Fdocuments - in Rita Machinery

Rita Mærsk Machinery Operating Manual
1: Machinery Operating Manual 2.4 Sea Water Systems 2.13 Electrical Power Distribution
2.4 1 Main and Auxiliary Sea Water Systems 2.13.1 Distribution and Loading
List of Contents: 2.4.2 Sea Water Service System 2.13.2 Shore Power
2.4.3 Engine Room Ballast System 2.13.3 Main Alternators
Issues and Updates 2.4.4 Evaporator 2.13.4 Emergency Alternator
Machinery Symbols 2.4.5 Distilled Water Transfer and Distribution System 2.13.5 Preferential Tripping and Sequential Restart
Electrical and Instrumentation Symbols 2.13.6 Uninterruptible Power Supplies (UPS)
Maersk Machinery Colour Scheme 2.5 Fresh Water Cooling Systems 2.13.7 Batteries, Transformers, Rectifiers and Chargers
Introduction 2.5.1 Main Engine Jacket Cooling Fresh Water System 2.13.8 Impressed Current Cathodic Protection
(High Temperature Cooling Water System) 2.13.9 Thrusters
Part 1: Operational Overview 2.5.2 Central Fresh Water Cooling System
(Low Temperature Fresh Water Cooling System) 2.14 Accommodation Systems
1.1 To Bring Vessel into Live Condition 2.14.1 Domestic Fresh Water System
1.2 To Prepare Main Plant for ‘In Port’ Condition 2.6 Fuel Oil and Diesel Oil Service Systems 2.14.2 Domestic Refrigeration System
2.6.1 Main Engine Fuel Oil Service System 2.14.3 Accommodation Air Conditioning Plant
1.3 To Prepare Main Plant for Manoeuvring in Port 2.6.2 Auxiliary Engine Fuel Oil Service System 2.14.4 Miscellaneous Air Conditioning Units
1.4 To Change Main Plant from Manoeuvring to Full Away 2.6.3 Auxiliary Boiler Fuel Oil Service System 2.14.5 Sewage Treatment System
2.6.4 Incinerator Fuel Oil Service System
15 To Prepare for UMS Operation 2.15 Inert Gas (Top-up System) Generator
1.6 To Change from UMS to Manned Operation 2.7 Fuel Oil and Diesel Oil Transfer Systems 2.15.1 Inert Gas Generator
2.7.1 Fuel Oil and Diesel Oil Bunkering 2.15.2 Operation
1.7 To Change Main Plant from Full Away to Manoeuvring Condition and Transfer System 2.15.3 Maintenance
1.8 To Secure Main Plant at Finished with Engines 2.7.2 Fuel Oil and Diesel Oil Purifying System
Illustrations
1.9 To Secure Main Plant for Dry Dock 2.8 Lubricating Oil Systems 2.1.1a Main Engine
2 8.1 Main Engine Lubricating Oil System 2.1.1b Oil Mist Detector
Illustrations 2.8.2 Stern Tube Lubricating Oil System 2.1.2a Main Engine Manoeuvring Control Panel
1.1a Location Plan of Engine Room - Top of Tank and Floor 2.8.3 Lubricating Oil Purifying System 2.1.2b Indication Panels
1.1b Location Plan of Engine Room - Upper and Lower Platforms 2.8.4 Lubricating Oil Filling and Transfer System 2.1.3a Engine Safety System Panel
2.2.1a AQ18 Auxiliary Boiler
Part 2: Main Engine and Auxiliary Systems 2.9 Bilge Systems 2.2.2a Boiler Control Panel
2.9.1 Engine Room Bilge System and Bilge Separator 2.2.3a Sootblowing
2.1 Main Engine and Propulsion Systems 2.9.2 Pump Room Bilge System 2.2.4a 7kg/cm2 Steam System
2.1.1 Main Engine Specification 2.9.3 Bosun Store and Chain Locker Bilge System 2.2.5a Exhaust Gas Boiler
2.1.2 Main Engine Manoeuvring Control 2.3.2a Heating Drains System
2.1.3 Main Engine Safety System 2.10 Air Systems 2.3.3a Boiler Feed Water System
2.2 Boilers and Steam Systems 2.10.1 Starting Air System 2.3.4a Water Sampling and Treatment System
2.2.1 General Description 2.10.2 General Service Air System 2.4.1a Main and Auxiliary Sea Water Cooling Systems
2.2.2 Boiler Control Systems 2.10.3 Control Air System 2.4.3a Engine Room Ballast System
2.2.3 Sootblowers 2.4.4a Evaporator
2.2.4 7kg/cm2 Pressure Steam System 2.11 Steering Gear 2.4.5a Distilled Water Transfer and Distribution System
2.2.5 Exhaust Gas Boiler 2.5.2a Central Fresh Water Cooling System
2.12 Electrical Power Generators 2.6a Viscosity - Temperature Graph
2.3 Condensate and Feed Systems 2.12.1 Diesel Generators 2.6.1a Main Engine Fuel Oil Service System
2.3.1 Condensate System 2.12.2 Emergency Diesel Generator 2.6.2a Auxiliary Engine Fuel Oil Service System
2.3.2 Heating Drains Systems 2.6.3a Auxiliary Boiler Fuel Oil Service System
2.3.3 Boiler Feed System 2.6.4a Incinerator Fuel Oil Service System
2.3.4 Water Sampling and Treatment System 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer
System
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2.7.2a Fuel Oil and Diesel Oil Purifying System Part 3: Main Machinery Control Illustrations
2.8.1a Main Engine Lubricating Oil System 5.2a Emergency Operation of Main Engine
2.8.2a Stern Tube Lubricating Oil System 3.1 Integrated Management System (IMS) System 5.3a Emergency Steering
2.8.3a Lubricating Oil Purifying System 3.1.1 System Overview 5.4a Emergency Fire Pump
2.8.4a Lubricating Oil Filling and Transfer System 3.1.2 Operator Stations 5.5a Fire Control Station
2.9.1a Engine Room Bilge System 3.1.3 Screen Displays 5.6a Escape System and Fire Doors in Engine Room
2.9.3a Bosun Store and Chain Locker Bilge System 3.1.4 Alarms Display 5.7a Fire Alarm System in Engine Room
2.10.1a Starting Air System 3.1.5 Trending Display
2.10.2a General Service Air System 3.1.6 UMS - Manned Hand Over
6.1 Communication Systems
2.10.3a Control Air System 3.2 Engine Control Room, Console and Panels 6.1.1 UMS 2100 System
2.11a Steering Gear
6.1.2 Sound Powered Telephones
2.11b Emergency Steering Illustrations 6.1.3 Exchange Telephones
2.12.1a Diesel Generator - General Arrangement 3.1.1a Integrated Management System (IMS) Layout 6.1.4 Public Address and Talk-back System
2.12.2a Emergency Diesel Generator - General Arrangement 3.1.2a Operator Stations 6.1.5 Shipboard Management System
2.13.1a Distribution and Loading 3.1.3a Screen Displays
2.13.2a Shore Power 3.1.4a Alarm Display Illustrations
2.13.4a Emergency Alternator-Electrical / Automation 3.1.5a Trending Display 6.1.1a UMS 2100 System Layout
2.13.7a Emergency Battery Charging and 24V Distribution 3.1.6a UMS System Layout 6.1.1b UMS 2100 Operator Panel
2.13.8a
2.13.5b Impressed
Sequential Current
Starting Cathodic Protection 3.2a Engine Control Room Console 6.1.2a Sound Powered Telephones
2.13.9a Thrusters Control 6.1.3a Exchange Telephones
2.14.1a Domestic Fresh Water System Part 4: Emergency Systems
2.14.2a Domestic Refrigeration Plant System
2.14.3a Accommodation Air Conditioning Plant 4.1 Fire Hydrant System
2.14.5a Sewage Treatment System 4.2 CO 2 Flooding System
2.15.1a Inert Gas Generator in Engine Room 4.3 Quick Closing and Remote Closing Valve System
4.4 Fresh Water Spray Extinguishing System
Illustrations
4.1a Engine Room Fire Hydrant System
4.2a CO2 Flooding System
4.3a Quick Closing and Remote Closing Valve System
4.4a Fresh Water Spray Extinguishing System
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 Engine Room
5.6 Fire Escape System and Fire Doors
5.7 Fire Alarms System
Issue: 1 List of Contents - Page 2
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Issue and Update Control This manual was produced by: Issue 1 Issue 2 Issue 3 Issue 4
This manual is provided with a system of issue and
update control. Controlling documents ensures that: WORLDWIDE MARINE TECHNOLOGY LTD. List of Contents January 2000
Issues and Updates January 2000
• Documents conform to a standard format; Machinery Symbols January 2000
For any new issue or update contact: Electrical and Instrument Symbols January 2000
• Amendments are carried out by relevant personnel; Colour Scheme January 2000
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before issue; WMT Technical Office
The Court House Text
• A history of updates is maintained; 15 Glynne Way 1.1 January 2000
Hawarden 1.2 January 2000
• Updates are issued to all registered holders of Deeside, Flintshire 1.3 January 2000
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1.5 January 2000
• Sections are removed from circulation when obsolete. E-Mail: manuals@wmtmarine.com 1.6 January 2000
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The information and guidance contained herein is 2.2.1 January 2000
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Machinery Symbols
Stop Valve Storm Valve With Hand Wheel Flexible Hose Observation Glass Overboard Discharge
Screw Down Non-Return Water Separator Spool Piece

Flow Control Valve Expansion Bend Pipe
Valve
P1 P2
Angle Stop Valve Pressure Reducing Valve Hopper Without Cover Air Trap / Deaerating Valve Discharge/Drain
Normally Open
Angle Screw Down Non- Gear or Screw Type Pump N.O or N.C or
Solenoid Valve Orifice
Return Valve Normally Closed
Air Control
Lift Check Non-Return Valve Blind (Blank) Flange Centrifugal Pump Tank Penetration
Valve
Swing Check Non-Return Temperature Control Spectacle Flange

Mono Screw Pump Air Horn
Valve Valve (With Hand Wheel) ( Open, Shut)
3-Way Temperature Control Sounding Head with Dresser Type

Gate Valve Eductor (Ejector)
Valve (With Hand Wheel) Filling Cap Expansion Joint
Sounding Head with Self

Wax Expansion Temperature Not Connected
Butterfly Valve Closing Cap and Sampling Hand Pump
Control Valve Crossing Pipe
Cock (Self Closing)
3-Way Wax Expansion Liquid Level Gauge

Ball Valve Suction Bell Mouth Connected Crossing Pipe
Temperature Control Valve
2-Way Cock Water Transducer Vent Pipe Cylinder Piston Actuator T Pipe
A Butterfly Valve With Vent Pipe with Filter Regulating Valve

3-Way Cock (L-Type) Hose Valve
Air Actuator Flame Screen With Strainer
3-Way Cock (T-Type) Suction Non-Return Valve Simplex Strainer Flow Meter Non-Return Ball Valve
Safety / Relief Valve Float Valve Duplex Strainer Hydraulic Operated Valve
Reciprocating Type Pump (Open/Shut)
Angle Safety / Relief Valve Deck Stand (Manual) Mud Box Manometer
Regulating Valve Spark Arrester Rose Box Filter
Self Closing Valve Valve Locked Closed Y-Type Strainer HB Fire Hose Box
Quick-Closing Valve
Valve Locked Open Steam Trap Without Strainer FB Foam Box
(Pneumatic Operated)
Quick-Closing Valve Bellows Type

Steam Trap With Strainer Accumulator
(Wire Operated) Expansion Joint
Issue: 1 Machinery Symbols

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
Issue: 1 Electrical and Instrumentation Symbols

Illustration Maersk Colour Scheme
Machinery Systems
Dom. Fresh Water
H.T. Cooling Water
L.T. Cooling Water
Sea Water
Hydraulic Oil
Lubricating Oil
Saturated Steam
Condensate
Feed Water
Fire/Deck Water
CO2
Fuel Oil
Marine Diesel Oil
Air
Bilges
Electrical Signal
Instrumentation
Issue: 1 Maersk Machinery Colour Scheme

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

Part 1
Operational Overview

Illustration 1.1a Location Plan of Engine Room - Top of Tank and Floor
Floor
Top of Tank
No.2 H.F.O.
Tank (Port)
D.O. Service
Tank L.O. Sludge
High Sea Chest Tank
F.O. Sludge
Tank
High Sea Chest Bilge Well
No.1 H.F.O.
L.O. Drain
Tank (Port)
Tank
No.1 H.F.O Tank
Purifier Diesel Oil
Room Tank (Port)
Stern
UP Thruster Bilge Well
UP
Clean Bilge F.O
Water Tank Overflow F.O. Drain
Hydraulic Oil Tank Tank
Bilge Well
Storage Tank Sea
Main Engine Chest
L.O Sump Tank Ballast Pump

Pump Room
Room Dirty Bilge Sound Tank
Water Tank Bilge Well
UP Bilge Well
Exit UP
Cofferdam
Diesel Oil No.2 H.F.O. Tank
No.1 H.F.O. Tank (Starboard)
Tank (Starboard)
Low Sea Chest
Bilge Well
No.2 H.F.O.
Tank (Starboard)
Issue: 1 Location Plan of Engine Room - Top of Tank and Floor

Illustration 1.1b Location Plan of Engine Room - Upper and Lower Platforms
Upper Platform Lower Platform
D.O.
No.2 H.F.O. Service
F.O. Tank (Port)
Settling Tank Condensate Tank
Tank Inspection Oil Tank
Shelves No.2 H.F.O.

Tank (Port)
Store
Room No.1 H.F.O.
Tank (Port)
Boiler No.1 H.F.O.
Electric Tank (Port) F.O.
Water Workshop Control Room Settling
Tank Tank
Store Room
F.O.
W.C F.O.
Service Tank
Service
UP Tank
DN UP
UP
Hydraulic Storage
Tank
UP
Ballast
UP
Pump Room M/E B&W 5S50MC Ballast
UP Pump Room
UP
UP Work UP
Room
Exit H.F.O. Minor
DN Tank UP UP DN
Hydraulic Oil H.F.O. Minor
Store Tank Tank
DN
DN
No.1 H.F.O.
No.1 H.F.O.
Tank (Starboard)
Tank (Starboard)
No.2
H.F.O.
Tank (Starboard)
M/E L.O. No.1

A/E L.O. No.2
Settling Cylinder Oil
M/E L.O. Storage Tank H.F.O.
Tank Store Tank
Storage Tank Tank (Starboard)
No.2 Cylinder
Oil Store Tank
Issue: 1 Location Plan of Engine Room - Upper and Lower Platforms

Part 1: Operational Overview

To Bring Vessel Into Live Condition Supply Power to 440V and 220V Switchboards. 2.13
DEAD SHIP CONDITION
Prepare Low Temp. F.W. Cooling Systems.

2.5.2
Start Low Temp. C.W. Pumps.
Shore Supply Available No Shore Supply Available
Establish Shore Supply. Start up Instrumentation Air System. 2.10.3

Ensure Emergency Generator Fuel 2.12..2
Check Phase Sequence, 2.13.3
Tank Level is adequate.
Voltage and Frequency.
Disconnect Shore Supply. 2.13.2
Start Emergency Generator. 2.12.2 Place Emergency Generator

2.13.4
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 S.W. Cooling System. 2.4.2
Low Pressure Auto Start. 2.13
Start S.W. Cooling Water Pump.
Supply Emergency 440V Switchboard. 2.13.5
Reset Preference Trips.
Supply Emergency 220V Switchboard.
Start Engine Room and Accommodation 2.14.3

Start Emergency Air Compressor and Top Up
2.10.1 Ventilation Fans. Start Air Conditioning System.
Emergency Air Reservoir if required.
Ensure the CO2 and Water Fog Systems are

Start a Generator Engine L.O. Priming Pump. 2.12.1 4.2
Ready for Use.
Start Generator Engine D.O. Booster Pump. 2.6.2

Ensure Foam Systems are Ready for Use. 4.1
Prepare an Auxiliary Generator for Starting. Start IGS Deck Seal Supply Pump.
2.12 .1 4.1
Start Auxiliary Generator. Pressurise Fire Main.
Supply Power to High Voltage Switchboard. 2.13 Switch Fire Pumps to Standby. 4.1
Start Sewage Treatment Plant. 2.14.5
Issue: 1 Operational Overview Page 1

1.1 To Bring Vessel
Into Live Condition
Start Domestic Water System with Electric Heater. 2.14.1
Put Refrigeration System into Operation. 2.14.2
Put G.S. Air System into Operation. 2.10.2
Pump Bilges to Bilge Holding Tank as required. 2.9.1
Put all Ancillary Equipment on Standby.

Restore Sequential Restart System.
Put remaining Auxiliary Diesel Generators
on Standby.
PLANT IS NOW IN LIVE CONDITION
One Diesel Generator in use with

other Diesel Generators on Standby.
Emergency Generator on Standby.
Boiler and Steam System Shut Down.
S.W. and C.F.W. Systems in use.
Domestic Services in use.

