO to MDO. The generator
being taken just after the viscosity controller. The HFO then flows through a Open Inlet flow meter inlet valve engine fuel inlet and outlet three-way cocks are linked so
flow meter to the generator engines. Open Inlet flow meter outlet valve changing the inlet cock RR33 to MDO also changes the outlet
three-way cock RR15 to MDO. The small amount of HFO in
Closed Inlet flow meter bypass valve the generator rail will be directed into the MDO service tank.
The generator engines have linked three-way cocks at the fuel inlet and outlet
Open Outlet flow meter inlet valve Allow the MDO to circulate for a period before starting the
for the selection of either HFO or MDO.
Open Outlet flow meter outlet valve engine in order to allow the fuel pumps to cool down the MDO
Excess HFO is returned to the FO mixing tank via a flow meter and three-way Closed Outlet flow meter bypass valve temperature.
cock RR3. The three-way cock RR3 can divert the fuel to the HFO service tank Set for HFO No.2 generator engine outlet three-way cock RR19
for flushing purposes. The engine is now ready for starting on MDO.
Set for HFO No.3 generator engine outlet three-way cock RR22
Set for HFO No.2 generator engine inlet three-way cock RR32
The high pressure fuel oil lines on the engine are sheathed and any leakage Changing Over Fuel when Generator Engine(s) are Running
from the annular spaces, formed by the sheathing is led to a fuel oil leakage Set for HFO No.3 generator engine inlet three-way cock RR31
tank fitted with a high level alarm which gives warning of a leaking fuel Procedures similar to that used for the main engine may be used, but it is
injection pipe. The fuel supply to each engine is piped through its respective i) Using the bypass valves RR25 and RR24 on No.2 and No.3
generator engines, warm up the HFO system by flushing the advisable to change over the fuel supply when the engine is running off load or
FO leakage alarm tank in order to maintain the tank in a hot condition in order shut down in order to minimise the risk of instability in the electrical supply.
to assist in keeping the drain line open, which might otherwise block up with system back to the return pipe.
cold fuel. The illustration 2.6.2a above illustrates the flow path when supplying No.1
j) Generator engines No.2 and 3 are now ready for starting on
HFO. generator engine with MDO, while No.2 and 3 generator engines are being
Operation Using Marine Diesel Oil circulated with HFO in preparation for a changeover to HFO operations.
k) With one generator running on HFO, transfer the load from the
The generator engines can be supplied from the diesel oil service tank using generator engine on MDO to the one on HFO.
the MDO supply pump. The pump supply pressure is controlled at 5.5kg/cm2.
The return pressure is controlled at 4.5kg/cm2 with excess MDO returned to l) Shut down the generator engine on MDO, then change over its
the MDO service tank. In the event of a complete power failure, it is possible to supply from MDO to HFO. When all of the MDO has been
supply MDO to a generator engine by opening bypass valve RR13 which will displaced, supply trace heating to the fuel oil lines.
allow a gravity feed from the diesel oil service tank to an engine.
m) Stop the MDO supply pump.

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2.6.3 AUXILIARY BOILER FUEL OIL SERVICE SYSTEM Although the boiler is normally operated on HFO it may be operated on MDO Position Description Valve
when no steam supply is available to heat the HFO. Operation on MDO is the
Open Boiler outlet valve from pressure control valve RR49
Boiler Heavy Fuel Oil Supply Pumps same as for operation on HFO except for the heating of the fuel. In order to
operate the boiler main burner on HFO the three-way supply cock from the Set Return line changeover cock to mixing box RR64
Maker: Allweiler
HFO service/settling and MDO service tanks must be turned to the supply Open Pilot burner pump suction valve RR41
Model: SPF20R46 G8.3-W8
position from the MDO service tank. Open Pilot burner pump discharge valve RR42
No. of sets: 2
Open Inert gas generator DO tank outlet valve
Capacity: 46 litres/min The boiler has a pilot burner pump, which takes suction from the inert gas
generator MDO tank via the pump suction filter. This pump is located in the
Boiler Ignition Pump inert gas generator room and operates when flashing up the main burner. The Procedure to Start Up the Boiler Fuel Oil Service System and
Maker: Danfoss pilot burner is inserted into and removed from the furnace by means of a Change Over to Heavy Fuel Oil
pneumatic cylinder operated by the boiler control system.
Model: RSA28
a) Start one boiler fuel oil pump.
No. of sets: 1
Procedure for Operating the Auxiliary Boiler Fuel Oil Service b) Flash up the boiler on MDO using atomising air.
Fuel oil is supplied directly to the boilers from the HFO service tank, although System
fuel oil can be supplied if necessary directly from the HFO settling tank. Diesel When steam is available:
oil can be supplied to the boiler from the diesel oil service tank when flashing a) Ensure that the filters are clean.
up the auxiliary boiler from cold when there is no steam available for steam c) Supply steam heating to the HFO service tank.
heating duties. b) Ensure that all instrumentation valves are open.
d) Open the supply trace heating to the fuel oil service system
A temperature controller maintains the steam supply to the fuel oil heater. All The following procedure illustrates starting from cold with the system charged pipelines.
the fuel oil piping is trace heated by small bore steam pipes which are laid with diesel oil and in a shut down condition.
adjacent to the fuel oil pipe and encased in the same insulation. CAUTION
Set up the valves as in the following table: Trace heating should not be applied to sections of pipeline isolated by
Fuel oil from the HFO service tank is supplied to one of two fuel oil pumps. closed valves on the HFO side as damage could occur due the expansion
The second pump will be on automatic standby, and will start in the event of Position Description Valve of the contents.
a discharge pressure drop or a voltage failure of the duty running pump. The Closed HFO service tank suction quick-closing valve QR36
fuel oil pumps take suction from the HFO service tank via pump strainers. A Closed HFO settling tank suction quick-closing valve QR7 When sufficient steam pressure is available:
pressure control valve, with its sensing point on the heater discharge, maintains
Open Isolating non-return valve from FO service tank to QR83
the pump discharge pressure by recirculating oil from the pump discharge back e) Stop firing the boiler on MDO.
boiler fuel oil supply line
to the mixing box. The fuel oil in the mixing box returns to the pump suction.
The vent from the mixing box returns to the HFO settling tank or if necessary Closed Transfer pump suction from HFO service tank QR44
f) Open the FO heater inlet and outlet valves. Shut the bypass
to the MDO service tank when operating on MDO via valve RR5. Set MDO/HFO changeover cock (for MDO) RR63 valve RR38.
Open Diesel oil service tank suction quick-closing valve RR9
The fuel oil pumps discharge through a fuel oil heater, where the fuel oil Open Suction valve from mixing box RR71 g) Manually start supplying steam to the FO heater.
is heated to the required temperature. The fuel oil is fed to the boiler via a
Open Both FO service pump suction valves
pressure control valve, controlled by the boiler steam pressure. When the boiler h) Open the HFO service tank quick-closing valve QR36, and
is in a standby condition, a solenoid valve on the return line automatically Open Both FO service pump discharge valves
crossover isolating valve QR83 to the three-way changeover
opens to circulate fuel back to the mixing box, keeping the fuel oil at working Closed FO heater inlet valve RR39 cock. Operate the suction changeover cock RR63 to take
temperature immediately before the burner. On the recirculating line is a Closed FO heater outlet valve RR40 suction from the HFO service tank. The proximity switch on the
changeover cock, where the fuel can be diverted from returning to the mixing Open FO heater bypass valve RR38 changeover cock will now activate the mixing tank three-way
box to either the HFO settling tank or MDO service tank. This changeover direction control valve RR64, directing the HFO to the mixing
Open Inlet valve to pressure control valve RR37
cock would normally be used for flushing fuel oil back to the HFO tank when tank. On the boiler control board the system indication light will
changing from MDO to HFO or vice versa. Open Outlet valve from pressure control valve RR35
now indicate that the system is operating on HFO.
Closed Boiler pressure control valve bypass valve RR36
A steam connection is fitted to the fuel oil line to the burner after the double Open Inlet valve to boiler burner before solenoid valves RR47 i) Flash the boiler and continue firing as required. MDO in the
shut off solenoid valves and is used for automatic purging of the burner prior Open Boiler recirculating valve RR67 fuel line will gradually be replaced by HFO. There may be some
to shut down. Open Boiler inlet valve to pressure control valve RR57 change in combustion as the HFO starts to burn and the fuel
temperature varies.

j) Continue raising the fuel oil temperature manually.
k) Change the operation of the heater steam control valve to auto

by fully opening the steam inlet valve.
HFO is now circulating through the system and the boiler is now ready for
firing on HFO using steam atomising.
l) Stop firing the boiler and change over to steam atomisation by

opening the steam atomising valve on the boiler steam drum
and closing the air atomising valve RR86. Reflash the boiler
using steam atomising.
m) When the boiler is firing on HFO under stable combustion

conditions change the boiler burner to automatic control.
The boiler is designed to operate and remain on standby using HFO.

Changeover to MDO is only necessary when maintenance is required and for
long periods of shut down, such as refit.
m) After the boiler is firing on HFO put the other fuel oil pump on
auto start.
CAUTION
Do not change to steam atomising until the system is charged with HFO
and is firing under stable conditions.

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2.6.4 INCINERATOR FUEL OIL SERVICE SYSTEM Procedure for Transferring Waste Oil to the Incinerator Waste i) Supply steam heating to the incinerator waste oil tank.
Oil Tank
Sludge Transfer Pump j) Shut off steam tracing.
Maker: Allweiler a) All valves are initially closed.
k) When the line has cooled shut all isolating valves.
Type: Stator
Model: AE1E50-ID/111P01 b) Supply steam heating to the heating coils of the tanks to be
transferred. Procedure for Operating the Incinerator Waste Oil System
No. of sets: 1
Capacity: 83 litres/min c) Supply steam heating to the steam tracing lines. Waste oil should be allowed to settle in the incinerator waste oil tank with
steam heating applied. Water should be drained off the tank before the waste
Incinerator Dosing Pump CAUTION oil is burned.
Maker: Mono Trace heating should not be applied to sections of pipeline isolated by
Model: SB14R5/HMO closed valves on the FO side, as damage, such as blown flange joints, a) Supply steam heating to the incinerator waste oil tank and open
could occur due the expansion of the contents. the drain valve QU6 in order to drain water from the tank.
No. of sets: 1
d) Open one set of the following suction valves in the table below. b) Open the incinerator waste oil tank quick-closing outlet valve
The incinerator burner is supplied with MDO from an independent incinerator The suction valve from the sea water main QD26 must be QU15 and the recirculating valve QU4; start the incinerator
MDO service tank. MDO is used to burn garbage and to assist with the burning closed. sludge supply pump. Waste oil/sludge in the incinerator waste
of waste oil. oil tank will be circulated back to the tank. This has the effect
Description Valve of dispersing any water droplets throughout the oil charge and
A sludge oil tank for the incinerator supplies the incinerator sludge burner with of equalising the temperature of the waste oil charge.
sludge/waste oil and this tank is supplied with sludge/waste oil by the sludge Pump suction from FO sludge tank QR25
transfer pump. Pump suction from FO drains tank QR32 c) When the incinerator is at the correct temperature on MDO
Pump Suction from LO sludge tank QR33 firing the burning of waste oil can commence. Open the supply
The sludge transfer pump can take suction from: Clean bilge tank suction valve QR82 valves to the incinerator and close the recirculation valve
• FO sludge tank or dirty bilge tank high suction QR80 QU4.
or dirty bilge tank low suction QR79
• LO sludge tank and pump suction from bilge tanks d) Activate the burning of waste oil by selecting SLUDGE burning
QR34
• Bilge tank; clean at the control panel.
• Bilge tank; dirty (high and low suctions) e) Ensure that the sludge pump suction filter is clean. e) When the waste oil tank is empty shut down the incinerator and
• Sea water main waste oil burning system.
f) Set up the sludge transfer pump discharge valves as in the table
• FO drain tank below.
Procedure for Operating the Incinerator Pilot Diesel Oil
The sludge transfer pump discharges to:
Position Description Valve System
• FO sludge tank Open Sludge pump discharge valve to incinerator QR30
waste oil tank a) Open the incinerator MDO tank outlet quick-closing valve QU1
• Shore connections (port and starboard)
Closed Discharge to shore connection QR31 and the pilot burner suction valve QU2.
• Port No.1 HFO tank (isolated with a spectacle blank)
Closed Discharge to FO sludge tank QR27
• Incinerator waste oil tank The incinerator MDO system is now set and the incinerator may be operated.
Closed Discharge to port No.1 HFO tank QR29
g) Start the sludge transfer pump and fill the incinerator waste oil
tank.
h) Shut off the steam heating of the tank being discharged when it
is empty.

2.7 Fuel Oil and Diesel Oil Transfer Systems
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2 Fuel Oil and Diesel Oil Purifying System
Illustrations
2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.1b Fuel Oil Transfer Using the Diesel Oil Transfer Pump
2.7.1c Diesel Oil Transfer Using the Diesel Oil Transfer Pump
2.7.2a Fuel Oil and Diesel Oil Purifying System
2.7.2b Fuel Oil Control Panel EPC-400

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2.7 FUEL OIL AND DIESEL OIL TRANSFER the FO settling tank. The fuel oil can be transferred from one storage tank to Preparation and Procedure for Loading and Transfer of
SYSTEMS another for trim or other purposes, using the transfer pump and the bunkering Bunkers
line. The service tank can be drained using the transfer pump.
2.7.1 FUEL OIL AND DIESEL OIL BUNKERING AND Before and during bunkering, the following steps should be complied with:
Outlet valves from all fuel tanks are remotely operated quick-closing valves,
TRANSFER SYSTEM
with a collapsible bridge which can be pneumatically operated from the fire
Note: Maersk rules and regulations covering the loading and transfer of fuel
control station. After being tripped from the fire control station the valves
Heavy Fuel Oil Transfer Pump oil bunkers must be complied with at all times.
must be reset locally. The service and settling tanks are also fitted with a self-
Maker: Hounttuin BV closing test cock to test for water and to drain any water present. Tundishes
The purpose of the following procedure is to ensure that bunkers of the correct
Model: 200 Serie under the self-closing test cock drain any liquid to the FO drain tank. All tanks
specification and agreed quantity are received on board in a safe and efficient
No. of sets: 1 are provided with local and remote temperature indication plus remote level
manner.
indication in the cargo control room via the IPH-Automation and Monitoring
Capacity: 50m3/h at 4.0kg/cm2 system. The tanks also have an overfill alarm.
a) Shore and barge tanks should be checked for water content.
Marine Diesel Oil Transfer Pump The HFO transfer pump is used to transfer HFO from any of the HFO storage
b) Representative samples are to be drawn using the continuous
Maker: Allweiler tanks to the HFO settling tank prior to separation. The HFO transfer pump
drip method for the duration of the loading operation and
Model: SNF 940ER42 U12.1W1 may be started and stopped manually but it is normally arranged for automatic
dispatched for analysis.
starting and stopping by means of the float switches in the HFO settling tank.
No. of sets: 1
In order to allow for this the pump mode switch in the starter panel (in the
Capacity: 50m3/h at 4.0kg/cm2 ECR) must be set to AUTO. The pump is started by the low level switch in the
c) Where possible new bunkers are to be segregated on board prior
to use until results of laboratory analysis are received.
HFO settling tank and is stopped by the high level switch. If the HFO transfer
pump is used on the MDO system it must be operated manually. The MDO
Fuel Oil System d) No internal transferring of bunkers should take place during
transfer pump can only be operated manually.
bunker loading operations, unless permission has been obtained
Introduction from the Chief Engineer.
All fuel oil tanks are fitted with heating coils, heating steam being supplied at
Fuel oil, for all purposes on board the ship, is stored in five fuel oil bunker 7.0kg/cm2 from the heating steam system. Condensate from the heating coils
e) The Chief Engineer should also calculate the estimated finishing
tanks located forward of the engine room. There are two on the port side and flow to the cascade tank via an oil detector and observation tank. All fuel oil
ullages/dips, prior to the starting of loading.
three on the starboard side. From the storage tanks, fuel oil is transferred to a transfer lines are trace heated by steam also at 7.0kg/cm2.
fuel oil settling tank, where it is allowed to settle prior to being purified into the
f) Bunker tanks should not exceed 95% full.
fuel oil service tank. Fuel oil is supplied to the main engine, generator engines Heavy Fuel Oil Tanks
and auxiliary boiler from the fuel oil service tank. If necessary, the auxiliary
g) Any bunker barges attending the vessel are to be safely moored
boiler can be supplied directly from the HFO settling tank. Compartments Location Capacities (m3)
alongside before any part of the bunker loading operation
Frame Full 98% Full 95% Full begins.
The fuel oil storage tanks are filled from fuel oil bunkering line connections No.1 HFO Tank (P) 42-44 217.7 213.3 206.8
located at the cargo manifold. The bunkering line is fitted with a relief valve,
No.1 HFO Tank (S) 42-44 217.7 213.3 206.8 h) Level alarms fitted to bunker tanks should be tested prior to any
which discharges into No.1 HFO tank starboard. The HFO storage tanks all
No.2 HFO Tank (P) 36-42 411.0 402.7 390.5 bunker loading operations.
overflow to the FO overflow tank.
No.2 HFO Tank (S) 36-42 346.9 340.0 329.6
i) Verify that all lines are sound, by visual inspection.
The HFO pump is located in the port forward area of the engine room floor HFO Minor Tank (S) 36-42 153.7 150.6 146.0
and is used to transfer fuel oil from the storage tanks to the settling tanks at HFO Settling Tank (P) 36-39 51.2 50.2 48.6 j) Complete pre-transfer check list.
a rate of 50m3/h and a pressure of 4.0kg/cm2. It is possible to use the diesel
HFO Service Tank (P) 36-39 38.4 37.7 36.5
oil transfer pump for fuel oil service, and vice versa in an emergency. The
FO Overflow Tank (P) 34-38 21.8 21.3 20.7 k) All personnel involved should be aware of the contents of the
spectacle pieces separating the suction lines and discharge lines are normally
FO Drain Tank (P) 34-36 6.2 6.1 Chief Engineer’s bunker loading plan.
in the blanked position. Heavy fuel oil is transferred to the service tank by the 5.9
HFO separators. FO Sludge Tank (Ctr) 37-38 21.6 21.1 20.5 l) The Chief Engineer is responsible for bunker loading operations,
Total 1486.1 1456.4 1411.8 assisted at all times by a sufficient number of officers and
The FO settling tank overflows to the FO overflow tank and the FO service
ratings to ensure the operation is carried out safely.
tank overflows to the FO settling tank. The fuel oil transfer pump is used to
pump the contents of the fuel oil overflow tank to the fuel oil storage tanks or
m) A watch should be kept at the manifold during loading.

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n) Personnel involved in the operation should be in radio contact Description Valve n) Open the vent at the bunkering connection and allow the hose
with each other. to drain back to the supplier.
No.1 port HFO bunker tank AT2
o) The maximum design pressure in the bunker line should not be No.2 port HFO bunker tank AT3 o) Disconnect the hose connection and replace the blank.
exceeded. No.1 starboard HFO bunker tank AT5
No.2 starboard HFO bunker tank AT6 p) Close the tank filling valves.
p) Safe means of access to barges/shore shall be used at all times. HFO minor tank AT4
To Transfer Fuel Oil using the Fuel Oil Transfer Pump
q) Scuppers and save-alls (including those around bunker tank d) Open the valve at the selected bunkering connection at the cargo
vents) should be effectively plugged. manifold and the aft isolating valve as shown in the following a) Open the suction valves (as shown below) at the storage tank
table: from which fuel is to be transferred:
r) Drip trays are to be provided at bunker hose connections.
Description Valve Description Valve
s) Oil spill containment and clean up equipment must be deployed
and ready for use. Port forward manifold valve AT17 HFO overflow tank QR68
Starboard forward manifold valve AT18 No.1 port HFO bunker tank QR9
t) Loading should start at the agreed minimum loading rate. Only Port aft manifold valve AT15 No.2 port HFO bunker tank QR10
upon confirmation of no leakage and fuel (only) going into the Starboard aft manifold valve AT16 No.1 starboard HFO bunker tank QR8
nominated tanks, should the loading rate be increased. After deck isolating valve AT109 No.2 starboard HFO bunker tank QR24
u) When topping off, the flow of oil to the tank in question should HFO minor tank QR7
e) Establish effective communication between the control room
be reduced by diverting the flow of oil to another tank. In HFO settling tank QR6, QR41, QR37
and the bunkering station (bunker barge or shore bunkering
the case of the final tank, the loading rate should be reduced HFO service tank QR6, QR44, QR36
facility).
to 50m3/h at least 20 minutes before the finishing ullage is
reached. This reduced pumping rate for topping off the final b) Open the HFO transfer pump discharge valve QR14 to the HFO
f) Signal to the bunkering station to commence bunkering fuel oil
tank must be agreed with the bunker barge before the loading settling tank.
at a slow rate.
of bunkers commences.
g) Check the ship to barge/shore connection and pipeline for c) Open the HFO transfer pump suction valve QR1.
CAUTION leaks.
At least one bunker tank filling valve must be fully open at all times d) Open the HFO transfer pump discharge valve QR12.
during the bunkering operation in order to prevent over pressure of the h) Check that fuel oil is flowing into the required fuel oil storage
bunker line. tank(s) and not to any other tank. e) Ensure that the HFO transfer pump discharge valve to the
bunker line QR13 is closed.
Relevant information to be entered in the Oil Record Book on completion of i) Speed up bunkering to the agreed maximum rate. Commence
taking a representative sample. f) Open the pump suction isolating valve QR5 form the FO
loading.
storage tanks. Ensure that the pump suction valve QR4 from
j) As the level in the first fuel oil storage tank approaches 90%, the FO overflow tank is shut.
Procedure to Load Bunkers from Shore/Barge close in the filling valve to top up the tank slowly, then close the
filling valve completely when the required level is reached. g) Select the HFO transfer pump for AUTO operation. The pump
a) At the bunker connection to be used, remove the blank and will start and stop automatically in response to the operation of
connect the bunkering hose. k) Repeat above until only two tanks remain open, then signal to the level switches in the HFO settling tank.
shore to reduce the pumping rate.
b) Ensure that the blank on the other bunkering connections are h) Check that fuel oil is being correctly transferred, i.e. that
secure and that the valves are closed, the drain and sampling l) When down to the final tank, signal to shore to further reduce it is being transferred from the required storage tank to the
valves are closed and the drip tray is empty and the drain the flow rate to 50m3/h until the tank is full and then signal to designated destination.
closed. stop.
i) The pump will stop automatically when in AUTO mode when
c) Open the filling valve(s) on the fuel oil storage tanks to be filled m) Close the valve at the bunkering connection. the required amount of oil has been transferred.
as shown in the following table:
j) The line valves are left in the open position when the system is
set for AUTO operation.

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CAUTION Diesel Oil System Preparation for the Operation of Loading Diesel Oil
When a HFO storage tank approaches low level the HFO transfer pump Introduction
should be operated manually so that it can be stopped immediately that The procedures for loading MDO is the same as that previously described for
it loses suction; dry running of the pump can cause serious damage. HFO. The same precautions must be taken.
Diesel oil (MDO) for all purposes on board the ship is stored in two diesel oil
double bottom storage tanks located below the engine room area. From the
storage tanks, MDO is transferred to the diesel oil service tank, using the MDO To Load Bunkers from Shore/Barge
To Transfer Fuel Oil Using the Diesel Oil Transfer Pump
purifier or transfer pump. MDO can be supplied to the main engines, generator At the bunker connection to be used, remove the blank and connect the
a) Rearrange the spectacle pieces in the discharge and suction engines and boiler from the DO service tank. The inert gas system, incinerator bunkering hose. Arrange a drip tray beneath the connection.
crossover lines between the diesel oil and fuel oil pumps to the and emergency generator tanks can be filled from the diesel oil service tank
open position. Ensure that the DO and HFO tank valves are shut using the transfer pump or from the main storage tanks using the purifier. a) Ensure that the blank on the other bunkering connection is
along with the suction line isolating valves before the spectacle
secure and that the valve is closed; also ensure that the drain
blanks are rotated. The diesel oil storage tanks are filled from a diesel oil bunkering line located valves are closed.
at the cargo manifold. The diesel oil transfer pump is located port forward on
b) Open the diesel oil transfer pump suction valve QR18 and the the engine room floor and is used to transfer DO from the storage tanks to the b) Open the filling valve(s) on the diesel oil storage tanks to be
pump cross-connection suction valve QR11. MDO service tank at a rate of 50m3/h and a pressure of 4.0kg/cm2. It is possible filled. The respective filling valve is located below the floor
to use the fuel oil transfer pump for diesel oil service, and vice versa. plate area in the vicinity of each storage tank. The MDO bunker
c) Open the diesel oil transfer pump discharge valve QR19 and the
line overpressure relief valve is located just above the starboard
pump cross-connection discharge valve QR15. The MDO service tank overflows to the port MDO storage tank via a line fitted double bottom storage tank filling valve.
with a sight glass.
d) Open the selected fuel oil storage tank suction valve.
Description Valve
e) Open the selected tank inlet valve. Diesel Oil Tanks Port storage tank filling valve AT7
Compartments Location Capacities (m3) Starboard storage tank filling valve AT8
f) Ensure all diesel tank inlet valves are closed and the pump Frame 100% 98% 95%
discharge line isolating valve QR23 to the main deck manifolds c) Open the valve at the bunkering connection at the cargo
is closed. MDO service tank 33-36 33.8 33.1 32.1
manifold.
MDO storage tank (P) 21-42 58.1 56.9 55.2
g) Start the diesel oil transfer pump manually, ensure that the MDO storage tank (S) 21-42 71.0 69.6 67.5 Description Valve
FO is being drawn from the correct storage tank and is being Total 162.9 159.6 154.8 Port manifold valve AT11
transferred to the HFO settling tank.
Starboard manifold valve AT12
All outlet valves from all diesel oil tanks, apart from double bottom storage
h) The automatic cut-in/out float switches in the HFO setting tank tanks, are remotely operated quick-closing valves with a collapsible bridge
will not operate for MDO transfer pump operations, therefore d) Establish effective communication between the control room
which can be pneumatically operated from the fire control station. After being
the MDO pump must be started and stopped manually when and the bunkering shore/barge station.
tripped from the fire control station the valves must be reset locally. The
the required amount of fuel oil has been transferred to the HFO MDO service tank is fitted with a self-closing test cock to test for water and
settling tank. e) Signal to the shore/barge station to commence bunkering diesel
to drain any water present. Tundishes under the self closing test cock, drain
oil at a slow rate.
any liquid to the FO drain tank. The double bottom MDO tanks are fitted with
CAUTION remote level indication in the cargo control room via the IPH-Automation and
f) Check the ship to shore connection and pipeline for leaks.
Ensure that all fuel oil is flushed out of the diesel oil transfer pump prior Monitoring system.
to restoring it to diesel oil service. This can be achieved by opening the g) Check that diesel oil is flowing into the required diesel oil
diesel oil suction, and then pumping for a few moments with a discharge storage tank(s), and not to any other tank.
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 h) Increase the bunkering rate to the agreed maximum rate.
securely closed and spectacle pieces in the suction and discharge are
restored to the closed position. i) As the level in the first diesel oil storage tank approaches 90%,
signal to shore/barge to reduce the pumping rate and open the
second tank as necessary. Ensure another MDO tank filling
valve is open before shutting in and closing the first tank
down.

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j) When down to the final tank, signal to shore to further reduce To Transfer Diesel Oil using the Fuel Oil Transfer Pump
the flow rate until the tank is full and then signal to stop.
CAUTION
k) Close the valve at the bunkering connection.
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
l) Open the vent at the bunkering connection and allow the hose
suction and then pumping for a few moments with a discharge to the fuel oil
to drain back to the supplier.
tanks open. Before starting the pump to transfer diesel oil, make absolutely
sure that all discharges to the fuel oil system are securely closed.
m) Disconnect the hose connection and replace the blank.
a) Rearrange the blanks in the crossover, between the MDO and
n) Close all tank filling valves.
HFO pump discharge and suction connections, to the open
position.
To Transfer Diesel Oil using the Diesel Oil Transfer Pump
b) Open the HFO transfer pump suction valve QR1 and the cross-
a) Open the suction valve from the storage tank to be transferred. connection suction valve QR11.
Description Valve c) Open the HFO transfer pump discharge valves QR12 and the
cross-connection discharge valve QR15.
Port MDO storage tank QR28
Starboard MDO storage tank QR40 d) Start the HFO transfer pump and follow the previous procedure
Secondary valve from storage tanks QR16 for transfer using the MDO pump and the cross-connection
MDO service tank QR39, QR38, QR17 lines.
b) Open the inlet valve of the tank to be filled.
c) Open the diesel oil transfer pump suction valve QR18.
d) Open the diesel oil transfer pump discharge valve QR19.
e) Start the diesel oil transfer pump.
f) Check that diesel oil is being correctly transferred, i.e. that

it is being transferred from the required storage tank to the
designated destination.
g) Stop the pump when the required amount of oil has been
transferred.
h) Close all valves.

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2.7.2 FUEL OIL AND DIESEL OIL PURIFYING SYSTEM The EPC-400 Controller A specific amount of water is added to the separator bowl to form a water
The separators are controlled by means of an EPC-400 controller which seal. During operation, oil is fed to the bowl and sludge/water from the oil
supervises the operation of the separator and initiates sludging of the bowl and accumulates at the periphery of the bowl. Cleaned oil is pumped from the
Fuel Oil Separators
draining of any water as required. The EPC-400 also allows for the setting of separator by the integrated paring disc. Any water is discharged from the bowl
Maker: Alfa Laval to the sludge tank. At timed intervals during the separation process the oil
temperatures to suit different specific gravities of oil. System parameters may
No. of sets: 3 be selected and set at the EPC-400 panel but once set for a particular oil the feed to the bowl is stopped, displacement water is added to the bowl to reduce
Model: MFPX307 parameters need not be changed unless the oil specific gravity is changed or the oil loss and the bowl is opened to initiate a sludge discharge. The bowl
the separation requirements are changed. is then closed, conditioning water added and the oil supply resumed to begin
Type: Centrifugal, partial discharge, self-cleaning
separation again.
Capacity: 4,000 litres/h
The separator is designed so that it will act as a clarifier with separation of
solids from the oil, or it may operate as a purifier with separation of liquids The ALCAP operating system discharges sludge and water from the bowl at
Fuel Oil Separator Pumps (water from oil) and solids from liquids. As a purifier the separator requires preset intervals or when needed. Water is discharged from the bowl as it is
the correct gravity disc fitting for the specific gravity of the oil being separated removed from the oil. If traces of water escape with the discharge oil this small
Maker: IMO amount of water is detected by the ALCAP system monitor located in the oil
and the EPC-400 controller must be informed that the separator will act as a
Model: ACP038N1NVBP purifier or a clarifier. By default the parameter setting is for clarifier operation, outlet. Depending on the period of the operating cycle that the water transducer
No. of sets: 3 therefore if the separators are to act as a purifier then the parameter settings picks up on the presence water in the oil discharge, the control system will
either respond by initiating a bowl sludge operation or the opening of the water
Capacity: 4,000 litres/h at 4.0kg/cm2 must be changed accordingly. The controller initiates bowl openings for
sludging at timed intervals and at other times when water is detected in the oil drain valve. During normal operation with oil having a low water content,
discharge. sludging of the bowl takes place at preset intervals. When the maximum time
Introduction between sludging has elapsed, displacement water is added to the bowl. This
The separator manual must be consulted for parameter settings if these need to water eliminates the risk of oil loss during the sludge discharge. The interface
Each fuel oil separator has a feed pump and heater, and there are cross- between the oil and water moves towards the disc stack and the ALCAP sensor
connections, which allow the feed pumps, heaters and separators to be used be changed but changes of parameter values must only be made with approval
of the Chief Engineer. detects the increase in water and the sludge operation is initiated.
in any configuration. The separator feed pumps take suction from the settling
tank and discharge through the heat exchanger to the separator and then to the When processing HFO with a high water content, the operation of the sludge
fuel oil service tank. The heater uses steam at 7.0kg/cm2 to heat the fuel oil up Heater Temperature Setting cycle before the minimum preset sludge time is reached will activate an alarm
to a temperature of 98°C using a temperature control loop which controls the after two consecutive rapid process cycles. This may indicate a fault in the
The heater temperature is set at the EPC-400 control unit, the temperature set
steam supply to the heater. A control valve at the inlet to the separator diverts bowl flushing water system or in the steam heater. Water in the fuel passing
point being parameter P7. At the control unit panel the mode selector switch
the fuel oil back to the heater inlet while the oil is heating up and until the to the service tank can cause engine operating problems, particularly for the
is turned to position P (programming) and PRO will flash in the display. Press
separator is ready for use. diesel generator engines. The separators are set to operate as clarifiers with
the upper selection pushbutton until C1 1 is displayed indicating process
parameters. Select code C1 12 which allows for changes to be made in process the ALCAP system controlling sludge discharge. Water and sludge discharged
There are three separators, one separator being designated for MDO and two from the separator is collected in the FO sludge tank. The oil flow rate through
parameters. Press the upper selection pushbutton again until 7 is displayed (this
being used for HFO. The three separators can be used for HFO or MDO duty the separator is regulated by the delivery from the feed pump which has a
is the temperature setpoint parameter). The value of the parameter (temperature)
by changing over spectacle pieces. constant output.
may be changed by pressing the parameter value pushbuttons to raise or lower
the parameter value; the display will flash whilst changes are made. When the
The centrifugal separators are automatically controlled with self-discharging WARNING
correct value has been selected the upper parameter selection pushbutton is
of sludge to the fuel oil sludge tank.
pressed and the display stops flashing. When selection is complete return the Care must be taken when operating the separator system. Hot oil and
display to code C1 1 and the turn the selector switch from the P position back steam are present and can result in serious injury if leakage occurs.
The bowls of the separators are sealed using water from the domestic fresh
to the L (local) position). There is a fire risk from the presence of hot oil and all precautions must
water system. The same water source is used to flush the sludge from the bowl
be taken to prevent a fire including basic housekeeping practices, such
when the automatic control mechanism switches the separator to cleaning
as lagging repairs and prompt cleaning of any spills. The extinguishing
mode. The separators and their supply pumps are all locally operated, although The ALCAP System system must be checked frequently.
they are remotely monitored. The separators, pumps and heaters are all located
in the separator room. The MFPX separator operates as a clarifier, cleaned oil leaving the separator
through the oil outlet whilst water is discharged at the water outlet and sludge
accumulates at the periphery of the separator bowl. The EPC-400 control
unit supervises the operation of the entire separation system, monitoring the
separator output, controlling the unit and activating alarms as necessary. When
operating as a purifier the correct size of gravity disc must be fitted to the
purifier to suit the specific gravity of the fuel oil being treated.