1.2 To Prepare Main Plant
For 'In Port' Condition PLANT IS IN LIVE CONDITION

Emergency Generator on Standby. Supply Steam to M.E. F.O. Heater.
Boiler and Steam System Shut Down. Start M.E. F.O. Supply and Circulating Pumps.
S.W. and C.F.W. Systems in use. 2.6.1
.
Start both Viscosity Controllers.
Domestic Services in use. Circulate F.O. until the D.O. has been expelled.
Prepare and flash up Aux Boiler, using

2.2.1 Maintain Standby Generators in Warm
Diesel Oil and Air Atomising.
Condition using G/E Preheating System.
Supply Steam to Low Pressure Steam System. 2.2.4

PLANT IN 'IN PORT' CONDITION
Start Feed Pump.

2.3.3
Line up Distilled Water Make-Up System.
Supply Steam to F.O. Tanks and Trace Heating. Boiler and Steam System in use.
Supply Steam to Boiler Fuel Oil Heaters. 2.2.4 Diesel Generator running on H.F.O.
Start Boiler F.O. Pump and circulate Fuel. M.E. JCW Systems in Warm Condition.
M.E. being circulated with hot F.O.
Change Boiler to operate on F.O. and

2.2.1
Atomising Steam.
Put Boiler on Automatic Operation. 2.2.2
Start F.O. Purifier System. 2.7.2
Change Diesel Generator to run on H.F.O. 2.6.2
Start M.E. Jacket C.W. Pump.

2.5.1
Supply Steam to Jacket C.W. Heaters.

1.3 To Prepare Main Plant
For Manoeuvring In Port PLANT IN 'IN PORT' CONDITION
One Diesel Generator in use,

other Diesel Generators on Standby. Start Aux. Blower and put on Auto. 2.1.1
Boiler and Steam System in use.
Diesel Generator Running on H.F.O.
M.E. JCW Systems in Warm Condition. Obtain clearance from the Bridge, turn M.E.
2.1.1
M.E. being Circulated with hot F.O. over on Starting Air from Local Control Stand.
Start L.O. Purifier Systems. 2.8.3 Close Indicator Cocks.

From the Local Control Stand turn the M.E.
until they fire in the Ahead direction only. 2.3
Close Turbo Blower Drains.
Start M.E. L.O. Pump.
2.8.1
Heat Sumps if required.
Change Control to the Engine Control Room. 2.1.2

Start Camshaft L.O. Pumps. 2.8.1
Change Control to Bridge Control. 2.1.2

Ensure Cylinder Oil Measuring Tanks are full. 2.8.1
Check Telegraph, Bridge / E.R. Clocks and

Start two further Diesel Generators and 2.1.2
2.12.1 Communications.
Run in Parallel.
Start both Steering Motors on each Steering Gear. Ensure all Standby Pumps are on Auto. 3.1.7
2.11
Carry out Steering Gear Tests.
PLANT IN 'MANOEUVRING' CONDITION

Obtain clearance from the Bridge and turn the
Engines two or three Revolutions while manually
2.1.1
Operating Cylinder Oil Pumps.
Take out the Turning Gear. Three Diesel Generators in use with
remaining Diesel Generator on Standby.
Start up both Thruster Systems. Boiler and Steam System in use.
2.13.9 Diesel Generators running on H.F.O.
Test Pitch Control.
M.E. heated and ready for use on Bridge Control.
Both Steering Gears in use.
Put Starting Air Systems into use. Deck Machinery ready for use.
2.11.1 Thrusters and CPP Systems in use.
Supply Starting Air and Control Air to both M.E.s.

1.4 To Change Main Plant From Manoeuvring
To Full Away
PLANT IN MANOEUVRING CONDITION
Operate Turbo Blower Cleaning System

2.1.1
Three Diesel Generators in use with if required.
Boiler and Steam System in use.
Diesel Generators running on H.F.O. Shut down Generators until only one is in use.
M.E. heated and ready for use on Bridge Control. 2.13. 3
Place remaining three Generators on standby.
Both Steering Gear Motors in use.
Thrusters and CPP in use.
Deck Machinery in use.
Start up Evaporator System but
Vessel manoeuvring on Bridge Control.
do not fill Fresh Water Tanks while in 2.4.4
Coastal Waters.
Stop Thrusters when no longer required. 2.13.9

Transfer and Purify F.O. as required. 2.7.2
Shut Down M.E. Jacket Heating System. 2.5.1

When M.E. Sea Mode Program is complete,
2.1.2
check that Pressures and Temperatures stabilise.
Operate Auxiliary Boiler Sootblowers. 2.2.3

Reduce the level in the Bilge Water Holding Tank
through the O.W.S. 2.9
Reduce Bilge levels through the O.W S.
Place Engines on Automatic Start Program. 2.1.2
When Bridge notifies Engine Control Room

of Full Away record the following:
Ensure Auxiliary Blower stop automatically. 2.1.2 Time.
M.E. Revolution Counter.
F.O. and D.O. Tank levels.
F.O. and D.O. Counters.
Fresh Water Tank levels.
Shut down Deck Machinery.
VESSEL IS FULL AWAY ON BRIDGE CONTROL

Stop one Steering Gear Motor on each System. 2.11

1.5 To Prepare For UMS Operation
PLANT IN 'MANNED' CONDITION All Standby Pumps and Machinery Systems

are on Auto Start, Sequential Restart System 2.13.5
Operational.
All F.O., L.O. and Fresh Water Tanks/Sumps Acetylene and Oxygen Cylinder and Pipeline
are Adequately Full. Valves are Closed.
All Ventilation Fans Running.
Bilges are Dry and High Level Alarms are 2.9.1

Main Engine on Bridge Control. 2.1.2
Operational. All Combustable Material Stored in a Safe Place. 2.14.6
4.1 All Strainers and Filters of Running and Stand By Data Logger is Programmed to Print Parameters
Smoke and Fire Sensors are Operational. 3.1
Cargo Machinery are in a Clean Condition. at 0800hrs, 1200hrs and 1730 hrs.
E.R. and Steering Gear Compartment W.T.

All Piping Systems are Tight and not Temporary Control is on the Bridge and Duty Officer is
Doors, Sky Lights and Funnel Dampers are Shut. 3.1
Repaired. informed of Commencement Time of UMS.
All Alarms and Safety Cut Outs are Operational. 3.1 E.G.B. Sootblowers Set for Automatic Operation. 2.2.3
Duty Officer Should be Aware of Location of
Duty Engineer.
All Drain Tanks are Empty. All Parameters are Within Normal Range. 3.1
Watchkeeper Control Switched to

Compressed Air Bottles are Fully Charged. 2.10 Duty Engineer's Cabin.
E.C.R. Air Conditioning Operating Correctly. 2.14.4
Purifier Feed Inlets are Suitably Adjusted. 2.7.2

Loose Items are Secured. E.R. Not to be Unmanned for More Than 8hrs.
Emergency Diesel Generator is on Standby. 2.12.2 Electric Kettle Plugs Removed in E.C.R.
PLANT IN "UMS” CONDITION.

Stopped Diesel Generators are on Standby. 2.12.1 Workshop Welding Machine Plug is Removed.

1.6 To Change From UMS To Manned Operation
Plant in 'UMS' Condition
Activate Patrol Man Alarm on Entry into the Engine

Room.
Notify Bridge of Manned Condition.
Inform Bridge why E.R. is Manned if outside

normal hours.
Switch Watchkeeping Control to the E.C.R.
Examine latest Parameter Print Out.
Handover to on coming Duty Engineer and

inform him 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.

1.7 To Change Main Plant From Full
Away To Manoeuvring Condition
VESSEL IS FULL AWAY ON BRIDGE CONTROL Operate Turbo Charger Washing System
2.1.1
if required.
Ensure that E.R. Bilges and Bilge Holding

2.9
Tank are Empty. Bridge informs Engine Control Room of E.O.P.
Prepare Sewage Treatment System for Record the following:

2.14.5
Port Operation. Time.
M.E. Revolution Counter.
F.O. & D.O. Tank levels.
F.O. & D.O. Counters.
Fresh Water Tank levels.
Shut down Evaporator Plant. 2.4.4
Test both Thrusters 2.13.9

Start two further Diesel Generators and place
2.13.3
in Parallel Operation.
Prepare Deck Machinery for use.
Supply Steam to J.C.W. Heater. 2.5.1
Check Bridge / E.R. Clocks and Communications. 2.1.2
Prepare Main Starting Air Compressors for use.

Check Starting Air System Drains for Water Content. 2.10.1
Start Thruster Units. 2.13.9
If required to manoeuvre on D.O., begin Change PLANT IN 'MANOEUVRING' CONDITION

2.6.1
Over 1 hour before E.O.P.
Three Diesel Generators in use with

30 mins before E.O.P., Bridge begins to Emergency Generator on Standby.
2.1.1
Reduce Speed. Boiler in use.
Diesel Generators Running on H.F.O.
Both Steering Gears in use.
Deck Machinery ready for use.
Start second Steering Motor on each System. Thrusters in use.
2.11
Carry out Steering Gear Tests.

1.8 To Secure Main Plant At Finished
With Engines
PLANT IN 'MANOEUVRING' CONDITION
Three Diesel Generators in use with

remaining Diesel Generator on Standby. Maintain J.C.W Temperature for Normal Port stay. 2.5.1
Boiler in use.
Diesel Generators running on H.F.O.
Both Steering Gear in use.
Thrusters in use
Deck Machinery ready for use. After a minimum of 15 mins stop Main L.O. Pump.
Stop Camshaft L.O. Pump. 2.1.1
Maintain L.O. Sump temp. using L.O. Purifier.
Bridge notifies Engine Control Room of F.W.E.

If M.E. was Manoeuvred on D.O., stop F.O. Pumps. 2.6.1
Switch over to Engine Room Control. 2.1.2
Three Diesel Generators will remain in use if

2.12.1
Cargo Pumps or Thrusters are required.
Stop Auxiliary Blower. 2.1.1
Prepare Plant for I.G.S. Operations if required. 2.15

Isolate Starting Air System.
Engage Turning Gear.
Open Indicator Cocks. 2.1.1
Open Turbo Blower Drains.
Vent M.E. Starting Air and Control Air Systems. PLANT IN 'IN PORT' CONDITION
Stop Steering Gears. 2.11

1.9 To Secure Main Plant For Dry Dock
PLANT IN 'IN PORT' CONDITION
Shut down Auxiliary Boiler. Stop Diesel Generator. 2.13.3

Shut down 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.
Connect Shore Supply to Emergency Switchboard.

Ensure all Tanks are at the required Levels to Connect Shore Supply to Main Switchboard.
2.13
give the Vessel the necessary Trim, Draft and Shut down Feed Pumps and Condensate System. Establish Lighting and Ventilation and any other
Stability for entering Dry Dock. 2.3 essential Services.
Isolate Distilled Water Tanks.
Shut Steam off the J.C.W. Heaters. Allow J.C.W.

2.5.1 Circulate Boiler F.O. System with D.O.
Pumps to run until M.E. have Cooled. 2.6.3 Shut down Sea Water Cooling Systems. 2.4.1
Shut down Boiler F.O. Pumps.
Transfer L.O. Sump of one M.E

2.8.4
to L.O. Settling Tank via Purifier.
Shut down Stern Tube L.O. Systems. 2.8.2 Shut Down Control and G.S. Air Systems. 2.10.2
Shut down L.O. Purifier. 2.8.3

Change Domestic Water Heating to Electric. 2.14.1
Restart F.W. Cooling Pump and circulate
2.5.2
Diesel Generator until Cool.
Shut down F.O. Purifier. 2.7.2
Shut down Air Conditioning and Refrigeration 2.14.2
Plants until Shore side C.W. Supply is established. 2.14.3
M.E. should have been Manoeuvred on D.O.

Secure CO2 System. 4.2
If not, change over to D.O. and circulate F.O.
Shut down Fire Pumps.
back to H.F.O. Tank, until the Pipeline has been 2.1.1 4.1
Pressurise Fire Main from Shore side C.W. Supply.
flushed with D.O.
Stop M.E.F.O. Pumps and Viscosity Controllers.
Isolate Sequential Restart System. 2.13.5 The Dry Dock can now be Emptied.
Shut down Deck Machinery System.
Establish Shore Power.

2.13.2
Check Phase Sequence, Voltage and Frequency. PLANT SECURED FOR DRY DOCK
Change Diesel Generator to run on D.O. 2.6.2

Part 2
Main Engine and Auxiliary Systems

Exhaust Hydraulic Exhaust
Illustration 2.1.1a MAN B & W 5S 50MC Manifold Valve Actuator
Exhaust Valve
Housing
Piston Cooling
L.O. Supply
Exhaust
Cylinder Cover
Scavenge Port
Camshaft
Piston Rod
Stuffing Box
Air Cooler Crosshead Guide Shoe

Enlarged View of Piston Crown L.O.
Cooling Arrangement
Electric Auxiliary
Scavenge Air Blower
Crosshead Guide
Jacket H/T Cooling Inlet
Crankcase Relief Valve

Fuel Oil
Connecting Rod Stay Bolts

Fresh Water
Main Bearing
L.O.Supply Lubricating Oil
Scavenge Air
Combustion Gas
Holding Down Bolts
Issue: 1 2.1 Main Engine and Propulsion Systems Page 1

2.1 Main Engine and Propulsion Systems Turning Gear and Turning Wheel Cylinder Cover
2.1.1 Main Engine Specification The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The The cylinder cover is of forged steel, made in one piece, and has bores for
turning wheel is driven by a pinion on the terminal shaft of the turning gear, cooling water. It has a central bore for the exhaust valve and bores for fuel
Main Engine which is mounted on the bedplate. The turning gear is driven by an electric valves, safety valve, air start valve and indicator valve. The cylinder cover is
Maker: Guangzhou - Man B&W motor with built-in gear and chain drive with brake. The turning gear is attached to the cylinder frame with studs and nuts tightened by a permanently
Model: 5S50MC (Mark-6) equipped with a blocking device that prevents the main engine from starting fitted hydraulically tightened ring covering all the studs.
No. of sets: 1 when the turning gear is engaged. Engagement and disengagement of the
Type: Two stroke, single acting direct reversible, turning gear is effected manually by an axial moment of the pinion. Exhaust Valve and Valve Gear
cross head diesel engine with one constant pressure
turbocharger and air coolers. Frame Box The exhaust valve consists of a valve housing with gas channel, spindle guide,
Number of cylinders: 5 and a valve spindle. The valve housing is water cooled and made of cast iron.
Cylinder bore: 500mm The frame box is of welded design, and is divided into 7 sections. On the Between the cylinder cover and the valve housing there is a bottom piece. The
Stroke: 1,910mm exhaust side, relief valves are provided for each cylinder while, on the bottom piece is made of steel with a hardened face for the spindle seat, and is
Output (M.C.R.): 7150 kW at 127 rpm camshaft side, it is provided with a large hinged door for each cylinder. water cooled on its outer surface. The valve spindle is made of heat resistant
Specific fuel oil consumption: 123.4 g/bhp per hour steel and is provided with a small vane wheel on which the exhaust gas acts
The crosshead guides are welded to the frame box. during operation, thus making the spindle rotate slightly.
Turbocharger
Maker: Mitsubishi Heavy Industries A slotted pipe for collecting part of the cooling oil outlet from the piston for The hydraulic system consists of an actuator, activated by a cam on the
No. of sets: 1/engine visual control is bolted in the frame box. The stay bolts, which are tightened camshaft, a high-pressure pipe, and an oil cylinder for the exhaust valve
Type: MET53SE hydraulically, connect the bedplate, frame box and cylinder frame to form a spindle, mounted on top of the valve housing. The hydraulic system opens the
unit. To prevent transversal oscillations, each stay bolt is braced. exhaust valve, while the closing of the exhaust valve is damped by means of
Description an oil cushion on top of the spindle.
Cylinder Frame, Cylinder Liner and Stuffing Box
Bedplate and Main Bearing Air sealing of the exhaust valve spindle guide is provided.
The cylinder frame units are of cast iron and are mutually assembled with
The bedplate is divided into 8 sections. It consists of welded, longitudinal bolts. At the chain drive the cylinder frame is also bolted to the upper part of
girders and welded cross girders with cast steel bearing supports. Long elastic the chain wheel frame.
holding down bolts tightened by hydraulic tools are used to fit the bedplate to
the engine seating on resin chocks. The cylinder frame together with the cylinder liners form the scavenge air
space and the cooling water space. On the camshaft side of the engine, the
The oil pan, which is made of steel plate and is integrated in the bedplate, cylinder frame units are provided with access covers for cleaning the scavenge
collects the return oil from the forced lubricating and cooling oil system. It is air space and for inspection through the scavenge ports. The roller guide
provided with drains with gratings. housings, the lubricators, and the gallery brackets are bolted onto the cylinder
frame units. A telescopic pipe is fitted for the supply of piston cooling oil and
The main bearings consist of thick walled steel shells lined with white metal. lubricating oil.
The bottom shell can, by means of special tools, be rotated out and in. The
shells are kept in position by a bearing cap and are fixed by long elastic studs, A piston rod stuffing box is fitted for each cylinder unit at the bottom of the
with nuts tightened by hydraulic tools. The chain drive is integrated with the cylinder frame. The stuffing box is provided with sealing rings for scavenge air
thrust bearing in the after end of the engine. and with oil scraper rings to prevent oil from entering the scavenge air space.
Thrust Bearing The cylinder liner is made of alloyed cast iron and is suspended in the cylinder
frame, with a low-situated flange. The upper part of the liner is surrounded by
The thrust bearing is of the B&W-Michell type, and consists, primarily, of a a cooling jacket. The cylinder liner has scavenge ports and drilled holes for
thrust collar on the crankshaft, bearing supports, and segments of cast iron with cylinder lubrication.
white metal. The thrust shaft is an integrated part of the crankshaft.
The propeller thrust is transferred through the thrust collar, the segments, and
the bedplate, to the engine seating and end chocks.