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Preparation for the Operation of the Heavy Fuel Oil Separator Description Valve l) Slowly open the steam supply to the heater and check that the
System heater control temperature is set at the desired value (normally
No.2 separator feed pump discharge valve SR25
98oC for HFO).
No.2 separator heater inlet valve SR21
a) Transfer oil to the HFO settling tank using the HFO transfer
pump. No.2 separator inlet valve SR20 m) Press the heater START/STOP pushbutton at the control panel.
No.2 bypass valve to FO settling tank SR22 The EPC-400 panel will now control the steam regulating valve
b) Check the level of fuel oil in the HFO settling and service Recirculating inlet valve to FO settling tank SR57 on the heater unit.
tanks. No.2 recirculating valve to FO settling tank SR23
n) Open the fresh water supply to the separators (see section
No.2 separator outlet valve to service tank SR24 2.14.1).
c) Open the self-closing test cock on the settling tank, close it
when all water and sediment has been drained off.
Note: By operating the crossover valves the above configuration can be o) With the separator up to full speed initiate the operation control
d) All valves in the separator system should be initially closed. altered. sequence by pressing the separator START/STOP pushbutton
on the EPC-400 panel. The water valve should open for
e) Open the valves as shown in the table below depending upon b) Open the instrument air supply to the separator to be used. approximately 5 seconds in order to close the bowl, check that
the services selected, separator selected, heater selected and FO this has happened.
feed pump selected. c) Ensure the separator brake is off and the separator is free to
rotate. ,OOXVWUDWLRQE)XHO2LO3XULILHU&RQWURO3DQHO(3&
Normal operation is carried out using either No.1 or No.2 HFO separator with
associated heater and feed pump. The suction is taken from the HFO settling d) Ensure that the correct gravity disc is fitted if the unit is being
tank and discharged to the HFO service tank. Flow should be regulated to used as a purifier.
maintain the level in the service tank with the main engine, generator engines
and auxiliary boiler in use. e) Check that the ALCAP system is operational and that the
control unit is working.
Operation of the Heavy Fuel Oil Separation System f) Ensure that control air is available for operating the three-way
control valve.
a) With all valves in the system closed, open the valves listed
below. g) Ensure the bowl is assembled correctly and that the separator
cover is secure.
Description Valve
No.1 separator and No.1 feed pump in use h) Check that the separator gearbox oil level is correct.
FO settling tank outlet valve QR37
i) Supply trace heating steam by opening the necessary steam and .H\
Line valve to separators SR29 +HDWHU%XWWRQ
drain valves.
No.1 separator feed pump suction valve SR18 6HSDUDWLRQ6HTXHQFH6WDUW6WRS%XWWRQ
'LVFKDUJH%XWWRQ
No.1 separator feed pump discharge valve SR16 j) Supply electrical power to the starter panel and start the separator
$ODUP%XWWRQ
No.1 separator heater inlet valve SR12 HFO feed pump by pressing the pump START pushbutton. Oil
No.1 separator inlet valve SR11 will bypass the separator, returning to the settling tank through The outlet three-way valve will change position and allow oil to flow to the
the three-way control valve, SR61 for No.1 HFO separator or separator. Purified HFO will flow from the separator to the HFO service tank.
No.1 bypass valve to FO settling tank SR13
SR58 for No.2 HFO separator and recirculation valve SR14
Recirculating inlet valve to FO settling tank SR57 for No.1 HFO separator or SR23 for No.2 HFO separator; p) Check the separator is operating correctly with adequate
No.1 recirculating valve to FO settling tank SR14 some HFO will pass directly to the settling tank from the feed throughput and that there is no vibration.
No.1 separator outlet valve to service tank SR15 pump through open separator bypass valve SR13 for No.1 HFO
separator or SR22 for No.2 HFO separator. q) Ensure there is no abnormal discharge from the water outlet or
No.2 separator and No.2 feed pump in use sludge discharge.
k) At the separator starter panel press the START pushbutton for
FO settling tank outlet valve QR37
the HFO separator. Check for the correct direction of rotation The separator will operate continuously, desludging the bowl on a timer;
Line valve to separators SR29 and vibration during the speed increase period. discharge of sludge takes place at preset intervals or when water discharge in
No.2 separator feed pump suction valve SR27 the oil outlet is detected.

r) Ensure the water outlet alarm is set correctly, allowing only Operate the MDO purification system as above without using trace heating and
nominal water discharge. steam preheating.
The separator will now operate on a timer, discharging sludge at preset The MDO separator can be operated using FO by altering the spectacle
intervals. pieces.
When changing back to MDO, ensure the lines are flushed back to the HFO
settling tank before resetting the spectacle piece on the recirculating line.
Procedure to Stop the Separator
a) Shut off steam to the heater, allowing the unit to continue to
operate for a short period.
b) On the control panel press the heater START/STOP pushbutton

to stop the heater and the separator START/STOP button to stop
the separator.
The separator will commence the shutdown sequence by shutting off the
HFO supply and instigating a bowl desludge. If the desludge procedure is
not undertaken, the bowl must be manually cleaned before the next start-up
procedure. (Manual desludging is available by pressing the manual desludge
pushbutton).
c) On completion of the sequence the separator may be electrically

isolated if required or readied for the next operating period.
d) Apply the brake during the run down period.
e) Stop the separator feed pump.
f) Shut off the water and control air supplies to the separator.
g) Shut all valves to the separator concerned.
Marine Diesel Oil Purification System
With all valves in the system closed, open the valves listed below.
Description Valve
MDO settling tank outlet valve QR39
MDO separator line suction valve SR08
MDO separator feed pump suction valve SR09
MDO separator feed pump discharge valve SR02
MDO separator heater inlet valve SR62
MDO separator inlet valve SR01
MDO bypass valve to MDO settling tank SR04
Recirculating inlet valve to MDO settling tank SR63
MDO recirculating valve to HFO settling tank SR03
MDO separator outlet valve SR05

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 System
2.8.4 Lubricating Oil Filling and Transfer System
Illustrations
2.8.1a Main Engine Lubricating Oil System
2.8.2a Stern Tube Lubricating Oil System
2.8.3a Lubricating Oil Purifying System
2.8.3b Lubricating Oil Purifier Control Panel EPC-41
2.8.4a Lubricating Oil Filling and Transfer System

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2.8 LUBRICATING OIL SYSTEMS The turbocharger has an integral LO sump which is maintained at the correct Procedure for Operation of the Main Engine Lubricating Oil
level by adding oil as necessary. LO is circulated to the turbocharger bearings System
2.8.1 MAIN ENGINE LUBRICATING OIL SYSTEM by pumps driven from the turbocharger shaft on the air and gas sides.
a) Check the level of oil in the main engine sump and top up if
Main Lubricating Oil Pump Main Lubricating Oil System necessary.
Maker: Shinko
Model: SAE 150-2 Two vertical centrifugal pumps located aft of the main engine at engine room b) Supply steam to the main engine sump heating coil; this steam
floor level, supply oil through non-return valves at a rate of 165m3/h and a heating coil is located at the LO suction pipe and is used to
No. of sets: 2
pressure of 4.5kg/cm2. Oil is directed to all the main bearings, connecting rod assist circulation when the engine is cold. Normally steam
Capacity: 165m3/h x 4.7kg/cm2 heating of the LO is not required as the main engine LO sump
and crosshead bearings plus other internal running gear, such as the chain drive
and thrust bearing. is continuously purified.
Camshaft Lubricating Oil Pump
Maker: Allweiler Oil is supplied to the crosshead by means of a telescopic pipe and this oil c) Ensure all pressure gauge and instrumentation valves are open.
Model: SNF80ER46 U12.1-W1 is used to lubricate the crosshead bearing and guides. In addition oil flows
through a bore in the connecting rod to the bottom end bearing. The telescopic d) Set up valves as shown in the following table:
No. of sets: 2
pipe supplies oil to the crosshead for piston cooling purposes, this oil passing
Capacity: 6.0m3/h x 3.5kg/cm2 Position Description Valve
up a bore in the piston rod to the piston cooling cavity. After cooling the piston
the oil flows back to the crosshead via the piston rod and is discharged into the Open No.1 LO pump discharge valve RS28
Cylinder Lubricating Oil Transfer Pump crankcase and then the LO sump. Oil from the bearings drains to the crankcase Open No.2 LO pump discharge valve RS29
Maker: Allweiler and then to the LO sump. One of the two pumps will normally be running, with
Open LO inlet valve to cooler RS18
Model: SPF10R56 G8.3-W20 the other pump on standby, set to start in the event of the failure of the running
pump discharge pressure, or voltage failure. Open LO outlet valve from cooler RS19
No. of sets: 1 Open Auto filter inlet valve RS23
Capacity: 16 litres/m x 3.0kg/cm2 Note: When the pumps are set for AUTO CHANGE, the standby pump will Open Auto filter outlet valve RS24
automatically cut in on failure of a running pump or if the system pressure is Closed Auto filter bypass filter inlet valve RS21
Camshaft CJC Filter Unit too low. However, if the duty pump is stopped on command (or inadvertently) Closed Auto filter bypass filter outlet valve RS22
Maker: CC Jensen from any of its start/stop positions, then the standby pump will not start as Open/set Main engine LO inlet valve to the main
Model: HDU 27/-P the control system will recognise the shutting down of the pump as a human bearings, thrust coller and chain
command function and not a system failure. It is not necessary to have the
No. of sets: 1
duty pump set in MANUAL mode when it is in operation. e) Set the duty pump selection switch on its group starter panel to
the AUTO CHANGE position, then start the LO pump.
Stuffing Box CJC Filter Unit The main pumps discharge through a cooler where a three-way valve controls
Maker: CC Jensen the temperature by directing the oil through or bypassing the cooler. The oil f) Put the auto backflush filter on line.
Model: HDU 427/-P is then passed through an automatic back flushfilter before the oil is supplied
to the main engine. The auto-filter automatically backflushes itself when the g) Lubricating oil is now being supplied to the piston cooling oil
No. of sets: 1
pressure differential across it rises to 0.7kg/cm2. An alarm is activated if the spaces, crossheads and bearings, check the LO pressures are in
differential pressure reaches 0.9kg/cm2. A bypass filter is supplied for use the normal operating range.
The main engine has three separate lubricating oil systems: when the backflush filter is shut down for maintenance. Drains from all the
1. Main lubricating oil system, which supplies lubricating oil bearings are led to the main engine sump. h) Supply cooling water to the LO cooler from the LT fresh water
under pressure from the sump to the crankshaft and crosshead cooling system which must be operating as described in section
bearings. It also supplies cooling oil to the piston cooling 2.5.2.
spaces.
2. Camshaft lubricating oil system, which supplies oil under i) Select the other main LO pump for standby operation by
pressure to the camshaft bearings and cam boxes. placing its control opertation mode selection switch to the
AUTO CHANGE position.
3. Cylinder oil system, which lubricates the cylinders and piston
rings and is a once through system. j) Shut steam off the sump heating coil when the engine is warmed
through.

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k) When the main LO circulation system is operating at the correct Position Description Valve Position Description Valve
temperature check the system for leaks.
Open No.2 camshaft LO pump discharge valve RS8 Closed No.2 main engine cylinder oil storage tank RS36
Open Fine filter inlet valve RS11 quick-closing outlet valve
l) Take LO samples for analysis according to the companies
procedures. Open Fine filter outlet valve RS12 Closed Cylinder oil service tank bypass valve from RS51
cylinder oil storage tanks
Open LO cooler inlet valve RS4
Open Line valve from cylinder oil storage tanks RS35
Stuffing Box Drain System Open LO cooler outlet valve RS2
Open Cylinder oil transfer pump suction valve RS34
Closed LO cooler bypass valve RS3
Any leakage from the piston-rod stuffing box is drained to the stuffing box Open Cylinder oil transfer pump discharge valve RS33
drain tank. When there is sufficient quantity, the oil is transferred to the adjacent Open Outlet valve from cylinder oil service tank RS32
stuffing box LO circulating tank using the LO purifier. Circulation is continued d) Supply cooling water to the camshaft LO cooler; see central
cooling system section 2.5.2. Open Filter inlet valve RS43
through the purifier until all impurities are removed. The oil is then processed
through the CJC fine filter, either by circulating back to the circulating tank or Open Filter outlet valve RS45
to the main engine sump. The fine filter unit may be operated for as long as e) Check the condition of the filters. Closed Filter bypass valve RS44
required in order to remove all impurities before the LO is returned to the main
engine sump. The stuffing box drain tanks may be pumped out by means of the f) Switch the other pump to standby operation. b) Start the cylinder oil pump and transfer the desired quantity
LO transfer pump if necessary. of cylinder oil to the cylinder oil service tank. The cylinder oil
g) Start the fine filter circulating pump. transfer pump is started and stopped locally; a check must be made
on the service tank level to ensure that the tank is not overfilled.
Camshaft Lubricating System
Cylinder Oil System
A separate lubricating oil system supplies lubricating oil at a rate of 6.0m3/h c) Note the reading of the tank for measuring purposes.
and at a pressure of 3.5kg/cm2 to the camshaft bearings and cam followers and High alkaline lubricating oil is supplied to the main engine cylinders on a once
exhaust valve actuators. through basis in order to lubricate the piston rings and to reduce wear and
d) Ensure the cylinder oil service tank outlet filter is clean.
counteract the acidity of the products of combustion.
Two horizontal gear type pumps supply the oil through a cooler and filter to Oil will flow by means of gravity from the cylinder oil service tank to the
Each cylinder of the engine is fitted with six oil injection pumps which pump a
the camshaft lubricating oil supply rail. One of the two pumps will normally cylinder lubricator boxes on the engine. Each cylinder lubricator box has a
measured quantity of cylinder lubricating oil on each stroke of the engine into
be running, with the other pump selected for standby, so that it will start in float actuated filling valve so the lubricator boxes fill automatically from the
injection ports through the cylinder walls in order to supply oil to the running
the event of running pump discharge pressure or voltage failure. The cooler cylinder oil service tank.
surface of the cylinder liner. The oil is injected when the piston rings are
is circulated with cooling water from the central low temperature fresh water
passing the injection ports on the compression stroke. The lubricator operation
cooling system. All oil supplied to the camshaft bearings is filtered in a e) Check the cylinder oil consumption on a daily basis. Ensure
is monitored by a no-flow detection system which activates a no-flow alarm
automatic back-flushing filter, one side of which is an automatic backflushing the consumption does not drop below the manufacturer’s
should there be no discharge from a pump unit.
type filter. In addition to this a CJC fine filter circulates oil in the camshaft recommendations. False economy will result in excessive
lubricating oil drain tank. The camshaft LO drains back to the camshaft LO piston ring and cylinder wear and sticking rings.
The oil is supplied to the lubricator boxes, under gravity and through a filter
sump tank through a magnetic filter.
from the cylinder oil service tank. The cylinder oil service tank is replenished
as required from one of the two cylinder oil storage tanks. The storage tanks f) Check the condition of the liner and piston rings, especially
are filled from filling connections at the accommodation block on both port and during the running-in period. If there are any signs of dryness
Preparation for the Operation of the Camshaft Lubricating the consumption should be increased.
Oil System starboard sides of the ship. The cylinder LO pump is used to transfer cylinder
LO from one of the cylinder LO storage tanks to the cylinder oil service tank.
g) Ensure that all the cylinder oil injection points are receiving
a) Check the level of oil in the camshaft drains tank and top up if equal quantities.
necessary. Preparation for the Operation of the Main Engine Cylinder
Lubricating Oil System Each lubricator pump has a ball in the sight glass from the pump and the
b) Ensure all pressure gauge and instrumentation valves are open. position of this ball, about half way up the sight glass, indicates that the
a) Set up the valves as in the table below. The arrangement assumes lubricator pump is working. If the pump fails to operate the ball falls to the
c) Set up valves as shown in the table below: that cylinder oil is being transferred from No.1 cylinder oil bottom of the glass and this activates a no-flow alarm.
storage tank.
Turbocharger Lubricating System
Open No.1 camshaft LO pump suction valve RS9 Position Description Valve
The turbocharger has an integral sump with a rotor driven pump on the air and
Open No.1 camshaft LO pump discharge valve RS7 Open No.1 main engine cylinder oil storage tank RS37 gas sides circulating the oil to the bearings. It is essential that the sump levels
Open No.2 camshaft LO pump suction valve RS10 quick-closing outlet valve
are maintained correctly at all times, oil being added as necessary.

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2.8.2 STERN TUBE LUBRICATING OIL SYSTEM Procedure for the Preparation of the Stern Tube Lubricating c) Start the stern tube pump and check that there is a return flow
Oil System from the stern tube header tank via the sight glass.
Stern Tube Lubricating Oil Circulating Pump
Maker: Allweiler a) Ensure that all instrumentation valves are open. d) Ensure that the aft seal header tank is at the correct level and if
not replenish from the stern tube header tank via valve US4.
Model: SPF10R46G8.3-W20
No. of sets: 2 b) Set the valves as shown in the tables below:
e) Set the aft seal dosing pump control panel to AUTOMATIC, the
Capacity: 0.5m3/h x 1.0kg/cm2 pump will start automatically when the ships is underway at a
Aft Seal shaft speed grater than 50 rpm.
Stern Tube Lubricating Oil Pump Position Description Valve
f) Start one stern tube circulating pump and select the other for
Maker: Allweiler Open Aft seal dosing pump discharge valve US6
automatic standby.
Model: SPF10R38G8.3-W20 Closed Aft seal dosing pump bypass valve US7
No. of sets: 1 Open Aft seal dosing pump suction valve US5 g) Check the LO tank level by operating the self-closing valves
Capacity: 0.5m3/h x 3.0kg/cm2 Open Aft seal return valve US8 at the top and bottom of the tank gauge glass. If necessary
Closed Header tank filling valve US4 replenish the tank by supplying LO from the stern tube LO tank
via the stern tube transfer pump.
Stern Tube Lubricating Oil Dosing Pump Closed Drain from tank US9
Maker: Elepon E.C.A.P. Corporation h) Check the system for water daily.
Model: CR-1N Forward Seal
No. of sets: 1 i) Take sample for analysis from the sampling cock at intervals as
dictated by the companies operating policy.
Capacity (variable): Maximum 75 ml/min at 0.5kg/cm2 Open Outlet from forward seal header tank US10
Open Inlet to forward seal header tank US11 j) Ensure that the aft seal header tank is maintained at the required
The stern tube is lubricated by its own LO system and is sealed by a set of lip level and if not run down oil from the stern tube header tank
seals at the forward and aft end. by opening valve US4 for the required time to replenish the
Stern Tube
tank; close the valve US4 when the aft seal header tank is at the
An aft seal LO dosing pump feeds the oil chamber between No.2 and No.3 Position Description Valve required level.
seal rings at the top of the chamber. The oil returns to the aft seal tank from the
Open Outlet valve from stern tube header tank US3
bottom of the chamber and the tank overflows back to the sump tank. The head k) Check the level of oil in the forward seal header tank and
of the seal tank is sufficient to prevent any ingress of sea water. The aft seal Closed Drain to LO sump tank US14
replenish the tank manually if required.
header tank is filled from the stern tube header tank. In automatic mode the Open Inlet to stern tube US16
dosing pump cuts-in when the ship’s shaft speed is above 50 rpm. The pump is Open Outlet from stern tube US1
stopped at speeds below this figure. Under normal operational conditions the Open Inlet to stern tube header tank US2
dosing pump stroke rate has been set to 40 ml/min.
Closed Drains from stern tube US15, US17
The forward seal is naturally circulated through its own header tank and is Open Stern tube pump suction valve US13
separate from the main stern tube system. Open Stern tube pump discharge valve US12
Closed Stern tube LO sump tank outlet valve to QS25
The stern tube bearing has its own LO circulation system in order to keep the purifier
bearing both lubricated and clean.
The header tank is filled from the stern tube LO tank using the stern tube pump Stern Tube Bearing Circulating System
which operates continuously. The header tank overflows to the stern tube sump Position Description Valve
tank via a sight glass. Open Inlet to filters US33
The stern tube sump tank has a suction outlet to the LO purifier and LO Close Outlet from filters US33
transfer pump for direct purification or transfer to the main engine LO settling Open Both circulation pump suction valves US32
tank. The purifier discharges back to the stern tube sump tank. The stern tube Open Both circulation pump discharge valves US31
LO sump tank can be topped up from the main engine LO storage tank, or can
be drained during refit.

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2.8.3 LUBRICATING OIL PURIFYING SYSTEM Instrument air is supplied to the separators to control the supply of oil to the The oil flow rate through the purifier is regulated by the separator inlet valve
bowl and the automatic discharge facility. Domestic fresh water is supplied for setting. The supply pump has a constant output and so the delivery rate to the
sealing and flushing purposes. purifier is controlled by adjusting the separator inlet valve and the separator
Main Lubricating Oil Separators
bypass valve. In this way some of the oil leaving the supply pump bypasses
Maker: Alfa Laval The separators take suction via the LO feed pumps and discharge to the the purifier. Care is needed in regulating the valves, and hence the flow rate
No. of sets: 2 following systems: to the purifier.
Model: MMPX404 SGP11 • Main engine system settling tank
CAUTION
Type: Centrifugal, partial discharge, gravity disc, self- • Main engine lubricating oil sump tank
cleaning Care must be taken when operating the purifier system. Hot oil and steam
• Piston rod stuffing box LO circulating tank are present and can result in serious injury if leakage occurs. There is a
Capacity: 1,200 litres/h
• Generator engine sumps fire risk from the presence of hot oil and all precautions must be taken
Main Lubricating Oil Separator Pumps to prevent a fire and to deal with one should an outbreak occur. The
• Stern tube LO sump tank extinguishing system must be checked frequently. Centrifuges operate
Maker: IMO
• Camshaft LO tank on an automatic sludging system but failure of the system to effectively
Model: ACP025N1-NVBP discharge sludge can cause overload and subsequent breakdown of the
No. of sets: 2 bowl arrangement which rotates at high speed. After manual cleaning,
Capacity: 600 litres/h at 4.0kg/cm2 Operating Process care is needed to ensure that the bowl is assembled correctly, as incorrect
assembly can result in disintegration at high rotational speed. All
Generator Engine Lubricating Oil Separator The MMPX separators operate as purifiers, cleaned oil leaving the separator operating and maintenance precautions stipulated by the manufacturer
through the oil outlet, water leaves through the water outlet and sludge in the maintenance manual must be observed.
Maker: Alfa Laval
accumulates at the outside of the separator bowl. In order to act as a purifier
No. of sets: 1 the correct gravity disc must be fitted for the specific gravity of oil being
Model: MMPX403 SGP11 separated. The EPC-41 control unit supervises the operation of the entire Preparation for Batch Operation of the Purifying System
Type: Centrifugal, partial discharge, gravity disc, self- separation system, monitoring the separator output, controlling the unit and
cleaning activating alarms as necessary. a) Transfer oil to the respective settling tank using the transfer
pump or prepare to circulate the selected tank.
Capacity: 1, 000 litres/h
The correct size of gravity disc must be fitted to the purifier to suit the specific
Generator Engine Lubricating Oil Separator Pump gravity of the lubricating oil being treated. A specific amount of water is added b) Check and record the level of oil in all lubricating oil tanks.
Maker: IMO to the separator bowl to form a water seal. During operation oil is fed to the
bowl and sludge/water from the oil accumulates at the periphery of the bowl. c) Open the self-closing test cock on the tank in use, and then close
Model: ACP025N1-NVBP Cleaned oil is pumped from the separator by the integrated paring disc. Any it again when all water and sediment has drained.
No. of sets: 1 water is discharged from the bowl to the sludge tank. At timed intervals during
d) All valves in the separator system should be closed.
Capacity: 600 litres/h at 4.0kg/cm2 the separation process the oil feed to the bowl is stopped, displacement water
is added to the bowl to reduce the oil loss and the bowl is opened to initiate
e) Open the valves, as shown in the table below, depending on the
The ship is provided with three centrifugal self-cleaning lubricating oil a sludge discharge. The bowl is then closed, sealing water added and the oil
system and separator selected.
separators. The two larger separators are used on the main engine and the supply resumed to begin separation again.
auxiliary services. The smaller one is used only for the generator engines and Note: Any oil transfer must be recorded in the Oil Record Book.
the associated generator engine LO overflow tank. Additionally, if necessary The time interval between sludging may be changed at the control unit.
No.2 LO purifier can be used to draw from the generator engine LO sumps. Parameter P1 is the time interval between sludging and the procedure for
setting this is the same as for setting the heater temperature described in section
The separators can be run simultaneously on different services. They can be 2.7.2 for the fuel oil purifiers. The heating temperature must be correctly set
used for batch purification, or for continuous purification. at the control unit to give a viscosity at 40oC of 100cSt for the main engine
lubricating oil and 150cSt for the diesel generator engine lubricating oil.
The generator engine sumps may be purified during shut down of the engine
or whilst the engine is running. One main LO separator will normally be in The time interval between sludging depends upon the condition of the oil and
use on the main engine sump while the main engine is running. The lubricating an initial recommendation is 1 hour for crosshead engine lubricating oil and
oil separators are supplied by associated LO feed pumps through a heater. The 0.5 hour for trunk piston engine lubricating oil. The first bowl visual inspection
separators and heaters are both located in the separator room. should take place after 1 week for crosshead engine lubricating oil and after 2
days for trunk piston engine lubricating oil. Sludging and bowl stripping time
intervals may be adjusted after a period of operating experience.

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Main Engine Lubricating Oil System Separator Valves Generator Engine Separator Suction Valves
Open Separator flow regulating valve outlet to SS26 Position Description Valve
Using each separator and its associated pump. separator bypass Open Feed pump suction valve SS21
Open No.1 separator outlet valve SS11 Open Feed pump discharge valve SS22
System Suction Valves Open No.2 separator feed pump discharge valve SS9 Open No.1 generator engine sump suction valve QS6
Position Description Valve Closed No.2 separator drain valve SS36 Open No.2 generator engine sump suction valve QS5
From Main Engine Sump Open Separator flow regulating valve outlet to SS27 Open No.3 generator engine sump suction valve QS4
separator bypass
Open Separator No.1 feed pump suction valve from SS2
main engine sump Open No.2 separator outlet valve SS15
Separator Valves
Closed Separator drain valve SS37
main engine sump System Discharge Valves
Open Separator flow regulating valve outlet to SS28
Open Main engine sump suction valve SS46
Position Description Valve separator bypass
To Main Engine Sump Open Separator outlet valve SS20
From Auxiliary System Tanks
Open No.1 separator discharge valve to main engine SS13 Open Inlet to No.1 generator engine sump SS43
sump Open Inlet to No.2 generator engine sump SS42
auxiliary system tanks
Open No.2 separator discharge valve to main engine SS17 Open Inlet to No.3 generator engine sump SS41
auxiliary system tanks sump
Open Separator feed pump suction valve from stern QS29 Note: The above valves are shown as open but only valves associated with
tube sump tank To Main Engine Settling Tank a particular system suction and discharge will be open. A careful check must
Open Separator feed pump suction valve from QS26 Open No.1 separator discharge valve to main engine SS12 be made of the valve path setting so that oil is taken from the intended tank/
piston rod stuffing box tank settling tank sump and discharged to the desired location.
Open Separator feed pump suction valve from QS27 Open No.2 separator discharge valve to main engine SS16
piston rod stuffing box circulation tank f) Open the instrument air supply to the separator to be used.
settling tank
Open Separator feed pump suction valve from QS26
camshaft LO tank g) Ensure the separator brake is off and the separator is free to
To Auxiliary Systems rotate.
Open No.1 separator discharge valve to auxiliary SS14
From Storage and Service Tanks systems h) Ensure that the correct gravity disc is fitted.
Open Separator No.1 feed pump suction valve from SS1 Open No.2 separator discharge valve to auxiliary SS19
storage and settling tanks systems i) Check the separator gearbox oil level.
Open Separator No.2 feed pump suction valve from SS4 Open Stern tube sump tank inlet valve QS29
storage and settling tanks j) Check that the strainers are clean.
Open Camshaft LO tank inlet valve QS30
Open Suction valves from storage tank QS3
Open Piston rod stuffing box inlet valves QS20, QS40 k) Start the separator feed pump to be used. Oil will bypass the
Open Suction valve from settling tank QS2, QS31
Open No.2 separator discharge valve to generator SS19 separator by means of the three-way valve.
engines
Generator Engine System (No.2 main purifier only) l) Slowly open the steam supply to the heater to be used.
Open No.2 feed pump suction valve SS7 To Generator engine Lubricating Oil Sumps
Open No.1 generator engine sump suction valve QS6 Open Inlet to No.1 generator engine sump SS43 m) Switch on the heater and ensure that it is set for the correct
Open No.2 generator engine sump suction valve QS5 temperature; the temperature is set at the EPC-41 panel using
Open Inlet to No.2 generator engine sump SS42 the parameter settings as described in section 2.7.2 for the fuel
Open No.3 generator engine sump suction valve QS4 Open Inlet to No.3 generator engine sump SS41 oil purifiers.
Separator Valves n) Switch on the separator and check for any abnormal noise. If
Open No.1 separator feed pump discharge valve SS8 the system is operating correctly the separation process may be
Closed No.1 separator drain valve SS35 started when the separator is running at the correct speed.

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o) Open the domestic fresh water supply to the lubricating oil Illustration 2.8.3b Lubrication Oil Purifier Control Panel EPC-41
separators.
p) Open the flushing and operating water supplies to the separator

to be used.
s) Press the separator START pushbutton.
The separator will run through the start up sequence, including a sludge
discharge, before going on line.
The heater outlet recirculating valve should now change position and supply
lubricating oil to the separator bowl.
Flow can be regulated using the bypass valves, SS27 for No.2 separator, SS26
for No.1 separator and SS28 for the generator engine separator.
t) Check that the separator is operating correctly and that there is

adequate throughput.
u) Ensure that there is no abnormal discharge from the water outlet

or sludge discharge. Key
1 - Heater Button
v) Ensure the water outlet alarm is set correctly allowing only 2 - Separation Start/Stop
3 - Discharge Button
nominal water discharge. If set incorrectly, loss of seal will 4 - Alarm Button
result in LO loss.
The separator will now operate on a timer, discharging sludge at preset

intervals.
Procedure to Stop the Separator
a) Press the auto-stop button on the control panel.
The separator will commence the shut-down sequence and then stop.
b) Apply the brake during the run-down period.
c) Shut off steam supply to the heater.
d) Stop the feed pump.
e) Shut off water supplies.
f) Shut all valves.
If desired open up the separator bowl for cleaning.

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2.8.4 LUBRICATING OIL FILLING AND TRANSFER • Piston rod stuffing box LO drain tank (both sides) f) Open the discharge valve(s) to the relevant tank:
SYSTEM • Camshaft LO tank
Lubricating Oil Transfer Pump The pump discharges to: Open Inlet valve to main engine settling tank QS9
Maker: Allweiler Open Inlet valve to LO sludge tank QS11
• LO sludge tank
Model: SNF80ER42 U12.1-W3
• Main engine lubricating oil settling tank g) Start the LO transfer pump.
No. of sets: 1
Capacity: 5.0m3/h x 3.0kg/cm2
Preparation for the Transfer of Lubricating Oil by Transfer h) Ensure that oil is being correctly transferred.
Lubricating oil is stored in the following main storage tanks, located in the Pump
i) When the required quantity of oil has been transferred, stop the
engine room: pump and close all valves.
a) Check and record the level of oil in all lubricating oil tanks.
• Main engine LO sump tank (12.5m3)
j) Check and record the levels in all lubricating oil tanks and
• No.1 cylinder oil storage tank (20m3) b) Check all tank suction and filling valves are closed.
record the amount of oil transferred.
• No.2 cylinder oil storage tank (20m3)
c) Check that the suction filter is clean.
• Main engine system oil storage tank (30m3) CAUTION
• Main engine system lubricating oil settling tank (13m3) d) Open the LO transfer pump suction valve OS12. Extreme care must be taken when transferring or purifying lubricating
oil to ensure that main engine oil and generator diesel engine oil do not
• Auxiliary engine storage tank (11m3) e) Open the suction valve(s) from the relevant source: 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
All outlet valves from all lubricating oil tanks are remote quick-closing valves source and to the intended destination.
with a collapsible bridge, which can be pneumatically operated from the fire
control station. After being tripped from the fire control station the valves From Generator Engine LO System
must be reset locally. Each tank is also fitted with a self-closing test cock to Open Pump suction valve from generator engine QS13 Transfer of Generator Engine Lubricating Oil to the Generator
test for the presence of water and to drain any water present. Lubricating oil system Engine Sumps
is run down from these tanks to the main engine, generator diesel engines and Open No.1 generator engine sump suction valve QS6
other machinery services. The main engine LO settling tank is used to allow or No.2 generator engine sump suction valve QS5 Lubricating oil for the generator engines is stored in the generator engine LO
the contents of the main engine to be transferred and settle prior to being or No.3 generator engine sump suction valve QS4 storage tank and transferred to the 200 litre generator engine LO measuring
centrifuged back to the sump or recirculated back to the settling tank. tank for daily use.
or generator engine overflow tank suction QS15, QS22
valves
The generator engines can be drained to the generator engine LO overflow Oil from the storage tank is run down to the measuring tank by opening the
tank for batch purification. Heating coils are fitted to the lubricating oil settling quick-closing outlet valve on the storage tank QS1 and the outlet/filling valve
tank. All storage tanks are filled from connections on both sides of the upper From Main Engine Storage Tanks on the measuring tank QS42. The three way valve must be turned so that oil
deck, one for each grade of oil. The lubricating oil transfer pump is used to Open Main engine storage tank outlet valve QS3 flows from the storage tank to the measuring tank. After the transfer the three-
transfer lubricating oil from one part of the ship to another. Its duties include or Settling tank suction valves QS2, QS31 way valve is turned to shut off flow between the tanks.
batch transfer of lubricating oil from the main and generator engine sumps to
the lubricating oil settling tank prior to batch purification. To transfer LO from the storage or measuring tanks to an generator engine
From Main Engine Sump
sump the sump inlet valve (SS43, SS42 or SS41) must be opened and the outlet
The pump can take suction from: Open Main engine sump tank suction valves QS24, QS17 valve from the storage or measuring tank must be opened. The three-way valve
• Main engine sump is turned in order to connect the storage or measuring tank with the engine
From Auxiliary Systems sump line. Line valve SS44 is opened and oil will flow from the generator
• Stern tube lubricating oil drain tank engine LO storage tank to the selected generator engine sump. If oil is to be
Open Stern tube LO tank suction valve QS25
• Generator engine sumps transferred from the measuring tank to an engine sump the line pump must be
Open Piston rod stuffing box drain tank (dirty side) QS26
operated.
• Generator engine lubricating oil overflow tank Open Piston rod stuffing box drain tank (clean QS27
• Main engine lubricating oil settling tank side)
Note: Any oil transfer must be recorded in the Oil Record Book.
Open Camshaft LO drain tank QS28
• Main engine lubricating oil storage tank

2.9 Bilge Systems
2.9.1 Engine Room Bilge System and Bilge Separator
2.9.2 Ballast Pump Room Bilge and Bosun Store Chain Locker Bilge System
Illustrations
2.9.1a Engine Room Bilge System
2.9.2a Pump Room, Bosun’s Store, Chain Locker and Bow Thruster Room Bilge System
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2.9 BILGE SYSTEMS The bilge main has the following connections: When there is a large amount of oil settlement in the dirty side, the sludge
pump may be used either on high or low suction (see section 2.6.4 Incinerator
• Port forward bilge well
2.9.1 ENGINE ROOM BILGE SYSTEM AND BILGE Fuel Oil Service System) in order to pump the settled oil to the incinerator
• Starboard forward bilge well waste oil tank. This is advisable as pumping large quantities of oil into the oily
SEPARATOR
• Bilge - below main engine water separator can be damaging to the unit.
Bilge Water Pump • Engine cofferdam The bilge water pump can take suction from the clean side of the bilge water
Maker: Blohm & Voss tank and discharge the contents of the clean bilge tank ashore, through the
• Bilge well aft
Model: BV5.0 shore connection, if necessary.
• Port and starboard centre bilge wells
No.of sets: 1
Capacity: 5.0m3/h at 3.3kg/cm2 • Bilge water tanks (clean and dirty sections) Bilge water in the clean side of the bilge water tank is usually processed in the
oily water separator which removes oil from the bilge water and discharges the
High level alarms are fitted in each bilge well. cleaned water overboard via an oil content discharge monitor which prevents
Oily Water Separator water from being discharged overboard if the oil content exceeds 15ppm.
Maker: Blohm & Voss CAUTION The oily water separator has its own pump, fitted to the discharge side of the
Type: Turbulo TCS 5HD Direct overboard discharge is prohibited unless under emergency separator, and this draws bilge water into the separator from the clean side of
conditions. the bilge water tank. This arrangement prevents agitation of the bilge water
Capacity: 5.0m3/h x 1.5kg/cm2
before it enters the oily water separator and increases the separation rate in
the oily water separator. The overboard discharge valve from the oily water
The main fire pump and the bilge, ballast and fire pump discharge to the fire
Oily Water Separator Pump separator is normally locked closed and is only opened when bilge water is
main and also to the aft peak tank. It must be appreciated that the main fire
Maker: Blohm & Voss being pumped through the separator.
pump and the bilge, ballast and fire pump are only used for bilge pumping in
Model: BV5.0 exceptional circumstances; their valves are set for fire main duties. If either
No.of sets: 1 pump is used for bilge pumping duties the pump must be flushed through with The Oily Water Bilge Separator
Capacity: 5.0m3/h at 3.3kg/cm2 sea water before the valves are reset for fire main duties.
The bilge separator operates automatically and discharges water overboard
No.3 main cooling sea water pump which is fitted with an air operated priming and separated oil to the FO sludge tank. The oily bilge water is drawn into the
system has an emergency bilge suction; this pump and the emergency bilge separator from the engine room clean bilge water tank by means of the system
Maker: Shinko suction valve are located at the bottom platform level on the starboard side pump which is located on the outlet from the separator in order to prevent the
Model: RVP200MS, self-priming forward. formation of mechanical emulsion by pump agitation.
No. of sets: 1
Capacity: 160/280m3/h x 11/4.5kg/cm2 The bilge water pump is the main pump for bilge pumping duties. In addition The fluid enters the separator near the bottom of the solids/sludge collecting
to be able to pump the bilges to the dirty side of the bilge water tank, the bilge chamber and the larger oil droplets separate from the water very quickly due
pump can also discharge to the shore discharge line which has connections to the differences in specific gravities. The fluid flow is upwards to the second
Main Fire Pump
on the port and starboard sides of the ship. The bilge pump normally takes stage and passes through a coalescer where the smaller oil droplets coalesce
Maker: Shinko on the surface of the matrix. The coalescer has a large effective surface area to
suction from the bilge main but it also can take suction from the clean side
Model: RVP200MS, self-priming of the bilge water tank directly and from the clean and dirty sides of the bilge enhance the coalescing effect. The coalesced oil droplets eventually become
No. of sets: 1 water tank via the bilge main. The bilge water pump has a suction connection large enough to break away from the surface and join the other large oil droplets
to the sea water crossover suction main. The bilge pump is used under normal in flowing upwards. The water, containing very small droplets of oil, flows out
Capacity: 160/280m3/h x 11/4.5kg/cm2
circumstances for pumping the engine room bilge wells and discharging the of the separating coalescer and the oil flows to the top of the chamber.
bilge water to the dirty side of the bilge water tank.
Introduction When a probe, located at the top of the separator, senses the presence of oil
a signal is sent to stop the pump and open the clean water inlet valve and oil
The main fire pump and the bilge, ballast and fire pump are of the centrifugal Bilge Water Tank outlet valve. Pressurised fresh water, from the FW system, enters the bottom
vertical self-priming type; both pumps are not normally used for bilge pumping The bilge water tank collects bilges and drains whilst in port. The contents of the of the separator and displaces the accumulated oil which is discharged through
but they are provided with bilge suctions for use in an emergency. Both pumps dirty side of the bilge water tank are discharged through the oily water separator the oil discharge line to the FO sludge tank. When most of the oil has been
take suction from the bilge main but the bilge, ballast and fire pump has a when at sea. The tank is divided into two parts, one clean and one dirty. A pipe displaced, the oil sensing probe is again immersed in water and it activates the
direct suction from the port forward bilge well. Both pumps also take suction connects the top of the clean bilge tank to the bottom of the dirty tank; this control system to stop oil discharge and resume separating operation.
from the sea. Both pumps discharge through a common overboard discharge ensures that oil which settles out from the bilge from water in the dirty side of
valve on the port side, the bilge discharge overboard must only be used in an the bilge water tank remains in the dirty side of the bilge water tank.
emergency.

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The separator works automatically at all times and will operate as long as there g) Before the bilge well in use loses suction, open the valve on
is at least a 20% level in the clean bilge water tank. Heating may be applied in another well and close the one in use. CAUTION
order to improve separation but the heater will only operate when the separator Before any bilges are pumped directly overboard, it must first be
is filled. Bilge pumping should be monitored constantly, as running dry will damage ensured that no local or international anti-pollution regulations will be
the pump. contravened except where safety of the ship or personnel is involved.
The oil content discharge (OCD) monitor (type OMD-11), located after the
separator discharge pump, samples the bilge water as it passes out of the h) When all wells are dry, stop the pump and close all valves. In Port or Coastal Waters
separator. Should the oil content exceed 15ppm, the three-way valve changes
the output flow from overboard discharge to discharge to the clean bilge water Any bilges which require pumping, when in port should only be pumped to the
tank. An audible alarm sounds to warn the operator of the situation. The three- Procedure for the Operation of the Oily Water Separator dirty bilge water tank using the engine room bilge water pump. The contents
way valve may be manually bypassed if required in order to discharge to the of the dirty bilge water tank can then be processed when the vessel is in open
clean bilge water tank. a) Open the valves in the following table. water.
CAUTION Description Valve At Sea

The oily water separator (OWS) is designed to separate oil from Bilge water tank, clean side QD91, QD8
The engine room bilges and the contents of the dirty bilge water tank should
water not water from oil. i.e. if the discharge from the OWS contains QD102
only be pumped overboard through the oily water separator system. Any oil
excessive amounts of oil it will render the equipment useless and result Oily water separator inlet valve QD79 will then be separated out and discharged to the FO sludge tank and the clean
in unnecessary maintenance. Discharge three-way valve (operational) QD76 water will be discharged overboard if it is clean enough. If it is contaminated
Reclaimed oil discharge solenoid valve (operational) QD78 with oil, it will be diverted automatically back to the clean bilge water tank.
Procedure for the Operation of Pumping Bilges to the Dirty Inlet valve to FO sludge tank QD11
Bilge Water Tank Overboard discharge valve (normally locked closed) QD3 Air Cooler Drain Tank
Line valve to clean bilge water tank QD5
a) Check that the strainers and strum boxes are clean. Fresh water supply valve QG43 Air Cooler Condensate Drain Pump
Maker: Shinko
b) Open one of the following suction valves. b) Supply power to the OWS unit. Model: GJ40-20MS
No. of sets: 1
Description Valve c) Check the oil content monitor by passing fresh water through
the sensor. Capacity: 3.0m3/h at 3.5kg/cm2
Port forward bilge well QD21
Starboard forward bilge well QD22
d) Check the reading and shut off the fresh water supply. Moisture in the charger air is condensed in the charge air cooler and the water
Engine cofferdam QD19 droplets are removed from the charge air by means of a water separator. The
Bilge centre QD59 Drawing sea water through the OWS and then changing the suction to the clean water droplets drain to the air cooler drain tank and this tank is emptied
Bilge well aft port QD14 bilge tank may be used to check the operation of the unit; sea water may be periodically by means of the air cooler condensate drain pump. The pump
Bilge well aft starboard QD15 drawn into the OWS if the sea water suction valve from the sea water crossover takes suction from the air cooler drain tank and discharges the water overboard
Bilge aft well QD4 (QD12) is opened together with the line suction valve at the bilge water pump through the bilge, ballast and fire pump overboard discharge valve QD45.
(QD10).
Aft peak tank QD16, QD41
The air cooler condensate drain pump is started and stopped automatically by
The clean exit water will be discharged overboard. Oil contamination of 15ppm level switches which operates the pump as required in order to empty the air
c) Open the bilge water pump suction valve from the bilge main cooler drain tank.
or over will sound an alarm and automatically recirculate the discharge back
QD9.
to the clean bilge tank, through the three-way valve QD76, until the water is
clean enough to discharge overboard. Any oil collected at the top of the OWS
d) Open the bilge water pump discharge QD17 and close the shore
will be discharged to the FO sludge tank.
discharge valve QD7.
e) When the water level in the bilge water tank has been reduced
e) Open the bilge water pump discharge valve QD18 to the dirty
as far as possible stop the OWS and close all valves.
bilge water tank.
f) Start the bilge water pump.

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2.9.2 BALLAST PUMP ROOM BILGE AND BOSUN STORE,

CHAIN LOCKER BILGE SYSTEM
Open Port bilge suction valve
The bilges in the ballast pump room can be discharged either by the ballast/bilge or
stripping eductor which is rated at 80m3/h, or via a pneumatic Wildon pump Open Starboard bilge suction valve
which has a capacity of 30m3/h. The discharge from either of these pumps can Open Discharge valve to residual tank AD41
be to the residual or port slop tank or if necessary, directly overboard if no oil
Open Discharge isolating valve to port slop and AD35
is present in the bilge water. The disadvantage in using the stripping eductor is
residual tank
the need to use drive water which is supplied from the fire main, the use of this
option will help to use up any limited space in which to discharge the bilges if Open Wildon pump suction valve AD70
they are to be kept inside the ship rather than discharged overboard. Open Wildon pump discharge valve AD42
Closed Discharge crossover valve onto ballast main, AD45, AD43
In most cases it is assumed that the Wildon pump will be used. In addition to plus overboard discharge valve
being able to pump out the pump room bilges this pump and eductor can be Open Air supply to the Wildon pump
used to draw out any bilge water from the bottom void space which is below
the cargo tanks and between the ballast tanks in the double bottom area. Regulate the air supply to the pump in order to control its speed, ensure that the
bilge discharge is only going into the residual tank. The discharge rate of the
In the pump room there are two non return type suction valves, one port and pump into the residual tank should not have much effect on the tank pressure.
one starboard, each manually operated. Each of the bilge wells are fitted with If the eductor was to be used for pumping the bilges, then a close watch should
high level alarms. In most cases the bilges will normally be pumped to the be kept on the tank level and tank pressure.
residual tank.
Bosun’s Store, Chain Locker and Bow Thruster Room Bilges

Procedure for Draining the Pump Room Bilges using the Bilge
There are three bilge eductors each with a capacity of 8m3/h and driven by
Eductor sea water from the fire main, they are provided for the drainage of the bosun’s
store, chain lockers and bow thruster room. Each suction point is equipped
Before entry into the ballast pump room, permission should be given by the with a suction filter and non return valve. High level alarms are fitted in the
duty deck officer; the space is kept closed and secured at sea. Although the bosun’s store and thruster room.
space is not classed as an enclosed space, it is good policy that the pump room
fan is started at least 10 to 15 minutes before entry and the lighting system Ensure that there is no oil contained in any of the bilges before they are
switched on. The ventilation fan starter is located on the panel below the fire discharged overboard, if there is oil present, then alternative methods must
detector panel in the Ship Control Centre, the light switch for the space is on be used to discharge the bilge wells, for example, into used empty drums etc..
the bulkhead adjacent to the VEC control panel in the Ship Control Centre.
Set up the valves as in the following table: 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 duty fire pump and pressurise the fire main.
c) Open the appropriate overboard discharge valve, either through

the port or starboard hawse pipe.
d) Open the appropriate eductor suction valves.
e) Open the appropriate eductor drive water supply valve.
f) On completion, close all the above valves.

2.10 Air Systems
2.10.1 Starting Air System
2.10.2 Working Air System
2.10.3 Control Air System
Illustrations
2.10.1a Starting Air System
2.10.2a Working Air System
2.10.3a Control Air System

Illustration 2.10.1a Starting Air System
Funnel Top
Key
Air
LT Cooling Water To Control

Air System
Engine Room Pump Room
RK112
RK112
RK9
RK7
To Auxiliary
Boiler QK13
Sootblowers
Main RK101 RK102
To Scupper S CO2 Alarm
Engine
PI Horn In
B&W Oil/Water
RK60 RK61 RK63 Pump Room
5S 50MC Separator
PS Safe
S
Telephone
RK103 Alarm For
RK106 RK59 RK62 RK64 Pump Room
Emergency Air No.1 No.2
Compressor Starting Starting
11m3/h Air Air
No.1 Generator RK100
Receiver RK99 Receiver
Engine
RK13 RK51
To Scupper RK105 RK104 RK53 RK52

Control Air
Dryer
RK108
RK49
No.2 Generator To Quick-Closing
Engine RK107 PI
Valve System
RK14 RK132
To Scupper RK45 30-7bar RK47
To Scupper RK48 30-7bar RK47
RK135 30-1bar RK138 RK36

RK134 To Air
No.3 Generator Horn
RK116 PS PS PS
Engine
RK143
RK15
RK12 RK11
PI
Generator
Engine RK114 RK3 S RK2 S RK1 S
RK146 30-9 bar RK145 RK113 Air
Reservoir S S S
RK10
RK115
RK146 30-9 bar RK145
QB14 QB12 QB10
No.1 Main No.2 Main No.3 Main

Air Compressor QB13 Air Compressor QB11 Air Compressor QB9
To Scupper
150m3/h 150m3/h 150m3/h

2.10 AIR SYSTEMS Starting air is supplied from the receivers to the main engine. The receivers Position Description Valve
supply air to all three generator engines using a separate pipeline where the
Open No.2 receiver inlet valve RK104
2.10.1 STARTING AIR SYSTEM pressure is reduced to 9.0kg/cm2 by one of a pair of reducing valves. The main
receivers normally supply the generator engines directly. Open No.2 receiver outlet valve to main engine starting RK100
air line
Main Air Compressors
The main compressors are cooled by the low temperature central cooling water Open No.2 receiver outlet valve to control air system RK103
Maker: Hamworthy KSE
system. Open No.2 receiver outlet valve to auxiliary air receiver RK102
Model: V150
Open Supply to generator engines RK10
No of sets: 3 If necessary the control air system can be supplied from the starting air system
Open Supply to auxiliary air receiver RK11
Type: 2 stage FW cooled, V-type through one of two sets of reducing valves. In normal operations the control
air is supplied from the working air system via an air dryer. Open Inlet to auxiliary air receiver RK114
Capacity: 150m3/h at a pressure of 30kg/cm2.
Open Inlet valves to all three generator engines RK13, RK14
The start air system also supplies the quick-closing valve air receiver. The RK15
Emergency Air Compressor system can also be crossed over to the general service system. Open Inlet to control air supply reducing valve RK45
Maker: Hamworthy KSE - Atlas Copco Open Quick-closing valve system supply valve RK132
Model: LT-22-30-KE
Procedure for the Operation of the Main Starting Air System
No of sets: 1 f) Select the compressors for operation with one compressor as the
Type: 2 stage air cooled, V-type a) Ensure all pressure gauge and instrumentation valves are open. duty compressors and the other compressors as follow-on.
Capacity: 11m3/h at a pressure of 30kg/cm2.
b) Check the oil level in the compressors and check the sump for g) Drain any liquid from the receivers and oil separator.
The starting air system is supplied by three main starting air compressors, water.
h) Check the operation of the automatic drain traps.
which supply the two main air receivers. The compressed air is used to start
the main engine and the three generator engines. c) Ensure that the central fresh water cooling system is operating
and supplying cooling water to the compressors. Procedure for the Operation of the Emergency Starting Air
One emergency compressor which is feed from the emergency switchboard is System
used to supply the auxiliary air receiver in an emergency. Starting air to the d) It is considered good working practice that only one receiver
generator engines is reduced to 9.0kg/cm2. should be in use at a time, with the other receiver fully charged Emergency starting air compressor and generator engine receiver in use. All
and isolated. This is in order to maintain a reserve, should a valves are initially closed.
The air receivers are supplied through an oil/water separator situated on the pressure loss occur in the system.
discharge from the compressors. Each compressor has an automatic drain on the Position Description Valve
high-pressure discharge, which opens when the compressor stops and closes shortly e) Set up valves as shown in the tables below.
Open Emergency compressor discharge valve RK12
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 Open Generator engine starting air receiver inlet valve RK114
No.1, 2 and 3 Start Air Compressors Ready for Use
on the inlet line to the main receivers. The compressors are selected for priority of Open Generator engine starting air receiver outlet valve RK113
Under normal operation conditions, both receivers could be in use, although
starting; the duty compressor will start first but if the pressure continues to fall the Open Inlet to generator engine supply reducing valve
consideration should be given to maintaining one receiver in a full but isolated
first follow-on compressor is started and then the second follow-on compressor No.1
condition which would be acting as a reserve capacity. It is assumed that all
if the pressure falls further. Duty and follow-on compressors are selected by Open Outlet from generator engine supply reducing
valves are initially closed.
means of the duty/follow-on selector switch. Switches and pushbuttons at the valve No.1
local starter panel enable the compressors to be manually started and stopped if Open Inlet valves to all three generator engines RK13,
required, normally they are selected for automatic operation. Position Description Valve
RK14, RK15
Open No.1 compressor discharge valve RK3
Switch Position Duty 1st Follow-on 2nd Follow-on Open No.2 compressor discharge valve RK2
Compressor Compressor Compressor Open No.3 compressor discharge valve RK1
1 1 2 3 Open No.1 receiver inlet valve RK105
2 1 3 2 Open No.1 receiver outlet valve to main engine starting RK99
3 2 3 1 air line
4 3 2 1 Open No.1 receiver outlet valve to control air system RK106
Open No.1 receiver outlet valve to auxiliary air receiver RK101

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2.10.2 WORKING AIR SYSTEM The system supplies the following services: f) Check that the system drain traps are operational.
• Control air system
Working Air Compressor g) Start the air dryer into operation and check that the dryer
Maker: Tamrotor • Boiler air atomisation (when no steam available and only when functions automatically.
the boiler is operating on DO)
Model: EMH21-8EANA
• Accommodation services h) The working air system is now operational and services may be
No of sets: 2 operated as required.
Type: 2 Stage air cooled screw type • Deck services
Capacity: 200m3/h at a maximum pressure of 8.0kg/cm2 • Engine room services WARNING
• Pump room services Care must be taken when working with compressed air and air hoses
Air Dryer must be properly connected to the outlet attachment before the valve
• Boiler atomising air (pilot burner) is opened. Under no circumstances should compressed air be directed
Maker: Ultrafilter
• Hydrophore unit towards any personnel.
Model: MSD0225M
No of sets: 1
Type: Desiccant Procedure for Preparing the General Service Air System for
Operation
The working air system is supplied by two air-cooled screw type air a) Ensure that all instrumentation valves are open.
compressors which supply air at a rate of 200m3/h at a pressure maximum of
8.0kg/cm2. One working air compressor is selected as the duty compressor and b) Check the oil level in the compressors.
the other acts as the standby compressor provided the compressors are selected
for AUTO CHANGE. c) Check the sumps for water.
The working air compressors discharge to a separate air receiver. The d) Set up valves as shown in the tables below.
compressor is controlled by the pressure in the receiver, loading and unloading
as required. The air is supplied to the general service system through an All valves are initially closed.
absorption type air dryer. Most services are supplied at 7.0kg/cm2 with further
services supplied at 4.0kg/cm2 through a reducing valve. The services are
supplied in groups with a master shut-off valve for each group. Position Description Valve
Open No.1 working air compressor discharge valve RK24
The desiccant air dryer has two adsorbers or drying units, the air passing Open No.2 working air compressor discharge valve RK23
through one unit where moisture is removed from the air by the desiccant. At Open Inlet to working air receiver RK118
the same time the desiccant in the other chamber is undergoing regeneration. Open Outlet from working air receiver RK119
Drying of the air is achieved by water molecules being physically attracted
Open Master valve to general service air system RK28
to and bound by the surface of the desiccant. After a preset time of air flow
through one adsorber the butterfly valves are changed over so that air flows Open Valve to control air system RK29
through the other adsorber and the adsorber which now contains moisture Open Inlet valve to air dryer RK36
undergoes regeneration. Open Outlet valve from air dryer RK37
Closed Air dryer bypass valve RK38
At regeneration the adsorber pressure is reduced to atmospheric and some
Open 7.0kg/cm2 services as required
dried air from the other adsorber is expanded through the adsorber undergoing
regeneration. The expansion of the air through the chamber removes moisture Open Inlet valve to 4.0kg/cm2 reducing valve RK40
from the desiccant and at the end of the regeneration process the adsorber Open Outlet valve from 4.0kg/cm2 reducing valve RK42
is ready for the drying operation again. The changeover of the adsorbers is Closed 4.0kg/cm2 reducing valve bypass valve RK39
automatically controlled by a timer and once in operation the dryer continues Open 4.0kg/cm2 services as required
in service so long as compressed air is supplied.
e) Start the working air compressors, ensuring the loading and
The general service system can if necessary be supplied from the start air unloading system operates correctly.
system, through reducing valves.

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2.10.3 CONTROL AIR SYSTEM

Control Air Dryer Open Inlet valve to control air reducing valve RK45
Maker: Ultrafilter Open Outlet valve from control air reducing valve RK47
Model: SD0226 Open Inlet valve to air dryer RK52
No of sets: 1 Open Outlet valve from air dryer RK53
Type: Refrigerant
c) Open the individual inlets to all pressure, temperature and
control systems.
The control air system is supplied from the starting air system at a pressure
of 7.0kg/cm2 through one of two reducing valves but it may also be supplied d) When the air supply is available at the control air dryer start
from the working air system. The control air is processed through a refrigerant the dryer operating. It will take a short while for the full drying
type air dryer and associated filters before supplying the following control air effect of the dryer to become available and so control air must
services: be vented until only fully dried air is available to the control air
• Oil discharge monitoring equipment FW control valve system.
• Inert gas control air
e) Blow down the inlets to the control systems on a regular basis
• Remote sounding system and check the efficiency of the air dryer.
• Main engine safety air system
Note: Where duplicated reducing valves are provided, they should be
• Main engine control air system alternated on a regular basis.
• Main engine auto backflushing LO filters
• Main engine auto backflushing FO filters
• Generator engine control systems
• Boiler control systems
• Purifier control systems
• Auxiliary systems pressure and temperature controllers
• CO2 and fire alarms
Note: It is essential that only dried air is supplied to the control air system
as moisture can have a detrimental effect on the operational efficiency of
control devices.
Procedure for Preparing the Control Air System for

Operation
a) Ensure that all instrumentation valves are open.
b) Set up the valves as shown in the tables below.
All valves are initially closed.
The starting air system is in full operation.

2.11 Steering Gear
Illustrations
2.11a Steering Gear
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Issue: Romø July 05 Section 2.11 - Page 1 of 3

2.11 STEERING GEAR pump units are running, in order to get the IMO recommended tiller movement • Two oil tanks having a chamber for level switches and system
of 35° on one side to 30° the other side within 28 seconds (with one pump in test valves
Maker: Kawasaki-Wuhan 56 seconds). • Electric control panel for the automatic isolation system
Type: FE21-064-T050
Predeparture tests of the steering gear should be carried out by the duty • Alarm panel for automatic isolation system
engineer in the steering gear compartment and by the officer of the watch
Description (OOW) on the bridge. Even though the steering gear can be started from the Operation
bridge the duty engineer should be present when pumps are started and the
The steering gear consists of four hydraulic rams driven by oil supplied by two system tested from the bridge. If failure of one of the systems occurs, the ship’s speed should be reduced to
electrically driven pumps. The pumps are of the variable displacement axial half of full speed, as only 50% of the torque for the steering gear operation is
piston type and are contained in their own individual hydraulic oil tanks. available.
Procedure for Putting the Steering Gear into Operation
The steering gear is capable of operating as two totally separate steering
The system valves are assumed set for normal operation. Failure Sequence with One Pump Running
systems. Each pump unit is capable of putting the rudder through the working
angle in the specified time. Normally at sea only one pump is required but the If loss of oil occurs, with No.1 pump running and No.2 pump stopped, the
a) Check the level and condition of the oil in the tanks and refill
second pump unit can be connected at any time by starting the motor. When following sequence will take place:
with the correct grade as required.
manoeuvring both pumps are operated.
b) Check that the feedback linkage and control system are all 1. If a system leakage occurs the oil level in No.1 oil tank goes
The steering gear is provided with an automatic isolation system. Both
connected correctly. down to the LOW position audible and visual alarms are given
hydraulic systems are interconnected by means of solenoid operated isolating
valves that in normal circumstances allow both systems to operate together on the navigating bridge and in the machinery space.
c) Ensure the rudder is in the mid position.
to produce the torque necessary for moving the rudder. In the event of failure 2. No.1 isolating valve (IV-1) is energised and the hydraulic
that results in a loss of hydraulic fluid from one of the systems, the float systems associated with No.1 and No.2 pumps are isolated.
d) Select LOCAL at the starter panel and start each electro-
switches in the affected hydraulic tank are actuated. This gives a signal to
hydraulic pump unit. 3. If the oil level goes down to the LOW-LOW position this
the isolation system which automatically divides the steering gear into two
indicates that the leak is in No.1 system. No.1 isolating valve
separate systems. The defective system is isolated and the pump stopped,
e) Carry out predeparture tests. (IV-1) is de-energised and No.1 pump is automatically stopped;
whilst the intact system remains fully operational so that steering capability is
No.2 isolating valve (IV-2) is energised and No.2 pump is
maintained but with 50% of the rudder torque which requires the ship’s speed
f) Check for any leakage and rectify. automatically started. The hydraulic system associated with
to be reduced to half speed.
No.1 pump is isolated. Steering is now carried out by No.2
g) Check for abnormal noise and operating pressures. pump and its two related cylinders (No.3 and No.4) with 50%
The steering gear is remotely controlled by the autopilot control or by hand
torque.
steering from the wheelhouse. All orders from the bridge to the steering
h) Switch the starter selector to REMOTE so that the OOW on the 4. If, however, the oil leak is in No.2 hydraulic system the Low-
compartment are transmitted electrically. Steering gear feedback transmitters
bridge can carry out their predeparture steering gear tests. Low level alarm is not activated and steering continues to be
supply the actual position signal for the systems. The rudder angle operations
is limited to 35° port or starboard with mechanical stops fitted at 37°. carried out by No.1 pump and its two related cylinders (No.1
Automatic Isolation System and No.2) with 50% torque. No.2 hydraulic system is isolated
The variable-flow pumps are operated by a control lever which activates and so there will be no further leakage from that system apart
Description from the oil in the pipes.
the tilting lever of the pump cylinder. This causes oil to be discharged to a
particular pair of hydraulic cylinders whilst suction is taken from the other This steering gear is so arranged that in the event of a loss of hydraulic
pair. As the rudder turns the feedback linkage causes the pump’s tilting lever fluid from one system, the loss can be detected and the defective system If No.2 pump is running and No.1 pump is stopped when the LOW level and
to move thus reducing the stroke on the pump. When the rudder reaches the automatically isolated within 45 seconds. This allows the other actuating LOW-LOW level alarms are activated the sequence of events is identical to
desired angle the tilting lever is restored to the neutral position and oil delivery system to remain fully operational with 50% torque available. that above, except that initially No.2 isolating valve is energised first isolating
from the pump ceases. No.2 steering gear pump unit is supplied with electric the lines from No.1 pump unit. The systems will be isolated and the system
power from the emergency switchboard and No.1 pump unit from the main without the leak will operate.
Construction
switchboard.
This system consists of the following equipment:
Under normal circumstances at sea, all four cylinders (rams) will be in use, with • Two isolating valves
one pump unit running and the second pump unit ready to start automatically.
When manoeuvring or operating in confined waters, it is compulsory that both • Two level switches with ‘LOW’ and ‘LOW-LOW’ level
positions

Failure Sequence with Both Pumps Running Note: Only one pump unit can be operated in this mode, the other pump unit c) The tiller can be moved in accordance with the steering
When both pumps are running, the hydraulic oil tank which first registers a should be shut down. command from the bridge by turning the torque motor shaft
LOW oil level will trigger the alarms on the bridge and in the engine room knob located on the top of the torque motor. This puts a stroke
and a signal will be sent to energise its isolation valve. Both pump units will c) For the pump unit on local control, operate the pushbuttons on the pump to produce the desired angle of rudder movement.
remain in operation. PORT or STARBOARD to turn the steering gear in the direction When the rudder reaches the desired angle feedback from the
request by the bridge. The pushbutton (PORT or STARBOARD) tiller will remove stroke from the pump.
When the oil level in No.1 or No.2 oil tank goes down to the ‘LOW-LOW’ is depressed for as long as required in order to turn the rudder
level, the associated isolating valve will operate and the respective pump will through to the requested angle. When the requested angle is Emergency Steering Drill
be automatically stopped. achieved the pushbutton is released, the rudder will remain at
that angle. Emergency steering drill should be carried out at according to company
System Testing procedures when traffic and navigational restrictions permit.
If this system should fail, manual operation can be carried out as follows:
The float chamber can be isolated and drained to test the system operation. The It is to consist of the direct operation of the main steering gear by using the
function test period for the LOW and LOW LOW alarms should be carried out a) Only one pump unit may be operated and the operational pump manual control within the steering flat. This operation is to be directed from
according to the companies procedures. unit selector switch must be turned to the LOCAL position. the navigation bridge. After each drill, details and the date it was carried out are
to be entered in the Official Log Book and Particulars and Records Book.
Switch off the torque motor power.
Emergency Steering
b) Push in the pushbutton on the unloading device and lock it in
If failure occurs in the remote operating system from the wheelhouse, the place.
steering can be operated from the steering gear room, either on the respective
autopilot control panel through the NFU pushbuttons or via the torque motor
control knob located on top of the torque motor. Under these conditions, it is
only possible for one pump unit to be operated in hand steering mode from the
steering gear room.
In accordance with IMO regulations the hydraulic pumps used in the steering Torque Motor Shaft Knob
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, one pump is supplied from the
emergency switchboard.
Unloading Valve
Procedure for Operation of Steering Gear on Loss of Remote

Bridge Control
Torque Motor
a) On loss of steering gear control from the bridge, establish
Locking Ring
communication with the bridge via the telephone system.
A telephone is located on the steering gear compartment
platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
b) On the pump unit to be used, lift up the locking plate and turn
the LOCAL/REMOTE control switch to LOCAL control.
This switch is on the NFU (Non Follow-Up) panel in the steering gear room.
Steering Gear Unloading Valve Block Steering Gear Torque Motor

2.12 Electrical Power Generators
2.12.1 Diesel Generators
2.12.2 Emergency Diesel Generator
Illustrations
2.12.2a Emergency Diesel Generator - Control Panel
2.12 ELECTRICAL POWER GENERATORS When the engine revolutions exceed about 110 rpm, if conditions are normal Fuel System
and firing has taken place, the start valve is closed and the piston and main air
2.12.1 DIESEL GENERATORS valve are vented. A return spring disengages the pinion from the flywheel and The engine fuel supply rail is supplied with heavy fuel oil or diesel oil from
the air motor stops. the engine driven fuel oil feed pump. The high-pressure fuel injection pumps
Maker: MAN-B&W STX take suction from the fuel supply rail. The injection pumps deliver the fuel oil
During starting a pneumatic cylinder operates a stop arm to limit the fuel- under high pressure through the injection pipes to the injection valves. Cams
Type: 7L23/30H
regulating shaft. on the camshaft operate the injection pumps.
No. of sets: 3
No. of cylinders: 7 An on line air lubricator is fitted to lubricate the start air motor. With the engine stopped, fuel from the fuel preparation unit, which supplies
Bore: 225 mm the main engine and the other generator engine(s), will circulate along the fuel
Stroke: 300 mm supply rail and back to the deaerator. The engine supply rail will thus be kept
Turbocharger System hot and ready for use when it is being operated on heavy fuel oil.
MEP: 18.2 bar
Rpm: 720 The engine is fitted with an exhaust gas driven turbocharger. The turbocharger
The discharge of the fuel feed pump passes through a duplex fuel oil filter. Both
Rating: 967kW draws air from the engine room via a suction filter and passes it through a
filters are normally in use, only shutting one off for maintenance. Turning the
charge air cooler, before supplying the individual cylinders.
top handle two turns cleans the filters and any sediment can be drained off.
Alternator
Cooling Water System Excess fuel not needed by the injection pumps is passed through the overflow
Maker: Hyundai
pipe and delivered into the manifold, which returns it to the main fuel oil
Type: HFJ6 566 14K circulation system (see section 2.6.2). This principle ensures that:
All cooling water requirements for the generator engines are provided by water
Capacity: 1137.5kVA from the central low temperature fresh water cooling system. 1. There is always an adequate amount of pressurised fuel available
at the fuel injection pumps.
An engine driven pump circulates the jacket spaces and cylinder heads.
Introduction This jacket (high temperature) cooling water pump, discharges through the 2. The heated fuel can be circulated for warming up the piping
engine cylinder jacket and cylinder head cooling water spaces and then to system and the injection pumps prior to engine starting.
Three identical diesel generators, operating in the medium speed range, supply
a thermostatically operated valve. If the temperature of the cooling water 3. The necessary fuel oil temperature can be better maintained.
electrical power to the ship.
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
The engines are seven-cylinder, turbocharged, uni-directional, four-stroke, Lubricating Oil System
outlet temperature reaches operating temperature, the thermostat will begin
trunk piston, in-line engines and normally operate on heavy fuel oil. They can
to direct the water to the central fresh water cooling system and the pump
also be supplied with diesel oil, which is used for flushing through, prior to All engine running gear is force lubricated by the engine driven gear type
will partly take its suction from the central fresh water cooling system, thus
shutting down for maintenance. pump. The pistons are also supplied with oil as a cooling medium. A pre-
maintaining a constant temperature.
lubrication pump is fitted to supply oil to the bearings and other running gear
One diesel generator is normally used during sea going conditions. Three before the engine starts, this reduces wear on the engine in the period between
A motorised operated valve in the cooling water supply line to the engine is
generators are required during: the engine starting and the engine driven pump building up lubricating oil
closed when the engine stops, this prevents the circulation of relatively cold
• Manoeuvring water from the LT central cooling FW system through the engine cooling water pressure. The pre-lubrication pump runs continuously while the engine is on
system. The valve control is thermostatically activated and the valve opened automatic standby provided that it is selected for AUTO at the priming pump
• Cargo discharge
when the engine is running and the jacket cooling water system reaches normal starter panel; the pump may also be selected for manual operation via the
operating temperature. This valve helps keep the engine in a warm condition selection switch.
Starting Air System when it is stopped as no LT cooling water can flow through the engine and it
ensures that the engine reaches operating temperature quickly after starting. If The engine driven pump and the electrically driven pre-lubrication pump both
The engine is started by means of an air driven starter motor. When the start necessary the valves may be opened and closed locally by means of OPEN and take suction from the engine sump, and discharge through a cooler and duplex
valve is opened by the remote controlled solenoid, air is supplied to the air start CLOSED pushbuttons on the local operating panel. filter to the engine oil supply rail. A control valve on the pump discharge,
motor. The air supply activates a piston, causing the pinion to engage with the which relieves any excess pressure back to the sump, controls the pressure.
gear rim on the flywheel. When the pinion is fully engaged pilot air opens the The charge air cooler, LO cooler and alternator air cooler are supplied from The temperature is controlled by a three way temperature control valve, which
main air valve, which supplies air to the air start motor, causing the engine to the LT central cooling FW system and are not circulated by the jacket water regulates how much of the oil passes through the cooler. The turbocharger is
turn. circulation pump. supplied from the main lubricating oil circuit; an orifice in the LO supply line
to the turbocharger regulates the oil flow.

The cooler is a plate heat exchanger, with the oil circulating through the flow If maintenance work has been carried out on the engine, start the engine as k) Check the exhaust gas for smoke.
channels and water from the central fresh water cooling system circulating below prior to switching the engine to automatic operation.
through the parallel channels in the opposite flow direction. l) Keep the charge air pressure and temperature under control.
l) Check that all fuel pump indices are at index ‘0’, when the
The main LO filter is supplemented by two bypass centrifugal filters mounted regulating shaft is in the stop position.
at the engine base frame. During operation a part of the lubricating oil supplied Procedure to Stop a Diesel Generator Engine
from the engine driven LO pump enters the two centrifugal filters which m) Check that all fuel pumps can be pressed by hand to full index
returns the oil to the sump in the base frame. The filters are driven by the oil and return to ‘0’ when the hand is removed. a) Before stopping, run the engine at reduced load or idle speed for
supply. The filters rely on centrifugal force and can remove high-density sub- 5 minutes for cooling down purposes.
micron particles. n) Check the spring loaded pull rod operates correctly.
b) Operate the remote stop device.
o) Check that the stop cylinder for the regulating shaft operates
Procedure to Prepare a Diesel Generator for Starting correctly when shutting down normally and at overspeed and
shut down. The overspeed shutdown is checked by reducing the
Before working on a generator place the engine in LOCAL control. setting of the overspeed value temporarily; it is essential that the
correct overspeed level is reset after the test.
a) Operate the fuel oil service system as described in section
2.6.2. p) Switch the engine to automatic operation.
b) Operate the low temperature central cooling water system as in
section 2.5.2. Procedure to Start a Diesel Generator Engine
c) Check the level of oil in the sump and top up as necessary with a) Perform a pre starting check as previously described, then from
the correct grade of oil from the generator engine LO measuring the local control panel start the engine and allow it to run on idle
tank. speed.
d) Prime the fuel oil system. b) Make a thorough check of the engine to ensure that there are
no leaks and the engine is running smoothly and firing on all
e) Switch the generator engine pre-lubrication oil pump to cylinders.
automatic operation and check that the lubricating oil pressure
builds up. The engine should be pre-lubricated at least 2 minutes c) Switch the engine over to REMOTE operation.
prior to start.
d) Check the LO pressures and temperatures.
f) Check the pressure before and after the filters.
e) Check the pressure drop across the filters.
g) Check the governor oil level.
f) Check the FO pressure and temperature.
h) Check the oil level in the air start motor on-line lubricator.
g) Connect to the switchboard and load the engine.
i) Turn the engine at least one complete revolution using the
turning bar with the cylinder indicator cocks open. h) Ensure that the thermostatically operated valves on the cooling
water systems operate correctly as the cooling water temperature
j) Close the cylinder indicator cocks. increases.
If any part of the engine has been drained for overhaul or maintenance, check i) Ensure that the engine temperatures and pressures remain
the level in the central fresh water cooling expansion tank and refill with fresh within normal limits as the load is applied to the engine and the
water if necessary. engine heats up.
k) Open the vent on the cooling water outlet line on the generator j) Check the exhaust gas temperatures for deviation from normal.
air cooler, and close it again when all air has been expelled.