Fuel Valves, Starting Valve, Safety Valve and Indicator Valve Connecting Rod Camshaft and Cam
Each cylinder cover is equipped with two non-cooled fuel oil valves, one air The connecting rod is made of forged steel and provided with bearing caps for The camshaft consists of a number of sections. Each individual section consists
start valve, one safety valve and one indicator valve. crosshead and crankpin bearings. The crosshead and crankpin bearing caps are of a shaft piece with exhaust cams, fuel cams, coupling parts and indicator
secured to the connecting rod by studs and nuts which are tightened by cams. The exhaust cams and fuel cams are of steel, with a hardened roller race,
The opening of the fuel valve is controlled by the fuel oil pressure created by hydraulic jacks. The crosshead bearing consists of a set of thin-walled steel and are shrunk on to the shaft. They can be adjusted and dismantled hydrauli-
the fuel pump and the valve is closed by a spring. An automatic vent slide shells, lined with white metal. The crosshead bearing cap is one piece, with an cally. The cam for the indicator drive can be adjusted mechanically. The
allows circulation of fuel oil through the fuel valve and high pressure pipes. angular cut-out for the piston rod.The crankpin bearing is provided with thin- 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 walled steel shells, lined with white metal. Lubricating oil is supplied through 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. ducts in the crosshead and connecting rod. in a bearing support which is attached to the roller guide housing by means of
Oil from the vent slide and other drains are led away in a closed system. hydraulically tightened studs.
Piston, Piston Rod and Crosshead
The air start valve is opened by pilot control air from the starting air distributor Chain Drive
and is closed by a spring. The piston consists of a piston crown and a piston skirt. The piston crown is
made of heat resistant steel and has four ring grooves which are hard-chrome The camshaft is driven from the crankshaft by a chain drive. The engine is
The safety valve is spring-loaded. plated on both the upper and lower surface of the grooves. equipped with a hydraulic chain tensioner, with the long free lengths of chain
supported by guide bars.
The indicator valve allows cylinder pressure readings to be taken in service. The piston skirt is of cast iron and provided with bronze wear bands.
During engine shut down when the engine is being turned on the turning gear, The cylinder oil lubricators are driven by a separate chain from the camshaft.
inspection is made at the indicator valve for any water in the cylinder. The piston rod is of forged steel and is surface-hardened on the running surface
for the stuffing box. The piston rod has a central bore which, in conjunction Governor
One indicator drive is fitted for each cylinder. The indicator drive consists of a with a cooling oil pipe, forms the inlet and outlet for cooling oil.
cam fitted on the camshaft and a spring loaded spindle with roller, which is The engine is provided with an electronic governor. The speed setting of the
able to move up and down, corresponding to the movement of the piston. At The crosshead is of forged steel and is provided with cast steel guide shoes actuator is determined by an electric signal from the electronic governor based
the top of the spindle there is an eye to which the indicator cord is fastened with white metal on the running surface. A bracket for the oil inlet from the on the position of the main engine regulating handle. The actuator shaft is
after the indicator has been mounted on the indicator valve. telescopic pipe and another for the oil outlet to a slotted pipe are mounted on connected to the fuel regulating shaft by means of a mechanical linkage.
the crosshead.
Crankshaft Cylinder Lubricators
Fuel Pump and Fuel Oil High-pressure Pipes
The crankshaft is of the semi-built type, made from forged or cast steel throws, The cylinder lubricators, one per cylinder, are M.E.P dependent and load
and made in one part. At the aft end, the crankshaft is provided with a flange The engine is provided with one fuel pump for each cylinder. The fuel pump change dependent. They are controlled by the engine revolution in conjunction
for the turning wheel. consists of a pump housing, a centrally placed pump barrel, a plunger and a with engine load, and are mounted on the roller guide housing, and intercon-
shock absorber. To prevent fuel oil from mixing with the separate camshaft nected with shaft pieces. The lubricators have a ‘built-in’ capability of
Axial Vibration Damper lubrication system, the pump is provided with a sealing device arrangement. adjusting the oil quantity. They are of the ‘Sight Feed Lubricator’ type and are
The pump is activated by the fuel cam, and the volume injected is controlled provided with a sight glass for each lubricating point. The oil is led to the
The engine is fitted with an axial vibration damper, which is mounted on the by turning the plunger by means of a toothed rack connected to the regulating lubricator through a pipe system from an elevated tank.
fore end of the crankshaft. The damper consists of a piston and a split-type mechanism. The fuel pumps incorporate Variable Injection Timing (VIT) for
housing located forward of the foremost main bearing. The piston is made as optimum fuel economy at part load. The VIT principle uses the fuel regulating Once adjusted, the lubricators will basically have a cylinder oil feed rate pro-
an integrated collar on the main journal, and the housing is fixed to the main shaft position controlling parameter. Adjustment of the pump lead is effected portional to the engine revolutions and engine load. In addition the engine is
bearing support. A mechanical device for checking the function of the by a threaded connection, operated by a toothed rack. The fuel oil pump is equipped with a load change dependant function by linking the lubricator to the
vibration damper is fitted. provided with a puncture valve for each cylinder, which quickly prevents high fuel rack, such that the oil feed rate is automatically increased in case of a
pressure from building up during normal stopping and shut down. sudden increase of engine load, such as rough sea conditions
The fuel oil high-pressure pipes are equipped with protective hoses, and are
neither heated nor insulated. Any leakage from the protective hoses is led to a
collecting tank with alarm.

Manoeuvring System Exhaust Turbocharger Forced Lubrication and Oil Cooling
(Section 2.8.1)
The engine is provided with a pneumatic, electric manoeuvring and fuel oil The turbocharger bearing casings are cooled by fresh water with the bearings
regulating system. The system transmits orders from the separate manoeuvring lubrication fed from the M.E. L.O. cooling circuit. An observation glass is The pipes for the forced lubrication and cooling oil system are made of steel.
console to the engine. provided on the lubrication oil outlet from the turbocharger. A dry cleaning
system (compressed air 7kg/cm2) is supplied for the turbine side and a fresh The main forced lubrication is led to each main bearing through branches from
The regulating system makes it possible to start and stop the engine and to water washing system for the compressor side. the main lubrication pipe located along the engine.
control the engine speed. The speed control handle on the manoeuvring
console gives a speed setting signal to the governor, dependent on the desired The turbocharger is equipped with an electronic tacho system with pick-ups, Cooling oil is led to the telescopic pipe through branches from the cooling oil
number of revolutions. converter and indicator for mounting in the engine control room. main pipe, located alongside the cooling jackets on the exhaust side of the
engine, through which the oil is led to the crossheads. From there some of the
A shut down function will stop the fuel injection by activating the puncture Exhaust Gas System oil is branched off for lubrication of the crosshead shoes and crosshead
valves placed in the high pressure fuel system, independent of the speed bearings and is led through the bored connecting rod to the crank pin bearing.
control handle position. From the exhaust valves, the gas is led to the exhaust gas receiver where the Some of the oil is led through a pipe in the bore of the piston rod for cooling
fluctuating pressure from the individual cylinders is equalised, the total volume of the piston crown. The oil returns from here through the piston rod and let
The engine is provided with a side mounted control console and instrument of gas is led to the turbochargers at a constant pressure. After the turbo- out through a duct in the crosshead.
panel, for emergency running. chargers, the gas is led to the external pipe system.
Cooling oil returns from the pistons via sight glasses to the main engine sump.
Gallery Arrangement Compensators are fitted between the exhaust valves and the receiver, and
between the receiver and the turbocharger. For quick assembling and disas- The camshaft bearings and hydraulically operated exhaust valves are supplied
The engine is provided with gallery brackets, gratings, stanchions and rails. sembling of the joints between the exhaust gas receiver and the exhaust valves, with oil from a separate lubrication system.
The brackets are placed at such a height that the best possible overhauling and clamping bands are used.
inspection conditions are achieved. Some main pipes of the engine are The cylinders are each lubricated by six cylinder oil injection pumps which
suspended from the gallery brackets. The exhaust gas receiver and exhaust pipes are provided with insulation, supply oil to injectors spaced around the cylinder liners.
covered by galvanised steel sheeting. There is a protective grating between the
The upper gallery brackets on the camshaft side are provided with overhauling exhaust gas receiver and the turbocharger. Fuel Oil Supply System
holes for stowing pistons. (Section 2.6.1)
Auxiliary Blower
The engine is prepared for mechanical top bracing on the exhaust side. The fuel oil is led from the main inlet pipe through branches to the fuel
The engine is provided with two electrically-driven blowers. The suction side injection pump of each cylinder. In order to keep the fuel oil inlet pressure to
Scavenge Air System of the blowers is connected to the scavenge air space after the air cooler. fuel injection pump constant, regardless of the fuel oil consumption during
Between the air cooler and the scavenge air receiver, non-return valves are engine running, a spring loaded overflow valve is provided on the fuel oil inlet
The air intake to the turbocharger takes place direct from the Engine Room fitted, which automatically close when the auxiliary blowers supply the air. line.
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 and scavenge air receiver to the ensure sufficient scavenge air to obtain a safe start. The fuel oil is heated to the temperature required to achieve the optimum
scavenge ports of the cylinder liners. atomising viscosity. However, prior to prolonged shut down, and after starting
During operation of the engine, the auxiliary blowers will start automatically up from cold, the engine will be run on diesel oil in order that the high pressure
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 lines between the fuel injection pumps and fuel injectors do not become
with a compensator and is heat insulated on the outside. operating until the load again exceeds approximately 40-50%. clogged with cold fuel oil.
Air Cooler
The engine is fitted with one air cooler of the mono block element type with
cleaning nozzles for the air side of the cooler.
A separate tank and circulating pump are supplied for chemically cleaning the
air side.
A water mist catcher of the through-flow type is located in the air chamber
below the air cooler.

Cooling Water System (Note ! Air pressure must be applied before the camshaft lubricating oil pump Slow-Turn with Special Slow-Turning Device
(Section 2.5.1) is started. This is to prevent the exhaust valves from opening too much.)
a) Disengage the turning gear.
The engine is fresh water cooled, supplied by jacket cooling water pumps. The f) Engage the lifting/rotation check rod mounted on each exhaust
fresh water is led from the cylinder frame of each cylinder to the cylinder cover valve, and check that the exhaust valves are closed. b) Check that it is locked in the OUT position.
and through the exhaust valve up to a main outlet pipe through which it is
carried back to the fresh water cooler. Lubricating Oil Systems c) Check that the indicator lamp for TURNING GEAR ENGAGED
extinguishes.
The cooling water is also led to the exhaust turbocharger from the main inlet Start the lubricating oil pumps for:-
pipe. The inlet pipes to the cylinder are provided with shut-off valves. The d) Lift the locking plate of the main starting valve to the SERVICE
outlet pipes are provided with regulation valves, a pocket for a thermometer, 1.Engine. position.
and a deaeration cock.
2.Camshaft. e) Check the indicator lamp.
The deaeration pipe is fitted to the outlet manifold and led to the fresh water
expansion tank. a) Check the oil pressures. The locking plate must remain in the upper position during running.
The fresh water pipes are covered with phosphatic film, ‘Parkerising’ instead The locking plate must remain in the lower position during repairs.
b) Check the oil flow, through the sight-glasses, for piston cooling oil.
of galvanisation in order to avoid reaction with corrosion inhibitors.
f) Open the indicator valves.
c) Check that the cylinder lubricators are filled with the correct type of oil.
Starting Air System
(Section 2.10.1) g) Turn the slow-turning switch to SLOW-TURNING position.
d) Operate the cylinder lubricators manually.
The starting air system contains a main starting valve, a non return valve, a h) Move the regulating handle to START position.
e) Check that oil is emitted.
bursting disc for the branch pipe to each cylinder, a starting air distributor, and
a starting valve on each cylinder. i) Check to see if fluid flows out of any of the indicator valves.
Cooling Water Systems
The main starting valve is connected to the manoeuvring system, which j) Check that the individual air cylinders reverse the displaceable
(Note ! The engine must not be started if the jacket cooling water temperature is below
controls the start of the engine. rollers for each fuel pump to the outer position.
20°C.)
The starting air distributor regulates the supply of pilot control air to the k) When the engine has moved one revolution, move the handle
Preheat to minimum 20°C or, preferably, to 50°C.
starting valves so that these supply the engine cylinders with starting air in the back to STOP position.
correct firing order. The starting air distributor has one set of starting cams for a) Start the cooling water pumps.
‘Ahead’ and one set for ‘Astern’, as well as one control valve for each cylinder. l) Turn the slow-turning switch back to NORMAL position.
b) Check the pressures.
Operation of Main Engine m) Close the indicator valves.
Slow-Turning the Engine
Preparations for Starting Slow-Turn with Turning Gear
This must be carried out to prevent damage caused by fluid in any of the
Air Systems a) Open the indicator valves.
cylinders.
a) Drain water, if any, from the starting air system. b) Give REVERSING order by moving the reversing handle to the
Before beginning the slow-turning, obtain permission from the bridge.
opposite direction of rotation.
b) Drain water, if any, from the control air system at the receivers. (Note ! Always carry out the slow-turning operation at the latest possible
c) Turn the engine one revolution with the turning gear in the
moment and, under all circumstances, within the last 30 minutes before
c) Pressurise the air systems. direction indicated by the reversing handle.
starting.)
d) Check the pressures. d) Check to see if fluid flows out of any of the indicator valves.
e) Check that the individual air cylinders reverse the displaceable

e) Pressurise the air system to the pneumatic exhaust valves. rollers for each fuel pump to the outer position.

f) Repeat the previous points in the opposite direction of rotation. f) Switch back to NORMAL control. Exhaust Valves
g) Close the indicator valves. g) Open the shut-off valve of the starting air distributor. See that all exhaust valves are operating correctly. Disengage the
lifting/rotation indicators after checking that they are functioning
h) Disengage the turning gear. h) Check that the indicator lamp extinguishes. correctly.
i) Check that it is locked in the OUT position. Miscellaneous Turbochargers

a) Lubricate the bearings and rod connections in the regulating gear,
j) Check that the indicator lamp for 'TURNING GEAR ENGAGED' Ensure that the turbocharger is running and sufficient oil is in
etc, every 4,000 hours.
extinguishes. circulation.
b) Switch on the electrical equipment in the control console.
k) Lift the locking plate of the main starting valve to the SERVICE Circulating Oil
position.
c) Set the switch for the auxiliary blowers in 'AUTO' position.
Check that the pressure and discharge are in order
l) Check the indicator lamp.
d) The blowers will start at intervals of 6 seconds.
Cylinders
m) The locking plate must remain in the upper position during
running. The engine is now ready to start. Check that all cylinders are firing.
n) The locking plate must remain in the lower position during Starting-Up Procedure Starting valves on Cylinder Covers
repairs.
Starting Feel over the pipes. A hot pipe indicates a leaking starting valve.
Fuel Oil System ! CAUTION
If the engine has been out of service for some time, starting-up is usually Pressures and temperatures
a) Start the fuel oil supply pump and circulating pump. performed as a quay-trial. Prior to this, it must be ascertained that:
See that everything is normal for the engine speed. In particular,
If the engine was running on heavy fuel oil until stop, the circulating pump will 1. The harbour authorities permit quay-trial. the circulating oil (bearing lubrication and piston cooling),
be running. camshaft lubricating oil, fuel oil, cooling water, scavenge air, and
2. The moorings are sufficient. control and safety air.
b) Check pressures and temperatures.
3. A watch is kept on the bridge. Cylinder Lubricators
Checking the Fuel Regulating Gear
The following modes of starting are available: Make sure that the lubricators are working with an even 'drop
a) Close the shut-off valve of the starting air distributor to prevent height' level in all the sight glasses.
the engine from turning. Remote control from Control Room
Remote control from Bridge Check the actuators on the load change dependent lubricators are
b) Check the indicator lamp. in the position for increased cylinder lub. oil dosage during
Emergency Control starting and manoeuvring.
c) Switch over to control from the engine side control console.
Stop, start and speed setting orders are given manually by moving the Check the oil level in the feeder tank.
regulating handle, corresponding to the order from the bridge.
See description of the procedure Emergency Operation (Section 2.1.3)
Checks During Starting
d) Turn the regulating handwheel to increase the fuel pump index,
and check that all the fuel pumps follow to the 'FUEL SUPPLY' Make the following checks immediately after starting:
position.
Direction of Rotation.
e) With the regulating handwheel back in STOP position, check that
all the fuel pumps show zero-index. Ensure that the direction of propeller rotation corresponds to the
telegraph order.