2.12.2 EMERGENCY DIESEL GENERATOR The engine should be started once per week and run up to full load every three g) Check the engine oil pressure, cooling water pressure and rpm.
months. Whenever the engine has been started, the diesel oil tank must be Investigate any abnormalities.
Engine checked and refilled if the level has dropped to or below the 24 hour operation
Maker: Scania Sisu level. The spring starter should be tested according to company policy. h) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling water
Model: Valmet 612 DSG, 6 cylinder
to flow to the radiator as the engine heats further.
Output: 142kW at a continuous speed of 1,800 rpm Procedure to Prepare the Emergency Diesel Engine for
Automatic Starting i) If required, load the engine, otherwise allow it to run idle or stop
Alternator it by turning the control switch on the engine panel to the STOP
a) Switch the engine to local control. position.
Maker: Newage-Stamford
Model: UC.M274F1 b) Check the level of oil in the engine sump and top up as necessary j) When the engine has stopped, check that the heater switches
Output: 156kVA with the correct grade of oil. on, turn the local switch to the EMERG. position to restore the
engine to automatic standby.
c) Check the level of water in the radiator and top up as necessary
Introduction with clean distilled water. If the engine is to be loaded undertake the following:
The emergency diesel generator is a self-contained diesel engine located in the d) Check the level of diesel oil in the emergency generator diesel k) At the emergency switchboard, turn the BUS TIE ACB
emergency generator room on the port side of B deck, aft. The generator set will oil service tank and top up as required. CONTROL to the OPEN position, the ACB CONTROL switch
start automatically on power failure of the main diesel generators and couple
will close.
to the emergency switchboard automatically to maintain supplies to essential e) Switch the cooling water heater on, breaker EL6 on the
services. The generator set will also be used to get the ship under power from emergency switchboard. It is normally on when the engine is The emergency generator will now be connected to the emergency switchboard
‘dead ship’ condition. It will enable power to be supplied to essential services stopped. and can be loaded as required.
selectively without the need for external services such as starting air, fuel oil
supply and cooling water. The engine is an in-line, six-cylinder turbocharged f) Open the fuel oil supply to the diesel engine. It is normally open Additional procedures may be undertaken to load the emergency generator and
diesel engine with a self-contained cooling water system. The cooling water when the engine is stopped. these are explained below. These procedures should be carried periodically in
is radiator cooled and circulated by an engine driven pump. A thermostat
order to test the equipment fully.
maintains a water outlet temperature of 82 to 93oC. Air is drawn across the g) Turn the local selector switch to the EMERG. operation position,
radiator by an engine driven fan. then set the engine for AUTOMATIC standby operation at the
switchboard. ,OOXVWUDWLRQD(PHUJHQF\'LHVHO*HQHUDWRU&RQWURO3DQHO
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 40 to 50oC when the engine is on automatic standby. Procedure to Manually Start the Emergency Diesel Engine
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(using the electric starter)
The engine running gear is force lubricated, an engine driven gear pump
drawing oil from the integral sump and pumping it through the cooler and then a) Ensure that the engine is switched to LOCAL control.
through a filter before being supplied to the lubricating oil rail.
b) Check the level of oil in the engine sump and top up as necessary /23UHVV
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generated by a handle. The spring unit drives a motor which engages with with clean distilled water.

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starter motor, but when switched to automatic operation, only the electric
starter motor is utilised. e) Press the START pushbutton on the engine control panel. /27HPSHUDWXUH
f) Check that the engine is firing smoothly.

Test of Automatic Starting Procedure with Closing of the Test of Automatic Starting Procedure of Emergency Generator c) Wind the spring starter unit with the winding handle until the
Emergency Generator ACB without Disconnecting the with Automatic Closing of the Emergency Generator ACB via red indicator appears. Remove the winding handle and store it
safely.
Voltage Supply from Main Switchboard to the Emergency the Blackout Condition
Switchboard d) Move the starter lever through 90°, this will immediately release
The emergency generator must be ready to start with the local selector switch
the starter.
The emergency generator must be ready to start with the local selector switch set in the EMERG. position.
set in the EMERG. position. e) The engine will start.
a) Turn the Cos-T selector switch to the TEST (BLACKOUT)
a) Turn the BUS TIE ACB CONTROL switch to the OPEN position and the bus tie ACB will trip. The emergency
f) Check that the engine is firing smoothly and check that all
position. generator will start and the emergency generator ACB will close
engine services are operating correctly.
automatically.
b) Turn the Cos-T selector switch (located inside the cabinet on g) Turn the BUS TIE ACB CONTROL switch to the OPEN
the emergency switchboard and marked EM’CY GEN TEST) to b) Check the voltage and frequency of the emergency generator.
position.
the TEST position. The emergency generator will start and the
emergency ACB will close automatically. c) Turn the Cos-T selector switch to the NORMAL position.
h) Turn the emergency generator ACB CONTROL switch to the
CLOSED position.
c) Check the emergency generator voltage and frequency. d) Turn the emergency generator ACB CONTROL switch to the
OPEN position. The bus tie ACB at the emergency switchboard
The emergency generator will now be connected to the emergency switchboard
d) Turn the Cos-T selector switch to the NORMAL position. will close automatically and the emergency generator will stop
and can be loaded or stopped as required.
automatically.
e) Turn the emergency generator ACB CONTROL switch to the
OPEN position and the ACB will open.
Re-Establishing Normal Supply to the Emergency Switchboard Procedure for Stopping the Engine after Running on Load
f) The emergency generator will now stop automatically. after a Blackout a) Shed load from the engine.
g) When the emergency generator has completely stopped turn the The emergency generator must be ready to start with the local selector switch b) Allow the engine to idle for 5 minutes before shutting down
BUS TIE ACB CONTROL switch to the CLOSED position. set in the EMERG. position. to allow the cooling water and lubricating oil to carry away
heat from the combustion chambers, bearings, shafts etc. It is
a) Check that normal power supply is available. particularly important for the turbocharger where a sudden stop
CAUTION can lead to a 40°C rise, which could damage the bearings and
The BUS TIE ACB CONTROL switch for the emergency generator b) Turn the emergency generator ACB CONTROL switch to the seals.
must not be operated unless the emergency generator has completely OPEN position and the ACB will open.
stopped. c) Long periods of idling will result in poor combustion and a
c) The bus tie ACB for the emergency switchboard will build up of carbon deposits.
close automatically and the emergency generator will stop
Test of Automatic Starting Procedure of Emergency Generator automatically. d) Turn the control switch on the engine panel to the STOP
without Closing the Emergency Generator ACB (Off Load position.
Test) d) Check that the emergency generator Auto Standby lamp is
illuminated. e) When the engine has stopped, switch the heater on, turn the
The emergency generator must be ready for operation and selected for control switch to the REMOTE position. Restore the engine to
REMOTE operation. Procedure to Manually Start the Emergency Diesel Engine automatic standby.
a) Turn the Cos-T selector switch to the TEST position and the (using the Spring Starter)
emergency generator will start.
a) Ensure that the emergency generator is ready for operation and
is switched to LOCAL control.
b) Check the voltage and frequency of the emergency generator.
b) Reset the spring starter by pressing the RESET pushbutton at
c) Turn the Cos-T selector switch to the NORMAL position and
the spring starter unit.
the emergency generator will stop automatically.

2.13 Electrical Power Distribution
2.13.1 Distribution and Loading
2.13.2 Shore Power
2.13.3 Main Alternators
2.13.4 Emergency Alternator
2.13.5 Preferential Tripping and Sequential Restart
2.13.6 Uninterruptible Power Supplies (UPS)
2.13.7 Batteries, Transformers, Rectifiers and Chargers
2.13.8 Impressed Current Cathodic Protection
2.13.9 Thrusters
Illustrations
2.13.1a Distribution and Loading
2.13.2a Shore Power
2.13.7a Emergency Battery Charging and 24V Distribution
2.13.8a Impressed Current Cathodic Protection
2.13.9a Thrusters
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2.13 ELECTRICAL POWER DISTRIBUTION • A 220V feeder panel Each supply system is provided with a device for continuously monitoring the
insulation level to earth, giving an audible and visual indication of abnormal
• 24V battery charger and distribution board
2.13.1 DISTRIBUTION AND LOADING low insulation level.
The main switchboard feeds the emergency switchboard, which is situated
A shore connection is provided to supply power to the main 440V
in the emergency generator room. The main switchboard 230V section is fed
Generating Plant from the 440V switchboard via two 90kVA transformers.
switchboard.
The electric power generating plant consists of the following: If a short circuit alarm occurs the Standby Select switch for a generator must
The emergency generator will start automatically in the event of a blackout and
be turned to MANUAL in order to reset the whole system.
feed the emergency switchboard.
Diesel Generators
No. of sets: 3 A power management system controls the starting, stopping, connection and Switchboards
Rating: 450V, 3ph, 60Hz, 1137.5kVA load sharing of the generators. If a failure occurs and one of the generators
sheds non-essential loads, another generator will automatically start and The switchboards are of dead front box frame construction without a bottom
Emergency Diesel Generator reconfigure the power distribution. plate and have hinged front panels that can be opened without disturbing
No. of sets: 1 the meters, pilot lamps, etc. mounted on them. Busbars, cubicle rows and
The running generator(s) load to 80% of full load and then another generator tiers are segregated so that a fault in one cubicle cannot spread to another.
Rating: 450V, 3ph, 60Hz, 156kVA is started by the PMS. If one generator is running and its load increases to A synchronising panel is supplied on the switchboard. The generator circuit
80% of full load for more than 10 seconds a second generator is started by the breakers are of the air circuit breaker type.
PMS and put on the board to share the load with the running generator. If the
Introduction load increases further until both running generators are at 80% full load for
10 seconds the third generator would be started and put on the board to share Feeder Circuit Breaker
Only one diesel generator is normally used during normal sea going conditions. the load. The generators are stopped in a similar manner. If two generators are
Three generators are required when: running and the total load falls to 80% of the full load for one generator, the The feeder circuits supplied from the 440V feeder panel of the switchboard
• Manoeuvring generator which is designated as the standby is unloaded and shut down. are protected by a moulded case circuit breaker with inverse time thermal
overcurrent trip, instantaneous magnetic trip and short circuit current
• Discharging cargo interruption features.
An exception to this automatic stopping is when the thrusters and Framo
The emergency generator has sufficient capacity to supply the auxiliaries hydraulic pumps are required to operate. When thrusters and Framo pumps
are required the Auto Stop Blocking Switch, at the synchronising part of the The AC 220V feeder circuit is protected by a moulded case circuit breaker with
required to start a main diesel generator in the event of total power failure. inverse time, thermal overcurrent trip, instantaneous magnetic trip and short
switchboard, must be turned to the BLOCK position in order to block the 80%
low load stop and load shift. This switch should be returned to the NORMAL circuit current interruption features.
All three main generators can operate in parallel, but not with the emergency
generator. position when the thrusters are shut down, but left in place for the operation of
the Framo pumps which are required for cargo discharge. The moulded case circuit breakers for the main and emergency switchboards
are of the plug-in type, so that the breakers may be removed from the panel
Power Distribution System Group starter and distribution boards are provided in suitable positions to front without de-energising the main busbar. However, the moulded case circuit
supply the various power, heating, lighting, communication and navigation breakers for group starter panels and distribution panels are of the fixed type.
General Description
equipment throughout the vessel.
The main switchboard consists of:
Automatic Synchronising Control
• Three generator panels The large motors and group starter panels are supplied from the 440V
switchboard directly. Power for other smaller power consuming devices are An automatically controlled synchronising apparatus, which consists of the
• A synchronising panel supplied from the 440V switchboard through the group feeder or distribution automatic speed matcher and the automatic synchroniser, is provided for
• Two group starter panels panels. the ship’s service generator sets. The automatic speed matcher equalises the
• Two 440V feeder panels generator frequency with busbar frequency.
Each distribution circuit is protected, against overcurrent and short circuit
• A 230V feeder panel current, by a moulded case circuit breaker fitted on the switchboard or panel The automatic synchroniser energises the air circuit breaker to connect two
board with inverse time overcurrent trip and instantaneous trip. Each steering circuits in parallel at the moment when both phases coincide.
The emergency switchboard consists of: gear motor is fed from an independent circuit, No.1 steering gear motor being
connected to the main switchboard and No.2 being connected to the emergency
• The emergency generator panel
switchboard. A general service 24V battery charging switchboard supplies
• A 440V feeder panel the engine and wheelhouse consoles, along with other essential low voltage
services.

Automatic Power and Frequency Control selected for duty before the blackout are automatically returned to duty after c) Adjust the frequency to 60Hz by means of the governor raise/
the blackout. Similarly, motors selected for standby are automatically returned lower switch. The rated values are indicated by red marks on the
An automatically controlled power and frequency control system is provided to standby. corresponding meters.
for each ship’s service generator.
d) Close the circuit breaker (ACB).
In general, the power management system controls the effective output of the
Preference Trip
See section 2.13.5
generators operating in parallel. 4. Stopping the Generator
Non-essential loads are interrupted automatically, in case of overcurrent of any In order to stop the generator in operation, first reduce its load by stopping the
The power management system also controls the following:
one of the main diesel generators, to prevent the ship’s power failure. auxiliary machinery and then turn the ACB switch to OPEN.
• The number of running generators in accordance with the ship’s
power demand. Avoid opening the ACB when the generator is on load, as it will cause an
Procedure for the Manual Operation of Connecting Generators
• The start of large motors, such as the thrusters, is blocked until instantaneous rise in the engine speed and possible overspeed trip.
to the Switchboard
the number of running generators is sufficient to supply the
motor and ship’s demand. In this case the first standby generator 5. Parallel Running Procedure
is started and synchronised automatically. 1. Instruments and Control Devices
a) Start the second generator by following the same procedure as
The generator panels are equipped with an ammeter, kilowatt/hour meter and
for starting the first generator.
Motors volt meter to measure the output of the generator. The air circuit breaker, reverse
power relay and overcurrent relay are provided for generator protection.
The 440V motors, in general, are of the squirrel cage induction type with a b) After confirmation of the voltage of the second generator, align
standard frame designed for AC 440V, three phase, 60Hz. The exceptions are the frequency with that of the running generator.
The synchronising panel is equipped with a double frequency-meter, double
the motors for domestic service and small capacity motors of 0.4kW or less.
voltmeter and wattmeters for comparing the output of the generator to the
c) Once the voltage and frequency of both generators are identical,
busbar. A synchroscope and synchronising lamps are provided for parallel
Where continuous rated motors are used, the overload setting ensures the change over the synchroscope to the incoming generator and
operation. A Standby Select switch is fitted at the synchronising panel to allow
motor trips at 100% of the full load current. The motors in the engine room are check the synchronous state by means of the synchroscope. The
for selection of the standby generators. For each generator there is a Mode
of the totally enclosed fan cooled type. disc will revolve in accordance with the difference in frequency.
Selection switch which allows for MANU or AUTO selection. The Auto Stop
Blocking switch is also located at this panel.
Standby motors will start when no voltage is detected on the in-service motor d) Check the direction of rotation. If it is revolving in the ‘+’
or when the process pressure is low. direction, turn the governor switch of the second generator to
2. Engine Starting and Stopping the ‘LOWER’ direction. If it is revolving in the ‘-’ direction,
The engine can be locally started by a pushbutton on the generator panel as then turn the governor switch to the ‘RAISE’ direction.
440V Starters
follows (the generator is selected for local by pressing the LOCAL pushbutton
The starters are generally constructed in group control panels and power e) Adjust the speed until the synchroscope pointer moves to the 12
on the engine side control panel):
distribution panels. The drawings for the starter circuit are enclosed in a vinyl o’clock position, showing the state of synchronisation.
envelope and kept in a pocket inside each starter panel.
a) Switch the required generator to MANU on the switchboard.
f) Press the AUTO SYNCHRO START pushbutton,
Large motor starters are arranged in group starter panels on the main synchronisation will automatically take place when the
b) Select LOCAL control on the diesel generator control panel.
switchboard, with duplicated equipment starters split between each of the incoming generator matches the busbar frequency.
main switchboard group starter panels. The control voltage of the starters is
c) Press the engine START pushbutton. This will open the start
AC 230V. Interlocked door isolators are provided for all starters. For group g) It is ideal to close the air circuit breaker when the pointer of
valve to start the engine. When voltage is established the
starters, this switch is of the moulded case circuit breaker which functions as the synchroscope turns in the ‘+’ direction and is closing on the
generator is in RUN mode.
both disconnecting means and overcurrent protection of the motor circuit. pointer at the centre (5mins to noon). ‘-’ side turning may cause
d) To stop the engine, press the engine STOP pushbutton. operation of the reverse power relay. If the frequency difference
between the two generators in parallel operation exceeds 3 Hz
Sequential Restart the synchroscope will not revolve. With this in mind, operate
See section 2.13.5 3. Single Generator Running Procedure - on to Dead Bus the governor switch to decrease this difference. Observe the
a) Start the engine as above. As voltage is established, the running bus/incoming generator frequency meter for reference. When
Essential service motors, which were in service before the blackout, are started
lamp will be illuminated. synchronisation is complete turn off the synchroscope.
automatically on recovery of the main bus voltage. These motors are classified
into groups (consistent with voltage dip and overcurrent) to the generator and b) At rated speed the voltage will rise to 440V, indicated by the
will start according to the predetermined restarting sequence. Motors that were voltmeter.

6. Load Sharing 3. Automatic Parallel Running Activated by Heavy Load If the first standby generator fails to start or the ACB fails to close, the second
a) Having achieved parallel operation, load sharing is accomplished If the generator in use registers a high load (95% of the rated power), for 5 standby generator will start and follow the above sequence.
by increasing the input from the incoming engine. This is seconds, the first standby generator will go through the following sequence:
increased by means of the governor switch. This speeds up 7. Automatic Change Over by Bus Abnormality
1. Engine starts
the incoming generator, causing the first generator to lose load If a bus abnormality (low or high voltage or low or high frequency) is detected
and gain speed, thus causing the frequency to rise. To prevent 2. Voltage build-up detected
when a single generator is running, the first standby generator will go through
this, the governor switch of the first generator must be turned 3. Automatic synchronisation the following sequence:
in the ‘LOWER’ direction. This action also causes the load to
be transferred to the incoming generator. Ensure the frequency 4. ACB closes 1. Engine starts, alarm raised
remains constant during this operation. 5. Automatic load sharing on 2. Voltage build up detected
b) Equalise the load of both generators. 3. If bus now normal, the 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. 4. If bus status still abnormal, the ACB opens on the abnormal
7. Generator Space Heaters generator
A space heater is provided in each generator to prevent condensation forming 4. Automatic Parallel Run Activated by Heavy Consumer Request 5. Blackout
on the windings. The space heater switch should always be in the on position. If a start request is received from a heavy consumer (eg: thruster or Framo 6. ACB closes on the first standby generator
The heater is interlocked with the ACB which switches the heater off when hydraulic power pack motors) the first standby generator will go through the
closed and switches it on when opened. following sequence: 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.
1. Engine starts
Procedure for Automatic Operation of Connecting Generators 2. Voltage build up detected
to the Switchboard 8. Automatic Parallel Running by ACB Tripping
3. Automatic synchronisation
If two generators are running in parallel and the ACB of one generator trips,
1. Generator Auto Start onto a Dead Bus 4. ACB closes providing the load on the connected generator exceeds 910kVA (80% of the
5. Automatic load sharing on rated power) the second standby generator will go through the following
The diesel generator is selected for AUTO at the mode selection switch and sequence:
the start condition is normal. The engine is selected for REMOTE at the 6. Power available lamp illuminated at heavy consumer
engine side control panel. The ‘DG READY TO START indicating lamp 1. Engine starts
is illuminated. The control PLC monitors a trip or black out and therefore 5. Automatic Parallel Run Cancellation by Light Load 2. Voltage build up detected
initiates the following sequence:
If the total load on the main switchboard is less than 80% of the available 3. Automatic synchronisation
1. Engine starts combined load for 10 minutes when running on two or more generators, the 4. ACB closes
2. Voltage build-up detected following sequence takes place:
5. Automatic load sharing on
3. ACB closes 1. Generator to be released will shed load to the other
generator(s)
9. Automatic Parallel Running Due to Overcurrent
2. Generator Auto Start and Synchronising to a Live Bus 2. Opening of the ACB of the generator to be released
If the current on a running generator exceeds 1,251A for a period exceeding
If another generator is already supplying power to the bus and the first 3. Engine stops on the generator released three seconds the next standby generator will go through the following
standby generator is in AUTO mode as above, the control PLC will initiate the sequence:
following sequence: 6. Automatic Bus Connection due to Short Circuit 1. Engine starts
1. Engine starts If the bus voltage has become zero, by the opening of the ACB of the generator 2. Voltage build-up detected
2. Voltage build-up detected in use, due to a short circuit trip, the first stand by generator will go through
the following sequence: 3. Automatic synchronisation
3. Automatic synchronisation
1. Engine starts 4. ACB closes
4. ACB closes
2. Voltage build up detected 5. Automatic load sharing on
5. Automatic load sharing on
3. ACB closes

Generator Protection Equipment 7. Emergency Generator Abnormality Due to Short Circuit No.2 HT FW cooling pump
If a short circuit occurs on the busbar or the current exceeds 300% of rated No.2 main engine camshaft LO pump
The generator is protected from the abnormal conditions described below maximum (723A) the ACB will be tripped almost instantaneously (about
by means of the reverse power trip, short circuit trip, undervoltage trip, and No.2 engine room vent fan
200msec) by the short time delay trip fitted to the ACB
overcurrent trips. LO transfer pump
The emergency generator ACB is also fitted with an undervoltage device
1. Abnormality Due to Undervoltage identical in operation to the main generators. No.1 440V Feeders, Panel 3
If the voltage of a generator decreases to less than 50% of the rated value, the
Cargo hose crane
undervoltage tripping device, contained in the air circuit breaker, will operate Distribution
to trip the breaker. If a short-circuit fault occurs, the generator voltage will Bow thruster
Main Switchboard
lower and may cause the undervoltage tripping device (UVT) to operate. With
No.1 main 450/230V 90kVA transformer
this in mind, a time delay device (of about 0.5 seconds) has been fitted to the Main generator incomers, panels 4, 6 and 7
undervoltage device to prevent the ACB from tripping immediately, allowing No.1 inert gas fan
the defective system circuit breaker to operate first. Synchronising section, panel 5
Fuel oil feed unit, No.1 FO supply unit
2. Abnormality Due to Overcurrent (preference tripping) No.1 group starter, panel 2
41D power distribution board
If the current on a running generator exceeds 1,251A for a period of 10 No.2 group starter, panel 9
seconds, the overcurrent relay will initiate the release of the first stage No.1 440V feeders, panel 3
of preferential tripping. If the current still exceeds 1,251A after a further 5 45D power distribution board
seconds the second stage of preferential tripping is released. Thereby providing No.2 440V feeders, panel 8
protection against the overcurrent which would otherwise trip the ACB. 230V feeders section, panel 1
3. Abnormality Due to Overcurrent (long time delay trip) 4AD power distribution board
No.1 Group Starter, Panel 2
If the current on a running generator exceeds 1,251A for a period of 50 seconds 4BD power distribution board
No.1 engine room vent fan
the overcurrent relay will operate to trip the ACB. Auxiliary blower
No.3 engine room vent fan
No.1 hydraulic power pack
4. Abnormality Due to Short Circuit No.1 HT FW cooling pump
No.2 hydraulic power pack
If a short circuit occurs on the busbar or the current exceeds 3,200A, the ACB No.1 main engine camshaft LO pump
No.1 main air compressor
will be tripped almost instantaneously (about 300msec) by the short time delay No.1 main cooling SW pump
trip fitted to the ACB. No.3 main air compressor
No.3 main cooling SW pump
No.1 working air compressor
5. Abnormality Due to Reverse Power No.1 LT FW cooling pump
Air conditioning fan
If there are abnormalities in the output of an engine during parallel operation, MDO transfer pump
GS battery charging and distribution panel
it may cause the generator to function as a motor, due to the power it receives No.1 main engine LO pump
from the other generator(s) through the common busbar. The effective reverse ECR package air conditioning unit
power will then flow through the connected circuit. If this reverse power Bilge, ballast and fire pump
Ballast pump room fan
reaches a level of 5% of the rated power, the reverse power relay is triggered
and will trip the ACB after a time delay of 5 seconds. Emergency switchboard ACB
No.2 Group Starter, Panel 9
No.2 main engine LO pump No.2 440V Feeders, Panel 8

6. Emergency Generator Abnormality Due to Overcurrent
HFO transfer pump
If the current on the running generator exceeds 110% of the rated maximum P9 power distribution focsle
(265A) for 30 seconds, the overcurrent relay will operate to trip the generator Main fire pump
Fuel oil feed unit, No.2 FO supply unit
ACB. No.2 main cooling SW pump
No.2 main air compressor
No.2 LT FW cooling pump
No.2 main 450/230V 90kVA transformer
No.3 LT FW cooling pump

Fresh water generator Fire detection system Relay box for air horn
IGG fuel oil pump Engine control console 4ED power distribution board
No.3 hydraulic power pack Communication and navigation distribution panel
Emergency Switchboard 230V Section
No.4 hydraulic power pack C/1D distribution panel
Shore supply 22D 220V power distribution board Navigation light control panel
Auxiliary boiler control panel 23D 220V power distribution board Signal light control panel
Scrubber SW pump 24D 220V power distribution board Combustion gas detection analysis and alarm panel
Air conditioning compressors 25D 220V power distribution board Fire alarm
No.2 inert gas fan IGS control local panel Whistle
No.2 main air compressor Cargo oil control console Emergency generator and diesel engine space heating
No.2 working air compressor High high level alarm panel High high level alarm panel
Main engine electrical governor Hydraulic power pack control panel VDR
Auxiliary blower No.1 gyrocompass
24V Battery Charge/Discharge Board
Stern thruster No.2 gyrocompass
Air conditioning reheat transfer unit Cargo console Unit power supply
42D power distribution board Engine console X band radar
44D power distribution board Wheelhouse S band radar
46D power distribution board Auto telephone system Engine control console
48D power distribution board Main switchboard synchronising panel Emergency generator battery charging board
4CD power distribution board Emergency switchboard generator panel Wheelhouse control panel
Water mist pump starter Internal earth lamps and voltmeter Radio equipment
Provision refrigeration compressors L/E1D emergency lighting distribution board (wheelhouse)
Emergency Switchboard 440V Section
No.1 steering gear L/E2D emergency lighting distribution board (accommodation
upper deck)
Incinerator Emergency fire pump
Emergency air compressor L/E3D emergency lighting distribution board (engine room)
230V Feeders Section, Panel 1 L/E4D emergency lighting board
No.2 engine room fan (rev)
L/1D lighting distribution panel wheelhouse for outside lights No.2 steering gear L/E8D No.8 light distribution panel for B&W engine
L/2D lighting distribution panel C and D deck Lifeboat winch
L/3D lighting distribution panel B deck Rescue boat davit 41D Power Distribution Board
L/4D lighting distribution panel A deck 24V DC charge/discharge board (Located on engine room floor starboard)
L/5D lighting distribution panel Upper deck No.1 emergency 440/220V lighting transformer 30kVA No.1 butterfly valve feed pump
L/6D lighting distribution panel, engine room lights No.2 emergency 440/220V lighting transformer 30kVA Bow thruster hydraulic pump
L/7D lighting distribution panel, engine room lights Water mist fresh water supply pump Stern thruster hydraulic pump
L/8D lighting distribution panel, fore deck lights Water mist supply pump No.1 HFO purifier
Board for outside deck lights Air breathing compressor No.1 LO purifier

MDO purifier Hydraulic top bracing unit 4AD Power Distribution Board
Stern tube LO transfer pump No.2 IGS deck seal pump (Located in the air conditioning room, upper deck)
Stern tube seal LO feed pump Air cooler cleaning pump Galley exhaust fan
Main engine auto LO filter Main engine turning gear Galley supply fan
Oil sludge pump Galley air conditioning unit (Romø and later)
45D Power Distribution Board
Stern tube LO pumps Foam room exhaust fan
(Located outside ECR, entrance from accommodation)
Deck store fan
Welding plate exhaust fan
Bow thruster room exhaust fan
(Located on engine room floor, port side forward)
Package A/C unit for workshop
Paint room fan
Butterfly valve remote control pump
Purifier room exhaust fan
Air CW leakage pump
Steering gear room exhaust fan 4BD Power Distribution Board
Cylinder oil transfer pump
(Located in the air conditioning room, upper deck)
Stern tube LO pump 46D Power Distribution Board
Laundry equipment switches
No.2 HFO purifier (Located in the steering gear room)
No.2 LO purifier Steering gear room heaters (7 sets) 4CD Power Distribution Board
Generator engine LO purifier No.1 and 2 steering gear greasers (Located in the electrical workshop)
Stuffing box CJC filter Steering gear room sockets
Camshaft CJC filter 47D Power Distribution Board
No.1 and 2 generator engine room sockets
Camshaft LO auto filter (Located in the cable locker on A-deck
No.3 generator engine room socket
Galley equipment switches
43D Power Distribution Board Inert gas generator room sockets
(Located on engine room middle platform port side) Engine room lower platform sockets
No.1 pump station feed oil pump Engine room floor sockets
(Located in workshop)
No.2 pump station feed oil pump Engine room crane
4ED Power Distribution Board
Cathodic protection system Lathe
(Located in the cable locker on the upper deck, opposite laundry)
Sewage treatment unit Grinding machine
Generator engine MDO supply pump
No.1 IGS deck seal pump Vertical drilling machine
No.1, No.2 and No.3 generator engine LO priming pumps
IGS booster FCW pump Electric welder
CO2 room fan
Oily water separator Oil discharge unit No.2 FW pump
Oily water separator feed pump Electrical test panel No.1 and 2 generator engines pre heaters
Oil filling pump
No.3 generator engine pre heater
44D Power Distribution Board (Located in the cable vent on B-deck)
(Located on engine room middle platform port side) Foam room
No.1 FW hydrophore pump Spare watertight socket for crane
Hot water tank Watertight socket with switch
Hot water tank circulating pump

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2.13.2 SHORE POWER j) Close the emergency switchboard bus tie breaker on the main
switchboard.
A shore connection box is provided in the emergency generator room to
accept power cables during refit. The shore connection box connects, via a k) Open the emergency generator ACB. Close the bus tie-breaker
breaker, to the main switchboard, No.2 AC 440V feeder panel. The emergency on the emergency switchboard.
switchboard can then be supplied as normal through the bus tie breaker on the
panel. l) Proceed to supply essential services such as fire detection,
lighting etc.
A phase sequence indicating lamp system is provided on the emergency
swtchboard shore power panel. The sequence should be checked before m) If no maintenance is scheduled for the emergency generator, it
connecting shore power to the main switchboard. If the sequence is found to may be shut down and left on automatic standby.
be incorrect, the shore supply must be isolated and two phases changed over.
The rotation should then be reinstated and the phase sequence checked again
A kWh meter, ammeter and pilot lamp, indicating shore power, are available
and a circuit breaker is provided on the main switchboard.
The shore power breaker is rated for 440V AC, 3ph, 60 Hz, 400A.
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) When it is intended to receive power from the shore, confirm

the power available light is on.
c) Isolate all non-essential services, including sequential restart.
d) Check the shore supply voltage.
e) Check the phase sequence.
f) Check the frequency of the shore power.
g) Open all generator ACBs.
h) Close the MCB for shore power to the connection box.
i) Close the shore power MCB on No.2 440V feeder panel on the
main switchboard. This breaker is interlocked and cannot be
closed if the feeder panel is live. Conversely, if the shore power
is supplying the feeder panel, no generator ACB can be closed.

2.13.3 MAIN ALTERNATORS Starting of large motors (thrusters and Framo hydraulic power pack motors) is
blocked until there is sufficient power available. Another diesel generator will
Maker: Hyundai Heavy Industries be started on request to meet the shortfall.
Type : HFJ6 566-14K brushless
Three generators will be required to operate in parallel when:
Output capacity: 1137.5kVA at 450V
• Discharging cargo
• Manoeuvring
General Description
The diesel generator will automatically start and connect to the main
Three main alternators are provided. Each alternator is rated at 1,137.5kVA at
switchboard under the following conditions:
450V AC, 3ph, 60 Hz. They are of the totally enclosed, self excited, brushless
type. The load voltage is kept constant by controlling the excitation current • Dead bus due to blackout
to the exciter. Output power from the stator is fed into a current/voltage
• Bus abnormal (high or low voltage, high or low frequency)
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 • ACB abnormal trip
rotor, which is rectified by the rotating three phase bridge connected rectifier
set and passed to the DC main rotor windings. The diesel generator will start, synchronise, connect to the busbar and run in
parallel with proportional load sharing under the following conditions:
Initial voltage build-up is by residual magnetism in the rotor. Constant voltage • Overload. The preferential trip system will first shed non-
control is achieved by the automatic voltage regulator, which shunts a variable essential load
current through the exciter windings, via a thyristor, to keep the AC stator
• Heavy electrical consumer start request
output voltage constant.
Passing air over an integral LT 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 shutdown periods.
Additionally, each air cooler is fitted with a float level unit which monitors
for water leakage from the air cooler. If necessary, the alternator can be run
with the air cooler out of service and isolated, although it will be necessary to
open the emergency side air vents and remove the baffle plates as directed by
the manufactures instructions. Although the alternators power rating under this
emergency cooling is not affected, ensure that the ventilation in the generator
space(s) is maintained at maximum efficiency.
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 at sea, with the remaining two
on standby. The priority order of the standby generator is selected using the
pushbuttons mounted on the synchronising section of the main switchboard.

2.13.4 EMERGENCY ALTERNATOR c) Check the emergency generator voltage and frequency. d) Turn the emergency generator ACB CONTROL switch to
the OPEN position. The BUS TIE ACB at the emergency
Maker: Newage International Stamford d) Turn the Cos-T selector switch to the NORMAL position. switchboard will close automatically and the emergency
Type: UC.M 274F1 generator will stop automatically.
e) Turn the emergency generator ACB CONTROL switch to the
Output capacity: 156kVA at 450V
OPEN position and the ACB will open.
Re-Establishing Normal Supply to the Emergency Switchboard
f) The emergency generator will now stop automatically. after a Blackout
General Description
g) When the emergency generator has completely stopped turn the The emergency generator must be ready for operation and selected for
A self-contained emergency alternator, rated at 120kW, is fitted in the emergency EMERG. operation.
BUS TIE ACB CONTROL switch to the CLOSED position.
switchboard room for use in an emergency or in refit. The alternator is the
self excited brushless type and can be set for manual or automatic operation. a) Check that normal power supply is available.
Automatic will be normally selected, with the manual setting being used for CAUTION
testing the alternator. The BUS TIE ACB CONTROL switch for the emergency generator b Turn the emergency generator ACB CONTROL switch to the
must not be operated unless the emergency generator has completely OPEN position and the ACB will open.
The emergency switchboard is normally supplied from the main switchboard. stopped.
When auto is selected, the emergency generator is started automatically by c) The bus tie ACB for the emergency switchboard will
detecting no-voltage on the emergency switchboard busbar. The emergency close automatically and the emergency generator will stop
alternator air circuit breaker will connect automatically to the emergency Test of Automatic Starting Procedure of Emergency Generator automatically.
switchboard after confirming the continuation of no-voltage. without Closing the Emergency Generator ACB
d) Check that the emergency generator Auto Standby lamp is
The emergency generator is designed to restore power to the emergency The emergency generator must be ready for operation and selected for illuminated.
switchboard within 45 seconds. The bus tie breaker on the emergency EMERG. operation.
switchboard, which feeds from the main switchboard, is opened automatically After tests have been completed the emergency generator must be returned to
when no-voltage is detected on the main switchboard. a) Turn the Cos-T selector switch to the TEST position and the the state where it is ready for automatic operation as and when required.
emergency generator will start.
The alternator is fitted with space heaters to prevent condensation when the
alternator is stationary or idling. The heater is interlocked with the air circuit b) Check the voltage and frequency of the emergency generator.
breaker.
c) Turn the Cos-T selector switch to the NORMAL position and
The alternator is capable of starting the plant from dead ship condition. the emergency generator will stop automatically.
Test of Automatic Starting Procedure with Closing of the Test of Automatic Starting Procedure of Emergency Generator
Emergency Generator ACB without Disconnecting the with Automatic Closing of the Emergency Generator ACB Via
Voltage Supply from Main Switchboard to the Emergency the Blackout Condition
Switchboard
The emergency generator must be ready for operation and selected for
The emergency generator must be ready to start and the selector switch must EMERG. operation.
be in the EMERG. position.
a) Turn the Cos-T selector switch to the TEST (BLACKOUT)
a) Turn the BUS TIE ACB CONTROL switch to the OPEN position and the bus tie ACB will trip. The emergency
position. generator will start and the emergency generator ACB will close
automatically.
b) Turn the Cos-T selector switch (located inside the cabinet on
the emergency switchboard and marked EM’CY GEN TEST) to b) Check the voltage and frequency of the emergency generator.
the TEST position. The emergency generator will start and the
emergency ACB will close automatically. c) Turn the Cos-T selector switch to the NORMAL position.