Procedure For Loading the Engine Running-in Stopping
Stop the engine by setting the regulating lever to stop.
If there are no restrictions such as running in after repairs, proceed to increase For a new engine, or after repair or renewal of the large bearings, renewal or
the load on the engine. reconditioning of cylinder liners and piston rings, allowance must be made for Operations After Arrival in Port
a running-in period.
When the ‘FINISHED WITH ENGINES’ order is received in the control room:
The cooling water should be preheated, but if the temperature is below 50°C Regarding bearings: increase the load slowly, and apply the feel-over
allow the temperature to reach this point before increasing load. sequence, see Checks During Loading. a) Switch over to control room control.
Increase the load gradually to maximum speed over a period of 30 minutes. b) Switch off the auxiliary blowers.
Fuel Change Over
c) Test the starting valves for leakage.
Checks During Loading The engine is equipped with non-cooled, ‘all-symmetrical’, light-weight fuel
valves with built-in fuel circulation. This automatic circulation of the d) Obtain confirmation from the bridge that the stern is clear and the
Feel-over sequence. preheated fuel (through the high-pressure pipes and the fuel valves) during ship is secure on its berth.
engine standstill, is the background for recommending constant operation on
If the condition of the machinery is uncertain (e.g. after repairs or alterations), heavy fuel. e) Check that the turning gear is disengaged as a leaky valve can
the ‘feel-over sequence’ should always be followed, i.e: cause the crankshaft to rotate.
However, change over to diesel oil can become necessary if, for instance,the
vessel is expected to have a prolonged inactive period with cold engine, i.e. f) Close the valve to the starting air distributor.
1. After 15-30 minutes’ running on ‘Slow’.
due to:
2. Again after 1 hour’s running. A major repair of the fuel oil system etc g) Open the indicator valves.
A dry-docking h) Change over to emergency control.

At sea, after 1 hours running at service speed, stop the engine, open the
crankcase, and feel-over the moving parts listed below (by hand or with a More than 5 days’ period stop
‘Thermo-feel’) on sliding surfaces where friction may have caused undue i) Activate the START button.
Environmental legislation requiring the use of low-sulphur fuels
heating. This admits starting air, but not control air, to the starting valves.
Change over can be performed at any time:
During feeling-over, the turning gear must be engaged, and the main starting j) Check to see if air blows out from any of the indicator valves.
valve and the starting air distributor must be blocked. During engine running
During engine standstill If air issues out of a cylinder, the starting valve concerned is leaking.
The starting air distributor is blocked by closing the cross-over valve.
In order to prevent fuel pump and injector sticking/scuffing, poor combustion
k) Replace or overhaul any defective starting valves.
Feel sequence points or fouling of the gas ways, it is very important to carefully follow the change
over procedures.
Main, crankpin and crosshead bearings Lock the main starting valve in its lowest position by means of the locking
Change Over from Diesel Oil to Heavy Fuel During Running plate.
Piston rods and stuffing boxes
See section 2.7.1
Crosshead shoes l) Stop the camshaft lubricating oil pump.
Preparations Prior to Arrival in Port
Telescopic pipes m) Close and vent the control air and safety air systems.
Chains and bearings in the chain casing Decide whether the harbour manoeuvre should be carried out on diesel oil or
on heavy fuel oil. The vessel is designed to run on heavy fuel at all times. n) Wait a minimum of 15 minutes after stopping the engine, then
Camshaft bearing housings stop the lubricating oil pumps.
Change over should be carried out one hour before the first manoeuvres are
Thrust bearing / guide bearing expected. This prevents overheating of cooled surfaces in the combustion chambers, and
Axial vibration damper counteracts the formation of carbon deposits in piston crowns.
Start additional auxiliary engine to ensure sufficient power reserve for the
Torsional vibration damper manoeuvre.
If the engine was run on heavy fuel oil until STOP, keep the F.O. circulating
pumps running and the fuel oil preheated. The temperature may be reduced
Drain off any condensed water from the starting air and control air systems
during the port stay.
just before the manoeuvre.
If the engine was run on D.O. until STOP, stop the fuel oil pumps.

Freshwater Preheating During Standstill Fire in Scavenge Air Box Warnings of Fire
Keep the engine preheated to minimum 50°C, unless harbour stay exceeds 5 Cause A fire in the scavenge box is indicated by:
days. This counteracts corrosive attack on the cylinder liners during starting- 1. An increase in the exhaust temperature of the affected cylinder
up. If flakes of burning or glowing carbon deposits drop into the oil sludge at the
bottom of the scavenge air box, this sludge can be ignited and, if very 2. The scavenge air box being noticeably hotter
Use the preheater for preheating of the engine. combustible material is found here, serious damage can be done to the piston
rod and the scavenge air box walls. The latter could possibly cause a reduction If the fire is violent, smoky exhaust and decreasing engine revolutions will
Switch off other equipment which need not operate during engine standstill. in the tension of the stay bolts. occur.
WARNING Ignition of carbon deposits in the scavenge air box can be caused by: Violent blow-by will cause smoke, sparks, and even flames, to be blown out
Special Dangers when the respective scavenge box drain cock is opened, therefore keep clear of
Prolonged blow-by the line of ejection.
Keep clear of spaces below loaded cranes.
‘Slow combustion’ in the cylinder, owing to incorrect Monitoring devices, in the scavenge air space will give an alarm and operate
The opening of cocks may cause discharge of hot liquids or gases. atomisation, incorrect type of fuel valve nozzle, or ‘misaligned’ the main engine slow-down function at an abnormal temperature increase.
fuel jets
The dismantling of parts may cause the release of springs. Measures to be taken
‘Blow-back’ through the scavenge air ports, owing to an Due to the possible risk of a crankcase explosion, do not stand near the relief
The removal of fuel valves or other valves in the cylinder cover may cause incorrectly adjusted exhaust cam disc or a large resistance in the valves, flames can suddenly be violently emitted.
oil to run onto the piston crown. If the piston is hot an explosion may blow exhaust system (back pressure)
out the valve. a) Reduce speed to SLOW, if not already carried out automatically,
To keep the exhaust resistance low, heavy deposits must not be allowed to (see above) and ask bridge for permission to stop.
When testing fuel valves do not touch the spray holes as the jets may collect on protective gratings, nozzle rings and turbine blades. The back
pierce the skin. pressure after the turbocharger must not exceed 350mm w.g. b) When the engine STOP order is received, stop the engine and
switch off the auxiliary blower.
Beware of high pressure oil leaks when using hydraulic equipment, wear
protective clothing. c) Stop the fuel oil supply.
Arrange indicator cocks with pressure relief holes directed away from d) Stop the lubricating oil supply.
personnel. Wear goggles when taking indicator cards.
e) Apply boundary cooling.
Do not weld in the engine room if the crankcase is opened before fully
cooled. f) Engage the turning gear and turn the engine into a position where
the affected unit exhaust valve is closed and the scavenge ports
Turning gear must be engaged before working on or inside the engine as are shut off. This will assist in allowing the fire to burn itself out.
the wake from other ships in port or waves at sea may cause the propeller
to turn. Also isolate the starting air supply. g) If the fire is serious, put the scavenge air box fire extinguishing
equipment into operation.
Use gloves when removing O-rings and other rubber/plastic based sealing
materials which have been subjected to abnormally high working temper- (Note! Be aware of possible thermal shock and loss of extinguishing medium
atures as they may have a caustic effect. through the exhaust. Do not open the scavenge air box or crankcase before the
site of the fire has cooled down to under 100°C. When opening, keep clear of
possible fresh spurts of flame.)
h) Remove dry deposits and sludge from all the scavenge air boxes.
i) Clean the respective piston rods and cylinder liners. Inspect their
surface condition, alignment and whether they are distorted. If in
order, coat with oil.

j) Repeat the checking procedure and concentrate on piston crown Every precaution should therefore be taken to: d) When the engine STOP order is received, stop the engine and
and skirt, while the engine is being turned (cooling oil and water close the fuel oil supply.
on). 1. Avoid ‘hot spots’
e) Switch-off the auxiliary blowers.
k) Inspect the stuffing box and bottom of scavenge box for possible 2. Detect the oil mist in time
f) Open the skylight(s) and/or 'stores hatch'.
cracks.
‘Hot Spots’ in Crankcase
g) Leave the engine room.
If a piston caused the fire, and this piston cannot be overhauled at once, follow Well-maintained bearings only overheat if the oil supply fails, or if the bearing
the precautions referred to in the Maker’s Manual. journal surfaces become too rough (due to the lubricating oil becoming h) Lock the casing doors and keep away from them.
corrosive, or being polluted by abrasive particles).
If heating of the scavenge air box walls has been considerable, the stay bolts i) Prepare the fire-fighting equipment.
should be checked and re-tightened at the first opportunity. For these reasons, it is very important to:
j) Do not open the crankcase until at least 20 minutes after stopping
Before re-tightening, normal temperature of all engine parts must be re- 1. Purify the lubricating oil correctly the engine.
established.
2. Make frequent control analysis k) When opening up the crankcase, keep clear of possible spurts of
To ensure proper draining of oil sludge from the scavenge air boxes, (thereby flame. Do not use naked lights and do not smoke.
reducing the risk of fire in the scavenge air boxes), it is recommended to check 3. Ensure that the filter gauze is always intact
(on a daily basis) that the drain lines from the scavenge spaces are clear. l) Stop the lubricating oil pump.
Due to the high frictional speed of the thrust bearing, special care has been
Ignition in the Crank Case taken to ensure the oil supply to this bearing. m) Take off/open all the lowest doors on one side of the crankcase.
Cause Monitoring equipment is arranged to give an alarm in cases of low circulating
oil pressure and/or high temperature of thrust bearing segments. Keep this n) Shut off the starting air, and engage the turning gear.
When the engine is running, the atmosphere in the crankcase contains the same equipment in tiptop condition.
o) Locate the ‘hot spot’.
types of gas (N2 - O2 - CO2 ) in the same proportions as the ambient air,
Feel over moving parts (by hand or with a ‘thermo-feel’) at suitable intervals
however, there is also a heavy shower of coarse oil droplets present. p) Feel over, by hand or with a ‘thermo-feel’, all the sliding surfaces
(15-30 minutes) after starting and again at full load.
(bearings thrust bearing, piston rods, stuffing boxes, crossheads,
If abnormal friction occurs between the sliding surfaces, or heat is otherwise telescopic pipes, chains, vibration dampers, moment compen-
If in doubt, stop and feel over.
transmitted to the crankcase (for instance from a scavenge air fire via the piston sators, etc.).
rod/stuffing box) or, for some engine types, through the hot uncooled interme-
Oil Mist in the Crankcase
diate bottom, 'hot spots' on the heated surfaces can occur. The 'hot spots' will Look for squeezed-out bearing metal, and discolouration caused by heat
cause the oil falling on them to evaporate. When the oil vapour condenses In order to ensure a reliable, and quick warning of oil mist formation in the (blistered paint, burnt oil, oxidised steel).
again, countless minute droplets are formed which are suspended in the air. crankcase, constant monitoring is obtained with an ‘Oil Mist Detector’, which
This appears as milky-white oil mist, which is able to feed and propagate a successively samples air from each crankcase compartment. Keep any bearing metal found at bottom of oil tray for later analysing.
flame if ignition occurs.
The detector will give alarm and slow-down command at a mist concentration q) Prevent further ‘hot spots’ by preferably making a permanent repair.
The ignition can be caused by the same 'hot spot' which caused the oil mist. If which is only a fraction of the lower explosion limit (LEL), in order to gain
a large amount of oil mist has developed before ignition, the burning can cause time to stop the engine before ignition of the oil mist can take place. r) Ensure that the respective sliding surfaces are in good condition.
a tremendous rise of pressure in the crankcase (explosion), which forces a
momentary opening of the crankcase relief valves. Measures to be taken when oil mist has occurred: Take special care to check that the circulating oil supply is in order.
In isolated cases, when the entire crankcase has presumably been full of oil a) Do not stand near crankcase doors, or relief valves, corridors or s) Start the circulating oil pump and turn the engine by means of the
mist, the consequential explosion has blown off the crankcase doors and set near doors to the engine room casing. turning gear.
fire to the engine room.
b) Reduce speed to slow-down level, if not already carried out auto-
matically (see above.) t) Check the oil flow from all bearings, spray pipes and spray
(Note ! Similar explosions can also occur in the chain casing and scavenge air box.) nozzles in the crankcase, chaincase and thrust bearing.
c) Ask the bridge for permission to stop. u) Check for possible leakages from pistons or piston rods.

Start the engine. After: 5 minutes, 30 minutes, one hour and then when full Alarms
load is reached carry out the following:
Leakage From High Pressure Fuel Pipes
1. Stop and feel over Fuel Oil Temperature High
2. Look for oil mist Fuel Oil Temperature Low
Fuel Oil Viscosity High
Especially feel over (by hand or with a ‘thermo-feel’) the sliding surfaces,
which caused the overheating. Fuel Oil Viscosity Low
There is a possibility that the oil mist is due to 'atomisation' of the circulating Fuel Oil Inlet Pressure Low
oil, caused by a jet of air/gas, e.g. by combination of the following: L.O. Inlet Temperature High
1. Stuffing box leakages (not air tight). Piston Cooling Oil Outlet/Cylinder Temperature High
2. Blow-by through a cracked piston crown or piston rod (with Piston Cooling Oil Outlet/Cylinder No Flow
direct connection to crankcase via the cooling oil outlet pipe).
Piston Cooling Oil Inlet Pressure Low
An oil mist can also develop as a result of heat from a scavenge fire being L.O. to Bearings and Thrust Bearing Pressure Low
transmitted down the piston rod or via the stuffing box.
Thrust Bearing Temperature High
Hot air jets or flames could also have passed through the stuffing box into L.O. to Camshaft Inlet Temperature High
the crankcase.
L.O. Inlet to Camshaft Pressure Low
Alarms and Trips Turbo Charger L.O. Inlet Pressure Low
Automatic Shut Down Functions Turbo Charger L.O. Inlet Temperature High
L.O. to Bearings and Thrust Bearing Pressure Low/low Turbo Charger L.O. Outlet Temperature High
Thrust Bearing Temperature High/high Cylinder Lubricators No Flow
L.O. to Camshaft Pressure Low/low Jacket Cooling Water Inlet Pressure Low
Engine Over-speed Trip Jacket Cooling Water Outlet/Cylinder Temperature High
Manual Shutdown Starting Air Pressure Low
Emergency Stop Button Control Air Pressure Low
Slow Down Functions Safety Air Pressure Low
Piston Cooling Oil Outlet/Cylinder Temperature High Air Supply to Exhaust Valve Air Cylinder Pressure Low
Piston Cooling Oil Outlet/Cylinder No Flow Scavenge Air Manifold Temperature High
Jacket Cooling Water Inlet Pressure Low Scavenge Air Inlet Pressure Low
Jacket Cooling Water Outlet/Cylinder Temperature High Scavenge Air Box/Cylinder Temperature High
Scavenge Air Box/Cylinder Temperature High Air Cooler Cooling F.W. Inlet Pressure Low
Exhaust Gas Outlet/Cylinder Temperature High Exhaust Gas/Cylinder Temperature High
Oil Mist in Crankcase Exhaust Gas After Turbocharger High
Cylinder L.O. No Flow Oil Mist in Crankcase
Stern Tube Bearing Temp High

Illustration 2.1.1b Oil Mist Detector
SELECT
SYSTEM AVERAGE PERCENTAGE OF ALARM LEVEL

ON ALARM
0 20 40 6080 100
DEVIATION
ALARM TEST
SIMULATION
MODE FLOW
FAULT
1 2 3 4 5 6 7 8 91
0
TEST OPTIC
MODE FAULT SAMPLE NUMBER
RESET
Enlarged View of Oil Mist Detector Panel
Oil Mist Detector

Mark 5
Made in England

Oil Mist Detector Test Functions Test Routines
Introduction The test switch may be pressed at any time after the first complete cycle. This The oil mist detector incorporates self-checking routines, which operate
initiates the microprocessor programme for testing the oil mist detector and is whenever the detector is switched on.
Oil mist detection is now widely accepted as a means of providing early indicated by the test mode lamp being lit.
warning of incipient bearing failure in diesel engines. The Graviner Mark 5 Oil The only necessary routine maintenance consists of running a brief additional
Mist Detector embodies electronic and electrical means of carrying out fast The programme will commence by the deviation alarm indicator being lit, and self-test prior to engine starting, and at least at four-weekly intervals.
and accurate sampling of the crankcase oil mist, without the use of rotational will continue by simulating a gradually increasing average oil mist density,
mechanical parts. resulting in the display building up to 100 per cent of the alarm level, at this Provided the detector is switched on, the test is commenced by first operating
point, the average alarm indicator will light and the main alarm relay contacts the local test switch and then operating the reset switch on the detector.
Principle of Operation will change state.
a) Inspect/clean air line filter at least at a minimum of four-weekly
At high temperatures the oil used for lubricating engines generates vapours. The programme now simulates a ‘flow fault’ which lights the flow fault intervals.
When these come into contact with the colder atmosphere in the crankcase at indicator.
temperatures around 700°C, they condense into an oil mist. This situation Remote testing and indications
represents the condition associated with the excess temperatures, such as those The microprocessor memory circuit is then checked and a test is conducted on
caused by main crankshaft, big end or connecting rod small end bearing the engine slow down relay coil without actually operating it. A test of the oil mist detector from the remote position should be carried out
defects. daily as follows:
Satisfactory completion of all tests results in the 'optical fault' indicator being
The ‘Oil Mist Detector’ works on the principle that oil mist density is propor- lit and the fault alarm relay contacts will change state. a) Pressing the remote test switch for a minimum of 20 seconds
tional to optical obscurity. It samples the oil mist in the crankcase at a regular initiates the same test programme as the test switch on the oil mist
repetitive sequence. Should the tests not be completed correctly the fault relay will not operate. detector.
The sample is measured by passing it through a measuring chamber which has If the facility to operate the test from a remote position is used, the test Passing of the test is indicated at the remote position by the
a light source at one end and a photo cell at the opposite end. programme remains the same, but should it not be completed correctly it is not remote main alarm and fault alarm enunciator being lit.
possible to reset from this remote position. This ensures that the oil mist
The output signal from the photo-cell represents oil mist and is compared with detector is examined to define the fault condition. Therefore, at the end of a b) The remote reset button is pressed on completion.
threshold levels set during commissioning. satisfactory test of the oil mist detector the following should be seen:
If the thresholds are exceeded an alarm indicates the need for an engine slow- Deviation alarm indicator lit
down and an immediate investigation of engine condition.
Average alarm indicator lit
Preparation for the Operation of the Oil Mist Detector
Flow fault indicator lit
a) Supply power to the oil mist detector. Optical fault indicator lit
Main alarm relay contacts change state
The detector will now begin scanning.
Fault alarm Relay contacts change state
After each crankcase has been sampled the first scan is completed.
No alarms will be given during the first scan, as the system is forming the
microprocessor memory stores.

Illustration 2.1.2.a Main Engine Manoeuvring Control Panel
DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine
ALARM FAULT AUTO BRIDGE START AIR 29.8 BAR
ALARM STOP ALARM

LIST HORN ACKN. ORD: 0.0 SET: 40.0 ACT: 35.0
STATUS MAINTE- EDIT MENU S1 S2 S3 S4 DIMMER

LIST NANCE
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR

BRIDGE ECR EMERG ORDER SLOWD. SLOWD. SLOWD. ESC ENT
CTRL. CTRL. CTRL. ADJUST ACTIVE CANCEL RESET
7 STU 8 VWX 9 YZ 0 space . +/- #

SEA STAND CANCEL SHUTD. SHUTD.
F.W.E.
MODE BY LIMITS ACTIVE CANCEL

2.1.2 Main Engine Manoeuvring Control Bridge and ECR DMS Operating Panels Slowdown: Indicates activation of automatic slowdown
Maker: Lyngso Marine The operating panels enable communication with the the DMS system. The Slowd. cancel: Pressing key cancels slowdown signal,
Type: 2100 display is able to show operating state information. All nominal and actual pressing again reactivates slowdown
values, operating data and list contents can be read and adjustments made to Slowd. reset: Resets system when slowdown condition
The main engine manoeuvring control system can be divided into two parts: the operating state. Any faults or alarms within the system are shown and removed, speed returns to normal
accompanied by a warning buzzer.
1. The DMS 2100 Bridge Manoeuvring System Shutd. active: Indicates an automatic shutdown signal
2. The DPS 2100 Engine Safety System The following table shows the facilities and operations available from the activated
bridge and ECR operating panels.
DMS 2100 Bridge Manoeuvring System Shutd. cancel: Cancels shutdown signal, until key pressed
Button Action again
The DMS system is designed to control the ship’s engine directly from the (Note ! A shutdown will be reset by moving the bridge telegraph lever to the
bridge. Automatic operation is also possible from the ECR. The normal Bridge Control: Indication or request/acknowledgement of
Automatic bridge control stop position.)
operating condition of the DMS is with the lever of the bridge telegraph unit
but the ECR position may be used for additional monitoring/control etc. DMS Menu: Displays 6 sub menus accessed by “S”
ECR Control: Indication or request/acknowledgement of
controls the following functions: ECR control (manual or automatic) function keys
Starting, stopping and reversing the propulsion plant Status list: Displays critical engine condition
Emergency control: Indication or acknowledgement of
Acceleration and deceleration of main engine speed emergency (local) control and limits
Engine speed sensing Sea mode: Maintenance: Displays date/time, lamp test facility, display
controls etc
Quick progress through critical speed ranges If not in manoeuvre mode then the button is for indication only.
Dimmer: Adjust display brightness
Monitoring manoeuvring sequences
This order indicates, by LED illumination: ‘No need to man the engine room’. Edit, Esc, Ent.: For changing parameters
Self monitoring
If in manoeuvre mode: Arrow keys: Moving cursor around display positions
Control of auxiliary systems
Selection of control and operation modes Sea mode active if LED on, speed set value released to SEA FULL AHEAD. Cancel limits: Overrides limitations, acceleration and decel
eration set points
Automatic limitations
Pressing the key again extinguishes the LED, manoeuvre mode is activated and Order adjust: Automatic bridge mode only, for fine setting
The DMS system is serial connected to both the DPS engine safety system and therefore speed set value is limited. of engine speed
the UMS/UCS alarm, monitoring and control system. The requested orders
from the telegraph system are internally processed and routed as a set speed Stand by: Technical crew order for stand by conditions RPM limit: Automatic bridge mode only, ECR activated
value to the electronic governor (EGS 2000). in engine room function to limit available RPM
F.W.E.: Pressing this key gives ‘Finished with Alarm ackn: Optical alarm acknowledgment
The hardware consists of 4 main groups: Engines’ order, an alarm is activated and the
LED will flash until the following conditions Stop horn: Audible acknowledgment
Bridge and ECR operating panels
are met:
ECR Indication Panel Alarm list: Displays every current alarm state, with new
alarms at the top of the list
Propulsion control cabinet (PCC) Main air start valve is blocked
Main Engine Indication Panel
Electronic governor (EGS 2000) Start air distributor is blocked
The indication panel in the ECR consists of warning lights, push buttons and a
Control air is off manual/auto selector switch. The lights indicate control modes, engine
direction, turning gear position, engine direction and start valve/air/blocking
Safety air is off status. There are also illuminated pushbuttons for control of the auxiliary
blowers.
F.W.E. order acknowledged from ECR

Illustration 2.1.2b Indication Panels
Emergency Indication Panel

ECR Indication Panel
Lyngso Marine
Lyngso Marine
START AUX AUX

MANUAL LOCAL VALVE IN BLOWER 2
BLOWER 1
ECR ER SERVICE RUN
RUN
TURNING TURNING START START AIR AUX AUX

GEAR GEAR VALVE DISTRIB. BLOWER 1 BLOWER 2
DISENG. ENGAGED BLOCKED BLOCKED STOP STOP
SHUT DOWN AHEAD
AUX OFF
WRONG AUTO MAN
AHEAD ASTERN BLOWER TURNING GEAR ENGAGED ASTERN
WAY
WARNING
WRONG WAY EMERGENCY CONTROL
ECR CONTROL
SLOW SUPPLY
TURNING AUX. BLOWER RUNNING BRIDGE CONTROL
(MANUAL)
CANCEL EMERGENCY
SHUT DOWN LAMP TEST STOP

The auxiliary blower stop/start facility is only available when the main engine Manual control from the local control station (emergency control) Change of Control Mode Restrictions
control is in manual. A warning light is fitted to indicate the auxiliary blowers
Automatic control from the ECR Any DMS equipment malfunction which affects any control mode change over
are not in automatic mode, if the blowers are OFF, main engine start is not
possible. The manual/auto selector switch controls the operating mode of the The operating modes are changed from: will result in the alarm CONTROL SELECT. FAULT and a change will not be
blowers. accepted.
The local control station: NORMAL or REMOTE
The indication light START VALVE IN SERVICE means that starting of the The ECR: ECR-MANUAL or BRIDGE-AUTO or ECR-AUTO If the main engine is stopped but the telegraph/control lever is not in the stop
main engine is now possible. There is also a warning light and alarm for engine position, the text display shows the request message PUT BRIDGE TELEG.
The DMS only has control when in BRIDGE-AUTO mode. TO STOP. No control mode changes are possible until this request is fulfilled.
direction. If the engine direction is opposite to the ordered direction in manual
and local modes, this alarm is activated. Change of Control Modes If the main engine is running but the telegraph/control lever is put in the
There is a pushbutton for the main engine slow turn facility. Activation of this The local control station is the operating station with the highest priority. opposite direction, the text display shows the request message BRIDGE
pushbutton carries out the slow turning procedure. TELEG. WRONG WAY. The lever must be moved to stop or the correct
Change over from LOCAL to REMOTE is carried out by means of a manually direction. No control mode changes are possible until this request is fulfilled.
The pushbutton CANCEL LIMITER cancels Woodward scavenging air operated pneumatic valve at the main engine local control position. Before changing over control modes the ECR and bridge control levers must
limitation (manual control of the Woodward governor only). This would be matched or a rough change of engine speed will occur. The set points must
provide a faster run up time for the main engine in case of emergency, therefore Change over from MANUAL REMOTE to AUTOMATIC is normally carried be the same value, i.e.: a LEVER MATCH. When a lever match is completed
this button is protected by a cover to guard against accidental operation. from the ECR console. Pressure switches in the main engine pneumatic system the the change over from AUTOMATIC BRIDGE to MANUAL ECR is
provide feedback of the control mode status. carried out with the manual two position valve in the ECR.
The pushbutton marked SUPPLY indicates the status of the supply voltage and Emergency Control
also functions as a lamp test facility. The control mode changes immediately on operation of the selector switch.
The selected operating station cannot ignore its selection. Any change in The selection of EMERGENCY CONTROL is always done directly without
Propulsion Control Cabinet (PCC) control mode is shown on the bridge and ECR panels which will alarm at any any previous request. The change over from REMOTE to LOCAL is by means
change. of a manually operated pneumatic valve at the engine. The valve is installed at
The propulsion control cabinet has no user accessible functions. These cabinets the main engine local control station.
house the electronic modules that make up the system. These include the The change from MANUAL ECR to BRIDGE CONTROL can be initiated
interface extension modules, central memory, speed relay module, input/output from either location. The ‘bridge control’ button has to be pressed at the bridge The selection of EMERGENCY CONTROL switches off the previously
and control modules, relays and interconnections for the serial bus which links or ECR control panels. The yellow LEDs in the bridge control buttons, at the selected control mode of AUTOMATIC BRIDGE and MANUAL ECR respec-
the various systems. The EGS2000 electronic governor directly connects to the bridge and ECR, will flash and an alarm will sound at the control panels. tively because of the two-position valve in the ECR.
speed relay module, the DZM 401, which is the central module in the DMS
system containing the process control software. The request is then acknowledged by pressing the bridge control button: There are two different methods of indication and acknowledgement following
the change over to EMERGENCY CONTROL :
At the bridge panel, if the request came from the ECR
The Electronic Governor System (EGS2000)
At the ECR panel, if the request came from the bridge Change over from AUTOMATIC BRIDGE to Emergency Control
The electronic governor system consists of two main parts:
Pressing the bridge control button again before an acknowledgement cancels The LEDs set within the EMERG. CTRL. buttons in the bridge and ECR
1. The electronic governor the request. Following a successful acknowledgement, the LEDs now flash panels flash yellow to indicate the change of control mode. Additionally the
2. The electrical actuator green in colour. change of control mode is audibly signalled at the bridge panel. The display
shows the text EMERG. CONTROL.
The manually operated MANUAL to AUTOMATIC BRIDGE valve in the
The electronic components are housed in the governor cabinet in the ECR. It ECR is now switched to the bridge and the flashing green LEDs turn to a
is connected to the propulsion control cabinet where the DMS dictates the To acknowledge the selection of emergency control, the button EMERG.
steady green light. The display text shows AUTOMATIC BRIDGE. CTRL. on the bridge panel has to be pressed. Following the acknowledgement,
RPM setpoint. The governor sends the electronic signal to the electrical
actuator which moves the fuel rack accordingly. If a change over is requested without prior request, the bridge control button the LEDs implemented in the buttons EMERG. CTRL in both panels turn to
LEDs flash yellow turning steady green when acknowledged. steady green to indicate the new control mode.
Control and Operating Modes
The main engine is generally operated by the engine order telegraph unit on the
There are different operating modes to operate the propulsion plant: bridge central console. If either bridge wing is selected for control, the wing
Automatic control from the bridge controller remotely moves the central controller by a selsyn ‘electric shaft’
arrangement. This central controller sends the signal to the DMS for
Manual control from the ECR processing.

Change Over from MANUAL ECR to Emergency Control Barred Ranges The only exception to this is in the case of a bridge or ECR telegraph poten-
tiometer fault, whereby the system will change over from the faulty station to
The LED set within the EMERG. CTRL. button in the bridge panel turn to Due to certain physical principles rotary, oscillation occurs at specific speeds the functional station and remain in automatic mode at that station.
steady green to indicate the new control mode. The LED within the EMERG. inside the main engine’s range. DMS takes these speeds into account and if
CTRL. button in the ECR panel is flashing yellow to indicate the change of selected will automatically convert the request to the nearest ‘safe’ position. System Parameters and Passwords
control mode. Additionally the change of control mode is audibly signalled at
the ECR panel. The display in both panels show the text EMERG. CONTROL (Note ! The speed setpoint is not adjustable within a barred range.)
. On pressing the S3 key, the parameter list is displayed. By operating the cursor
To acknowledge the selection of emergency control, the button EMERG. Limitations keys the number of the parameter required can be incremented or decremented.
CTRL. on the ECR panel has to be pressed. Following the acknowledgement, The parameters to be displayed can also be accessed by numerical setting of
the LED in the button EMERG. CTRL in the ECR panel turns to steady green The DPS system, under certain fault conditions, may request a slow down of the number by first entering ‘0’. Pressing ENTER, then the required
to indicate the new control mode. the main engine. This is achieved via the serial interface to the DMS system. parameters are displayed.
The limitation will remain active until manually reset.
Operating Modes To release a selected parameter for resetting, the EDIT key must be pressed and
In bad weather conditions, if the main engine speed reaches 105% three times then according to its security level, the adjustment is released or the password
The DMS has 3 different operating modes, selection is from the bridge in less than two minutes, the speed setpoint will be limited to 85%. The is requested.
operating panel: limitation will remain active until manually reset.
Parameters are blocked for unauthorised personnel with three password levels
Sea Mode There is also a manual limitation function available only from the ECR panel. protecting the system:
The pushbutton RPM LIMIT will give access to a menu where the measuring
The engine is able to accelerate through all speed ranges up to the end The service password
value (the speed), can be adjusted.
of the upper sea range.
The expert password
Manoeuvring Mode System Supervision and Fault Indication
The user password
The engine is only able to accelerate through all speed ranges up to the The total hardware of the DMS, as well as the peripheral components, are
constantly monitored by the DMS. Because of this, it is possible to avoid The SERVICE PASSWORD is required for changing critical parameter values
end of the upper manoeuvring range, if the lever is set to full ahead.
dangerous situations and damage to the main engine. The telegraphs, speed such as engine speed. The service password releases the parameters for the
sensing circuits, electronic governor, solenoid valves, internal analogue/digital USER and EXPERT passwords, as such this password should only be known
Modes under CANCEL LIMITS operation
and digital/analogue converters and the computer cycle (watch dog) are all by the commissioning personnel.
All limits are overridden. Acceleration and deceleration set points are monitored.
The EXPERT PASSWORD is required for changing critical parameter values.
changed to faster values.
If a fault becomes apparent it will be sensed by the DMS, the result of this is The expert password releases the parameters to the USER password.
CANCEL LIMITS should only be used for emergency manoeuvring.
an audible and optical alarm indication. Faults are indicated at the operating
Ranges panels on the Bridge and ECR. The alarms are also routed as individual alarms The USER PASSWORD is required to change non-critical parameter values
via the serial interface, or as common alarms via contact interface to the alarm,
Acceleration and deceleration ramps are preset into the DMS to ensure the monitoring and control system (UMS/UCS). To complete the password input the password must be followed up with
most efficient operation of the main engine. The total range between minimum ENTER. Passwords must always be four digits.
and rated range is divided into four individual ranges: An optical alarm is always indicated at the Bridge and in the ECR An audible
alarm is only indicated at the station in control. Optical acknowledgement can After accessing the required parameter by password entry, the EDIT key must
1. Lower manoeuvring range approx. 25 - 65% load 40 - 60 seconds be pressed again. There are two ways to change values:
be done only from the ECR.
2. Upper manoeuvring range approx. 65 - 75% load 60 seconds
1. By operating the up/down cursor keys the value of the parameter
3. Lower sea range approx. 75 - 90% load 10 minutes According to the rules of the classification societies the system has, in the case can be incremented or decremented.
of a control system fault, to maintain (freeze) the momentary operating
4. Upper sea range approx. 90 - 100% load 30 - 60 minutes condition. Therefore, in a frozen condition, the operator has to transfer control 2. By numerical setting of the value by first entering “0”.
The astern speed has only one range which has an adjustable upper limit. mode to a MANUAL mode. This is the only mode in which a reset can be
performed.
Pressing ENTER completes the operation.
More detailed information is available in the manufacturer’s DMS2100 user
manual.