2.13.5 PREFERENTIAL TRIPPING, SEQUENTIAL RESTART conditions, such as pressure, within a preset time, the standby motor will cut in Restart at 0 Seconds
automatically. If power is only restored to the emergency switchboard, motors
whose supply is from the emergency switchboard will start irrespective of any No.1 and 2 steering gear motors
Preferential Tripping previous selection. No.1 and 2 main transformers
The power management system is designed to match the generator capacity to FO supply unit
the power requirements of the vessel. However, should overcurrent occur for Automatic Standby Start
No.1 and 2 emergency transformers
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 Provided that they are selected for AUTO CHANGE the following motors will Main engine camshaft LO pumps
switchboard and an overcurrent is detected. Load shedding is carried out in start automatically on loss of discharging pressure of the pumps and/or loss of Exhaust gas boiler feed pumps
two stages. voltage of the operating motors. A standby starting alarm will be given from
the alarm and monitoring system. Domestic water hydrophore pumps
Stage 1 (Identified by Green tabs at the main switchboard) • Main cooling SW pump Working air compressors
The following non-essential consumers will be shed after 10 seconds: • Main engine jacket cooling pump Emergency air compressor
• Workshop equipment (48D) • Low temperature cooling FW pump
Restart at 15 Seconds
• No.1 and 2 working air compressors • Main LO pump
• Cargo hose crane • Main engine camshaft LO pump Main engine LO pumps
• 4BD power distribution panel • Main engine FO circulating pump
• 4AD power distribution panel • Main engine FO supply pump
• 47D power distribution panel • Auxiliary boiler feed water pump Main engine No.1 auxiliary blower
• 45D power distribution panel • Auxiliary boiler FO pump
• 22D power distribution panel • Exhaust gas boiler feed water pump
• 23D power distribution panel Starting air compressors
Automatic Sequential Restarting
Stage 2 (Identified by Yellow tabs at the main switchboard) Restart at 45 Seconds
The following motors will start automatically after a black out:
The following non-essential consumers will be shed after 15 seconds: Main SW cooling pumps
• Steering gear
• No.1 and 2 air conditioning compressors LT cooling water pumps
• All auxiliaries associated with the propulsion system
• Reheater transformer for air conditioning
• Auxiliary blower
• Accommodation air conditioning fans Restart at 55 Seconds
• Starting air compressors
• Engine control room air conditioning unit HT cooling water pumps
• Engine room fans
When normal conditions are restored, the above breakers will have to be Main engine No.2 auxiliary blower
• Navigation and communication equipment
manually reset.
• Control and instrumentation equipment
Sequential Restart
When normal power is restored after a blackout, all essential service machinery
that was 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

2.13.6 UNINTERRUPTIBLE POWER SUPPLIES (UPS)
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:
• Cargo console
• Engine console
• Wheelhouse/navigation console
• Interior communication equipment - automatic telephones
• Emergency switchboard control section
• Main switchboard control and synchronising section
The radio/GMDSS equipment is backed up by a separate battery system.

2.13.7 BATTERIES, TRANSFORMERS, RECTIFIERS AND The board contains the following equipment: The charge and discharge performed after the recovery from a power
CHARGERS interruption is subjected to automatic control by the drooping device, which
• Power on indication lamp holds the battery charging current below a fixed current thus preventing it from
becoming excessively large.
Batteries • Boost charge indication lamp
• Charge failure indication lamp If the battery has been subjected to a period of duty due to power failure, on
The main 24V system is supplied by a battery charger/rectifier. The charger/ restoration of the power supply, the battery charger is automatically transferred
rectifier unit consists of two chargers configured in parallel with one 300AH • Two 0-40V battery voltmeters
to equalising charge and rapidly charges the battery. As soon as the battery
battery bank. No.1 charger is fed from the main switchboard 440V section and • Two 0-40A battery charger ammeters becomes fully charged, it reverts to floating charge.
No.2 is fed from the emergency switchboard 440V section.
• 0-100A ammeter to monitor total supply load
In the event of power failure, the 24V system is fed from the bank of • 0-40V voltmeter to monitor main 24V bus ,OOXVWUDWLRQD(PHUJHQF\%DWWHU\&KDUJLQJDQG9'LVWULEXWLRQ
batteries. • 100-0-100 battery ammeter 0DLQ6ZLWFKERDUG :KHHOKRXVH
See section 2.13.1 for a list of consumers, which consist of emergency lighting, • Earth lamps with test switch
alarm indication without audible alarms and illumination of steering and (PHUJHQF\6ZLWFKERDUG
• Insulation monitor and alarm unit
compass equipment.
• Charger change over facilities
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The batteries are on a floating charge, with the rectifier supplying the normal (PHUJHQF\6ZLWFKERDUG
requirements. The battery will supply additional requirements during periods The charger is fitted with a battery voltage monitoring facility which will raise
of heavy demand. an alarm if the battery voltage falls below a preset level. The unit is also fitted
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with a charger failure alarm.
A separate 24V battery and charger system is provided for the emergency
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generator starting arrangements. The board should be regularly inspected for earths on the outgoing circuits by &25HOHDVH-XQFWLRQ%R[
operation of the earth lamps.
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A separate 24V battery and charger system is provided for the radio/GMDSS
system. When an earth is present on an outgoing circuit, one of the lamps will glow (PHUJHQF\*HQHUDWRU&RQWURO
brighter than the other. Careful isolation of the outgoing circuits will locate the
faulty circuit with the lamps returning to their normal equal brilliance once the
Transformers faulty circuit is isolated. 8QLQWHUUXSWHG3RZHU6XSSO\
Two 440/230V, 3ph, 90kVA transformers supply the main switchboard 230V 0RQLWRULQJ
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section from the 440V feeder section. Operating Procedure 2XWVWDWLRQ1R 0DLQ6ZLWFKERDUG
Two 440/230V, 3ph, 30kVA transformers supply the emergency switchboard The battery charger is a fully automatic charging device which serves for the
230V section from the 440V feeder section. automatic charging of the storage battery.
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24V Charge/Discharge Board Battery Charger Floating Charge ,QYHUWHU
The 24V charge and discharge board is provided with chargers to allow the While the storage battery is fully charged, it is normally subjected to a floating
equalising and floating charge of the battery in order to supply power to the charge. In this condition, the charger supplies the 24V system with power.
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emergency lighting system, communication equipment, alarms, etc. During periods of high demand and failure of the power source the battery
will take over.
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and one supplied from the emergency switchboard. In an emergency the A constant voltage is applied to the battery and the charging current will vary
appropriate charger can be utilised by the selection switch on the front panel. 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 +LJK+LJK/HYHO$ODUP3DQHO
applied to the battery by the automatic voltage regulator (AVR) regardless of
load variation, power variation, ambient temperature change, etc. ,QHUW*DV6\VWHP/RFDO
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Illustration 2.13.8a Impressed Current
F.W.T (P. & S.) Residual

Upper Tank No.2 C.O.T.
Platform No.4 C.O.T. No.3 C.O.T. (Port & Starboard) No.1 C.O.T. F.P.T.
No.5 C.O.T. (Port & Starboard) (Port & Starboard) (Port & Starboard)
Aft Peak (W.B.)
Lower Engine Room (Port & Starboard)
Tank Flat Of Side
Platform
Flat of Side No.2 W.B.T.
No.6 W.B.T. No.5 W.B.T. No.4 W.B.T. No.3 W.B.T. No.1 W.B.T.
Floor (Port & Starboard)
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
Top Of Tank
Ref. Anode
Ref. Anode
175A Anode
Port and Starboad

2.13.8 IMPRESSED CURRENT CATHODIC PROTECTION Operation Propeller and Rudder Stock Earthing
Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of shaft bearings and rudder stock, brushes are
Introduction metal and the attached anodes, insulated from the hull, but in contact with fitted and bonded to the ship’s structure. In the case of the shaft, a slip ring
the sea water. The electrical potential of the hull is maintained in a negative is clamped to the shaft and is earthed to the hull via brushes. A second set of
Maker: Jotun
state compared with the anodes, i.e. cathodic, and in this condition corrosion brushes, insulated from earth, monitors the shaft mV potential and this signal
Power supply: AC 440V, 60Hz, 3ph is minimised. Careful control is necessary over the flow of impressed current, is fed to a millivolt meter. To ensure efficient bonding, the slip ring should be
which will vary with the ship’s speed, salinity and temperature of the sea cleaned on a regular basis.
The vessel is provided with an impressed current cathodic protection system. water, and the condition of the hull paint work. If the potential of the hull is
This method of corrosion protection automatically controls electrochemical made too negative with respect to the anodes, then damage to the paint film The rudder stock is earthed via a 70mm2 flexible earth cable between the deck
corrosion of the ship’s hull structure below the water line. Cathodic protection can occur electrolytically or through the evolution of hydrogen gas between head and rudder stock to minimise any electrolytic potential across bearings
can be compared to a simple battery cell, consisting of two plates in an hull steel and paint. The system on this vessel controls the impressed electrical and bushes.
electrolyte. One of the battery plates in the electrolyte will waste away through current automatically to ensure optimum protection. Current is fed through
the action of the flow of electrical current, if the two battery electrodes are titanium electrodes (anodes) located forward and aft on the hull. The titanium
does not waste away easily when acting as an anode and the anode surfaces Sacrificial Anodes
connected electrically. The metal to be protected, in this case, the ship’s hull,
acts as the battery anode, the bronze propeller the cathode and the sea water are streamlined into the hull. Fixed zinc reference electrodes forward and aft
are used to compare the potential of the hull to that normally found between Sacrificial zinc anodes are provided in the water ballast tanks. Aluminium
the electrolyte. If additional anodes are fitted and an external flow of current anodes are fitted to the sea chests and rudder.
is impressed to reverse the normal flow in the battery, then the hull now acts unprotected steel and zinc electrodes. Sufficient current is impressed via the
as a cathode and ceases to waste away. In essence, this is how an impressed anodes to reduce this to a level of between 150 and 250mV.
current cathodic protection system functions. When a vessel is fitted with Preparations for the Operation of the ICCP System
ICCP (Impressed Current Cathodic Protection) the hull steel is maintained at Electrical Installation
an electrical potential which is negative compared with the attached anodes. a) Supply power to the control unit.
The current which is impressed must be equal and opposite to that which is The system consists of a Controller Power Unit, reference electrodes and
generated by the corrosion cell set up by the hull, propeller and sea water. anodes; the anodes installed on the hull, one forward and one aft. System b) Switch to manual mode.
status readings are available on an LCD at the control unit and these should be
For this reason, terminals normally comply with the ISGOTT Recommendation inspected and logged each day. c) Check the voltage of each reference electrode.
20.6, Earthing, Bonding and Cathodic Protection, which states, referring
to IMO recommendations for the safe transport, handling and storage of This control unit is also equipped with an alarm to give warning of any system d) Switch to automatic mode.
dangerous substances in port areas, that ship shore bonding cables should abnormalities.
be discouraged. High currents that can occur in earthing cables and metallic e) Set the control to the required level.
connections are avoided. These are due to potential differences between ship
and terminal structure particularly due to the residual potential difference Aft System
that can exist for up to 24 hours after the shipboard ICCP has been switched Routine checks
The aft system consists of a power supply and control unit which is connected
off. These terminals usually utilise insulating flanges on hose connections to to four hull mounted anodes, two port and two starboard, and one hull mounted
electrically isolate ship and terminal structure. a) Record the total current on a daily basis.
reference cell.
During preparations for berthing at terminals where such insulation is not Manual operation will only be required on the failure of the reference
employed, or where earth connections are mandatory by local regulation, or Forward System electrodes.
when bunker barges come alongside, the ICCP should be switched off at least The forward system consists of one hull mounted reference cell.
24 hours in advance. b) Check the reference electrode voltage on a daily basis.
c) Check and clean the shaft slip ring and brushes every month.
Fresh Water Operation
When the vessel enters a river estuary, the fresh or brackish water may limit d) Inspect the rudder stock earth strap every month.
the spread of current from the anodes due to the higher resistivity of the water.
Normally this would cause the voltage output to increase to compensate for it, e) Inspect and clean control unit cooling fans and grills every three
accompanied by very low current levels and the reference electrode potentials months.
may indicate under protection. However, in this system this is taken care of
by the computer and the system will automatically return the hull to optimum
protective level on returning to sea water.

Illustration 2.13.9a Thrusters
Thruster and Hydraulic Pump Starter Panel on BMCC
Main Bridge Control Panel

BOW UNIT STERN UNIT
Bridge Wing Panel
BOW UNIT LAMP
TEST
HYDR.
RUN
LAMP
TEST
HYDR.
RUN
BOW UNIT
HYDR HYDR HYDR HYDR
STOP START STOP START
LAMP
TEST
READY DRIVE READY DRIVE LAMP

FOR MOTOR FOR MOTOR TEST
START RUN START RUN
DRIVE DRIVE DRIVE DRIVE

IN OVER IN
SHAFT MOTOR SHAFT MOTOR
SERVICE LOAD COMMAND
STOP START STOP START IN OVER IN
EM'CY START
STOP REQUEST 2/,,3 2/,,3
EM'CY
STOP
2/9#%
2/,,32/9#% 2/9#%
2/,,32/9#%
STERN UNIT COMMAND

REQUEST/
TEST
STERN UNIT COMMAND
REQUEST/
TEST
IN OVER IN
IN OVER IN
EM'CY
STOP
EM'CY START
STOP REQUEST
2/,,3
2/9#%
2/,,32/9#%
2/,,3
2/9#%
2/,,32/9#%
Electric Motor
Feedback
Pitch Feedback Signal Unit
Thruster and Hydraulic Pump Starter Panel in ECR

on Group Starter Panels on Main Switchboard
BOW UNIT STERN UNIT
Starboard
Hydraulic
Port
LAMP
TEST
HYDR.
RUN
LAMP
TEST
HYDR.
RUN Control
Signals
HYDR HYDR HYDR HYDR
Central
Unit Hydraulic
READY
FOR
DRIVE
MOTOR
READY
FOR
DRIVE
MOTOR Power Pack
START RUN START RUN
Valve Control Signals Control
Valve
2/,,3 2/,,3 Thruster Unit

2/9#%
2/,,32/9#% 2/9#%
2/,,32/9#%
Key
Electrical Signal

2.13.9 THRUSTERS The propeller unit comprises a propeller tunnel in which a single stay gear • Control of pitch with proportional thrust command
housing is bolted. A four bladed propeller and shaft assembly are mounted
• Indication of pitch
Maker: Rolls-Royce AB in bearings in the gear housing. The main part of the tunnel thruster is the
Type: TT1650 I CE propeller hub with blades, and the propeller shaft. The shaft is supported by • Start/stop of drive motor and hydraulic pump motor (BMCC
one spherical roller bearing and two axial roller bearings. The shaft seal of and ECR only)
No. of units: 2, one bow and one stern
rubber sleeves prevents water from penetrating and oil leakage. • Overload indication
Drive power: 865kW
Drive motor speed: 1,780 rpm • Emergency stop
Operation Principle
Propeller speed: 375 rpm • Lamp test
Propeller disc diameter: 1,650mm In the propeller hub there is a servomotor which turns the propeller blades.
No. of blades: 4 per unit The servomotor consists of an integrated piston and an axially moving piston Operation Procedures
rod. The movement is obtained by leading pressure oil to one side or the other
Before Starting the Tunnel Thruster
of the piston.
Overview a) Check that power is available.
The piston rod has a crosshead with four transverse slots for sliding shoes, one
The vessel is equipped with a bow and stern thruster, each thruster system for each of the blades. The eccentric crank pin fits into the hole of the sliding b) The bow thrust unit has a ventilation fan which supplies the bow
consists of four main parts: shoe. The crank pin ring is supported in a bearing lining, which is integrated thruster compartment. Ensure that the ventilation mushroom
• A tunnel with propeller unit, a driving motor, a hydraulic system with the hub body. When the piston rod moves, the crank pin ring rotates with type ventilation cover is in the raised/open position, (check
and an electric control system. the circular movement transmitted via the piston rod slot and sliding shoe and indicator spindle on the side of the casing) and the damper
crank pin. The propeller blade, which is fixed on the crank pin ring by screws, directly below the fan unit is open. Ensure the fan is set to
• The propeller unit is driven by an electric motor at a constant will then turn. AUTO on the local starter control panel in the bosun’s store.
speed in single direction of rotation. The propeller is provided
with hydraulically adjustable propeller blades, which makes it Each blade is provided with a sealing ring to prevent water entrance to the hub c) From the BMCC start the electrically driven hydraulic
possible to vary the magnitude and direction of thrust. or oil leakage. pump. The ventilation fan for the bow thrust unit will start
• The tunnel thruster facilitates the manoeuvring of the vessel to automatically at this time.
a great extent when speeds are low or zero. The ship’s tunnel Remote Control System
thruster is also a useful complement to the ship’s rudder at d) Check that no alarm exists.
speeds up to 5 knots. The thruster and the rudder together give The control system is a microprocessor based remote control system used to
an increased steering effect. control the pitch setting of the tunnel thruster. As the pitch is changed, either to e) The pitch will automatically go to zero.
port or starboard, the propeller will continue to rotate in one direction.
At speeds greater than 5 knots there is a risk of drawing air into
the thruster, particularly when operating at shallow draught, The manoeuvring is performed from a control station equipped with a control Starting the Drive Motor
and that will degrade the performance and can cause cavitation lever. When ordering thrust with the control lever, the system applies the a) Press the START REQUEST pushbutton, the control system
damage. The drawing in of air can be detected by hunting of the correct pitch setting according to a curve in the computer, for the thrust to be will now interrogate the PMS system to ensure that there is
main motor ammeter and should be avoided. proportional to the lever position. When manoeuvring, the load of the drive sufficient power available and if there is then the READY
• The controllable pitch tunnel thruster runs at a constant shaft motor is controlled by the system by automatic regulation of the pitch. The FOR START lamp will be illuminated. The operator can now
speed. Power and thrust are controlled by changing the pitch of maximum allowed load is determined by the ‘load limit’. start the drive motor by pressing the DRIVE MOTOR START
the blades. The propeller always rotates in the same direction. pushbutton.
As starboard and port thrust must be equal the blades are As there is more than one control station available, a responsibility system is
designed with zero initial pitch and symmetrical blade section. included, this allows only one control station at a time to be ‘In Command’. b) Check that the drive motor has started. The DRIVE MOTOR
RUN lamp indicates that drive motor is running at full speed.
On each control station the actual pitch setting of the tunnel thruster(s) will
Note: When a stationary vessel is turned with a tunnel thruster, the vessel is be continuously indicated. The driving motor can be started only when the
also given a sideways motion. The simultaneous turning and crabbing results c) The tunnel thruster is now ready for use. By default the
propeller blades are in zero pitch position, which reduces the starting torque to command is at the BMCC station.
in a slow longitudinal motion of the vessel, ahead when the tunnel thruster is a minimum and therefore a lower starting current.
located in the bow, astern when it is located at the stern. This should be kept
in mind when manoeuvring in narrow harbours. Control of the system is either from the bridge manoeuvring control console
(BMCC) or the bridge wings. The control panels have the following features:

Illustration 2.13.9a Thrusters
Thruster and Hydraulic Pump Starter Panel on BMCC
Main Bridge Control Panel

BOW UNIT STERN UNIT
Bridge Wing Panel
BOW UNIT LAMP
TEST
HYDR.
RUN
LAMP
TEST
HYDR.
RUN
BOW UNIT
HYDR HYDR HYDR HYDR
LAMP
TEST
READY DRIVE READY DRIVE LAMP

FOR MOTOR FOR MOTOR TEST
START RUN START RUN

IN OVER IN
STOP START STOP START IN OVER IN
EM'CY START
STOP REQUEST 2/,,3 2/,,3
EM'CY
STOP
2/9#%
2/,,32/9#% 2/9#%
2/,,32/9#%
STERN UNIT COMMAND

REQUEST/
TEST
STERN UNIT COMMAND
REQUEST/
TEST
IN OVER IN
IN OVER IN
EM'CY
STOP
EM'CY START
STOP REQUEST
2/,,3
2/9#%
2/,,32/9#%
2/,,3
2/9#%
2/,,32/9#%
Electric Motor
Feedback
Pitch Feedback Signal Unit
Thruster and Hydraulic Pump Starter Panel in ECR

on Group Starter Panels on Main Switchboard
BOW UNIT STERN UNIT
Starboard
Hydraulic
Port
LAMP
TEST
HYDR.
RUN
LAMP
TEST
HYDR.
RUN Control
Signals
HYDR HYDR HYDR HYDR
Central
Unit Hydraulic
READY
FOR
DRIVE
MOTOR
READY
FOR
DRIVE
MOTOR Power Pack
START RUN START RUN
Valve Control Signals Control
Valve
2/,,3 2/,,3 Thruster Unit

2/9#%
2/,,32/9#% 2/9#%
2/,,32/9#%
Key
Electrical Signal

Control Panel Selection The ‘IN COMMAND’ lamp lights, indicating when the control station in
a) Select control panel by pushing the COMMAND REQUEST question is in control of the unit.
pushbutton. When the ‘IN COMMAND’ lamp lights, the
When the command is on ‘Bridge’ the command can be transferred between
control panel is in command.
main bridge control station and the bridge wing control station(s).
b) The propeller thrust can now be manoeuvred in the desired When the pushbutton ‘Command Request’ is pushed the command is directly
direction by means of the control lever. transferred. The lamp ‘In Command’ indicates which station is in command.
c) The propeller thrust is approximately proportional to the
position of the control lever, via the pitch curve. Load Control
The load control system prevents the drive motor from being overloaded. The
Stopping the Tunnel Thruster system measures the drive motor current, i.e. load of the drive motor. The load
signal is compared to the Load Limit parameter (Load Limit 1 or Load Limit
a) Set the control lever in ‘0’ position. 2). If the drive motor current is too high the pitch, as well as the drive motor
load will be reduced.
b) Stop the drive motor(s).
To prevent mechanical damage at high speed, pitch changes caused by e.g. air
c) Stop the electrically driven hydraulic pump(s). The bow thrust
in the hydraulic system, there is a supervision of pitch response overspeed.
ventilation fan will stop approximately ten minutes aft the
hydraulic power pack unit is stopped. Any ventilation covers
should not be closed until after the fan has stopped. Emergency Stop
The emergency stop pushbutton activates an opening contact which causes the
Pitch Control Operation drive motor to stop. The drive motor running information disappears. When
the drive motor is stopped, the pitch is automatically reset to zero. Emergency
Control lever stops are located at each of the control stations, in addition emergency stops
The control lever is a rotatable +/- 60o with click stop locations for the outputs are located inside yellow cabinets on the focsle deck at the winch/windlass
0 - 1/2 - 1. The propeller thrust is approximately proportional to the position of remote stands and on the poop deck at the aft end on the winch remote control
the control lever, via the pitch curve. stands.
The control system controls the pitch, the lever movement is transmitted to Starting Operations from the Engine Control Room
the central unit and fed into a function generator (FG) where the required
relationship between lever position and pitch command can be adjusted. Starting and stopping of the hydraulic power packs and the main drive motor
can be carried out at the control panels on the respective main switchboard
Output from the FG is the pitch command, which is fed to the regulator where panel. Although the starting operation can be carried out that these positions
it is compared to the actual pitch position, (feedback signal). Pitch correction there is no indication that the fan is running for the bow thruster unit, or is
signal, from load control process and external thrust reduction, is also fed to there any indication that the pitch setting is in on zero before attempting to
the regulator. start the main drive motor, additionally, there is no load (amps) indication, or
an overload indication alarm.
If there is a difference between ordered and actual pitch, the hydraulic pitch
control valve is activated in order to correct the actual pitch setting until the
control error (difference) has disappeared.
Change from Main Bridge to Bridge Wing Control

Press the COMMAND REQUEST/TEST pushbutton for request of command
and transferring between main bridge and the bridge wing station(s). The pitch
setting should be set to zero before transferring control.

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 System
2.14.6 Garbage and Incinerator
Illustrations
2.14.1a Domestic Fresh Water System
2.14.2a Domestic Refrigeration Plant System
2.14.3a Accommodation Air Conditioning Plant
2.14.5a Sewage Treatment System
2.14.5b Sewage Treatment Tank

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2.14 ACCOMMODATION SYSTEMS plant is shut down or during refit. Fresh water is heated to 70°C and is then Position Description Valve
circulated around the ship by the hot water circulating pump. By continually
Open Inlet valve to calorifier
2.14.1 DOMESTIC FRESH WATER SYSTEM circulating the hot water around the ship, water is saved by not having to run
as much water off in order to get hot water at an outlet. Both the steam and Open Outlet valve from calorifier
Domestic Fresh Water (Hydrophore) Pump electrical supplies to the calorifier are thermostatically controlled. Open Inlet to hot water circulating pump QG08
Maker: Shinko Open Outlet from hot water circulating pump
A separate fresh water pump supplies water from the service fresh water tank
Model: VJ40M to the water spray fire extinguishing system. This pump is not part of the b) Start one FW hydrophore pump.
No. of sets: 2 domestic water system.
Capacity: 6.0m3/h x 4.5kg/cm2 The fresh water system supplies the following: c) Fill the hydrophore tank to about 75% capacity.
• Sanitary system
Hot Water Circulating Pump d) Stop the hydrophore pump.
• Drinking water system
Maker: Shinko
• Calorifier and accommodation hot water services e) Slightly open the air inlet valve to the tank until the operating
Model: HJ40M pressure is reached.
No. of sets: 1 • Main engine turbocharger cleaning
Capacity: 2.0m3/h x 2.0kg/cm2 • LO, HFO and MDO purifier operating water systems f) Close the air supply.
• Exhaust gas boiler washing
g) Repeat steps (b - f) until the tank is at the operating pressure,
Sterilising Unit • Fresh water cooling system tanks with the water level at about 75% full.
Maker: Jowa • Chemical dosing units
Type: Silver Ion (Ag-S) h) Switch one hydrophore pump to AUTOMATIC operation.
• Bilge water separator
• Generator engine turbocharger cleaning i) Open the hydrophore tank outlet valve slowly until the system
Rehardening Filter pressurises. Check that the duty hydrophore pump starts and
• Main engine chemical cleaning tank stops in order to maintain the correct system pressure.
Maker: Jowa
• Main engine air cooler cleaning
j) Start the hot water circulating pump.
• Oil discharge monitoring equipment
Introduction • Engine room services k) Vent air from the calorifier.
Fresh water for domestic use is stored in two fresh water storage tanks. Both • Auxiliary and exhaust gas boiler sample coolers
l) Start the electric heater for the calorifier.
tanks are normally filled from the fresh water generator, but if necessary can • Exhaust gas boiler soot collection vessel
be filled from shore. The distilled water produced in the fresh water generator
m) Check that the heater maintains the correct water temperature.
is initially passed through a rehardening filter and then through a silver-ion
steriliser before being supplied to the domestic fresh water storage tanks, see Procedure for Operation of the Domestic Fresh Water System
n) Supply steam to the calorifier when steam is available.
section 2.4.4 Evaporator and Distilled Water Transfer and Distribution.
a) Set the valves as in the following table.
o) Shut down the electric heater when steam is available and in
Water is supplied to the fresh water system by two pumps, which pressurise
use.
the hydrophore tank. One of the pumps will be on duty with the other pump Position Description Valve
available should the duty pump fail. The duty pump is selected for automatic Open FW tank outlet valve (open for duty tank) QG3 or QG4 p) The water spray extinguishing system should now be made
mode and will start and stop according to the pressure in the hydrophore tank.
Open No.1 FW hydrophore pump suction valve QG25 ready by setting the following valves:
Cold sterilised fresh water is supplied under pressure to the accommodation for
domestic purposes. The hydrophore tank supplies outlets in the engine room, Open No.2 FW hydrophore pump suction valve QG26
accommodation and on deck. Open No.1 FW hydrophore pump discharge valve Position Description Valve
Open No.2 FW hydrophore pump discharge valve Open FW tank outlet valve QG3 or QG4
Cold water is also supplied to the calorifier where it is heated for the domestic Open Hydrophore tank inlet valve Open Water mist FW pump suction valve QG38
hot water system. The calorifier is a thermostatically controlled vertical storage Open Water mist FW pump discharge valve QG14
Closed Hydrophore tank discharge to FW system
and heating vessel of 0.5m3 capacity, which utilises steam or electricity to
provide the heat. The 30kW electric heater is reserved for use when the steam Open Master valve to accommodation cold system QG11

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2.14.2 DOMESTIC REFRIGERATION SYSTEM The liquid refrigerant is returned through a dryer unit and filtered to the cold Operating Procedures
room evaporators.
To Start the Refrigeration Plant
Refrigeration Plant
Maker: Daikin Ind. Ltd The compressors are protected by high pressure, low pressure and low a) At the refrigeration control panel set the power supply breaker
lubricating oil pressure cut-out switches. Each unit is also fitted with a to the ON position.
No. of sets: 2
crankcase heater.
Model: RSHD 8A b) Check that the sump oil level is correct.
Compressor: 3H64QML-F Thermostats in each room enable a temperature regulating device to operate
Condensor: CSS 2712D-14 the solenoid valves independently, so as to reduce the number of starts and c) All stop valves (except the compressor suction) in the refrigerant
running time of the compressor. line should be opened and fully back seated to prevent the
pressure on the valve reaching the valve gland.
Introduction The air coolers convert the refrigerant as it expands into a super-cooled vapour,
under the control of the expansion valves. This vapour extracts heat from the d) Ensure that the LT fresh water cooling system is operating and
Cooling for the meat and fish room and vegetable room is provided by a air blowing over the evaporator and is then returned to the compressor through that cooling FW is circulating correctly.
direct expansion R-134a system. The plant is automatic and consists of two the non-return valves. When all the solenoid valves at the air coolers are closed
compressors, two condensers and one evaporator coil in the meat and fish by the room thermostats, the low-pressure switch will stop the compressor. e) Open the valves for the condenser cooling water. Check there is
room and one evaporator coil in the vegetable room. sufficient flow.
A back pressure controlled constant pressure valve is included in the vegetable
Air in the cold rooms is circulated through the evaporator coils by electrically rooms to prevent the temperature dropping too far below the normal set point, f) Open the compressor suction valve one turn.
driven fans. which would damage the provisions, should the inlet solenoid valve fail to
close properly. g) Set the capacity control selection switch to the LOAD position,
The vegetable room is fitted with an ozone generator, the selection switch and then set the ‘Control’ selection switch to MANU, the compressor
operation indication light is located on the control panel for the refrigeration Any leaks of refrigerant gas from the system will result in the system becoming will now start.
plant. Ozone (O3) as tri-atomic allotrope of oxygen, is a highly reactive undercharged. The symptoms of the system being undercharged will be
oxidising agent and readily breaks down the bacteria that causes fruit and low suction and discharge pressures, with the system eventually becoming h) Continue opening the suction valve slowly, taking care to
vegetables to decay, thus extending the time they will remain fresh. It is ineffective with bubbles appearing in the sight glass. prevent the possibility of liquid returning to the compressor.
generated by passing air over an electrical field and is then circulated in the air Also take care to keep the suction pressure above the low
in the vegetable room in a concentration typically between 0.5 and 10ppm. A side effect of low refrigerant gas charge is an apparent low lubricating oil pressure cut out point.
level in the sump. A low charge level will result in excess oil being entrapped
Ozone naturally depletes after about 20 minutes to ordinary oxygen (O2) in the circulating refrigerant, causing the level in the sump to drop. i) When the room temperatures are pulled down, move the
so the generator must remain on for prolonged periods to remain effective. ‘Control’ selection switch from MANU to OFF. The compressor
Ozone will react with airborne molecules and reduce the natural smell inside When the system is charged to full capacity the excess oil will be separated out will now stop. Set the capacity control switch to AUTO and the
the vegetable room and this may be used as a measure of the generator’s and returned to the sump. ‘Control’ switch to AUTO. The compressor will now operate
effectiveness. During depletion it leaves no residual by-products. automatically according to the cooling demand from the rooms.
During operation the level as shown in the condenser level gauge will drop.
The meat and fish room evaporator is equipped with a timer controlled electric If the system does become undercharged the whole system should be checked Whilst Running
defrosting element. The frequency of defrosting is chosen by means of a for leakage.
defrosting relay built into the starter panel. i) Check the inlet and outlet pressure gauges.
When required, additional refrigerant can be added through the liquid charging
Under normal conditions one compressor/condenser unit is in operation, with line, after first venting the connection between the refrigerant bottle and the j) Check the oil level and oil pressure.
the other on available for use with all valves shut until required. charging connection.
k) Check for leakages.
The plant is not designed for parallel operation of the two systems because of The added refrigerant is dried before entering the system. Any trace of moisture
a risk of transfer of lubricating oil between the compressors. in the refrigerant system will lead to problems with the thermostatic expansion
valve icing up and subsequent blockage.
The compressor draws R-134a 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 and changes state to a liquid.

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Defrosting e) Check all room temperatures and evaporation coils for any sign
of frosting.
The air cooler in the meat and fish room is fitted with electrical defrosting, i.e.,
the evaporator and drip trays are provided with electric heating elements. The The following conditions register in the central alarm system:
frequency of defrosting is chosen by means of a defrosting relay built into the • Power failure
starter panel. The defrosting sequence is as follows:
• Overcurrent trip
a) The compressor stops and all solenoid valves in the system • High pressure trip
close.
b) The fans in the meat and fish room stop working but the fan in
the vegetable room continues the circulation of the warm air
over the cooler. In this way the cooling surfaces are kept free
from ice.
c) The electric heating elements in the meat and fish room switch
on.
d) As long as the cooler is covered with ice, the melting takes

nearly all of the heat supplied by the heating element 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 room. When the temperature reaches
the set point of the defrosting thermostat, (approximately
+10°C) the heating element switches off.
e) The compressor starts.
f) When the coil surface temperature has gone below the freezing
point, the fan in the meat and fish room starts.
Note: The recommended defrost cycle is 20 to 30 minutes every 11 hours,

however, it may be preferable to defrost every 12 hours so that a time of day
may be chosen to ensure the room is unlikely to be accessed during defrost.
Note: If twenty to thirty minutes is insufficient to complete a defrost, check

the frequency of visits by catering staff is not excessive and check that the
door seals are in good condition.
System Running Checks to be Carried out 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 must be investigated.

Illustration 2.14.3a Accommodation Air Conditioning Plant

Air Filter Air Heater Exhaust Fan Air Filter Air Heater Exhaust Fan
Return Air Exhaust Air Return Air Exhaust Air

Duct Duct Duct Duct
TI TI
Total Total
Heat PI Heat PI
Exchanger Exchanger
TH From TH From
Fresh Air 7kg/cm2 Fresh Air 7kg/cm2
Duct Steam System Duct Steam System
TI TI TI TI
Total Heat Air Filter Total Heat Air Filter

Condensate Condensate
Exchanger Unit Exchanger Unit
Outlet Outlet
Humidifier Supply Humidifier Supply

TI Air Duct TI Air Duct
Air Heater Air Heater
PI PI
From From
QE73 7kg/cm2 QE73 7kg/cm2
Steam System Steam System
HU HU
Air Air
TI Cooler TI Cooler
Condensate Condensate
Outlet Outlet
Supply Fan Steam Trap Supply Fan Steam Trap

Air Handling Air Handling
Unit Unit
Key LP HP OP Condensing Unit

LP HP OP Condensing Unit
Steam
HLS OPS HLS OPS
Condensate
Fresh Water Cooling
Refrigeration Gas
Refrigeration Liquid No.1 Open To No.2 Open To

Air Conditioning Release Air Air Conditioning Release Air
Electrical Signal Compressor Compressor
TI TI
Thermostatic Expansion Valve
To and From
WP Water Pressure Gauge To and From L.T. F.W.
Condenser QB16 L.T. F.W. Condenser QB18
Cooling
WPS Water Pressure Switch Cooling
QB17 QB19 System
System
TH Thermostat
LP Low Pressure Gauge TI WP WPS TI WP WPS

HP High pressure Gauge
Filter and Filter and
OP Oil Pressure Gauge Dryer Dryer
HLS High and low Pressure Switch
OPS Oil Pressure Switch

Charging Charging
HU Humidity Controller Connection Connection

2.14.3 ACCOMMODATION AIR CONDITIONING PLANT The compressor compresses the vapour returning from the evaporator coils and Operation of the Air Conditioning System
delivers the hot refrigerant gas to the condenser where the LT cooling water
Maker: Namirei-Showa Co. Ltd cools the gas and changes its state to a liquid. The air conditioning system is designed to run with one compressor at a time
No of sets: 2 meeting the full air conditioning load of the accommodation. Capacity control
From there the liquid passes through a filter dryer to the thermostatic expansion is automatic. The other condensing unit is available as required or undergoing
Refrigeration unit: ACU-3713a valves where it begins to expand and change state to a vapour. The expansion maintenance.
AHU model: NAHEV-150 continues through the majority of the evaporator coil and in doing so absorbs
heat from the air passing over the coil
To Start the Ventilation System
Introduction The compressor is fitted with an internal oil pressure activated unloading
a) Check that the air filters are clean.
mechanism which affords automatic starting and variable capacity control.
The air is supplied to the accommodation by two air handling units located in
b) Set the air dampers to the outside position.
the air conditioning room situated on the upper deck. The units consist of an The compressor is protected by a high and low pressure cut-out switch and low
electrically driven fan drawing air through the following sections: lubricating oil pressure trip. A crankcase oil heater is fitted.
c) Start the supply fans.
• Filter
Any leakage of refrigerant gas from the system will result in the system
• Mixing chamber for fresh and recirculated air becoming undercharged. WARNING
It is essential that no water should be lying in the air conditioning system
• Preheating coil
The symptoms of system undercharge will be low suction and discharge as this can become a breeding ground for legionella bacteria which can
• Humidifier nozzles pressure and the system eventually becoming ineffective. have serious, or even fatal, consequences. The drains should be kept
clear and areas where water can lie should be sterilised at frequent
• Evaporator coils
A side effect of low refrigerant gas charge is an apparent low oil level in intervals.
The air is forced into the distribution trunking which supplies the the sump. A low charge level will result in excess oil being entrapped in the
accommodation. Air may be drawn into the system either from outside or from circulating refrigerant gas, causing the level in the sump to drop. To Start the Air Conditioning Compressor
the accommodation via recirculation trunking.
When the system is charged to full capacity, this excess oil will be separated a) The crankcase heater on the compressor to be used should be
out and returned to the sump. switched on 6 hours prior to starting the compressor.
All cabin ventilation units have been adjusted to supply no more than the
maximum air quantity assigned to the individual rooms served by the plant.
During operation, the level as shown in the condenser level gauge will drop. b) Check that the oil level is correct.
Regulation of the air quantity to an individual cabin is made by means of the
control knob on the cabin unit and adjustment is left entirely for the room
If the system does become undercharged, the whole system pipework should c) All stop valves in the refrigerant line, except the compressor
occupant to choose. There is a heat exchanger unit which helps reduce the
be checked for leakage. suction, should be opened and fully back seated to prevent the
cooling load or heating load on the air conditioning system. When cooling is
pressure in the valve reaching the valve gland.
required the incoming air is hotter than the outgoing air and so the incoming
air is cooled by the exhaust air being vented. When heating is required the When required, additional gas can be added through the charging line, after first
venting the connection between the gas bottle and the charging connection. d) Check that the central fresh water cooling system is operating
incoming air is colder than the outgoing air and so the incoming air is heated
and supplying cooling water to the air conditioning units.
by the exhaust air being vented.
The added refrigerant is dried before entering the system as any trace of
With heating or cooling coils in use, the unit is designed to operate on 70% moisture in the refrigerant will lead to problems with the thermostatic e) Open the valves for the condenser cooling water. Check that
fresh air supply. The ratio of circulation air may be varied manually using the expansion valve icing up and subsequent blockage. there is sufficient flow.
damper in the air inlet trunking.
Cooling water for the condenser is supplied from the low temperature fresh f) Open the compressor suction valve one turn.
The inlet filters are of the washable mat type and heating is provided by coils water cooling system.
supplied by steam from the 7.0kg/cm2 system. g) Start the compressor.
Cooling is provided by a direct expansion R-134a system. The plant is h) Continue opening the suction valve slowly taking care not
automatic and consists of two compressor/condenser units supplying the to allow liquid into the compressor. Also ensure the suction
evaporators located in the accommodation air handling units. pressure is above the cutout point.
Each refrigeration (compressor/condensing) unit is capable of supplying 100%

of the total capacity requirement and under normal conditions one refrigeration
unit will be in use.

Whilst Running a) Shut the liquid outlet valve on the condenser and the outlet from
a) Check the inlet and outlet pressure gauges. the filter.
b) Check the oil level and oil pressure. b) Run the compressor until the low pressure cut-out operates.
c) Check for leakages. 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.
Compressor - Running Checks
d) Shut the compressor suction and discharge valves.
• The lubricating oil pressure should be checked daily.
• The oil level in the crankcase should be checked daily. e) Close the inlet and outlet valves on the cooling water to the
condenser.
• The suction and discharge pressure should be checked daily.
• The temperature of oil, and the refrigerant gas suction and f) The compressor discharge valve should be marked closed and
discharge temperatures should be checked daily, together with the compressor motor isolated to prevent possible damage.
the motor bearing temperatures.
• A periodic 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 air
conditioning refrigeration unit.
g) 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 risk
of charge leakage through the shaft seal.

2.14.4 MISCELLANEOUS AIR CONDITIONING UNITS Shutting Down Procedure for the Operation of the Galley Package Air
a) Turn the selector switch to the OFF position. Conditioning Unit
Maker: Carrier Corporation
Model: 90 MA 308-621 The package air conditioning unit will shut down but with the main power a) At the cooling water booster pump, open the cooling water inlet
Refrigerant: R134A switch still in the ON position the compressor crankcase heater will remain and outlet valves.
No. of sets: 2 on.
b) Open the cooling water inlet and outlet valves for the condenser
b) Close the condenser cooling water inlet and outlet valves. in the air handling unit room. Start the cooling water pump,
Package air conditioning units are provided to supply the following spaces: ensure the correct pressure is obtained at the condenser.
• Engine control room Under normal circumstances the package air conditioning unit is turned off
using the above procedure. If the compressor unit needs to be isolated for c) Ensure the power is available for the unit, then on the temperature
• Workshop
maintenance the maintenance manual must be consulted in order to ensure that controller set the temperature required in the galley.
The units are all self-contained, comprising a fan, compressor, refrigerant no refrigerant gas is released.
When the current temperature is displayed on the LCD press the
circuit, filters and controls and are supplied with cooling water from the low
Routine maintenance of the package air conditioning unit involves cleaning of SET key once, the display will change to a blinking read out.
temperature central fresh water cooling system.
the filter elements on a monthly basis. Press the UP or DOWN keys to set the required temperature,
holding in the required key for longer than 4 seconds will
Procedure for the Operation of the Package Air Conditioning advance the temperature range more rapidly.
Galley Air Conditioning Unit
Units
When the required setting has been reached release the UP or
Maker: York Refrigeration DOWN button then press the SET button for at least 5 seconds,
Starting Model: HIP-5WDS this will there store the required value.
a) Turn the main power switch to the ON position. This Refrigerant: R134a
automatically switches on the compressor crankcase heater and Cooling capacity: 14,600kcal/h d) Press the START button, the unit will now control the galley
the heater should be turned on at least 12 hours before the unit temperature, starting and stopping under automatic control.
Heating capacity: 12,900kcal/h
is operated.
Compressor: MTZ 80
b) Ensure that the LT fresh water cooling system is operating and No. of sets: 1
open the inlet and outlet valves to the package air conditioning
unit. A package type air conditioning unit for the galley is located in the air handling
room on upper deck. The unit consists of a single stage hermetically sealed
c) Open the condenser refrigerant inlet and outlet valves. type compressor which feeds into a water cooled condenser. The cooling water
is supplied from the engine room LT cooling system which has a booster pump
d) Check for any signs of leakage of refrigerant and lubricating fitted in the supply line to the condenser, the pump and its associated starter
oil. panel is located adjacent to the incinerator on the upper platform.
e) Ensure that the air filter is clean. From the condenser the liquid is supplied to a direct expansion evaporator
which is controlled by a temperature controller which is fitted onto the front
f) Turn the unit’s control switch to FAN and check that the fan of the unit. A 0.75kW double suction muti-blade centrifugal fan located in the
operates correctly. unit which is rated at 1,000m3/h circulates the cooled (or warmed) air into the
galley.
g) Turn the control switch to COOL if cooling is required or to
HEAT if heating is required. The package unit is also fitted with a steam heater which is used in cold
climates.
h) The temperature may be regulated by turning the thermostat dial
to a selected position in the COOLER or WARMER scales. The galley uptake from the centre of the room is fitted with a fixed CO2 fire
extinguishing unit, in the event that the front cover is opened to allow access
The package air conditioning unit is now operating and temperature may be to the CO2 cylinder, the galley package air conditioning unit is automatically
adjusted as in item h) above. tripped.

Illustration 2.14.5a Sewage Treatment System
RD12 RD13 Accommodation Grey

Waste Water
Hospital Hospital Accommodation
Upper Deck Black Water Galley Water
Water Water
Working Air
RD28 RD8
RD6
Oil Trap
RD10
RD18
RD4
Engine RD11 RD16

RD2
Room WC
RD7 RD5 RD3
RD9
AX Aeration Tank
RD14
n Clarification
ication
tii
RD15 an Tank
From SW
RD23 RD20 Cooling System
Key
Overflow to Sewage Pipes

Clean Bilge Water Tank
Air
Below Sea Water Cooling System

Waterline

2.14.5 SEWAGE TREATMENT SYSTEM 2. Settling Compartment The bacteria charge is destroyed by disinfectants and commercial chemicals
Here the bacteria settle out and are returned to the aeration compartment via used for cleaning lavatory pans. These should never be used.
Maker: Lu Zhou - Hamworthy the airlift tube. The tube takes its supply from the bottom of the compartment,
Model: Super Trident ST-3A via a visual pipe which allows a check to be made on the returning sludge. The If the ship is in port for a prolonged period, or in dock, and discharge from the
sloping sides prevent the settled sludge from accumulating and help direct it to sewage plant is not permitted the contents of the chlorine contact compartment
Capacity: 4.66m3/day
the suction side of the air lift. The effluent enters the compartment through a must be discharged to a shore reception facility.
filter and stilling chamber. It rises through the clarifier before discharging into
Introduction the chlorine compartment through a weir at the top of the clarifier. A surface Alarms
skimmer is provided to skim off and return surface debris back to the aeration
A high level alarm in the chlorine contact compartment is activated if the
The sewage treatment plant treats all sewage in a three tank unit using activated compartment.
high level switch in that compartment is not reset within a set period of time
sludge and extended aeration. Discharge from the sewage treatment plant
of it being activated. The switch is reset when the compartment level falls
meets all regulations of the US Coastguard and complies with the regulations
3. Chlorine Contact Compartment indicating that the pump is operating.
of the UK Department of Trade and Industry for sewage treatment plants.
The effluent is stored in this compartment to allow time for the chlorine to
kill off any harmful bacteria. This is achieved by chlorine tablets being added A thermal relay alarm will indicate overcurrent in the pump motor.
Sewage Treatment Plant into two tubes with the effluent passing over them. The effluent absorbs the
required amount of chlorine before flowing into the chlorine contact tank, Note: Rules governing the discharge of raw sewage must be complied
The sewage treatment unit consists of three separate tanks through which where it is finally discharged overboard. with at all times and the discharge of raw sewage overboard must only
the sewage passes, during that passage through the tanks bacteria effectively be contemplated should the sewage plant not be serviceable. The bacterial
breaks down the raw sewage so that the discharge into the final tank is clean The discharge may be controlled manually or automatically. The control action requires a regular supply of raw sewage and the discharge of raw
water. This cleaned water is treated with chlorine to destroy harmful pathogens equipment includes facilities for high level control and alarm functions using sewage overboard can impair effective bacterial action.
before it is discharged overboard. Because the sewage is digested by bacteria it signals from float switches fitted in the treatment tank.
is essential that there is a steady supply of sewage to the tank in order to ensure
that the bacteria can thrive. Procedure for Operating the Sewage Treatment Plant
The contents of the chlorine contact compartment may be discharged
manually, by turning the pump mode selector switch to the HAND position,
Note: The use of disinfecting chemicals for cleaning lavatory pans, or the a) Set the system valves as in the following table.
or automatically by turning the discharge pump mode selector switch to the
disposal of such chemicals in lavatory pans, will kill the bacteria in the AUTO position. If HAND is selected the pump is started and stopped locally
sewage treatment plant and such practices are forbidden. and the operator must ensure that the pump is stopped before the chlorine Position Description Valve
contact compartment is empty as dry running of the pump could cause damage. Open Sewage tank inlet valve from accommodation RD3
A series of valves enables raw sewage from the accommodation to be directed When the pump mode selector switch is in the AUTO position the discharge Open Sewage tank waste water inlet valve from RD5
to the sewage treatment plant or overboard if necessary, although the latter pump will be started when the high level float switch is activated and stopped accommodation
option must only be carried out in accordance with legislation. The hospital by activation of the low level float switch. Open Sewage tank inlet valve from engine room RD9
sewage discharge should go directly to the sewage treatment plant. Although WC
the sewage treatment plant discharge pump is normally set for overboard The chlorine contact compartment of the sewage treatment plant overflows Closed Sewage discharge direct overboard RD2
discharge, effluent from the sewage treatment plant may also be discharged to to the clean bilge water tank, this provides a storage reserve for the short
the shore connections on the port and starboard sides of the ship. Closed Waste water discharge direct overboard RD4
term should discharge from the sewage treatment plant not be possible. If the
sewage treatment plant does overflow to this tank, then the clean bilge water Open Hospital water inlet to sewage tank RD7
tank should be pumped out, via the oily water separator as soon as possible. In Closed Hospital water discharge direct overboard RD6
Tank Construction
the long term, discharge of treated sewage effluent must be to a shore reception Open Galley water oil trap inlet valve RD10
1. Aeration Compartment facility if it cannot be discharged overboard. Open Oil trap discharge to sewage tank RD11
The incoming sewage enters the aeration compartment, where it is digested Closed Oil trap outlet to bilge tank RD16
by aerobic bacteria and micro-organisms. This is assisted by the addition It is essential that the sewage treatment plant receives a regular supply of
sewage in order to maintain the bacteria in an active condition. Should the Closed Galley water discharge overboard RD8
of atmospheric oxygen delivered by the compressors. The resulting CO2 is
emitted through the vent pipe and the water and bacteria cells are displaced sewage supply be restricted the bacteria will become inactive and if a sewage Closed Sea water inlet to sewage treatment plant RD20, RD23
into the settling compartment. Air is supplied by one of two compressor units; supply is withheld for a prolonged period most of the bacteria will die. When Open Chlorination contact compartment outlet
one compressor must be operating at all times in order to supply air for the air the sewage supply is restored it will take about 10 days for an effective bacteria valve
lifts and for aeration of the sewage treatment compartments. Air is bubbled charge to develop and for the sewage treatment plant to become effective Closed Aeration compartment outlet valve
through the aeration compartment and this agitates the effluent and ensures again. For this reason it is essential that the sewage treatment plant remains
Closed Settling compartment outlet valve
mixing of the sewage and the bacteria; the air supplies essential oxygen for fully operational at all times, even on a long oceanic passage.
Open Pump discharge valve RD19
bacterial action.

Illustration 2.14.5b Sewage Treatment Tank
Vent to Funnel
Control Panel
440V Supply
To Alarm
Black Water System
Inlet
OFF ON
PI
Working Air
Air Blowers
RD28
Chlorinator
RD18
Emergency Overflow
to Clean Bilge Water Tank To Overboard
XA High To Shore
Aeration Tank Clarification Chlorination Alarm Connection
Tank Tank
Key
Level
Switch
Sewage
Vent/Drains
High
Level Electrical Signal
Switch
Compressed Air
RD15
Low
Level
Switch
From SW
Cooling Discharge
System RD20RD23 Pump

Position Description Valve k) The discharge pump will only operate when the chlorine contact Maintenance
compartment is full enough to activate the high level float
Open Pump discharge valve to overboard discharge RD15 Daily Checks
alarm.
line
Check that the sludge is being returned to the activation chamber from the
Open Overboard discharge line valve RD18 Over a period of time sludge will build up in the aeration and settling settling chamber, and that the discharge pump and duty air compressor are
Open Overboard discharge valve RD1 compartments and much of this sludge will need to be discharged in order to working. Check that the chlorination unit is functioning correctly and replenish
Closed Pump discharge valve to shore discharge line RD14 ensure that the sewage treatment plant remains effective. It is only permissible as necessary.
Closed Port shore discharge valve RD12 to discharge sewage sludge in certain areas so planning is necessary in order to
ensure that the sludge is discharged before it becomes a problem. Check the operation of the air lift returns. Check that the air supply pressure is
Closed Starboard shore discharge line RD13
correct at the air inlet to the sewage treatment plant.
Closed Air supply valve from general service air RD28
system to overboard discharge valve clearing CAUTION
Sewage treatment plant compartments may only be discharged to sea in Weekly Checks
b) The sewage treatment plant should be initially filled with water waters where such discharge is permitted.
Check the residual chlorine level; this should always be between 1ppm and
and activated sludge added if it has been emptied for any reason 5ppm.
or when commissioning the plant for the first time. This will not The chlorine level in the discharge effluent must be checked using the chlorine
be required when the unit has been operating previously but the test kit. A sample of the effluent must be obtained from the chlorine contact
description is included for completeness. compartment using the sampling valve. If the residual chlorine content is less Monthly Checks
than 1ppm additional chlorination tablets must be added to the tablet feed Check that air flows are correct and that compartment vents are clear. Clean
c) Turn the sewage treatment plant main switch to the ON tubes. the compressor suction strainer and change over the blowers.
position.
WARNING Check that the chlorinator unit is clear and that the float switches are operating
d) Select one compressor for starting and start that compressor. Care must be taken in the storage and handling of the sodium correctly.
Ensure that the compressor is operating correctly and that hypochlorite tablets (chlorine tablets). They must never be in contact
compressed air is being supplied to the sewage treatment plant. with bare skin and must not be exposed to high temperature or fire.
Check that the air lift systems are operating. Chlorine tablets must never be exposed to damp conditions and must
not be allowed to get wet in storage because this causes chlorine gas to
e) Turn the overboard discharge pump mode selector switch to be released.
the AUTO position and turn the starter switch to the START
position.
Sewage Discharge Ashore
f) Check that the discharge pump has the correct rotation.
When in confined waters where the overboard discharge of treated sewage is
g) Check that there are sufficient chlorine tablets in the chlorine prohibited it is necessary to discharge the treated effluent ashore. Approval
contact compartment. must be obtained from the harbour authorities and the reception facility must
be provided which can accommodate the amount of treated sewage to be
discharged. The blank is removed from the port or starboard discharge pipe and
Note: The number of tablets and number of tubes in use may need to be
the hose to the reception facility connected. The overboard discharge valve
adjusted depending upon the throughput of the sewage plant.
is closed and the discharge valve to the shore connection is opened together
with the required shore connection line valve on the port or starboard side of
h) Check that the discharge pump is operating correctly in response
the ship.
to the float switches in the chlorination compartment.
Treated effluent is discharged by operating the sewage treatment plant
i) Check that ample air is being supplied and that sludge is being
discharge pump.
returned to the activation tank from the settling compartment.
j) The sewage treatment plant is now operating.

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2.14.6 GARBAGE DISPOSAL AND INCINERATOR Garbage Disposal Procedures Larger items of garbage for disposal which cannot conveniently be stored in
the garbage room are stored in other suitable locations where safe storage is
SUMMARY OF REGULATIONS available.
Food Waste
Food waste production for approximately 50 people is given as 15 to 25kg per When disposing of garbage ashore harbour regulations must be complied with
Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution
day or 75 to 125 litres per day without compacting. at all times and only approved collection agents and disposal facilities must be
by Garbage from Ships, controls the way in which waste material is treated on
board ships. used. A record must be kept of all garbage disposals.
The daily food waste produced is collected in bags in the galley and transported
by hand to the waste management room on the upper deck port side.
Although it is permissible to discharge a wide variety of garbage at sea,
Incinerator Plant
preference should be given to disposal utilising shore facilities where available.
A summary of the garbage disposal regulations are given next. Dry Waste
Incinerator
Dry waste production for approximately 50 people is given as approximately Maker: Luzhou - Teamtec (Golar)
The special areas are as follows:
30kg per day or 1,000 to 1,500 litres per day, without compacting.
Type: OGS 200
• The Mediterranean Sea
The volume can be reduced by a factor of 5 by shredding or compacting the Capacity: 350,000kcal incineration capacity
• The Baltic Sea
waste. 301,000kcal/h of solid waste
• The Black Sea 52litres/h sludge oil
• The Red Sea Dry waste from the accommodation is collected in the waste management
Combustion chamber
room and compacted.
• The Persian Gulf temperature: 1,200°C (maximum)
• The North West European Waters Dry waste from the engine room is taken directly to the garbage room. Combustion chamber
temperature: 850°C - 1,200°C (in operation)
• The Gulf of Aden
Other Waste Flue gas temperature: 400°C (maximum)
• The Antarctic
Cans that have contained oils or chemicals must be stored in the garbage room Flue gas temperature: 200°C - 350°C (in operation)
• The Wider Caribbean Area before discharge ashore.
Garbage Outside Special Areas The Maersk company Garbage Management Plan procedures must be complied Introduction
with at all times. This plan designated individuals who are responsible for:
Disposal of plastics, including plastic ropes and garbage bags, are prohibited. The incinerator consists of a combustion chamber with burner unit, sludge
Garbage management procedures
burning equipment and electric control panel all assembled in one complete
Disposal of garbage unit. A flue gas fan and damper are fitted separately in the flue gas duct. The
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
The collection of garbage starter for the fan is installed in the incinerator control panel. The unit is fitted
Paper, rags, glass, bottles, crockery and other similar materials are allowed at the upper engine room platform level, on the starboard side aft..
The processing of garbage
over 12 miles offshore.
The storing of garbage The incinerator can burn solid garbage waste, engine room waste oil and diesel
All other garbage including paper, rags etc. are allowed over 3 miles oil to assist the total combustion when required. The unit is capable of burning
offshore. There are procedures for the collection, disposal, processing and storage of 52 litres of waste oil per hour or the heat output equivalent of 301,000kcal/h
garbage and these must be complied with. of solid waste or a combination of both to a maximum of 350,000kcal/h.
Food waste can be disposed of in all areas over 12 miles offshore.
The incinerator consists of four main parts:
Due regard should also be taken of any local authority, coastal, or port Collection Facilities • Combustion chamber with diesel oil burners, sludge burners
regulations regarding the disposal of waste. To ensure that the annex to and electric control panel
MARPOL 73/78 is complied with, waste is treated under the following cases: The garbage room, located on the upper deck at the port side of the
• Flue gas fan
accommodation, acts as the central collection area for all garbage from the
• Food waste
accommodation areas of the ship. Each cabin is provided with two garbage • Flue gas damper
• Combustible dry waste, plastic and others containers, one for plastic waste and one for other waste. Garbage is collected
• Waste/sludge oil circulating pump and tank heater
• Non-combustible dry waste from cabins on a frequent basis and taken to the garbage room for storage and
packaging into larger containers for subsequent disposal ashore.
• Other waste, including oily rags and cans and chemical cans

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The combustion chamber is a box chamber with a hinge mounted feeding sluice A steam heating coil supplied off the 7.0kg/cm2 steam service system keeps the n) The exhaust dampers should be fully opened.
and an ash door which can only be opened when the incinerator is not burning. waste/sludge oil temperature in the tank to approximately 80 - 85°C.
The feeding sluice is flare-back safe and can be used during incineration. The furnace should be warmed up by burning diesel oil at first, as the best
The control system interlocks prevent the door from being opened before the A drain valve is fitted for draining off any water. combustion cannot be established in a cool furnace.
correct cooling down temperature has been reached.
Incinerator ash must be stored on board if less than 12 miles offshore, otherwise The incinerator MDO service tank outlet valve QU1 should be open and the
The flue gas outlet is located at the top of the chamber. The garbage is ignited the ash can safely be dumped overboard MDO supply valve to the incinerator pilot diesel oil pump QU2 should also
by radiant heat from the oil fired burner. Remnants of particulate matters in the be open.
gas flow are neutralised by the burner. As the fumes leave the chamber, cooling
air drawn from the lower part of the casing, is mixed with the flue gases to Procedure for the Operation of the Incinerator The incinerator may be operated to burn waste/sludge oil and or solid waste
bring the temperature down to approximately 330°C before discharge. material. Only engine room solid waste material, such as oily rags, is normally
Preparation burned in the incinerator. In order to burn solid waste the combustion chamber
The burning process is monitored by the PLC (programmed logic controller) temperature is raised using MDO or waste/sludge oil. The burning of MDO or
a) Drain any water from the tank.
and scanned by a photo resistor. The temperatures are also monitored/regulated waste/sludge oil may take place at the same time as the burning of solid waste
automatically by the PLC control system. A sight holes in the inspection door in order to ensure that the solid waste burns correctly.
b) Heat the waste oil service tank to 80-85ºC which should ensure
is provided to enable the operator to observe the functioning of the system.
most of the water is driven out of the sludge.
Control Panel
The combustion chamber is of steel construction and insulated. A double steel
c) Open the waste oil supply valve to the incinerator QU15 and the The control panel has a number of switches and indicators.
casing with a cooling air jacket forms the outside of the combustion chamber.
return valve QU4. Open the sludge valve to remove any water
The combustion chamber is equipped with a two-stage diesel oil burner and an
from the waste oil tank then close the valve when all water has
atomising nozzle for sludge. The burner unit is monitored by the PLC and has Power On
been discharged.
a built in primary air fan and diesel oil pump.
The Power switch is used to supply power to the incinerator system and control
d) Turn the incinerator Power switch to the ON position and start panel.
The electrical control panel is installed on the incinerator and it contains fuses,
the waste oil circulating pump by turning the pump switch to the
starters, a PLC and an operator panel. The operator panel has a display and
ON position. Waste/sludge oil will be circulated from the waste
switches for selecting burner modes. Flue Gas Fan
oil tank back to the waste oil tank.
The flue gas fan ON/OFF switch operates the fan.
The purpose of the flue gas fan is transportation of the flue gas from the
When the Power switch is turned to the ON position the switch indicator
combustion chamber and to create a negative pressure in the furnace. The
lamp will be illuminated, the temperature controller will be energised and the
same fan draws ambient air through the cooling jacket on the combustion Flue Gas Damper
temperatures in the flue gas duct and combustion chambers will be displayed;
chamber and the hot gas from the furnace is diluted with the cooling air at the
the door locks will be energised and it will be possible to open the doors. The flue gas damper control has two switches, a MAN/AUTO switch and
flue gas outlet on the combustion chamber in order to reduce the temperature
a OPEN/CLOSED switch which is used when MAN is selected at the main
to approximately 330°C.
e) Inspect the combustion chamber for foreign objects and ash or switch. There is a flue gas combustion pressure indicator (mm WG) which
slag and remove these if necessary. shows the pressure in the combustion chamber. This will automatically be
The automatic flue gas damper adjusts the gas flow in the flue gas duct and is
adjusted to approximately -24mm WG when the damper switch is set to
controlled from the electric control panel which senses the negative pressure in
f) Check the combustion chamber air inlets are clear. AUTO. If set to MAN the operator must ensure that the damper is correctly
the furnace and regulates the damper to give the desired pressure. The damper
set to give this combustion chamber pressure. It is essential that there is always
is normally selected for AUTO operation but it can be selected for manual
g) Clean the photocell. a negative pressure in the combustion chamber to ensure flow of air into the
(MAN) operation in which case it is opened and closed by means of a separate
chamber and correct combustion in the incinerator.
OPEN/CLOSED switch.
h) Check the ignitor electrodes and clean if necessary.
Waste/sludge oil is transferred to the incinerator from the waste oil service Diesel Oil Burner
i) Check the condition of the refractory.
tank by means of a circulating pump and the return line ensures an even There are two diesel oil burner has two stages of operation. Stage 1 is the initial
j) Check and clean the diesel oil burner.
temperature throughout the waste oil charge. A quick-closing valve with a operation and is selected by turning the Diesel Oil Burner switch to position 1.
collapsible bridge is fitted to the waste oil tank outlet valve to the incinerator. When selected the burner controller will start and the doors are locked. After
k) Check and clean the waste oil burner.
The incinerator MDO tank outlet valve is also of the quick-closing type. The 32.5seconds from the start position the burner will ignite at stage 1. Diesel oil
quick-closing valves are operated from the ship’s fire control centre. burning heats the combustion chamber and assists in the burning of waste/
l) Supply atomising steam to the burner unit.
sludge oil and solid waste.
m) Close the ash door and loading door.

If the switch is turned to 1+2 an additional diesel oil solenoid valve will open attention must be paid to the temperatures in order to avoid Emergency Stops
and the diesel oil burner will operate with additional firing at stage 2; the overheating.
damper is automatically opened to maximum. The incinerator may be stopped in an emergency by turning the main switch on
c) Open the feeding doors and put a waste bag into the sluice the control panel to the OFF position. The incinerator waste oil quick-closing
then close the sluice door. Turn the sluice so that the waste bag valves and the incinerator DO service tank quick-closing valve may be tripped
Sludge Circulating Pump
is deposited into the furnace then rotate the sluice back to its from the ship`s fire control station.
The Sludge Circulating Pump ON/OFF switch is used for starting and stopping original position. The procedure may be repeated with other
the sludge circulating pump. waste bags after each bag has burned. Attention must be paid to In the event of a loss of electrical power during a blackout when the incinerator
the temperatures and amounts of solid waste material reduced if is running it is important to start the flue gas fan as soon as possible upon
Sludge Burner oily rags are being burned. restoration of electrical power in order to cool the combustion furnace
effectively. The incinerator program automatic restart is set to AUTO and the
The sludge burner has an OFF position when the burner is switched off and d) When burning is complete stop the incinerator. STOP pushbutton is pressed.
an AUTO position when sludge burning is controlled automatically. There
are also positions 1, 2 and 3 which are used to allow for manual control over
sludge burning. Burning Waste Oil
a) Undertake the routine described above in Preparation. CAUTION
With the switch in the AUTO position the controller regulates the sludge Oily rags etc., must be loaded in small quantities only (approximately
burning process, actuating the sludge dosing pump and the atomising steam b) Turn the Flue Gas Fan switch to the ON position and turn the 1.5kg per loading) and must not be present in the combustion chamber
solenoid valve in order to obtain effective waste/sludge oil burning. The Flue Damper MAN/AUTO switch to the AUTO position. Turn unless the induced draught fan is running.
controller also regulates the flue damper and the diesel oil burner to ensure the Diesel Oil Burner switch to position 1. The burner will start
correct combustion. When the combustion chamber temperature reaches 600ºC and heat up the combustion chamber. If more heat is required WARNING
the burning of waste/sludge oil commences and when the combustion chamber the Diesel Oil Burner switch may be turned to position 2 but
temperature reaches 850ºC the diesel oil burner is stopped and waste/sludge Do not attempt to burn explosives or aerosol spray cans in the
attention must be paid to the temperatures in order to avoid
oil alone is burning. incinerator.
overheating.
When burning waste/sludge oil with a high water content the burner is turned c) Turn the Sludge Burner switch to the AUTO position. The
to position 1 and this allows for more heat in the combustion chamber. diesel oil burner(s) will operate to raise the combustion
chamber temperature and when the temperature exceed the start
Positions 2 and 3 on the sludge burner switch allow the incinerator to operate temperature for sludge burning (600ºC) the sludge dosing pump
in automatic mode but in each case with no automatic regulation of the dosing starts and runs at steady speed. The burning of waste/sludge
pump so that constant waste oil supply is directed to the burner. Position 3 gives oil takes place and the rate is adjusted automatically by the
a higher flow rate than position 2. Attention must be paid to the combustion controller. When the combustion chamber temperature exceeds
chamber and flue gas temperatures when burning in these modes. 850ºC the diesel oil burner will stop and waste/sludge oil only
will be burned. Although maintaining the temperature at 850°C
Stopping will depend upon the quality of the sludge.
The switches for the sludge burner, diesel oil burner, sludge circulating pump d) Solid waste may be burned in the incinerator at the same time
and flue gas fan are turned to the OFF positions. After the burner pumps are as waste/sludge oil and the procedure for loading is the same
stopped the flue gas fan will continue operating until the cooling time (about 4 as described above. Attention must be paid to the temperatures
hours) has elapsed before it will stop. as overheating can occur if rags with a high oil content are
burned.
Burning Solid Waste e) When burning is complete stop the incinerator.
a) Undertake the routine described above in Preparation.
Slagging
b) Turn the Flue Gas Fan switch to the ON position and turn the Ensure that all solids are burned and are not still burning. Switch the Flue
Flue Damper MAN/AUTO switch to the AUTO position. Turn gas Damper to the MAN position and close the damper. Open the incinerator
the Diesel Oil Burner switch to position 1. The burner will start doors and remove the ash. Close the doors and make the incinerator ready for
and heat up the combustion chamber. If more heat is required operation.
the Diesel Oil Burner switch may be turned to position 2 but

2.15 Inert Gas Generator
2.15.1 Inert Gas Generator
2.15.2 Operation
Illustrations
2.15.1a Inert Gas Generator in Engine Room
2.15.2a Inert Gas Generator Control Panels No.2 and No.3

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2.15 INERT GAS GENERATOR Fuel Oil Pump Before ignition or start up of the unit, and with the fuel pump running, all the
fuel flows back to the IGG DO tank via the fuel oil overflow valve. This valve
Maker: Danfoss
2.15.1 INERT GAS GENERATOR also serves to regulate the delivery pressure of the pump.
No. of sets: 2
The inert gas plant, installed in the engine room, produces inert gas which is Model: NVBGRM-DC The fuel oil flows to the nozzle of the main burner via two solenoid valves and
used to provide a gas explosion protection system for the cargo oil tanks and two fuel oil regulating valves.
Blower
slop tanks. This is achieved by maintaining a slight overpressure in the tanks
at all times. Maker: A&N A programme switch in the local control panel regulates one of the solenoid
Model: CHAE 245S valves which operates the pilot burner and initial firing.
During the discharging of the cargo, liquid pumped out of the tanks is replaced
by inert gas. At all times, pressure of the inert gas in the tanks is maintained The inert gas plant is locally operated. The main burner is ignited by a pilot burner. The main fuel oil burner is of the
slightly above atmospheric pressure. high-pressure atomising type. The fuel is directed to the burner orifice through
tangential slots which ensure that the fuel leaves the burner as a thin rotating
The operating principle is based on the combustion of a low sulphur content Working Principle membrane which is atomised just after the nozzle as it mixes with the contra
fuel and the cleaning and drying of the exhaust gases. rotating combustion air.
Inert gas is produced by the combustion of diesel oil supplied by the fuel oil
The inert gas plant includes an inert gas generator, a scrubbing tower unit, pump and air provided by blowers, taking place in the combustion chamber of The capacity control of the unit is arranged so that the burner unit is able to
blowers, an effluent water seal, a fuel injection unit, deck seal and an the inert gas generator. move in and out of the casing, as this capacity control movement is taking
instrumentation / control system. place the combustion air slots increase and decrease accordingly, as does the
Good combustion is essential for the production of a good quality soot free fuel supply and therefore maintaining the correct air to fuel ratio.
Inert gas delivery rate (m3/h) 3,750 low oxygen inert gas.
Inert gas composition (% vol) O2 2 to 4%
The products of the combustion are mainly carbon dioxide, water and small
Inert gas composition CO2: 14% maximum
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The
Inert gas composition CO (max) 500ppm nitrogen content is generally unchanged during the combustion process and the
Inert gas composition SO2 (max) 50ppm inert gas produced consists mainly of 85% nitrogen and 14% carbon dioxide.
Nitrogen balance to 100% Balance
Inert gas composition ‘soot’ Bacharach 0 Initially, the hot combustion gases produced are cooled indirectly in the
combustion chamber by a sea water jacket. Thereafter, cooling of the gases
mainly occurs in the scrubber section of the generator, where the sulphur
Associated Equipment oxides are washed out. The sea water for the inert gas generator is supplied by
the inert gas scrubbing pump or from the fire, ballast system.
Scrubber Pump
Maker: Shinko The combustion gas is directed out of the IG generator via a demister, where
Model: RVP200M any trapped moisture and water droplets are separated out before delivery to
the deck main via a deck water seal.
Capacity: 280m3/h
Deck Seal Pump The inert gas system can supply fresh air instead of inert gas with the same
capacity.
Maker: Shinko
Model: HJ40M
Burner Description
Capacity: 3m3/h
The combustion air is supplied to the main burner by one of two blowers, each
IGG Fresh Water Cooling Pump supplying 100% of the total capacity of the generator.
Maker: Shinko
Model: VJ40M Fuel (MDO) is supplied at a constant pressure by the fuel pump which has a
built-in pressure overflow valve.
Capacity: 6m3/h

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2.15.2 OPERATION c) After flame detection of the main burner and flame stabilisation,
the pilot burner is shut down.
a) Open all valves for utilities (sea water, fuel, fresh water cooling,
instrument air, overboard discharge valves etc.). Ensure the deck d) After approximately five minutes of operation the O2 content
seal is in operation. In normal operations a deck seal pump is should be within limits, at this point the STAND BY selection
in constant operation supplying the deck seal, with the second switch can be set to ON (‘1’).
pump arranged as duty standby. Ensure the IGG room fan is in
operation. e) On the SCC control panel the GENERATOR STANDBY
FOR DELIVERY indication light will light up, control is now
b) Supply electrical power to the inert gas generator panel. taken by the deck officer in the SCC by turning the START
Normally the main power switch is left in the ON position in DELIVERY switch to the START position.
order to maintain outputs to the remote panels etc.
Shutting the IGG Plant Down
c) Carry out a calibration test on the oxygen analyser.
When cargo operations have finished the deck officer will turn the START
d) Determine if the burner head assembly is to be fresh or sea DELIVERY selection switch to the off position, ‘0’. This will now shut the
water cooled. In normal operations fresh water cooling is the delivery valve to deck and open the purge valve to atmosphere.
preferred method. In which case ensure the manual three-way
valves at the burner head are correctly set. The engine room should now be informed that the IGG plant can be shut
down.
Note: It is important to avoid contamination of the LT cooling system with
sea water, therefore always ensure that the three-way valves are both set Pressing the STOP button on the local control panel once will shut down
correctly. the burner unit but leave the blower running in order to purge the furnace
and uptake. If the stop button is pressed twice in rapid succession then an
e) With the scrubber pump set to remote operation start the pump emergency stopping of the plant will take place with the burner and fan
from the IGG control panel. stopping immediately.
f) If fresh water cooling of the burner head is to be used and the When the IGG blower has stopped shut down the fresh water cooling pump if
pump is set to REMOTE operation, start the pump from the it was in operation and the scrubber pump.
stop/start pushbutton panel in the IGG room.
The overboard discharge valve from the sea water jacket cooling line is located
g) Set the mode selection switch to IG PRODUCTION.
aft of the control air dryer unit on the starboard side aft, the effluent overboard
h) If all of the initiation parameters are satisfactory the discharge is located below the floor plate level starboard aft.
GENERATOR READY TO START indicator light will be lit.
For long standstill periods it is recommended to purge the sea water cooling
The generator is started by operating the green START button.
system with fresh water.
The complete starting process is fully programmed and safety
interlocked.
i) The purge line to atmosphere is opened when the generator is

started and will remain open until the oxygen content drops to
within required limits. At this point the supply to deck valve
will open and the purge valve will close when the SCC change
there selection switch to START DELIVERY.
The starting program runs as follows:
a) The blower purges the system with air before the pilot burner is
ignited by the spark plug.
b) The pilot burner is ignited. As soon as the flame is detected the

main burner is started.