! CAUTION Governor stop signal is de-energised as start valve energises. Stop valve Three start attempts are possible. If a failure occurs during the starting
remains energised sequence the following measures are activated:
Because the program uses RAM for its set values, the entered value takes
On reaching ignition speed the stop and start valves are de-energised
immediate effect. Therefore changes should only be made on a stopped If no engine rotation is sensed within the maximum starting time,
engine or, if on a running engine, the values should be made step by step Fuel is injected the start air valve is de-energised and the START FAILURE alarm
in small increments to avoid greatly affecting the running of the engine. is activated.
Main air start valve de-energised one second after fuel injection,
PARAMETER CHANGES MAY ONLY BE DONE BY AUTHORISED engine accelerates to required speed If the engine starts to crank but does not reach ignition speed or
PERSONNEL If the engine fails to start or complete a slow turn, the control lever must be falls below the ignition speed,the REPEATED START alarm is
moved back to zero to reset the system before another start attempt is made. activated. If a further two starts also fail then the alarm START
Simulation Mode FAILURE is activated.
This mode is used to test signals to the start valve, reversing valve, start air (Note ! The reversing function always takes place prior to start regardless of
distributor and electronic governor. the ordered direction.) If the engine exceeds ignition speed but stops within 20 seconds
a further start takes place, up to a maximum of 3 attempts. If the
The following conditions will cause a start interlock to block the starting of the engine stops outside of this 20 second time the alarm ENGINE
The overspeed may also be tested using this facility. main engine: STOPPED is activated.
The following conditions have to be fulfiled for the selection of simulation 1. Control air pressure low
mode: At the second and third start attempts, or in the case of a
2. Line break of valves CANCEL LIMITS start operation, the ignition speed is increased
Engine at standstill 3. Speed sensing system fault to enable a longer duration of applied starting air. The DMS also
cancels the governors normal start fuel limitations during these
Main start valve blocked 4. Emergency stop/shutdown condition attempts.
Start air distributor blocked 5. Loss of automatic, manual or sensor supply
Slow Turning
Control mode in AUTOMATIC BRIDGE 6. Blocked actuator
Access is by activation of the menu key then S4, followed by S1 for 7. Electronic governor fault The slow turning is carried out automatically when the engine has been
simulation mode. standing still for 30 minutes or more. When a slow turn is requested, the engine
8. Serial interface to governor lost must then complete one and a half turns within 30 seconds.
To simulate the engine running the telegraph must be moved ahead or astern. 9. Start air pressure low
The simulated speed, acceleration and deceleration correspond to the normal The DMS system counts the number of flywheel teeth passing the speed
orders. Because the engine is not actually running, several other alarms will 10. Start valve closed/not open sensors to determine the number of revolutions achieved during this time. If
appear, such as start failure, reversing failure etc. 11. Start air distributor blocked the engine fails to achieve this, the “slow turn failure” alarm is activated. In
this case, the control lever must be reset to zero and another start attempt made.
Main Engine Automatic Start Sequence 12. Input start blocked (auxiliary blowers)
13. Turning gear engaged The slow turn procedure may be omitted, if a quick start is required, by
Automatic mode selected, control lever in stop position
pressing the CANCEL LIMITS button on the operating panel.
System checks: no start interlocks, no active relevant alarms, 14. Emergency control is engaged
auxiliary blowers in auto, voltage on Reversing the Main Engine
Items 1.) and 11.) may be overridden by operation of the CANCEL LIMITS
Control lever moves to ahead direction, speed value initiated Depending on the requested direction of the main engine and before carrying
push button, although 11.) can only be overridden when in bridge automatic
mode. out a slow turn or engine start, the DMS controls the positioning of the
Reverse sequence activated (see section: Reversing of the Main
reversing mechanism for the start air distributor and the fuel pumps by
Engine), ahead valve energised
A start interlock is alarmed and indicated on the bridge and ECR operating energising the respective directional solenoid valve (even if they are still in the
If more than 30 minutes since last start, DMS initiates a slow turn, if panels. correct direction from previous manoeuvre).
not, DMS activates start
One symmetrical cam for each fuel pump is mounted on the camshaft.
On completion of slow turn all injection pumps moved to ahead or Selection of injection point, ahead or astern, is achieved by moving the fuel
astern position, engine starts pump roller guide relative to the cam axis by a pneumatic cylinder.

Illustration 2.1.3a Engine Safety System Panel
DPS 2100 ENGINE SAFETY SYSTEM Lyngso Marine
ALARM FAULT
Engine Safety System
System OK
ALARM STOP ALARM
LIST HORN ACKN ACTUAL SPEED : 90.0 RPM
EDIT MENU DIMMER

S1 S2 S3 S4

SLWD. SLOWD. SLOWD. ESC ENT
ACTIVE CANCEL RESET
7 STU 8 VWX 9 YZ 0 Space . +/-

SHUTD. SHUTD.
ACTIVE CANCEL

Each fuel pump has its own reversing mechanism including a pneumatic The following items are recorded from the DMS: The system consists of an SEM interface extension module, speed relay DZM
cylinder. However, the power of the cylinder is not powerful enough to reverse module (DPS limit values, delay times and actions/consequences are stored in
Date and time
the roller guides at standstill, they can only support the movement. The roller software within the DZM module), input/output modules (all mounted within
guides will change their position during the start sequence because of the Bridge, ECR and emergency telegraph orders the propulsion control cabinets) and illuminated emergency stops mounted on
camshaft rotation, so it follows that the engine has to be started without respect bridge wings, bridge, ECR and engine local control station.
Engine speed
to the reversing mechanism position.
Control mode The emergency stops are wired with two circuits. One is wired directly to the
The roller guides mechanically maintain their position and the solenoid valves stop solenoid on the engine. The other is wired to the electronic modules as an
Sub-telegraph orders input and the stop solenoid as an output. This provides the correct alarms and
are de-energised at the end of the start settling time.
printout etc. The location of the emergency stop activation will also be
Limitations
Restarting an Engine Already Turning in the Correct Direction displayed.
Cancel limits/cancel limits (wings)
If the engine is already turning in the required direction, due to drag acting on The operators’ panel is mounted in the ECR
RPM load program
the propeller, the speed is above ignition speed and the control lever is moved Operator Panel Functions
in that direction, DMS will de-energise the stop valve and the governor stop ‘Frozen’ conditions
signal. This will enable the fuel to be supplied to the engine. Alarm light: Illuminated if a set value is exceeded
Electronic governor fault
Fault light: Illuminated if an internal hardware or interface
If the drag effect is too low and the engine speed is below ignition speed and Electric shaft or telegraph fault failure occurs
the control lever is moved in that direction, DMS will initiate a normal
Serial interface to governor lost fault
automatic start. Key Functions
The following items are recorded from the DMS:
Restarting an Engine Turning in the Wrong Direction Alarm list: Displays every current alarm state, new alarms at the
Automatic slowdown top of the list
If a start is requested in the opposite direction to that which the engine is
Automatic shutdown Alarm ackn: Optical alarm acknowledgment
already turning, a normal stop is carried out by energising the stop valve. After
passing through the ‘brake air level’ the reversing sequence is initiated. The Emergency stop with position of activation Stop horn: Audible acknowledgment
engine is retarded automatically and subsequently restarted in the reverse
Cancel slowdown (slowdown override activated) Maintenance: Displays date/time, lamp test facility, display
direction.
controls etc.
Cancel shutdown (slowdown override activated)
Stopping the Main Engine Dimmer: Adjust display brightness
Common abbreviations used on the printer:
A normal stop comprises of moving the control lever to zero. This will cause Edit, Esc, Ent.: For changing parameters
OBR: Order bridge
the DMS to energise the stop solenoid valve (a pneumatic stop signal to the Arrow keys: Moving cursor around display positions
fuel pump puncture valves) and set the engine governor to stop. REC: Response Engine Room telegraph
Menu: Displays 3 sub menus accessed by ‘S’ function keys
OBL: Order bridge with limitations
There are also a number of ‘hard stops’. These are hard wired emergency stop Slowd. active: Indicates activation of automatic slowdown
pushbuttons which stop the engine directly via the DPS engine safety system. ACT: Actual speed
The DMS via serial interface also stops the engine using the DMS normal stop Slowd. cancel: Pressing key cancels slowdown signal, pressing
methods. After an emergency stop the engine can only be restarted by moving 2.1.3 Main Engine Safety System again reactivates slowdown
the main control lever to the stop position to reset the system. Slowd. reset: Resets system when slowdown condition removed,
DPS 2100 Engine Safety System
speed returns to normal
Telegraph Order Printer TOP2100
The DPS 2100 operates in parallel with the DMS system but monitors, controls Shutd. active: Indicates an automatic shutdown signal activated
The TOP2100 is a sub-system of the DMS system. Internal calculations from and protects the main engine independently from the DMS system.
the DMS and the DPS systems are transmitted to the printer module and output Shutd. cancel: Cancels shutdown signal, until key pressed again
to the telegraph order printer. The system protects the engine from inadmissible operating states, in that an The DPS system receives its engine speed signal from two proximity switches
alarm is not created until one of its limits is exceeded. All limits are set to mounted close to the flywheel. These switches count the flywheel teeth passing
There are parameters to control the information output to the printer within values that in no way endanger the engine. Any limits exceeded are optically by and input the signal to the DZM module. This module calculates the engine
DMS and a printer test facility in the MAINTENANCE menu within DMS. and audibly indicated in the ECR. Specific limits such as low lub. oil pressure, speed for indication and protection functions etc. The two sensors enable
high H.T. water temperature are additionally protected by shutdown and cross-monitoring, plausibility and redundancy in case of breakdown.
slowdown facilities.

The DPS provides the following functions: Automatic Shutdown Alarm Indication and Acknowledgement
Slowdown
In case of an automatic shutdown, the engine is stopped immediately. The The alarms are divided into two groups:
Shutdown signal acts directly on the shutdown system of the main engine.
1. Engine faults - leading to a slowdown or shutdown
Slowdown with subsequent shutdown
Delayed Shutdown 2. System faults - monitoring equipment / module failure, line breaks
The inputs on the central module DZM 401/402 for the speed measurement
from the proximity switches are fixed, also the outputs for speed indication and If a shutdown criterion occurs a pre-alarm is activated. On activation the All alarms are indicated audibly as a common alarm at:
emergency stop on overspeed are fixed. The inputs on the IOM 402 modules optical and audible alarms sound and the delay time starts to count down to
Bridge
are freely configurable for slowdown and shutdown via parameters. On actual shutdown. This countdown time and the cause of the shutdown (eg: Lub.
occurrence of a slowdown or a shutdown criterion, the particular function oil press. low) are displayed on the operating panels.The delay time for the pre- ECR
becomes active, taking the parameter setting for the input into account. alarm can be adjusted via parameters.
Engine room space
Operation and indication are effected via the Operating Panel in the ECR with The horn signal is reset on the Operating Panel by actuating the stop horn key, All alarms are indicated optically as a common alarm at:
illuminated pushbuttons and LED displays in the engine room. The optical optical acknowledgement is possible in the alarm list only. By actuating the
alarms as well as system conditions are simultaneously displayed at all places key for alarm acknowledgement the alarm is optically acknowledged and the Bridge, via DMS panel
of indication (bridge, ECR, engine room). The audible alarms are given only ALARM LED changes to a steady light. After expiry of the shutdown delay ECR, alarm on DPS panel
at the place of indication from which the ship is operated (e.g. operation from time, the shutdown process is started and optically indicated on the bridge
the bridge). This also applies to the acknowledgement of alarm signals as well panel, on the ECR panel and in the engine room. Engine room space, at LED indicators
as to control functions ‘Cancel’ and ‘Reset’.
Restart of the engine is now only possible after elimination of the the fault All locations with UCS/UMS general operator stations and basic
alarm panels
Automatic Slowdown causing the shutdown and must be reset by moving the telegraph lever to stop
and activation of the RESET SHUTDOWN button. All alarms are indicated optically as a single alarm at:
The automatic slowdown serves to relieve stress on the engine by reducing
speed . If the fault which activated the shutdown clears during the countdown time, the Bridge, via DMS and alarm list
shutdown is cancelled. The display will continue to indicate an unacknowl- ECR, via display and alarm list
Delayed Slowdown edged alarm.
All locations with UCS/UMS general operator stations and basic
If a slowdown criterion occurs then a pre-alarm is activated immediately. On In the case of an emergency, the shutdown can be overridden by activation of alarm panels
activation the optical and audible alarms sound and the delay time starts to the SHUTD. CANCEL button.
count down to actual slowdown. This countdown time and the cause of the Parameters, Suppressions and Operating Values
slowdown (eg: cam shaft lub. oil press. low) are displayed on the operating Specific faults can exclude or include the shutdown cancel facility (available
panel. The delay time is adjustable via parameters. After expiry of the via parameters). If this button is activated after the engine has stopped a To display parameters, suppressions and operating values, first press the
slowdown time the slowdown signal is transmitted to the DMS system. shutdown reset is necessary. If the button is activated during the countdown MENU key.
time the engine will keep running.
If the fault, which activated the slowdown, clears during the countdown time, This will indicate a sub menu, selection is by keys S1 to S3:
the slowdown is cancelled. On clearing the fault which caused the shutdown, the system can be reset by
moving the telegraph lever to stop and activating the SHUTD. RESET button. S1 This key opens a list of inputs to the DPS and allows each one
This also applies to an emergency stop push button activated shutdown. to be switched on or off
In the case of an emergency, the slowdown can be overridden by activation of
the SLOWD. CANCEL button. S2 This key displays actual operating values
Automatic Slowdown Followed by Shutdown
Specific faults can exclude or include the slowdown cancel facility (available S3 This key opens the parameter list, as recorded in the central
via parameters). The functional sequences for a slowdown followed by a shutdown are DZM module, for display or changes
practically identical to the procedures described above (selection and
adjustment available through parameters). The only difference being that one To leave a menu or sub menu, the ESC key must be pressed.
On clearing the fault which caused the slowdown, the system can be reset by
moving the telegraph lever below the slowdown speed and activating the follows another.
SLOWD. RESET button.

Adjustment of System Parameters and Passwords Suppressions DPS System Engine Slowdowns
Cylinder cooling fresh water pressure low
On pressing the S3 key, the parameter list is displayed. By operating the cursor The operator has the option to suppress shutdown and slowdown activation by
keys the number of the parameter required can be incremented or decremented. individual sensor inputs, except emergency stop pushbuttons, with this facility. Piston coolant no-flow
The parameters to be displayed can also be accessed by numerical setting of
Oil mist in crankcase
the number by first entering ‘0’. Pressing ENTER then displays the required If suppressed however, the input will still activate an alarm at the operating
parameter. panel. Cylinder exhaust gas high temperature
Cylinder cooling fresh water high temperature
To release a selected parameter for resetting, the EDIT key must be pressed and The suppression list is available after pressing the MENU key followed by the
then according to its security level, the adjustment is released or the password S1 key. By pressing the up/down cursor keys the operator can view the sensor Cylinder L.O. no-flow
is requested. inputs one after another.
Scavenge air box fire
Parameters are blocked for unauthorised personnel by principle. Three When the required sensor appears on line two of the display, the operator can Stern tube bearing high temperature
password levels protect the system. The parameters for the EXPERT suppress the slowdown or shutdown activation by pressing the S1 key.
PASSWORD and USER PASSWORD are hidden, the display showing the Alternatively the slowdown or shutdown activation can be re-enabled by DPS System Engine Shutdowns
immediate parameters above or below. pressing the S2 key. These suppressed or enabled states are stored in the Engine L.O. pressure
system EEPROM. There is a suppression count table shown in the display
The SERVICE PASSWORD is required for changing critical parameter values showing the amount of sensors currently suppressed. Overspeed
such as engine speed. The service password releases the parameters for the Camshaft L.O. pressure
USER and EXPERT passwords.This password should only be known by the Operating Values
commissioning personnel. Thrust bearing/pad temperature high
The operating value list is available after pressing the MENU key followed by Emergency stop pushbuttons
The EXPERT PASSWORD is required for changing critical parameter values. the S2 key. By pressing the up/down cursor keys, the operator can view the
The expert password releases the parameters to the USER password. inputs one after another. EGS2000 Electronic Governor
The USER PASSWORD is required to change non-critical parameter values. For example the overspeed setting 82.9 RPM will be shown here. The electronic governor is serial connected to the DMS system and also to the
DPS system. The basic task of the EGS system is to regulate the speed of the
To complete the password input, the password must be followed up with Speed Indication main engine by translating the speed signal given by the operator into
ENTER. Passwords must always be four digits. movement of the engine fuel rack.
As well as the speed indication at the ECR operating panel, the system
After accessing the required parameter, after password entry, the EDIT key provides two ±10V analogue outputs for external speed indication. The EGS2000 system consists of the following components:
must be pressed again. There are two ways to change the actual values:
Power unit: Contains the electronic units to convert speed signals
One is connected to the DPS and feeds three outputs providing speed
By operating the up/down cursor keys the value of the parameter to actual movement and the Lyngso Marine ‘STELLA
indication at various points around the ship. If this source fails, the watchdog
can be incremented or decremented. GAMMA’ monitoring computer.
within the DPS will switch the three outputs to the signal available from the
By numerical setting of the value by first entering ‘0’. DMS, fed by the other signal. This system provides a high degree of Control unit: Located in the ECR console, the operator interface.
redundancy and availability. Negative values at the displays indicate astern
running. Actuator: The electro-mechanical device to convert demand
Pressing ENTER completes the operation. signals to fuel rack movement.
Speed indication is available at the following locations:
As the old stored parameter value is continuously on display during this Tacho sensor: The proximity switches sensing flywheel speed.
operation, the operator is kept aware of the adjustment/change required. ECR console
Scavenging air A sensor to monitor the air pressure and therefore
Engine local control console
Pressing ESC completes the parameter adjustment session. All new parameters sensor: engine output power.
are now stored in the system EEPROM. If the session is not terminated with Bridge console and front wall
the ESC key, the system will do this automatically after a timed period. This allows the system to restrict power to avoid low air to fuel ratios.
Port and starboard wings, port and starboard wing consoles
Chief Engineer’s office
At DZM speed module (within PCC cabinet)

The governor actuator consists of the actuator position control loop and the The RPM mode is a fast mode of operation which will adjust the fuel rack to The EGS2000 requires no periodical maintenance. The motor and gearbox
actuator itself. The power for the actuator motor comes from a power supply keep the engine at constant rpm. Optimal fuel consumption and wear of the have no serviceable items and are built to a high standard that should last the
unit within the power unit cabinet. The actuator consists of a motor and mechanism are given low priority in this mode. lifetime of the vessel. However, there are a number of checks that should be
gearbox with a brake, tacho-generator and position transmitter. The actuator carried out two to three times a year. During these checks the engine should be
uses very large mechanical forces and the brake is a safety feature. If the The POWER mode controls fuel rack movement in response to shaft speed stopped and start blocked.
supply fails, the brake is engaged immediately, blocking the actuator in its variations so power delivered remains constant. This mode minimises fluctua-
position and activating an alarm. tions in thermal loading and is the most fuel efficient mode. Full protection of These checks involve checking the tightness and cleanliness of all the links,
the engine is offered and shaft speed will only vary up to preset limits. connections and securing devices etc in the complete system. Any backlash in
Using the position transmitter and the tacho-generator, the actuator can move the actuator and fuel pump linkages should be adjusted to keep the backlash
quickly and precisely to the required position, without overshoot. The actuator INDEX mode maintains the fuel rack at a distinct position providing speed below 0.3mm.
has its own limit switches which will stop the actuator at its extreme limits, variations are within wide preset limits. This mode is often used for engine
regardless of any further signals. measurements that require a fixed fuel rack position. This mode cannot be Further, more in depth details, are available from the manufacturer’s manual.
automatically selected by the computer.
The scavenge air limit function ensures that the correct amount of fuel is
provided according to the amount of scavenge air available. This is especially The EGS2000 also contains an automatic overload protection system (OPS).
important during acceleration when the slow turbocharger speed means there This uses torque measurements from a torque measuring device to provide a
is not normally enough air available to burn all the injected fuel. This may lead limit to the rpm setpoint if a high torque reading is detected. This facility is
to poor combustion and pollution. Restricting the fuel index during these times manually cancelled.
alleviates this problem.
Operator Panel/key Functions
When a start or stop order is given to the DPS system, the governor
Blocked lamp: Indicates actuator blocked due to failure
controls the index. For a start request the governor moves the actuator to a
predetermined position to ensure the correct ratios for run up. On receiving Index max: Adjustment of manual limitation (then using
a shutdown signal, the EGS2000 immediately moves the actuator to the cursor keys)
zero position.
Load limit cancel: Cancel index limits
The governor computer contains load curves/ramps for the correct loading of Auto select: Automatic selection of modes by computer
the main engine. These curves are kept in the engine limits curve software
module within the Gamma computer. RPM: Selects RPM mode
Power: Selects power mode
The EGS2000 is completely self-monitoring and will activate external alarms
via the UCS/UMS system for all internal and external equipment failures. The Index: Selects power mode
system even includes a monitor within the EGS2000 to monitor the operation Test: Selects internal test procedure
of the computer hardware.
Alarm ackn: Acknowledges system alarms
Modes of Operation Edit, Esc, Ent.: For changing parameters
The EGS 2000 has four modes of normal operation: Arrow keys: Moving cursor around display positions
Set up: Used for adjustments (privileged user level)
Auto select: Auto selects RPM mode or power mode depending
on running conditions Menu: Displays sub menus to display alarm list and
RPM mode: Keeps RPM constant various measurements
Power mode: Keeps power constant Diag: Used for diagnostics (privileged user level)
Index mode: Fixed position of fuel rack Data: For parameter adjustment
AUTO SELECT leaves the choice of operation to the computer. This mode is Access: Allows entering of codes to access
dependent on prevailing weather conditions. Rough weather will normally be privileged levels
POWER mode and calm weather will normally be RPM mode.

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: 1 2.2 Boilers and Steam Systems Page 1

2.2 Boilers and Steam Systems The side water wall tubes are welded to the water and steam drums with no i) Open all pressure gauge valves and ensure that all valves on the
headers provided. The boiler is downward fired from the roof using a steam pressure gauge piping are open.
2.2.1 General Description assisted pressure jet burner.
j) Check and close all blow-off valves and drain valves.
The steam generating plant consists of two auxiliary boilers and one exhaust
gas boiler. The steam demand of the plant, in port is served by the auxiliary Boiler Casing k) Fill the boiler until water level appears 25 to 50 mm high in the
boilers. At sea, steam demand is met by the exhaust gas boiler. gauge glasses. Allow for swell in level after firing.
The furnace of the boiler is made completely gas tight by the adoption of a
The gas boiler is arranged in the funnel to take waste heat from the main engine welded water wall construction. The welded water wall construction is also
l) Check operation of gauge glasses and compare with remote
exhaust. adopted in the front and rear walls of the rear evaporating tube section where reading instruments.
tubes are exposed to the combustion gas.
An auxiliary boiler may be required at sea in low temperature areas, as well as
during reduced power operation of the main engine, such as during Insulation is provided on the outer surface of the furnace water walls. (Note ! Remote-reading instruments may not be accurate until steam is being
manoeuvring or slow steaming on passage. Cargo and tank cleaning operations generated.)
Insulation is applied to the outer surface of the water walls and the outermost
at sea will also require a boiler to supplement the steam supply.
surface of the furnace is covered with galvanised steel casing except for the Raising pressure with no steam available from the other boiler.
furnace roof and floor.
Auxiliary Boilers
Steam Drum and Fittings a) Set up the fuel system for diesel oil and circulate the fuel until all
No. of Sets: 2 heavy fuel has been discharged from the fuel lines.
Maker: Aalborg Ltd The steam and water drums are cylindrical with two flat plates on the top and
Model: AQ18 bottom. Due to the internal pressure, the flat plates are mutually connected by b) Set burner for air atomising, using an air pressure of 4 kg/cm2 and
Type: Oil fired vertical water tube marine boiler vertical solid stays. fuel pressure of 3 kg/cm2. Purge the furnace with forced draught
Evaporation: 25,000 kg/h fan for one minute with vanes fully open.
A steam separator is provided to completely remove the moisture. This can be
Steam Condition: 16 kg/cm2 saturated steam.
dismantled for removal. c) Reduce the air pressure at the windbox to between 10 and 20 mm
Fuel Oil: H.F.O up to 700 cSt at 50°C
Safety Valve Setting: 18 kg/cm2 The steam drum also has a feedwater internal pipe, surface blow off internal water and close recirculating valve.
Fuel Oil Consumption: 1,880 kg/h at 100% evaporation pipe and water sampling pipe.
d) Light the burner and adjust air and fuel pressure, to ensure
Description Operating Procedures stabilised combustion, using the furnace observation port and
smoke indicator.
General Construction The following steps should be taken before attempting to flash up the boiler:
a) All foreign materials to be removed from internal pressure parts. e) When raising the pressure, keep the burner firing for 5 minutes
The boiler is of a two drum type construction, with one steam drum and one and out of service for 15 minutes repeatedly at the lowest oil
water drum. It also includes a boiler casing, fuel firing equipment, mountings, b) Ensure all gas side-heating surfaces are clean and all refractory is pressure (2.5kg/cm2) for one hour. Again, repeatedly light and
fittings and other accessories. in good condition. shut down the burner to raise pressure as recommended by the
manufacturer. A guideline would be to aim for 1kg/cm2 after 1.5
The boiler structure is supported with the water drum acting as a supporting c) The furnace bottom and the burner wind box to be cleaned of oil
basis. The whole boiler construction is designed so as to be able to withstand hours firing, 5kg/cm2 after 2 hours firing and 12 kg/cm2 after 2.5
and other debris.
the rolling and pitching of the ship. Careful consideration is also given to the hours firing.
movement by thermal expansion of the boiler. d) Ensure all personnel are clear.
f) When the drum pressure has risen to about 2 kg/cm2, close the
e) All manhole covers to be securely tightened. drum vent valve.
Combustion gas leaves the furnace through the deflected tubes at the bottom
and passes through the generating bank before leaving the boiler. Efficient f) Inspect safety valves and see that gags have been removed and
circulation in the boiler is achieved because a number of tubes in the coldest g) Drain and warm through all steam supply lines to ancillary
easing levers are in good condition. equipment before putting the boiler on load.
part area act as down comers
g) Open root valves for all instruments and controls connected to the
Furnace boiler. h) Supply steam to the F.O. tank. When the tank is of sufficient
temperature to be pumped by the F.O. pump, supply steam to the
Closely spaced water wall tubes are arranged in a staggered configuration and h) Open the vent valve of the steam drum. F.O. heater and prepare to change over from D.O to F.O. Continue
constitute the furnace side and roof, except for burner opening, rear and front circulating F.O. as before.
wall. This arrangement increases the heat absorption in the furnace and makes
it strong enough to withstand vibration etc. i) At working pressure, switch to automatic operation.

Raising Pressure with Steam Available from other Boiler. Shutting Down Taking the Boiler Out of Service.
a) Start forced draught fan, open the inlet vanes and purge the a) Operate sootblowers before shutting down the boiler whenever When taking a boiler out of service, the wet lay up method is preferable, this
furnace. possible. is because it requires less preparation and can be quickly returned to service.
b) Start the F.O. burning pump and circulate oil through the heater b) Shut down the burner. When the boiler is in the cooling down process following shut down, inject
and burner manifold. Open the recirculating valve and discharge into the drum appropriate quantities of boiler chemicals, using the boiler
the cold heavy oil in the line. c) Continue the operation of the forced draught fan for a short while chemical injection device. To ensure adequate protection of the boiler, follow
after shutting down keeping an air pressure of 150mm water the guidelines given by the chemical supplier.
(At normal sea going condition, the boiler F.O. system will be continually gauge at the burner inlet and purge the furnace of combustible
circulating heated F.O.) gases. When the pressure is approaching atmospheric pressure, open the steam drum
air vent valve.
c) Reduce the air pressure at the windbox to between 10 and 20 mm d) Maintain the water level visible at about 50mm in the gauge glass.
water gauge. When the pressure is off the boiler, supply distilled water until it issues from
e) Open the drum vent valve before the boiler reaches atmospheric the vent valve, then close the vent valve.
d) Close the recirculating valve. pressure.
Put a hydrostatic pressure of 3.5 to 5 kg/cm2 on the boiler. Hold this pressure
e) Light the burner and adjust air and fuel pressure to ensure f) Change the fuel system to diesel oil and circulate back to the tank. until the boiler has cooled to ambient temperature. Bleed the boiler using the
stabilised combustion, using the furnace observation port and vent valve to be sure all the air is out. Maintain a hydrostatic pressure of 2 to
smoke indicator. (If steam is available from the other boiler or economiser, the boiler F.O. 3.5 kg/cm2 on the boiler.
system should remain in use.)
When raising the pressure, keep the burner firing for 5 minutes and out of Take a periodic boiler water sample and replenish any spent chemicals.
service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for one g) When the fuel oil has been purged, shut down the fuel system.
hour. Again, repeatedly light and shut down the burner to raise pressure as Before returning the boiler to service, drain the boiler to the normal working
recommended by the manufacturer. A guideline would be to aim for 1kg/cm2 After the boiler has been shut down for 4 hours the forced draught fan may be level and return the chemical content concentration to the normal level by
after 1.5 hours firing, 5kg/cm2 after 2 hours firing and 12kg/cm2 after 2.5 hours used to assist cooling down, but to avoid damage to refractory allow the boiler blowing down.
firing. to cool down naturally if possible.
Maintaining Boiler in Warm Condition
f) When the drum pressure has risen to about 2 kg/cm2, close the ! CAUTION
drum vent valve. Do not attempt to cool down the boiler by blowing down and then by At sea the stand-by boiler should be maintained in a warm condition by
filling with cold water. supplying steam to the heating element in the bottom drum. This is done by
g) Drain and warm through all steam supply lines to ancillary closing the heating coil drain valve and opening the inlet and outlet valves. The
equipment before putting the boiler on load. Shutting Down in an Emergency boiler pressure should be maintained at 0.5 kg/cm2 or above. When the heating
element is not in use the inlet and outlet valves are closed and the drain left
Should the boiler trip (when the burner is in use) due to the low low alarm, and open.
the subsequent trip of the fuel oil supply, shut down steam stop valve, feed
valve and forced draught fan after purging the furnace.
(Note ! Never attempt to feed water until the boiler has cooled sufficiently.)
Flame Failure
In the event of flame failure, close the oil inlet valve and reduce the air pressure
to prevent over cooling the furnace.
Purge the furnace before relighting the burner. Always use the pilot burner for
ignition.
(Note ! Never attempt to relight the burner from the hot furnace refractory.)

Illustration 2.2.2a Boiler Control Panel
WARNING: In Emergency Operation the Safety Interlocks are reduced to Too Low Water
Operating Instructions For Burner level and Flame Failure.
THEREFORE THE BOILER MUST BE CAREFULLY AND UNINTERRUPTEDLY SUPERVISED BY SHIP'S
AUTOMATIC OPERATION: ENGINEERING PERSONNEL.
Start of Burner (EMERGENCY OPERATION key switch in position AUTOMATIC)
1. Start Combustion Air Fan on START/RUN if AUTO-MAN switch is selected to MANUAL. Stop of Burner
2. Please refer to Combustion Mode Instructions below for setting of Combustion Control. 1. Burner firing is stopped by turning the EMERGENCY OPERATION switch to position AUTOMATIC or by
3. Select BURNER MODE switch to START/RUN. The Burner will automatically be started and stopped by a signal pushing the OIL VALVE CLOSE push button on the local Emergency Operation Box.
from the Start/Stop Pressure Switch.
Combustion Mode Instructions For Burner
Stop of Burner
1. Select BURNER MODE switch to STOP. Automatic Cascade Mode (steam load depending firing rate)
1. Select TA1 in position CASC. The Master output will be set point for Oil and Air Flow Controllers.
EMERGENCY OPERATION: 2. Select TA5 in position AIR and TA4 in position AUTO.
Start of Burner 3. Select TA5 in position Oil and TA4 in position AUTO. The set point from Master Steam Pressure Controller decides the
Following instructions must be observed step by step during change over to Manual Operation: Boiler steam pressure. Air and Oil ratio is automatically controlled.
1. Select Combustion Air Fan AUTO-MAN switch to Manual and START/RUN switch to START.
2. Select TA1 on Air/Oil Combustion Controller to position AUTO. Oil and Air Automatic Mode (constant firing rate)
3. Adjust Air Flow to Purge position, minimum 50% Air flow, by TA2 and TA3. 1. Select TAI in position AUTO. The set point for Oil and Air are selected manually on TA2 and TA3
4. Permit Boiler Furnace Purge to perform for minimum 60 seconds. 2. Select TA5 in position AIR and TA4 in position AUTO.
3. Select TA5 in position OIL and TA4 in position AUTO. The firing rate is selected manually on TA2 and TA3.
WARNING: Insufficient Purging may cause Danger of Furnace Explosions. Air and Oil ratio is automatically controlled.
5. The Air and Oil flow to be adjusted to Ignition position, approx. 25% Oil flow, by TA2 and TA3. Oil and Air in Manual Mode
6. For manual Ignition sequence please refer to Instructions on local Emergency Operation Box. 1. Select TA5 in position AIR and TA4 in position HAND.
7. Flame Supervision is made by the Emergency Operation Flame Scanner. Air and Oil flow have to be adjusted to the 2. Select TA5 in position OIL and TA4 in position HAND.
desired firing rate by TA2 and TA3 on the Combustion Controller. 3. Air flow is increased on TA6 or decreased on TA7 with TA5 in position AIR.
4. Oil flow is increased on TA6 or decreased on TA7 with TA5 in position OIL.
1. Water Level 45. Combustion Air Fan Run 1. Combustion Air Flow 1. Steam Dump Controller
2. Fuel Oil Temperature Controller 46. Stop 1 2 2. Fuel Oil Flow 2. Water Level
3. Fuel Oil Pressure Controller 47. Stop 3. Air/Oil Controller 3. High Water Level
4. Atomis ing Steam Pressure 48. Fuel Oil Pump 1 Stop 4. Main Steam Pressure 4. High Steam Pressure. AQ2
1 2 3 4 5. High Temperature In Uptake 49. Fuel Oil Pump 2 Stop 5. Air Flow Setting In Manual 0 - 100% 5. Low Water Level
3 4 1 2 3 4
6. Oil Valves Not In Position 50. Space Heating Combustion 6. Air/Fuel Ratio Adjustment -50% - +50% 6. Low Steam Pressure. AQ2
7. High Water Level Air Fan 7. Oil Flow Setting In Manual 0 - 100% 7. Chemical Dosing Unit Exh. Gas Boiler
8. High Steam Pressure 8. Oil Flow Totaliser 5 6 8. Aut. Stand By Feed Water Pump Started
9. High Oil Temperature 9. Atomising Steam Valve 9. A - Meter
10. Overload Ignition Burner Pump 10. Ignition On 7 8 10. A - Meter
11. Interlock OK 11. Oil Valve Open 11. Hour Counter
12. Low Combustion Air Flow 12. Steam Purge Valve 12. Hour Counter
13. Flame Failure 5 6 7 13. Burner Normal Stop 13. Feed water Pump 1
5 6 7 8 9 10 11 14. Low water Level 14. Combustion Controller Off 14. Feed water Pump 2
15. High Steam Pressure 15. Ignition Lance Inserted 15. Start/Run
12 13 14 15 16 17 18 16. Low Oil Temperature 8 16. Heavy Fuel Oil 16. Start/Run
17. Lance Not In Position 17. Diesel Oil 17. Stop
19 20 21 22 23 24 25 18. Sequence Failure 18. Burner On 18. Stop
19. Aut. Stand By Feed Water Pump Started 9 10 11 12 13 19. Chemical Dosing Unit Oil F. Boiler
20. Low Steam Pressure 20. Emergency Stop
21. Too Low Water Level 14 15 16 17 21. Emergency Operating Mode
26 27 28 29 30 22. Atomising Steam Pressure Low 22. Control Voltage On
9 10
23. Low Oil Pressure 23. Reset
24. Fuel Oil Stand By Pump Started 24. Lamp Test
25. High Temperature In Preheater 25. Auto Manual Burner Mode
31 32 33 34 35 26. A - Meter 26. Soot Blower Start/Run 11 12
27. A - Meter 27. Stop Buzzer
28. Fuel Oil Pump 1 18 19 20 21 28. Buzzer
36 37 38 39 40 29. Fuel Oil Pump 2 13 14
30. Combustion Air Fan 22 23 24 25
31. Hour Counter
26 27 28
32. Hour Counter
41 42 43 44 45 33. Fuel Oil Pump 1 15 16
34. Fuel Oil Pump 2
46 47 48 49 50 35. Combustion Air Fan 17 18
36. Feed Water Pump 1 St. By - 0 - Man
37. Feed Water Pump 2 St. By - 0 - Man
38. Fuel Oil Pump 1 Mode Selector St. By - 0 - Duty
39. Fuel Oil Pump 2 Mode Selector St. By - 0 - Duty
40. Combustion Air Fan Mode Selector Auto - Man
41. Start/Run
42. Start/Run
43. Fuel Oil Pump 1 Start/Run
44. Fuel Oil Pump 2 Start/Run