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3.1 INTEGRATED MANAGEMENT SYSTEM necessary facilities for use of the alarm system including alarm acknowledge,
duty engineer selection, control of printer etc.
3.1.1 SYSTEM OVERVIEW
The accommodation alarm panel is installed in the cabins of the duty engineers/
Maker: Lyngsø Marine 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.
Main System Components
The extended alarm display is used together with the basic alarm panel to
The machinery monitoring, alarm and control system can be divided into four extend the amount of information to be displayed simultaneously. (In the
groups: Universal Control System UCS 2100, the function of the extended alarm
• DPS 2100 main engine remote control and safety system display is an integrated part of the Graphic Operator Station (GOS).
• DMS 2100 bridge manoeuvring system The alarm/log printers are used for printing the different logs and reports. This
• UCS 2100 universal alarm and monitoring system 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
• PMS 2100 power management system all the alarms and events is connected to the system.
The DPS and DMS 2100 systems are described in detail in section 2.1.2, Main When the system is selected for ‘unmanned machinery space’ any alarm
Engine Manoeuvring Control. condition will activate 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
The UCS and PMS systems are grouped by the manufacturer under the system engineer to move freely between any of these locations and still be sure to
title: ‘UMS/UCS2100 Universal Alarm and Monitoring System’. receive the alarm. To acknowledge the alarm, the duty engineer must go to
the engine control room. The system contains extended alarm displays which
The systems are all interconnected using an RS485 data bus, any alarms on present more information, giving the operator an improved overview.
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, in the ship`s control
centre and in the engine control room. It provides the operator with all the

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3.1.2 OPERATOR STATIONS Alarm Handling Operations Unacknowledged Alarm within a Display Channel Diagram
a) Left click on the ‘!’ icon.
The Graphic Operator Station (GOS) is basically a personal computer The following is a description on carrying out the most common alarm
approved for marine use. The various displays feature a wide range of handling tasks:
machinery components made up of standard function blocks. The blocks are Reports and Data Collection Logging
a combination of graphical symbols and corresponding control programs and
Open Alarm List
include a process interface and a man/machine interface. Daily, monthly and yearly reports are available as standard based on
a) Left click on the ALARM LIST soft key in the menu on the compressed data from the log. To generate a daily report the data is compressed
Operation is by using the mouse device to control the position of a cursor and right of the screen or press the F2 function key. further to provide values for each hour. Detailed reports show the 60 values for
pointing at a symbol. The activation pushbutton (left) will then activate a pop each hour plus the total values for a day. Reports can be printed out on request
up menu of available commands. The right button will acknowledge and open Open Lists for Cut Outs, Simulation, Sensor Fail or Device Fail or at specified times. Other reports may be user configured. Data may also be
‘display channel’ dialogue. exported in DIF file format for analysis using other PC applications.
a) Left click on the ADD. LIST soft key in the menu on the right
Operator workstations have facilities for the display of logged data as trend of the screen or press the F5 function key. Analogue and binary parameters may be logged on the operator station hard
curves and they can be used to generate reports. These reports, trend curves drive for later analysis. All condition changes of parameters and values, defined
and other screen displays can be printed on request. Open Alarm Group Diagram to be logged, covering the previous 24 hours, are stored for 30 days.
The GOS have the facility to display information such as lists for alarms, 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: Printers and Screen Dumps
suppressions (cut-outs), analog values, and alarm limits.
Printers connected to each operator workstation allow for the printing of:
a) Left click on GROUP OVERVIEW in the menu bar or select
Alarm System GROUP DISPLAY. • Hard copy of the total screen including all windows
Alarms relative to the controlled machinery are displayed on the corresponding • Hard copy of the active window of the screen
pictures with an indication of the alarm state and the cut-out state. A steady b) Select alarm group from the drop down menu.
• Hard copy of trend curves
red square indicates an acknowledged alarm, a flashing red square indicates an
c) Left click on the OK button. • Daily, monthly and yearly reports
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 • Trend values in tabulating form
occurs, the label for the relevant system flashes on the overview display. Stop Horn
• System documentation
a) Left click on the STOP HORN button in the header or press the
In the alarm list, the overview of all the present machinery alarms, suppressions F11 function key, or press the STOP HORN pushbutton on the • Event log
and system failures can be seen. Alarms are presented as alarm lists and alarm basic alarm panel.
groups; there are many groups and these link all associated alarms covering a The Alarms and Main Events are printed on the text printer directly connected
particular operational area. to a Gamma computer, which is related to the UMS 2100 alarm handling
Acknowledge the Oldest Unacknowledged Alarm function of the system.
Alarm Handling from Graphic Operator Stations a) Left click on the ACKN. soft key in the header or press the F12
function key. The Thermonitor (Relative Measuring System)
Acknowledgment of alarms is carried out at the alarm watch station and must The thermonitor function is a relative measurement system for supervision of,
be preceded by silencing the alarm horn by pressing the STOP HORN function Acknowledge Alarms for example, the exhaust gas temperatures of the main engine cylinders with
key on the keyboard. The oldest unacknowledged alarm is always on display individual alarms for high temperature, high mean value and an alarm for large
a) Right click anywhere on the alarm line, left click on
in the header. Acknowledgment is by pressing the ACKNOWLEDGE function deviations from the mean value. The display presentation includes an overview
ACKNOWLEDGE on the drop down menu or left click
key. Alarms from the alarm list can be acknowledged by pointing and clicking diagram for all of the cylinders and two graph-diagrams each presenting up to
anywhere on the alarm line, select alarm and acknowledge by
using the mouse. five cylinder temperatures.
left clicking on the ‘!’ icon.
The thermonitor screen can be selected either by the keyboard function key or
Unacknowledged Alarm within a Mimic Diagram from the screen menu.
a) Right click on the icon in alarm, left click on ACKNOWLEDGE
on the drop down menu.

3.1.3 SCREEN DISPLAYS Thermonitor Display Mode

State Appearance Description
Up to 16 thermonitors (temperature measurements) may be contained within NORM Steady Green Alarm channel in normal state
The extended alarm display of the graphic operator stations is divided into two the UMS 2100. Data gathered may be processed and displayed in a graphical
parts; a header window and a selectable working area window which will be a ALM Flashing Red Unacknowledged alarm: Priority 1
form such as bar graphs but the system is also able to process the temperature
control overview or an alarm list. Part of the header is the menu bar which is to determine average temperatures and deviations from an average, maximum, ALM Steady Red Acknowledged alarm: Priority 1
located vertically on the right hand side of the screen. The menu bar and header minimum or other temperature condition. ALM Flashing Magenta Unacknowledged alarm: Priority 2
with status information are always present. For enhanced safety the header
ALM Steady Magenta Acknowledged alarm: Priority 2
constantly displays the most essential information from the alarm system, Channels (data inputs from sensors such as cylinder exhaust) may be selected
independent of the actual control assignment, such as: ALM Flashing Yellow Unacknowledged alarm: Priority 3
for thermonitor operations may be selected when the thermonitor drop down
ALM Steady Yellow Acknowledged alarm: Priority 3
• Oldest unacknowledged alarm window appears on selection of the ‘Thermonitor’ option in the menu.
FAIL Flashing Red Unacknowledged alarm: Sensor fail
• Number of present and unacknowledged alarms FAIL Steady Red Acknowledged alarm: Sensor fail outside
3.1.4 ALARM DISPLAY range
• Number of present manual suppressions (inhibited alarm
channels) NORM/CA Steady Blue Standing alarm: Suppressed/Cut out
The alarm display is a display of all standing alarms both acknowledged
• Actual watch station, duty officer and backup officer and unacknowledged. The system can include from 1 to 4 systems (bridge, ? Steady White GOS/GAMMA Computer hardware
machinery etc), each alarm system has its own alarm list. failure
• Date and time
Up to 20 alarms can be displayed on the screen, if there are over 20 alarms the There are also lists for alarm suppressions and alarm failures.
Below the header is the main screen which is used to display alarm lists,
graphs, bar graphs, thermonitor, etc,. A list of available displays is given at the actual number is shown in the bottom of the display.
right of the screen and the display may be activated by left clicking on the soft Display Channel Diagram
key for that display. The colour of the alarm text is normally green with the alarm ‘state’ text in
This displays detailed information of an alarm channel and it is possible to
red (if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). A
adjust some parameters although these are password level 1 protected. The
Function keys act as shortcuts and allow for rapid movement through the various right click on the alarm brings up a small menu with two texts: DISPLAY
display channel diagram includes the following:
screens. Use of a function key is possible when any screen is displayed. CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE
allows the alarm to be acknowledged or if not possible, the text is shown
F2 Alarm List in grey (already acknowledged or horn not silenced etc). Left clicking on Type: Analogue or Binary
F3 Group Overview DISPLAY CHANNEL opens the display for the particular system the alarm Alarm system Name of alarm system to which the channel belongs
originates from. Detailed alarm information, such as delays and limits etc., is Outstation Name of the outstation where PLC is located
F4 Group Display also shown. Address Address number for PLC
F5 Additional List
F6 Event log Trend Displays The channel parameters are also shown here and may include:
F7 Trend Log One to five graphs for supervised parameters can be displayed in the same
trend display with individual colour and measuring scale. The individual Limit Binary has 1 limit, analogue may have 3 for an alarm
F8 Display Channel and 4 for an event
colour is used to separate the ID number, the measuring scale, the trend curve,
F9 Bargraph and the digit valve for each measurement. See Section 3.1.5. Type Binary/low limit/high limit
Message Message text
Although the alarm lists are used extensively, other screens can be displayed Prio Alarm channel priority
Alarm Groups
at the operator workstation and these assist in interpretation of operating data. Value Limit value for analog channels
Trend displays, bar graphs and thermometry information can be displayed. An alarm group is a list of alarms for one machinery component (independent
Delay on/off Delay times/adjustment etc
These screens can be customised by configuring the information which is of alarm state). Up to 100 alarm groups are available. The list is sorted
displayed. alphabetically after the I.D. M.cut Manual cut out on/off, adjustment etc
Pop-up windows display messages to the operator and some dialogue boxes The possible states for an alarm channel are as follows:
also appear as pop-up windows. Using these the operator may make selections
as required.
Issue: Romø July 05 updated Dec 05 Section 3.1.3/4 - Page 1 of 1

3.1.5 TRENDING The graph can be retrieved by clicking the element name once more or for all
by clicking at a field placed just to the right for all the graph names. Being
The system can display one to six graphs for parameters under analysis in able to deactivate one or more graph displays can, for example, be helpful in
the same trend display with individual colours and measuring scales. The situations where two graphs completely or partially cover one another, or in
individual colour is used to separate the ID number, the measuring scale, the situations where one of several graphs is desired to be examined more closely
trend curve and the value for each measurement. or even printed separately.
Trend curves showing values for the previous 24 hours (maximum 4 days) ,OOXVWUDWLRQD7UHQGLQJ'LVSOD\5RP¡
or part of that period, are based upon the continuously logged data. A Trend
display for a period exceeding the last 24 hours (maximum 4 days) are based ($'>7UHQG/RJ)27$1.7(03PLQ@ 8&6806 /7
upon the compressed values. The time interval for displayed data points may )LOH7UHQG6KRUWFXWV9LHZ:LQGRZ+HOS
be changed as required.
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predetermined element values. )*URXS

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operating disruptions.
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for displayed data from the SET TIME option. This enables the operator to &KDQQHO
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requires that the relevant data is still accessible on the hard disk.

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&)26(59,&(7$1.7(03 &12 )2 % 81. ( 5 6 +7( 0 3
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in the window. The name will now be displayed with a weak type, and the
accompanying graph is closed.

3.1.6 UMS - MANNED HANDOVER g) The senior engineer delegates the work list and discusses
relevant safety practices.
The following procedures are followed when changing over to manned
operation: h) The duty engineer should be aware of all the maintenance being
carried out and should be informed of any changes to the day’s
The information given is for guidance and Chief Engineer’s Standing Orders schedule.
must be observed at all times. When the engine room is manned by a single
individual it is essential that the bridge is kept informed that the person is safe. i) The duty engineer can then proceed with his normal tour of
A simple mishap such as a fall resulting in bleeding can seriously endanger inspection.
that person through loss of blood if assistance is not available within a short
period of time. Any engineer entering the engine room during a period when j) If the new duty engineer is to set the engine room for unmanned
the engine room is normally unmanned should contact the bridge watchkeeper operation this is done at the operator workstation in the ECR
at regular intervals, not exceeding about 30 minutes. where the duty engineer is selected (so that alarms are
activated in the duty engineer’s cabin) and watch is selected for
unmanned.
Due to Alarm Initiation
a) When summoned by the extension alarm system, the duty Before going unmanned the duty engineer must comply with the Chief
engineer proceeds to the ECR. Engineer’s Standing Orders regarding UMS operation. Oil tanks must be
checked and changed over if necessary. The engine room must be left in a safe
b) Inform the bridge of manned condition and the alarm cause. condition.
c) Change watchkeeping control to the ECR.
d) Rectify the alarm condition, if necessary call for assistance.
e) After the fault has been corrected, check that the system is
working properly and if satisfied reset the engine room for
UMS operation.
Normal Handover
a) The duty engineer proceeds to the ECR.
b) Inform the bridge of manned condition.
c) Change watchkeeping control to the ECR.
d) Examine the data logger printouts generated during the UMS

period.
e) Hand over to the oncoming duty engineer, discussing any

irregularities. Ideally the handover should be carried out in front
of the other engineers to provide them with continuous plant
operation knowledge.
f) Inform the senior engineer of any plant defects. He will then

decide if they should be included in the present day’s work
list.

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Issue: Romø July 05 updated Dec 05 Section 3.2 - Page 1 of 2

3.2 ENGINE CONTROL ROOM, CONSOLE AND PANELS • Fuel oil viscosity control
• MDO/HFO in use indicator lights
The engine control room is situated on the port side of the upper platform of
the engine room, where all the necessary equipment and controls are located • High/low sea water suction valve control switches
to permit the centralised supervision of machinery operations. Automatic and • Engine room clock
remote control systems are provided to allow the machinery spaces to run
unattended at sea and in port during cargo operations. • Auxiliary boiler and exhaust gas boiler steam pressure and
water level indicators
It contains the following: • Auxiliary boiler emergency stop pushbutton
• Main engine control and operating console • Ship performance monitor
• Main switchboard • Ship speed log repeater panel
• Computer workstations • Alarm printer
• UMS2100 remote control system cabinet and UCS2100 panel
The main switchboard contains:
• DMS2100 remote control system cabinet
• Diesel generators input and power management panels
• Inert gas generator alarm repeater panel
• Main 440V and 230V power distribution panels
• Instruction books cabinet and shelves
• Air conditioning unit
• Safety plan posters
• Two spare life jackets
• One EEBD unit
The main engine control and operating console contains:

• Two UMS monitor screens with keyboards and mouse
• Local operator stations for:
• UMS2100
• DMS2100
• DPS2100
• EGS2000
• Main engine telegraph lever (bridge control)
• Main engine manoeuvring control lever (engine room control)
• Auto telephone, sound powered telephone and talkback
telephones
• Rudder angle indicator
• Fire alarm panel
• Temperature and pressure gauges for the main engine air,
lubricating oil and fuel oil systems
• Main engine rpm counter
• Main engine monitoring panel
Issue: Romø July 05 updated Dec 05 Section 3.2 - Page 2 of 2

PART 4: EMERGENCY SYSTEMS
4.1 Fire Hydrant System

4.2 CO2 Flooding System
4.3 Quick-Closing Valve System, Fire Dampers and Emergency Flaps
4.4 Fresh Water Mist Extinguishing System
Illustrations
4.1a Engine Room Fire Hydrant System
4.1b Fire Hydrant System - Deck
4.2a CO2 Flooding System
4.3a Quick-Closing and Remote Closing Valve System
4.4a Fresh Water Spray Extinguishing System

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4.1 FIRE HYDRANT SYSTEM The pumps in the engine room take suction from the main sea water crossover c) All fire hydrant outlet valves must be closed.
line in the engine room, the suction for the emergency fire pump is from its
own sea chest in the emergency fire pump room. The emergency fire pump sea d) Set up the valves as shown in the table below:
chest is fitted with a connection for weed and steam blowing.
Maker: Shinko
Engine Room
No. of sets: 1 The emergency fire pump supplies the fire main only. It is an electrically
Model: RVP 200MS driven self-priming vertical centrifugal pump and is situated in the emergency Position Description Valve
Capacity: 160/280 m3/h fire pump room which can only be accessed from the poop deck. The power Locked Open Main fire pump suction valve QD28
supply for this pump is taken from the emergency switchboard.
Locked Open Main fire pump discharge valve QD37
Main Fire Pump The pumps can be started and stopped from the following locations: Locked Open Bilge, ballast and fire pump suction valve QD27
Maker: Shinko Locked Open Bilge, ballast and fire pump discharge valve QD39
• Locally, plus at the entrance to the emergency fire pump
No. of sets: 1 Locked Closed Bilge, ballast and fire pump bilge suction QD26
compartment (emergency fire pump only)
valve
Model: RVP 200MS • Ship’s control centre in the fire station area Locked Closed Main fire pump bilge suction valve QD25
Capacity: 160/280 m3/h
• Wheelhouse, below the main fire detection control panel Locked Closed Main fire pump discharge valve to QD30
• Foam room, except the emergency fire pump overboard
Emergency Fire Pump Locked Closed Bilge, ballast and fire pump discharge valve QD34
Maker: Shinko • ECR main switchboard at the 440V group starter panel for each to overboard
No. of sets: 1 pump, except the emergency fire pump
Locked Open Emergency fire pump suction valve
Model: RVP 130MS Located in close proximity to the two aft fire hydrants on the floor level and Locked Open Emergency fire pump discharge valve
Capacity: 72 m3/h adjacent to the starboard aft upper platform area are foam station boxes. Each
foam station box contains a hose, 2 x 25 litre foam compound and a foam Deck
branch applicator with dipper tube.
Introduction Position Description Valve
The fire and wash down main runs the full length of the vessel and is branched Closed Supply valves to focsle services
The above pumps can supply sea water to the following services:
off to the fire hydrants, which are located so that two jets can be directed onto Closed Port hawse pipe supply valve
• The fire hydrants in the engine room the fire source.
Closed Starboard hawse pipe supply valve
• The fire hydrants on deck
Isolating valves are positioned along the main deck, between each set of
• The fire hydrants serving the accommodation block hydrants on the fire main line. Foam Room
• The fire hydrants in the pump room Position Description Valve
• Ballast/void space eductor drive Preparation for the Operation of the Fire Hydrant System Open Isolating supply valve to deck
• Main foam system Open Supply valve to main deck fire main
a) Set the suction and discharge valves of the bilge, ballast and
• Hawse pipe anchor wash Open Supply valve from emergency fire pump
fire and the main fire (GS) pumps for supplying sea water to
the fire main. The description assumes that the sea water main Open Supply valve to the accommodation areas
• Forward bilge eductors
is already connected to the sea via the low suction.
• Emergency supply to inert gas generator scrubber All of the above pumps are ready to be started remotely from the locations as
Ensure the bilge suction valves for these pumps are positively previously indicated.
• Water to the tank cleaning system
shut to ensure that no bilge water can be discharged into the fire
• Filling the residual tank main.
The main fire pump and the bilge, ballast and fire pumps are permanently set Ensure the emergency fire pump suction and discharge valves
up for the fire and foam main service with the discharge and suction valves are open.
open.
b) All of the intermediate isolating valves along the fire main on
the upper deck must be open.

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Note: Whenever a bilge, ballast and fire pump, or the emergency fire pump
is operating, at least one fire hydrant valve must be open to ensure a flow
of water through the pump to prevent overheating, this would usually be an
anchor washer.
After use, any hose and nozzle unit used must be properly stowed in the hose
box ready for future use. Any defects in the hose, nozzle, valve or system
must be reported immediately and rectified as soon as possible. Hose boxes
must never be left with components which are defective.
Emergency Fire Pump
If the emergency fire pump is to be used this can be started remotely. The
suction and discharge valve to the fire main from this pump are always
kept open so the pump can be started and can supply water to the fire main
immediately. The valves should, however, be operated periodically to ensure
that they are operational and free to be closed should the need arise.
The Fire Main
The fire main has outlets in the engine room, around the accommodation
block and on the deck forward and aft. At each hydrant outlet is a hose box
containing a fire hose and nozzle unit. The hydrant outlet valves should be
operated at frequent intervals to ensure that they will open satisfactorily should
it be necessary in the event of an emergency.
Intermediate valves in the fire main along the deck should be kept open at
all times to ensure that water will be available at all deck hydrants whenever
required.
International Ship Shore Connection
There is a single international ship shore connection located in storage box on

the port side of A deck adjacent to the entrance door into the accommodation.
It must be kept readily available for use in port where it may be necessary to
utilise the shore based fire authorities to assist in fighting a fire.

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4.2 CO2 FLOODING SYSTEM h) Open the engine room release box, the alarm horns and flashing Pump Room, Engine Control Room and Inert Gas Generator
lights will operate in the engine room. Room CO2 Flooding Systems
The CO2 flooding system for the engine room/engine control room/inert gas
generator room and ballast pump room consists of 121 high pressure cylinders i) Open one control cylinder valve fully, then from the release Maker: Unitor
each containing 45kg of CO2. These are contained in the CO2 room, situated box open No.1 and No.2 control valves. Control CO2 gas will
Type: High pressure
on the port side of the A deck. pass via No.1 valve to the pilot cylinder for the main gang
of cylinders which will then open all 121 cylinders ready for Capacity: 4 cylinders each containing 45kg
In the event of a fire in the ballast pump room or engine control room, only four release into the engine room.
cylinders would be released in each case, three cylinders would be released for In the Event of Fire in the Pump Room, ECR or IGG Room
the inert gas generator room. All 121 cylinders will be released for an engine Control CO2 gas passing through No.2 control valve will be
room fire. The illustration above gives an indication of which cylinders are directed to the distribution valve via a CO2 timer cylinder a) Obtain the key from one of the master keyholders.
used for each protected space. which is set at approximately 30 seconds. After the time release
unit has operated the main distribution valve on the line to the b) Go to the master control cabinet located in the CO2 room or fire
The system can be operated from the ship’s fire station or locally in the CO2 engine room will open. control station for either the pump room, ECR or IGG room.
room.
j) If the CO2 operated system fails to operate, the main distribution c) Ensure all personnel have evacuated the space/area that will be
valve can be opened manually from the CO2 room and the injected with CO2.
Engine Room CO2 Flooding System cylinders released by hand.
Maker: Unitor d) Close and check that all doors, hatches and fire flaps are shut for
Type: High pressure k) Do not re-enter the engine room for at lease 24 hours and ensure the spaces/areas that are to be injected with CO2.
Capacity: 121 cylinders each containing 45kg that all reasonable precautions have been taken. These include:
maintaining boundary inspections; noting cooling down rates c) Unlock the control cylinder cabinet (only in the FCS, the
Discharge time: 2 minutes control cylinders in the CO2 room are free standing) and open
and/or any hot spots which may have been found.
the door.
WARNING l) After this period, an assessment party, donning breathing
Release of CO2 into any space must only be considered when all other apparatus can quickly enter the space through a door which is f) Stop the appropriate fans, FO and hydraulic pumps, generator
options have failed and then only on the direct instructions of the Chief then shut behind them. engines etc., consistent with the space being injected with
Engineer, who will have consulted the Master. CO2. Close all doors, hatches and fire flaps. A list of the ESS
m) Check that the fire is extinguished and that all surfaces have emergency stops are indicated below.
cooled prior to ventilating the engine room. Premature opening
In the Event of Fire in the Engine Room
could cause re-ignition if oxygen comes into contact with hot ESS-1
a) Obtain the key from one of the master keyholders. combustible material.
No.1, No.2, No.3 and No.4 engine room fans
b) Go to the master control cabinet located in the CO2 room or fire n) Do not enter the engine room without breathing apparatus No.1 and No.2 main engine auxiliary blowers
control station. until the engine room has been thoroughly ventilated and the ECR air conditioning unit
atmosphere proved safe. 45D power distribution board
c) Ensure all personnel have evacuated the engine room and have
been accounted for. ESS-2 (Also located outside the galley)
(Accommodation fans and galley equipment)
d) Close and check that all doors, hatches and fire flaps are shut. Air conditioning fans
47D and 4AD power distribution panels
e) Stop the main engine, generating engines and auxiliary boiler. 22D and 23D 220V power distribution panels
f) Operate the HFO, MDO and LO tank quick-closing valves and

ESS-3
stop the engine room fans.
Ballast fans in ballast pump room
g) Unlock the control cylinder cabinet (only in the FCS, the
control cylinders in the CO2 room are free standing) and open
the door.

CO2 Release Box for CO2 Release Box for CO2 Release Box for
Engine Room Ballast Pump Room Engine Control Room
Timer Release Unit
Distribution Valve for

the Pump Room
the IGG Room
CO2 Control Cylinders Distribution Valve for
the Engine Room
CO2 Release Box for

Timer Release Cylinder
IGG Room
the ECR
Distribution Valve
Operation Cylinder
CO2 Cabinet Release Boxes and Control Cylinders in the CO2 Room CO2 Distribution Valves and Timer Release Cylinders in the CO2 Room

ESS-4 Allow time for the CO2 to extinguish the fire and the space to
HFO and MDO purifiers cool down.
Auxiliary boiler control panel
41D power distribution board j) Do not re-open the space until all reasonable precautions have
FO feeder units No.1 and 2 been taken to ascertain that the fire is out. Premature opening
FO feeder units control panel could cause re-ignition if oxygen comes into contact with hot
Incinerator combustible material.
Hydraulic power pack control panel k) When the fire is out, ventilate the space thoroughly.
l) Do not enter the pump room/ECR/IGG room without breathing

ESS-5 apparatus until the room has been thoroughly ventilated and the
No.1, No.2 and No.3 generator engines atmosphere proved safe.
ESS-6 Alarms for Engine Room and Ballast Pump Room System
(Cargo and inert gas system)
No.1 and No.2 inert gas fans Should any cylinder discharge accidentally, it will pressurise the main line up
IGG FO pump to the stop valve. This line is monitored by a pressure switch and will activate
Ballast pump room fan the CO2 Leakage alarm in the Lyngsø alarm and monitoring system.
No.1, No.2, No.3 and No.4 hydraulic power packs
Over pressure of the main line is prevented by a safety valve, which will vent
Emergency stop pushbuttons are provided in the wheelhouse for: 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
• Accommodation fans and galley equipment
Pressure Low alarm in the Lyngsø alarm and monitoring system.
• Engine room fans and auxiliary blowers
• Ballast pump room fans Should the power supply to the system fail, the CO2 Power Failure alarm will
operate in the Lyngsø alarm and monitoring system.
g) Open the release box for the space/area to be injected with CO2,
the alarm horns and flashing lights will operate in that space/ Paint Locker CO2 System
area.
The paint locker is covered by a fixed CO2 system containing a single 45kg
h) Open one control cylinder valve fully, then from the release CO2 cylinder. Ensure that there are no personnel in the room and that the space
box open No.1 and No.2 control valves. Control CO2 gas will for the fan is stopped and its mushroom vent is closed on the fore deck port
pass via No.1 valve to release the designated pilot cylinder for side before releasing the CO2 into the space.
the area being injected, which when operated will activate the
remaining three cylinders ready for release into the ECR/pump
room/IGG room as appropriate. Galley CO2 System
Control CO2 gas passing through No.2 control valve will be The galley has a local CO2 system containing a single 18.9kg CO2 cylinder
directed to the appropriate distribution valve via a CO2 timer which is activated from the galley and provides extinguishing capability in the
cylinder which is set at approximately 30 seconds. After the event of a fire in the exhaust duct. In the case of fire in the exhaust duct switch
time release unit has operated the distribution valve on the line off the galley fans and close the fire dampers at the switches outside the galley
to the ECR/pump room/IGG room as appropriate will open. then release the CO2. When the release protection door is open the galley fans
are automatically stopped.
i) If the CO2 operated system fails to operate, the distribution
valve can be opened manually from the CO2 room and the
cylinders released by hand.

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4.3 QUICK-CLOSING VALVE SYSTEM, FIRE Valves for Lower Platform (Outlet 2) ESS-1
DAMPERS AND EMERGENCY STOPS HFO settling tank To auxiliary boiler RR7 No.1, No.2, No.3 and No.4 engine room fans
HFO settling tank To FO purifiers QR37 No.1 and No.2 main engine auxiliary blowers
ECR air conditioning unit
Introduction HFO service tank To FO transfer pump QR36
HFO service tank To FO preparation unit RR6
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil HFO service tank To main engine RR1 ESS-2 (Also located outside the galley)
could flow to feed a fire, are equipped with air operated quick-closing valves
which are controlled from a cabinet located inside the ship’s fire station area. (Accommodation fans and galley equipment)
The cabinet contains a 30 litre air reservoir, four control section valves, a low Valve for Fuel Oil Tanks (Outlet 3) Air conditioning fans
pressure alarm transmitter, pressure indication, a pressure reducing valve and No.2 HFO bunker tank (port) To FO transfer pump QR10 47D and 4AD power distribution panels
filter. The reservoir is supplied through a non-return valve from the starting air No.1 HFO bunker tank (port) To FO transfer pump QR9 22D and 23D 220V power distribution panels
system in the engine room at a pressure of 30 bar, this pressure is regulated HFO minor tank To FO transfer pump QR7
down to a working pressure of 7 bar on the outlet side from the reservoir. The No.2 HFO bunker tank To FO transfer pump QR24 ESS-3
tanks are grouped into four systems with one valve operation for each system. (starboard) Ballast fans in ballast pump room
In normal operation, the supply to each group of tanks is vented to atmosphere,
No.1 HFO bunker tank To FO transfer pump QR8
but when the cock is opened, air is supplied to the pistons of the valves and (starboard)
these collapse the bridge of each valve in the group. ESS-4
HFO and MDO purifiers
The valves are reset by venting the air supply and turning the valve handwheel Valve for Hydraulic Oil Tanks and MDO Service Tank (Outlet 4) Auxiliary boiler control panel
in a close direction in order to reset the bridge mechanism, after this the valves Hydraulic oil storage tank To hydraulic oil transfer pump 41D power distribution board
are opened in the normal way. Valves in each of the four groups are shown in Hydraulic oil drain tank To hydraulic oil transfer pump FO feeder units No.1 and 2
the table below. MDO service tank To FO preparation unit RR8 FO feeder units control panel
Incinerator
MDO service tank To auxiliary boilers RR9
The emergency generator diesel oil tank quick closing valve is operated by a 42D power distribution board
directly connected wire from outside the emergency generator room. MDO service tank To MDO purifier QR39 Hydraulic power pack control panel
MDO service tank To generator engines RR10
Tank Service Valve ESS-5
Wire Operated Fire Dampers (Fire Flaps) No.1, No.2 and No.3 generator engines
Emergency generator MDO tank Emergency generator MDO RR74 Fire dampers operate to close the ventilation openings in the event of a fire
tank outlet in the engine room spaces. Some dampers are automatic and will close when ESS-6
the fan stops but most engine room dampers are manual and have to be closed
(Cargo and inert gas system)
Tank Service Valve by means of a lever or handwheel located outside the compartments. Damper
No.1 and No.2 inert gas fans
Valves for Upper Platform (Outlet 1) operating mechanisms are situated aft of the accommodation on A, B and C
IGG FO pump
No.1 cylinder oil tank To cylinder oil transfer pump RS37 decks. The funnel vents are closed from outside the funnel casing by means of
Ballast pump room fan
handwheels located on C deck. The ECR and galley have remotely operated
No.2 cylinder oil tank To cylinder oil transfer pump RS36 No.1, No.2, No.3 and No.4 hydraulic power packs
fire dampers, the ECR damper being closed from the Ship’s Fire Station and
Main engine cylinder oil daily Tank outlet valve RS32 CO2 room the galley fire dampers being closed from outside the galley.
service tank From Ship’s Control Centre
Main LO storage tank To main engine and stern tube QS3 Emergency stops ESS-1, ESS-2, ESS-3, ESS-4, ESS-5 and ESS-6 are located
sump/drain tanks Emergency Stops
in the Ship’s Fire Station area.
Main LO settling tank To LO purifiers feed pump QS2
The emergency stops are located in the ship’s control centre area behind the
Generator engine LO. storage To LO transfer pump and QS1 cargo operations console. From the Wheelhouse
tank generator engine sumps
Emergency stop pushbuttons are provided in the wheelhouse for:
Incinerator MDO tank Tank outlet valve QU1
Incinerator waste oil service tank Outlet to incinerator • Accommodation fans and galley equipment
Inert gas generator MDO tank Outlet to inert gas generator • Engine room fans and auxiliary blowers
outlet • Ballast pump room fans

Illustration 4.4a Fresh Water Spray Extinguishing System

Solenoid Release Valves Located
Outside Entrance to ECR/Workshop from Accommodation
Auxiliary Boiler
Fresh Water
Tank Port
Main Engine Area

QG3
Incinerator
Control Panel Generator Engine No.3
Supply Pump
Starter
Fresh Water FO Booster Unit
Tank
Starboard PI
Generator Engine No.2
QG4
Reservoir
Tank (400 litres) Generator Engine No.1
Fresh Water
To FW Hydrophor Unit Spray System
Purifier Room
HP Pump
PI PI
QG14 PI
QG38
Fresh Water Spray
Fire Extinguishing
System Supply Pump
(6m3/h at 4.5 bar)
Cylinders Located in Steering Gear Room
Key
PI
Domestic Fresh Water
Water Mist System Water
Electrical Signal
Section Isolation Valve

with Bypass for Manual Release
Water Cylinders Nitrogen Cylinders

4.4 FRESH WATER MIST EXTINGUISHING The backup fresh water and nitrogen cylinders are located in the steering • Emergency stop activated
SYSTEM gear room and the solenoid valves are located outside of the ECR door in the
• Key switch in the STOP position
passageway from the accommodation. Additionally, each solenoid valve also
has a manual screw operated bypass valve for manual release of the water mist • System OFF
Maker: Sem-Safe if necessary. • Main bus/emergency bus supply failure
Pump capacity: 100 litres/min
Working pressure: 90kg/cm2 Each protected space has a local activation pushbutton for that space. There • Main valve closed (indicator switch)
Reservoir tank: 400 litre are activation pushbuttons for all spaces in the engine control room and in the • Low water level in reservoir tank
ship’s fire control station. Activation of the system for a protected space is by
Backup cylinders • Low nitrogen cylinder pressure
pressing the activation pushbutton for that zone. At the valve operating panel
Water: 6 cylinders each of 80 litre in the ship’s fire control centre indicator lamps are provided for:
Nitrogen: 5 cylinders each of 80 litre Operation
• System ready (lamp)
Fresh water supply pump: 6m3/h at 4.5 bar
• System failure (lamp) Should a fire occur in any of the above spaces, the system may be operated:
Description • Pump running (lamp) • Automatically upon activation of two fire detectors in a
protected space.
The water mist system is supplied by a high pressure pump which takes There are pushbuttons for:
• Remotely from the ship’s fire station control panel for the water
suction from a reservoir tank. The reservoir tank contains fresh water and is • Reset system failure (including mute for buzzer) mist system. The water mist release pushbutton for a protected
replenished from the domestic fresh water tanks by the fresh water mist system space is pressed; indicator lamps show that the system has been
• Lamp test
supply pump. activated.
In addition, the ship’s fire station control panel has a key switch for the • Locally by pressing the water mist release pushbutton located
Seven zones are protected by the water mist system and each zone has its own
change of a released section. The key switch is turned and simultaneously the outside the protected space.
solenoid valve which is opened when a fire is detected in that zone and the
pushbutton for another protected section is pressed; this releases water mist
release system is activated. When the release system is activated for a zone the • Locally from the engine control room. The water mist release
into that section and shuts off water mist from the previous section.
fresh water mist system HP pump is started and the solenoid valve for the zone pushbuttons for each section is located near the aft door in the
is opened. Water is directed to the distribution line for the protected space and engine control room.
The system may be operated manually for any section by pressing the
the high pressure water issues from the nozzles in that protected zone in the
pushbutton for that section, but generally it will be activated automatically
form of very fine water mist. Water mist cools the zone and excludes oxygen The HP pump will start and delivery high pressure fresh water to the nozzles
by the ship’s fire monitoring and detection system. The water mist is released
so it is ideal for protecting spaces where oil fires can occur. in the protected space when the pushbutton for a protected space is manually
into a designated space when there are at least two fire detectors in a protected
space in alarm at the same time. operated, or when an automatic release is initiated. The fresh water spray
The system is designed to use 80 litres/min when all nozzles for the largest fire extinguishing system supply pump is automatically started in order to
system (main engine area) are open, the water mist system supply pump is replenish the reservoir tank. When the fire has been extinguished, stop the
Zone isolation valves are provided for the following spaces:
designed to supply in excess of this amount to ensure that the system will pump manually and reset all the valves to their standby positions.
remain operating with a ready supply of fresh water in the reservoir tank. • Main engine (11 nozzles)
• Diesel generator room No.1 and No.2 (3 nozzles each engine) If the main HP water spray pump is not operational, the emergency backup
In addition to the HP pump, the water mist system has a backup arrangement system comprising the water and nitrogen cylinders may be operated to protect
consisting of six water cylinders and five nitrogen cylinders. Should the HP • Diesel generator room No.3 (3 nozzles)
any compartment. This emergency system has a limited water capacity for 5
pump not be able to operate, the nitrogen cylinders will discharge the water • Incinerator (2 nozzles) minutes of operation. After release of the backup system the water and nitrogen
cylinders to the protected space when the backup system is activated. The cylinders must be replenished as soon as possible.
backup system provides 5 minutes of water flow to the largest system (main • Purifier room (6 nozzles)
engine area), the system is activated automatically by the controller should the • Auxiliary boiler 2 nozzles)
HP pump fail or be shut down due to a low low level in the reservoir tank; this Emergency Operation
• FO booster unit (2 nozzles)
pump shut down ensures that the pump does not operate without water. In the event of failure of the control system the water mist system may be
The water mist system activates the following alarms in the general alarm operated in emergency mode. The HP pump key switch is turned to the
The main control panel for the pump unit is situated at the HP pump unit EMERG START position (this overrides the electric motor thermal protection
system:
which is located at the upper platform level on the starboard side aft, near the and reservoir low low level cut out) and the water is supplied to the protected
FW hydrophore tank. The main key switch has AUTO, SYSTEM OFF and • System failure space by manually opening (screwing out) the bypass valve for that protected
EMERGENCY START positions. Normally the key switch is in the AUTO • Pump motor thermal failure space’s solenoid valve.
position to enable the system to operate as required.

PART 5: EMERGENCY PROCEDURES
5.1 Flooding in Engine Room

5.2 Emergency Operation of the Main Engine
5.3 Emergency Steering
5.4 Emergency Fire Pump
5.5 Fire in the Engine Room
5.6 Escape System and Fire Doors
5.7 Fire Alarms
5.8 Fire Fighting Equipment in the Engine Room
Illustrations
5.2a Emergency Operation of Main Engine
5.6a Lifesaving Equipment, Escape System and Fire Doors in Engine Room
5.7a Fire Alarm System in Engine Room
5.8a Fire Fighting Equipment in the Engine Room

5.1 FLOODING IN THE ENGINE ROOM
Procedure
Is engine room bilge pump running? Normal Priority
Urgent Priority
NO
YES
Start pump Level still rising. Level not rising.
Is pump pumping? Open the emergency bilge suction valve Find and isolate the source of ingress of
QA23 for No.3 main cooling sea water water.
pump and discharge directly overboard. Restrict the rate of entry by any means
available, such as shoring, bandaging or
YES caulking, if the source of water cannot
NO
be isolated by valves.
Level rising.
Check the following :
1. Position of all valves, particularly any
extra suction valve which may be open.
Inflow of water is exceeding
2. Pump or bilge suction strainer is not the capacity of the pump
choked. Level still rising. Level not rising.
Start main fire pump taking suction
If pump does not pump from the bilge system.
Find and isolate the source of ingress of
proceed to next task. Is pump pumping? water.
Restrict the rate of entry by any means
NO YES available, such as shoring, bandaging or
Start main fire pump taking suction caulking, if the source of water cannot
Advise the bridge.
from the bilge system. be isolated by valves.
Stop the main engine and secure it
Level rising. against the ingress of water.
Is pump pumping? Isolate equipment from the main
Start bilge, ballast and fire pump switchboard before the equipment is
taking suction from bilge system. flooded.
Level not rising. Before the sea water pumps are flooded,
NO YES Is pump pumping?
it will be necessary to shut down the
Find and isolate the source of ingress boiler, stop the main generators and start
NO YES of water. the emergency diesel generator.
Check as for engine
Restrict the rate of entry by any
room bilge pump.
means available, such as shoring,
If pump does not Level rising
bandaging or caulking, if the source
pump proceed to next
Summon assistance using the of water cannot be isolated by
task.
engineer’s call bell. valves.

Illustration 5.2a Emergency Operation of Main Engine

Start
Pull Rod Connection 101

from Governor Stop
Stop Indicator 102
100
105
A
Emergency Control
C
Indicator
Blocking Arm
"Normal Control" Position B
Stop Indicator
Stop Indicator
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 Handwheel
Plate Connected to Plate Connected Plate Connected to

Regulating Hand wheel to Governor Regulating Shaft
Emergency Control Emergency Control Mechanism Normal Control

5.2 EMERGENCY OPERATION OF THE MAIN ENGINE e) Change the position of the remote/local lever valve 100, from Note: When the governor is disengaged, the engine is still protected against
the REMOTE to the LOCAL position. The air supply is now overspeed by the electric overspeed trip, ie. the engine is stopped automatically
directed to the valves of the manoeuvring system for emergency if the revolutions increase to the overspeed setting. The overspeed shutdown
Emergency Control from Engine Side control from the local control stand. can only be reset by moving the regulating handwheel to the STOP position.
Manoeuvring must therefore be carried out very carefully, especially when
Note: The numbering of parts and valves is according to the MAN B&W f) The engine is now ready for starting from the local position at doing so in rough weather. It should also be noted that when operating the
engine operating manual. the engine side. engine from the local control stand, all of the engine monitoring systems are
still functioning.
The engine can be operated from the emergency control stand at the engine Note: Always keep the threads of the changeover mechanism well
side (middle platform, port, aft) in the following circumstances: lubricated. The auxiliary blowers must be operating and these are started from the starter
1. As a result of breakdown of the normal pneumatic manoeuvring unit at the local control station. The telegraph and indicator box at the local
system. control station provides information on the engine condition, such as speed,
Procedure for Changeover to Engine Side Control with the
2. As a result of a breakdown of the governor or its electronics. turning gear engaged and fuel cam position
Engine Running
3. If direct fuel pump index-control is required.
a) Reduce the engine load to a maximum 80% of MCR. Procedure for Controlling the Engine from the Emergency
Note: The engine side control stand has priority over all other control Control Stand
locations. Control may be taken by the engine side control stand at any time b) Check that the position of ahead/astern lever, valve 105,
by turning the valve 100 to the LOCAL position. corresponds to the present engine running direction. a) To stop the engine depress the STOP pushbutton valve 102 at
the local control stand.
Changeover with a stopped engine: c) Release the regulating handwheel (B) by turning the small
lever (lever A) at the side of the control stand and then move b) To reverse the direction of the engine rotation, the ahead/astern
a) Check that the valve 105, which is in the telegraph handle of the the regulating handwheel to bring the tapered slots of the lever, valve 105, must be moved to the new position. Reversing
local control system is in the required position, ahead or astern, changeover mechanism plates into position opposite each the engine is only possible when the STOP valve has been
in which the engine is required to start. other. activated.
d) Put the blocking arm mechanism into the local (emergency) c) When the starting air distributor has been moved to the correct
Note: Reversing to a new direction is only possible when STOP valve 102 is control position. position for the rotational direction required and its position
activated (the pushbutton is depressed).
visually confirmed, the fuel control regulating handwheel can
e) Quickly, move the impact handwheel (P) to the opposite be moved to a suitable position to give fuel injection and a
b) At the local control stand release the regulating handwheel by position. This disconnects the fuel pumps from the governor running speed of about SLOW.
means of the small lever (lever A) located at the side of the and connects them to the regulating handle on the engine side
stand. Turn this lever in the anti-clockwise direction to free the control stand. d) To start the engine the START valve 101 must be depressed.
regulating handwheel.
f) Move the REMOTE/LOCAL lever, valve 100, to the LOCAL e) When the start level rotational speed has been reached the
c) Put the linkage blocking arm on the impact handwheel in the position. This leads control air to the valves in the local control START valve is deactivated by releasing the START pushbutton
local (emergency) position. stand. valve. The engine should now be running on fuel.
d) Turn the regulating handwheel (B) to move the innermost g) If the STOP pushbutton valve 102 is not deactivated the engine f) The engine speed can be manually controlled by operating the
lever of the changeover mechanism (C) to a position where will now receive a STOP order. regulating handwheel which directly regulates the fuel injection
the impact handwheel (P) is able to enter the tapered slots in
pumps by moving the fuel pump control linkage.
both of the levers. Quickly turn the impact handwheel anti- h) Press the START pushbutton valve 101 briefly to provide an air
clockwise. This will cause the governor to disconnect from impulse to deactivate the STOP valve 102.
the fuel pump control linkage and allow the local control stand
regulating handwheel to be connected instead. Regulation of the i) The engine is now running under control from the
engine speed can now be made locally by turning the regulating local(emergency) control stand. Regulation of the engine speed
handwheel. can now be made locally by turning the regulating handwheel.

5.3 EMERGENCY STEERING If this system should fail, manual operation of the steering gear can be carried EMERGENCY STEERING DRILL
out as follows with one pump unit operating:
If failure occurs in the remote operating system from the wheelhouse, the Emergency steering drill should be carried out at least once every three months
steering can be operated from the steering gear room. a) Switch off electrical power to the torque motor and select when traffic and navigational restrictions permit.
LOCAL for the pump unit.
It is to consist of the direct operation of the main steering gear by using the
Description b) Push in the red pushbutton on the unloading valve of the manual control within the steering flat. This operation is to be directed from
operating pump unit and lock it in place by turning the screw the navigation bridge. After each drill, details and the date it was carried out are
The steering gear consists of a tiller, turned by a four cylinder hydraulic locking device; check that the pushbutton remains locked in the to be entered in the Official Log Book and Particulars and Records Book.
system, that in turn is driven by two electric motors. In accordance with IMO depressed position.
regulations the pumps, hydraulic power circuits and rams can operate as two
isolated systems. c) The tiller can be moved in accordance with the steering
command from the bridge by turning the torque motor shaft
The steering gear is fitted with an automatic isolation system. This system is knob which is located at the top of the torque motor. This puts
used to divide the hydraulic power circuits in the event of a hydraulic oil loss a stroke on the pump to produce the desired angle of rudder
from the oil tanks. movement. The tiller will stop at the position set by the torque
motor knob.
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.
Procedure for Operation of Steering Gear on Loss of Remote

Bridge Control Torque Motor Shaft Knob
a) On loss of steering gear control from the bridge, establish

communication with the bridge via the telephone system.
A telephone is located on the steering gear compartment Unloading Valve
platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear. When operating with emergency steering only one Torque Motor
steering gear pump unit must be running.
Locking Ring
b) Turn the LOCAL/REMOTE control switch to LOCAL control.
This switch is on the NFU (No Follow Up) panel on the starboard side of the
steering gear room.
c) Operate the pushbuttons PORT or STARBOARD to turn

the steering gear in the direction request by the bridge. The
pushbutton is depressed for the period it takes to turn the rudder
to the desired position and then it is released in order to stop
further rudder rotation.
Steering Gear Torque Motor Steering Gear Unloading Valve Block

5.4 EMERGENCY FIRE PUMP
Maker: Shinko
No. of sets: 1
Model: RVP 130MS
Capacity: 72m3/h
The emergency fire pump is located in a compartment which backs onto the
steering gear compartment. The access to the emergency fire puimp room is
from the aft deck. The pump is a vertical centrifugal pump type and is primed
by a vacuum pump driven by the pump drive shaft.
The pump is electrically driven by power from the emergency switchboard

440V feeder panel.
The pump can supply the fire main at a capacity of 72m3/h.
Starting and stopping of the pump can take place from the following
locations:
• Locally at the pump
• At the top of the emergency fire pump compartment
• In the fire control station area in the ship’s control centre
• The wheelhouse
The emergency fire pump draws from its own sea water chest. The pump
suction valve WD069 and the discharge valve WD072 are always locked in an
open position. The pump discharges into the aft section of the fire main.
Operation of Fire Pump
When the pump is stopped, no pressure is detected at the pump discharge.

The auto-cylinder pushes the vacuum pump friction drive coupling against the
pump shaft friction drive coupling.
When the pump is started, the pump coupling drives the vacuum pump which
is sealed by circulating water from the water tank. The vacuum pump draws
air from the pump suction, which in turn primes the pump. The pump picks up
suction and the pressure, detected at the pump outlet, disconnects the vacuum
pump.
The emergency fire pump discharge line connects directly into the fire main in
the foam room in the accommodation block on upper deck port side forward.

5.5 FIRE IN THE ENGINE ROOM p) Prepare to vacate berth if required. The fixed water mist system may be used in certain protected spaces. The
system for a particular protected space is activated at that space by means of
If a fire should occur in the engine room: q) If there is a danger of the release of poisonous gases or an the alarm/activation pushbutton outside the protected space. Water mist may
explosion consider part or total ship abandonment. Ship be operated in a protected space remotely at the main control panel. Before
drawings, fire plan, cargo plan etc., should be taken ashore. A operating the water mist system in a protected space the ventilation must
General
crew check is to be carried out. be shut off, all doors closed and quick-closing valves in that space must be
closed.
a) Sound the fire alarm and muster the crew.
r) Consider using fixed extinguishing systems.
b) If personnel are missing, consider the possibility of searching in Emergency Stops
s) On arrival of the fire brigade inform the chief fire officer
the fire area. about:
From Ship’s Control Centre and Wheelhouse
c) Determine the location of the fire, what is burning, the direction • Any personnel missing
of spread and the possibility of controlling the fire. Purifier room fan
• Assumed location of fire
No.1 engine room fan
d) If there is the least doubt about whether the fire can be controlled • What is thought to be burning
by the ship’s crew, inform the shore authorities of the situation • Any conditions that may constitute a hazard No.2 engine room fan
on the distress frequencies. No.3 engine room fan
t) Assist the chief fire officer by supplying drawings and plans.
e) If the firefighting capacity is limited, give priority to fire No.4 engine room fan
limitation until the situation is clarified. Forward hydraulic pump room supply fan
Operation of Fixed Fire Extinguishing Systems
f) If substances which may emit poisonous gases or explode are Emergency fire pump
If the fixed CO2 system fire extinguishing system is to be used, take the
on fire, or close to the fire, direct the crew to a safe position Accommodation air conditioning unit
following action:
before actions are organised.
Welding exhaust fan
a) Stop the main engine and shut down the boiler.
g) Establish the vessel’s position and update the communication Main engine auxiliary blower
centre. b) Sound the evacuation alarm.
No.1 blower of IGG
h) If any person is seriously injured request assistance from the c) Stop all the ventilation fans. No.2 blower of IGG
nearest rescue centre.
Auxiliary boiler
d) Start the emergency generator and put it on load.
In Port
Air conditioning unit for ECR
i) Activate the emergency shutdown system after first obtaining e) Trip the quick-closing valves and engine room auxiliary
Galley equipment
agreement to do so from the terminal duty personnel. machinery from the fire control centre.
No.1 AC supply/exhaust fan
j) Conduct a crew check. f) Count all personnel and ensure that none are in the engine
room. No.2 AC supply/exhaust fan
k) Organise the crew for fighting the fire. No.1 pump room fan
g) Close all fire flaps and funnel doors. Close all doors to the inert
l) Inform the local fire brigade even though the fire may appear to gas plant and engine room. No.2 pump room fan
be under control.
Group starter board 3 (accommodation fans)
m) If personnel are missing, consider the possibility of searching in h) Start the emergency fire pump and pressurise the fire main.
the fire area.
i) Operate the CO2 system.
n) Close all accessible openings and hatches to prevent the
spreading of fire.
o) Prepare to disconnect cargo hoses if required.

From Ship’s Control Centre only

Main generators
Power distribution board P4 (LO purifiers)
Power distribution board P3 (FO purifiers)
Cargo and inert gas systems
No.1 crosshead LO pump
No.2 crosshead LO pump
No.1 main LO pump
No.2 main LO pump
No.1 FO supply unit
No.2 FO supply unit
No.1 hydraulic oil pump
No.2 hydraulic oil pump
DO transfer pump
LO transfer pump
FO transfer pump
Generator engine priming LO pump

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PART 6: COMMUNICATIONS
6.1 Communication Systems

6.1.1 UMS 2100 System
6.1.2 Sound Powered Telephones
6.1.3 Exchange Telephones
6.1.4 Public Address and Talk-Back System
6.1.5 Shipboard Management System
Illustrations
6.1.1a UMS 2100 System Layout
6.1.1b UMS 2100 Operator Panels
6.1.2a Sound Powered Telephone System
6.1.3a Exchange Telephones

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6.1 COMMUNICATIONS SYSTEMS Note: Silencing the buzzer/horn has no significance to the alarm state. The Failure to acknowledge the alarm at the ECR panel within predetermined
alarm must be acknowledged in order to avoid the ‘ALL ENGINEERS time (typically 5 minutes) will result in an ‘ALL ENGINEERS CALL’
6.1.1 UMS 2100 SYSTEM CALL’. announcement on all panels.
Maker: Lyngsø Marine A back-up engineer can also be selected if necessary, in case the duty engineer
Type: UMS 2100 Alarms Cut-out does not respond to an alarm.
In some cases alarms may need to be disabled (suppressed), e.g. if the sensor
is faulty, if work is being carried out that may cause undesired alarms or when
UMS2100 Printer
Introduction
the main engine is stopped resulting in a low fuel oil pressure alarm.
The printer is controlled from the ECR panel and the Bridge panel, however
The purpose of an alarm and monitoring system is to collect the information only the printing of reports are possible from the Bridge.
concerning safety on board the ship and to monitor the alarm situation. Suppression of alarms can be activated at the ECR Station or the Local
Operating Panel after inserting a valid password.
The following information can be printed:
The system carries out the following tasks:
WARNING • Alarm/Event log
• Acquisition of supervision data. i.e. sensor values
Alarm suppressions should only be carried out by authorised personnel. • Data log
• Detection of alarm states i.e. illegal values or states
• Alarm list
• Announcement of detected alarms
Description • Cut-out list
• Supervision of engineer response
Bridge and Accommodation Alarm System
• Logging of alarms and events Alarm/Event log
The advising of an alarm to the duty engineers takes place through the
Accommodation Alarm Panels (AAPs) which are located in the cabins of the This log contains events concerning:
After discovering an alarm situation, the system will announce this to the duty
duty engineers and the public rooms, and on the Basic Alarm Panels on the
engineer and the bridge, thereby making it possible to safely operate the ship • Alarms changing from normal to alarm and vice versa
bridge and in the Ship’s Control Centre.
with ‘unmanned machinery spaces’.
• Change of state of event channel
When an alarm occurs, the buzzer on the bridge will sound, and the navigator
The alarm is not only presented as an alarm in general but also as an alarm • Channels entering and leaving cut-out states
can only silence it locally by pressing STOP HORN at the bridge panel or
group. The engineer can determine the nature of the alarm quickly, e.g. from
the duty officer can silence it by pressing the STOP HORN pushbutton at the • System and configuration error messages
either main engine, pumps, power plant, fire etc.
Ship’s Control Centre pasnel when in port. This will not effect the status of the • Entering and leaving of privileged modes
alarm anywhere else.
When the system detects an alarm, it announces it both by a light, a sound • Change of duty engineers and ‘Unmanned Watch Station’
and on various types of text displays. In response to the alarm announcement, status
To select/deselect ‘unmanned machinery spaces’ a request is raised from the
the engineer must stop the buzzer/horn and acknowledge the alarm, in order
ECR panel to the bridge panel. This may accepted or rejected by the bridge, or • Change of system date and time
to confirm that he is aware of what has happened. Failure to do this, within a
withdrawn by the ECR.
reasonable period of time which is typically 5 minutes, will result in the system
announcing the alarm in all possible locations. Data Log
Any of the AAPs located in the cabins can be brought to function as the panels
in the public rooms. Therefore a cabin panel not selected on duty, can be This is a report on channels showing their current value or status.
An alarm has four states:
selected to give alert as the alarm occurs. This allows a duty engineers to visit
• Normal another cabins other than their own.
Alarm List Report
• Normal and not acknowledged
This is a print of the content of the alarm list and it contains all the standing
• Present but not acknowledged Duty Engineer Watch System
and acknowledged alarms in the system at the moment the report was ordered.
• Present and acknowledged When a UMS alarm sounds the duty engineer can acknowledge the alarm It runs continually but can be interrupted for reports of other types, such as
either in his cabin or a public room, depending where the engineer is when it Noon Log reports each day.
The ECR station is the centre of the system, and it is from here that the alarms occurs.
must be acknowledged, even though the alarm may be muted at other location Cut-out List Report
panels. 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. This contains all the channels which are in the automatic or manual cut-out
list state.

Illustration 6.1.1b UMS 2100 Operator Panels
UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 LOCAL OPERATOR PANEL
ALARM FIRE FAULT ALARM FAULT
ALARM STOP ALARM ALARM STOP ALARM

LIST HORN ACKN. LIST HORN ACKN.
ADD. DISPLAY ADD. DISPLAY ADJUST

CHAN- S1 S2 S3 S4 DIMMER CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST LIST
NEL NEL NEL
1 ABC 2 DEF 3 GHI 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 5 MNO 6 PQR
4 JKL DEAD 4 JKL
M/E ME ENGINE ESC ENT MAN
PAGE ESC ENT
SHT DWN SLD DOW ALARM SELECT UP
7 STU 8 VWX 9 YZ 0 space +/-# 7 STU 8 VWX 9 YZ 0 space +/-

ASSIST DUTY MAIN- REMOTE REDUCED UCS2100 ASSIST MAIN- CON- SET- PAGE
CALL TE- FIRE CTL FAIL RPM ALARMS CALL TE- STATUS TROL TINGS DOWN
NANCE NANCE
UMS 2100 BASIC ALARM PANEL
ALARM FIRE FAULT
ALARM STOP ALARM

LIST HORN ACKN.
ADD. DISPLAY ADJUST

CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST
NEL NEL
1 ABC 2 DEF 3 GHI 5 MNO 6 PQR

DEAD PRINTER 4 JKL
MAN
WATCH
CON-
M/E ME ENGINE ESC ENT
SHT DWN SLD DOW ALARM
TROL
7 STU 8 VWX 9 YZ 0 space +/-#

ASSIST DUTY MAIN- REMOTE REDUCED UCS2100
CALL TE- FIRE CTL FAIL RPM ALARMS
NANCE

Operator Panels Accommodation Alarm Panels (AAP) Automatic Duty Call Announcement at the Alarm Panels
See illustration 6.1b Operator Panels The panel consists of the following features: When a duty engineer has been selected, a duty call is given when a new alarm
appears.
There are 3 types of panels available: • A two line LCD display with backlight
• Local Operator Panels (LOP) • A buzzer The call is announced on the panels at the following locations:
• Basic Alarm Panels (BAP) • An alarm LED • In the duty engineer’s cabin
• Accommodation Alarm Panels (AAP) • A keyboard • The public rooms
Alarm group LEDs • On the bridge or Ship`s Control Centre, if ‘Unattended Engine
The main difference between the LOP and the other 2 panel types, is that the
Room’ is selected
LOP gives the operator access to the channels connected to the LOP only, not
the entire UMS 2100 system. LOP panels are fitted at system outstations. Basic Description of Features
The panels react in the following way:
The BAPs and AAPs are normally used at the following locations: • LCD display: • The buzzer flashes
• On the bridge (BAP only) Displays the numerical data • The alarm LED flashes
• In the ECR. The panel is used as a Watch Station (BAP only) • Buzzer: • The duty LED flashes
• In the public rooms (AAPs only) Draws the engineers attention to any new situation in the
UMS2100 The duty call is acknowledged in the following ways:
• In the engineer’s cabins (AAPs only)
• Alarm LED: • By pressing the ‘STOP HORN’ in the duty engineer’s cabin
During the periods when the engine room is manned, the alarms are announced • By pressing the ‘STOP HORN’ on the BAP
Used for the indication of unacknowledged alarms
and acknowledged from the ECR BAP or the related LOP.
• Keyboard: • Acknowledging the alarm at the LOP
When the engine room is unmanned the AAPs enable the system to distribute Soft keys
the alarm announcement to the duty engineers cabin, the public rooms and the When the duty call has been acknowledged the following occurs:
bridge. The functions of these keys are shown on the display
• All buzzers which have been started due to the duty call are
Cursor and select keys stopped
Local Operator Panels (LOP) Used for scrolling in lists and pointing at elements • The duty LED stops flashing
The panel consists of the following features: Function keys
• A four line LCD display with backlight Each key enables the operator to access a unique function or All Engineers Call
• A buzzer mode in the UMS 2100
The call is announced on all the panels at the following locations:
• An alarm LED When one of the keys is pressed an LED on the key will be
illuminated • The public rooms
• A keyboard • On the bridge and in the Ship`s Control Centre
• Alarm Group LEDs:
These are able to display the status of ten different alarm groups • In all cabins
Basic Alarm Panels (BAP)
via the group alarm LEDs • In the ECR
The panel consists of the following features:
• A four line LCD display with backlight Duty LED function Note: When an ‘all engineers call’ is initiated, the buzzers cannot be stopped
• A buzzer locally. All of the buzzers sound until all the alarms have been acknowledged
This is used for the following purposes:
from the ECR watch station-BAP.
• An alarm LED • Indication that a duty engineer has been selected
• A keyboard • Indication that a duty call is unacknowledged
Alarm group LEDs • Indication that a duty selection is in progress

6.1.2 SOUND POWERED TELEPHONES g) The signal may be muted less than 20 seconds by pressing the
‘Alarm Stop’ located on the front of the station.
Sound Powered Telephones
,OOXVWUDWLRQD6RXQG3RZHUHG7HOHSKRQH6\VWHP
An emergency telephone system is supplied to fulfil the demands for emergency &RPPRQ%DWWHU\7HOHSKRQH6\VWHP ,QWULQVLFDOO\6DIH7HOHSKRQH6\VWHP
communication between vital positions on board. This system performs the
same functions as the traditional sound power telephones but instead of being
:KHHO+RXVH1DYLJDWLRQ&RQVROH
sound powered the system operates using a low power consumption amplifier &DUJR&RQWURO&RQVROH
with a capacitor battery.
The system has units at strategic places including the following positions, and
the units have the following index call numbers:
1. Wheelhouse
2. Engine Control Room
3. Main Engine Side
4. Steering Gear Room %HOO
5. Emergency Generator Room (QJLQH&RQWURO

&RQVROH %HOO
6. Cargo Control Room

7. Hydraulic Power Pack Room
3XPS5RRP7RS
8. Ballast Pump Room (top and bottom)
+\GUDXOLF3RZHU6WDWLRQ
(PHUJHQF\'LHVHO*HQHUDWRU5RRP
The telephones positioned at noisy areas are of the head set type with a voice
compensated microphone, these units are indentified in the illustration 6.1.2a
alongside. %HOO
Operating Procedure of the Emergency Telephone System
a) Set the station dial to the required extension. %HOO
b) Turn the call generator until aloud beep tone is heard in the
station calling. This will be about 5 to 6 turns.
%HOO
3XPS5RRP%RWWRP
c) Lift off the handset, press the button in the handset and keep it
pressed during the whole conversation.
%HOO
d) Communication is now possible with full power and without .H\
distortion for a period of 20 minutes. 0(0DQ6WDWLRQ
e) After 20 minutes the speech time can be extended by turning the (QJLQH5RRP %HOO
%HOO
call generator again.
6WHHULQJ*HDU6LGH
f) By calling a station with a built in relay circuit for operating 5RWDWLQJ/LJKW

external lamps and buzzers the relay is activated for about 20
seconds.
(OHFWULFDO6LJQDO

Radio Pilot (From Com. Spare

Illustration 6.1.3a Exchange Telephones Space Radio Aerial System) Officer
Amplifier
Radio
Cassette
(Radio Space)
Plug Box Plug Box Speaker Speaker

(Port) (Stb'd) (Port) (Stb'd)
Captain's Captain's Chief Eng. Ist Eng. Chief Officer's Officer
Bedroom Office Bedroom Day Room Day Room Spare Man.
Cap. Day Chief Eng. Chief Eng. Ist Eng. Chief Officer's Conference Microphone
Room Day Room Bedroom Station From From From From
Office Bedroom Room Telephone 220V DC24V 220V DC24V
Exchange
Man.
Station
Junction Box 1
Amplifier
Speaker Speaker Speaker Speaker
(Passage - C Deck) (Passage - C Deck) (Passage - B Deck) (Passage - B Deck) Amplifier
Key
Telephone Station Microphone

Volume Control
Volume Control Panel
Panel Junction Box Electric Bell
Officer's Officer Ship 2nd Officer Chief Steward

Smoke Saloon Spare(A) Ass.(A) Officer Spare(C) Day Room
Crew's Ship Officer 1st 2nd Chief Steward Speaker
Day Room Ass.(B) Spare(B) Officer Engineer Bedroom
Speaker
(Passage - A Deck)
Duty Speaker
Dining Mess (Ship (Passage - A Deck)
Saloon Room Control
Infirmary Galley Centre)
Junction Box 2
Mic.
Speaker (Fore)
Speaker Speaker
Speaker (Upper Deck) (Upper Deck)
(Aft)
Station Telephone Man.
Station Volume
Station Telephone With Microphone Control
Speaker With Microphone
Panel
(Engine Room
Upper Platform)
Speaker Speaker Speaker Speaker Volume
(Steering Gear (Engine Room (Engine Control (Main Engine Control
Room) Electric Bell and Light Workshop) Room) Side) Panel Signal
Crew(A) Crew(B) Crew(C) Crew(D) Crew(E) Crew(F) Crew(G) Crew(H) Crew(I) (Engine Room) Acquisition
Gym Unit
Telephone
Handsets
From Relay Man. (Inside From Relay
DC24V Box Station Handset Tel. DC24V Box
Speaker Booth)
(Engine Room
Lower Platform)
Junction Box 4
Junction Box 3

6.1.3 EXCHANGE TELEPHONES 6.1.4 PUBLIC ADDRESS AND TALK-BACK SYSTEMS 6.1.5 SHIPBOARD MANAGEMENT SYSTEM
The shipboard management system exists to ensure vessel is managed safely

Automatic Telephone Public Address System and efficiently.
The automatic telephone system is a solid state electronic telephone switching The Master station consists of the public address/talk back amplifier, radio Meetings are held at regular intervals to ensure all personnel are aware of the
system with integrated circuit components which ensure high quality tuner and tape recorder. objectives of the system.
transmission. It is fitted to provide communication through out the vessel. The
exchange caters for fifty extensions, each with auto-dialling facilities to the The panel is fitted with a microphone, a monitor speaker, and is able to control Weekly meetings are held to discuss the vessel’s forthcoming operations
other extensions. Alongside each extension is a directory of all extensions in all speakers on board for broadcasting important instructions. schedule, as well as mechanical or fabric maintenance due to be completed.
the system. A two-digit numbering system is used. The system is designed for
four lines to linked simultaneously Speakers are provided in the accommodation alleyways, public rooms, working A safety meeting is held each month, with a minimum of one meeting every
spaces and deck. 3 months.
The following five lines have a priority override feature to enable them to be
connected to an engaged line: The public address system can be accessed from the auto telephone system for The object is to discuss safety at sea, prevention of human injury or loss of life
paging purposes. and avoidance of damage to the marine environment and property.
• Wheelhouse
• Captain’s Cabin The system is supplied from the main 220 volt system with back up from the
• Chief Engineer’s Cabin emergency 24 volt system.
• Engine Control Room A facility is provided for overriding the general alarm during announcements.
• Cargo Control Room
Talk-Back System
The exchange is supplied by the 220V system and in the event of power failure,
from the 24V emergency battery system.
Communication can be achieved with out the telephone exchange and sound
powered system by using the talk back system.
The exchange telephones can activate the public address system for paging
purposes.
Microphones and speakers are supplied at:
Four telephones, two situated in the wheelhouse consoles, one on the cargo • Wheelhouse
console and one on the engine control console have a priority function, where • Port and Starboard Bridge Wings
they can interrupt telephones that are engaged by dialling a predetermined
number when the engaged tone is heard. • Engine Control Room
• Forward Deck
Telephones are situated in all officer and crew cabins, including separate
bedrooms, public rooms, galley, emergency generator room, fire control • Aft Deck
station, engine room workshop, main engine manoeuvring stations and engine
room floor.
Rotating lights and horns are activated when the engine room telephones are
accessed.
Issue: Romø July 05 Section 6.1.3/4/5 - Page 2 of 2

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Romø Mærsk Machinery Operating Manual

Issue: Romø July 05 Front Matter - Page 1 of 10

2.11 Steering Gear Illustrations Illustrations

2.14 Accommodation Systems Illustrations

Issue: Romø July 05 Front Matter - Page 2 of 10

Issue and Update Control This manual was produced by:

• Amendments are carried out by relevant personnel; The Technical Director

• Updates are issued to all registered holders of documents; E-Mail: manuals@wmtmarine.com

• Sections are removed from circulation when obsolete.

Issue: Romø July 05 Front Matter - Page 3 of 10

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Issue: Romø July 05 Front Matter - Page 4 of 10

Electrical and Instrumentation Symbols

Issue: Romø July 05 Front Matter - Page 5 of 10

Machinery Electric Motor Starter

Issue: Romø July 05 Front Matter - Page 6 of 10

Machinery Electric Motor Starter

Issue: Romø July 05 Front Matter - Page 7 of 10

Machinery Electric Motor Starter

Issue: Romø July 05 Front Matter - Page 8 of 10

Fan Electric Motor Starter

Issue: Romø July 05 Front Matter - Page 9 of 10

Issue: Romø July 05 Front Matter - Page 10 of 10

1.1 To Bring Vessel into Live Condition

1.1b Location Plan of Engine Room - Upper and Lower Platforms

Issue: Romø July 05 Section 1 - Page 1 of 12

%RLOHU 1R+)2 +)2

Issue: Romø July 05 Section 1 - Page 2 of 12

Part 1: Operational Overview

DEAD SHIP CONDITION

Prepare the low temperature FW cooling systems.

Shore Supply Available No Shore Supply Available

Establish shore supply. Start up the instrumentation air system. 2.10.3

Disconnect the shore supply. 2.13.2

Start the emergency generator. 2.12.2 2.13.4

Supply power to emergency switchboard from MSB.

Isolate sequential restart system.

Start the engine room and accommodation 2.14.3

Ensure the CO2 and water mist systems are 4.2

Start the generator engine DO supply pump. 2.6.2

Start the sewage treatment plant. 2.14.5

Issue: Romø July 05 Section 1 - Page 3 of 12

Issue: Romø July 05 Section 1 - Page 4 of 12

Issue: Romø July 05 Section 1 - Page 5 of 12

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Issue: Romø July 05 Section 1 - Page 6 of 12

Issue: Romø July 05 Section 1 - Page 7 of 12

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Issue: Romø July 05 Section 1 - Page 8 of 12

1.6 To Change From UMS To Manned Operation

Plant in 'UMS' Condition

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