2.2.2 Boiler Control System Atomising steam pressure c) Select TA1 on the air/oil combustion controller to AUTO.
Maker: Aalborg Sunrod To keep the pressure at the preset value, the steam flow is controlled down- d) Adjust the air and oil on TA2/TA3 to the purge position, a
stream of the control valve. minimum of 50% air flow.
This system provides operation, control and interlock devices required for the
running of the boiler at a steam pressure of 7kg/cm2. It performs the automatic Main line steam pressure Allow boiler furnace to be purged for a minimum of 60 seconds.
and manual operation of the boiler and will give an alarm to warn the operator
if an abnormality occurs during operation of the following modes: This is achieved by controlling the oil flow and, in accordance with this, the air WARNING
flow to the burner. Insufficient purging may cause a dangerous furnace explosion.
Emergency / Automatic Mode
Procedure for the Preparation of Boiler Control System e) Adjust the air and oil flow on TA2/TA3 to an ignition position of
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 a) Turn on the power switches of the boiler control panel. approximately 25%.
sequence controller is bypassed, and the burner must be operated at the local
position. f) Replace the auto flame scanner with the emergency flame
b) Check the action of each pilot lamp and buzzer using the buzzer
and lamp test switch on the control panel. scanner.
Normal 7kg/cm2 Mode
In this mode the boiler pressure will start to rise and will follow the actual c) Supply air to all the control devices. g) Press the push button for OPEN ATOMISING STEAM VALVE
steam load. If the steam demand decreases, and the boiler steam pressure rises
to the automatic burner stop point, the burner will cut out. The burner will d) Reset the boiler interlock alarm. h) Press the IGNITION button and keep depressed. Check that the
remain off until the steam pressure falls to the point of automatic start, which ignition burner is on.
is slightly below the pressure set point. An automatic start will be performed e) Check that all alarm lamps are out.
and the boiler pressure will be brought back up to its set point. i) If ignition is successful, press the OPEN OIL VALVE button and
Procedure for Operating the Burner keep depressed for approximately 5 seconds.
Inert Gas Mode
The EMERGENCY OPERATION key switch must be in the AUTOMATIC j) Release both buttons and check the flame. If the flame fails to
In this mode the start/stop switch is bypassed and, when the boiler pressure position.
ignite, repeat furnace purge for 60 seconds before a new start is
equals the main steam line pressure, the burner will continue to operate, at
(Note ! The air/oil combustion controller will automatically drive the air and attempted.
between 30% and 100% load. Any excess steam will be dumped to the
atmospheric condenser, so maintaining a satisfactory quality of inert gas for the oil control valves to minimum purge and ignition position according to the
activated burner sequence step.) When the flame is established, supervision is made by the emergency flame
use on deck.
scanner. Air/oil flow to the burner can to be adjusted by TA2/TA3 on the air/oil
For ‘automatic cascade mode’ (steam load determining firing rate) proceed as combustion controller to the desired flow rate.
Control Panel
follows:
The panel contains the controllers, which are electronic micro-processors, and a) Start the combustion air fan on START/RUN if AUTO-MAN WARNING
allow automatic/manual operation of output and set point adjustment of the switch is selected to MANUAL. In emergency operation the safety interlocks are reduced to TOO LOW
following systems: WATER LEVEL and FLAME FAILURE only. Therefore the boiler must
In AUTO the air fan is automatically started and will run for a minimum of 20 be carefully and continually supervised by the ship’s engineering staff.
Fuel oil temperature minutes to avoid more than 3 starts per hour.
The burner firing can be stopped by turning the EMERGENCY
This is kept at a steady predetermined value by controlling the steam flow to b) Select the burner mode switch to START/RUN.
OPERATION switch to the AUTOMATIC position, or by pushing the OIL
the fuel oil heaters. VALVE CLOSE / STEAM PURGE VALVE OPEN button for 15 seconds on
The burner will automatically be started and stopped by a signal from the
start/stop steam pressure switch. the local emergency operation box.
Burner fuel oil pressure
To stop the burner manually select the mode switch to stop. Boiler Cold Start
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. Emergency Operation Procedure This mode is selected to start from cold with the burner atomising steam and
Boiler water level the F.O. heating steam not available.
a) Turn on the emergency key switch.
The desired liquid level in the boilers is achieved by controlling the feed water Diesel oil fuel is used along with atomising air.
(Note ! The set point for the air/oil combustion controller is, by default, left in
flow to the boiler. minimum and must be adjusted to purge, ignite and firing position by hand
When the ‘F.O.Temp Bypass’ switch is selected, the F.O. low temperature
operation as described here.)
alarm and trip are inhibited, the burner control and A.C.C. operation reverts to
manual.
b) Select the combustion air fan to MANUAL and START/RUN.

Illustration 2.2.3a Sootblowing
Start
Soot
Blowing
No.4 No.1
No. 1
No. 3 Sootblower Sootblower
Sootblower
Sootblower
Timer Timer
No.3 No.2
Furnace Room Sootblower Sootblower
Timer Timer
No. 4 No. 2 No.3

No.2
Sootblower Sootblower Sootblower
Sootblower
Timer Timer
Smoke Outlet
Photo
No.1 No.4
Sootblower Sootblower
Soot
Blower
Nozzle
Solenoid
Valves Key
Air
Main Air Supply
Valve 20-30 kg/cm2
Orifice
Working Air Pressure
12-15 kg/cm2

2.2.3 Sootblowers
Auxiliary Boiler Sootblowers
Maker: Aalborg Industries

No. of sets: 4 fitted to each boiler
Air supply: 20-30 kg/cm2
Working pressure: 12-15 kg/cm2
Air consumption: 14.8 nm3/min
Blowing time/sequence: 16 secs
Sootblowing has to be carried out at regular intervals to ensure that the heat
transfer surfaces are kept clear of deposits, as these retard heat transfer and can
constitute a fire hazard.
Sootblowing should be operated daily when boilers are in use, bearing in mind
the position of the vessel and any local legislation concerning pollution and
clean air. They should be operated when leaving port prior to shutting down the
boiler.
Before operation, request permission from the bridge and notify the bridge on
completion.
Procedure for the Operation of the Auxiliary Boiler Sootblowers
a) The boiler should be at a minimum of 50% of full load.
b) Open air supply valve.
c) Start sequence.
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.
(Note ! The main air pressure must be kept in the 20-30 kg/cm2 range to
maintain the nozzle pressure at 12-15 kg/cm2. An orifice is fitted in the air
supply line to create a pressure reduction at the nozzle.)
WARNING
Do not operate the auxiliary boiler sootblowers during inert gas
operations.

Illustration 2.2.4a 7 kg/cm2 Steam System To Crude Oil

Tank Heating
QE97 F.O. F.O.
QE104 Settling Tank Service Tank
Air Conditioning Unit
QE105 For Accommodation QE18 QE19
Exhaust Boiler
QE13 QE20
Main Engine Deck PT
QE98 L.O. Seal
Auxiliary Settling Tank QE11
TIC TIC QE21
Boiler
From Tank
QE55 QE58 Pump Room Sea Chest Compressed Cleaning Heater
Boiler
QE108 Air
PT Heating QE12
Coil
To Drying
Room QE54 QE16 QE57
Key
QE17
QE53
QE1 QE81 QE3 Saturated Steam
QE79 QE80
QE58 QE58 Condensate
QE2
QE51 QE117
Air
Atmospheric
Condenser
Electrical Signal
Hot Water D. O. Purifier F. O. Purifier F. O. Purifier
From
Compressed Tank Heater Heater Heater
Air Sludge Oil
Tank For No. 2 F.O.T. (P) No. 1 F.O.T. (P)
QE22 (402.7 m3) (213.3 m3)
Incinerator
Incinerator
QE93 Inspection QE46

QE15 Oil Tank
Emergency Fire Pump Main Engine Jacket
S.W. Chest Water Heater QE28 QE83 QE29 QE31 QE84 QE32 QE34 QE85 QE35
QE4
QE52
QE23 QE5 QE30 QE33 QE36
Aux. Boiler
F.O. Heater
Main Engine &
Auxiliary Engine L. O. Purifier L. O. Purifier L. O. Purifier
F.O. Unit Heater Heater Heater
QE6 QE82 QE7 QE61 QE119

Floor Level
QE8 QE25
Main Engine & Auxiliary Engine QE60 QE118
QE123 QE123 F.O. Supply Trace
QE9
Bilge F.O. Transfer Trace
Water QE24
QE37 QE86 QE38 QE40 QE87 QE41 QE43 QE88 QE44
Tank Incinerator Sludge Tank
Bilge F.O. Trace QE62 QE63 QE120
Water
From QE39 QE42 QE45 QE64
Separator Compressed Main
Boiler F.O. Trace
Air Engine QE26 From
QE27 Compressed F.O.T.
Purifier F.O. Trace
QE14 Main Engine L.O. Air QE10 QE47 QE48 QE49 QE50 QE122 (150.6 m3)
Sump Tank QE115 QE121
QE65 No. 2 F.O.T. (S)
QE114 (340 m3)
Low Sea QE92
Chest (P) No.1 F.O.T. (S)
High Sea
Air Cooling Chest (S) Stuffing Box L. O. Drain F. O. Overflow F. O. Drain F. O. Sludge L. O. Sludge (213.3 m3)
Clean Tank Drain Tank Tank Tank (21.3 m3) Tank (6.1 m3) Tank (21.1 m3) Tank (21.1 m3)

2.2.4 7kg/cm2 Pressure Steam System Auxiliary engine L.O. settling tank
Incinerator waste oil tank
General Description
Calorifier
kg/cm2
Saturated steam is supplied by the boiler at a normal pressure of 7 and F.W. generator
a maximum rate of 25 t/h. At sea, sufficient steam for normal operation of the
plant is supplied by the exhaust gas boiler. Accommodation air conditioning
Auxiliary boiler burner cleaning
Excess steam pressure is taken care of by dumping steam to the atmospheric
condenser. Accommodation services
Sea chest clearing
The steam system supplies all the necessary heating and general purpose
services throughout the vessel. Cascade tank
The services supplied by the steam system are listed below: Procedure for the Operation of the 7kg/cm2 Steam System
Tank cleaning heater a) The system would normally be warmed through when raising
Boiler sootblower steam after a boiler shut down.
Cargo tank heating b) Line drain valves to the bilge should be open when the system is
Slop tank heating shut down and closed before warming through.
H.F.O. and L.O. storage and settling tanks c) All services should be shut down when not required. All systems
Deck water seal are supplied through a common supply line with no intermediate
section shut off valves.
Steam tracing
Air conditioning plant d) Ensure that the drain traps are open.
Bilge separator e) The whole system is warmed through by slightly opening the
boiler warming through valve QE106. When the system is up to
M.E. F.O. heaters
pressure the main boiler stop valve QE104 can be opened and the
F.O. drain tank warming through valve closed.
L.O. sump tank
f) Before putting the exhaust gas boiler into service open the dump
Auxiliary boiler F.O. heaters control inlet valve QE3 and outlet valve QE1. Check the pressure
setting of the dump valve so that it does not open when the main
H.F.O. purifier heaters
boiler is firing.
L.O. purifier heaters
g) Supply steam to services as required.
F.O. overflow tank
Bilge holding tank
M.E. jacket F.W. preheater
Waste oil tanks
Sludge tanks
M.E. air cooler chemical cleaning tank
M.E. L.O. settling tank

Illustration 2.2.5a Exhaust Gas Boiler -Type AQ2
Gas Flow
Steam Outlet
Manhole
Blowdown
Connection

2.2.5 Exhaust Gas Boiler Set up the valves as in the following table:
Description
Position Description Valve
Maker: Aalborg Sunrod Open No.1 feed pump suction valve RL8
Type: AQ-2
Open No.1 feed pump discharge valve RL10
Evaporation: 2,500 kg/h
Steam Condition: 6 kg/cm2 saturated steam. Open No.2 feed pump suction valve RL9
Open No.2 feed pump discharge valve RL11
The exhaust gas boiler is arranged in the funnel to take the waste heat from the
main engine exhaust gas. It can be operated separately or in connection with Open Boiler feed inlet valves (1) RL20
the auxiliary boilers.
Open Boiler feed inlet valves (2) RL28
It is an all welded construction, consisting of a nest of tubes with vertical Closed Steam outlet valve QE97
smoke tubes and a steam space with a cone.
The boiler water circulating pump can then be started. If the system is prone to
It is possible to lower the water level or even empty the boiler completely, water hammer, it may be advisable to start the pump with the discharge valve
provided the gas temperature does not exceed 400°C. throttled in, gradually opening the valve as the economiser warms up.
Excess steam is normally dumped to the atmospheric condenser. The other pump is put on standby.
Operation Procedures 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
The following steps should be taken before attempting to operate the boiler: cooling of hot surfaces.
a) All foreign materials have been removed from internal pressure j) Fill the boiler until water level appears 25 to 50 mm high in the
parts. gauge glasses. Allow for swell in the water level after heating.
b) All gas side-heating surfaces are clean. k) Check the operation of gauge glasses and compare them with
remote reading instruments. Open the drain valve and then top
c) All personnel are clear. and bottom valves alternately. Escaping air should be heard.
d) All manhole covers are securely tightened. l) Vent air from the boiler.
e) Inspect safety valves and see that gags have been removed and m) Raise steam slowly to avoid local overheating in the boiler.
easing levers are in good condition.
n) When boiler pressure is at 7 kg/cm2, slowly open the steam outlet
f) Open root valves for all instruments and controls connected to the
valve QE97.
boiler.
g) Open the vent valve at the boiler top. (Note ! Remote-reading instruments may not be accurate until steam is being
generated.)
h) Open all pressure gauge valves and check to see that all valves on
the pressure gauge piping are open.
When the load from the main engine has increased to normal, the exhaust gas
i) Check and close all blowdown valves and drain valves. boiler can now generate sufficient steam to supply the vessel’s services. The
auxiliary boiler firing is then stopped.

Illustration 2.3.2a Heating Drains System

Key
Air Conditioning
Trunking
F.O F.O Saturated Steam
Auxiliary
Boiler Settling Tank Service Tank
From C.O. Tank
Heating Condensate
Burner
M.E L.O Deck
Settling Tank Seal
Exhaust From Dry Room
Boiler F.O Tank
Boiler Cleaning Heater
Heater
SL32 Upper Deck
Upper Deck No.2 Fuel Oil Tank (Port) No.1 Fuel Oil Tank (Port)
SL31
SL45
SL44
SL12
SL48
SL1
SL7
From Steam System
In Engine Room SL11 Sludge Oil Tank
Hot For Incinerator
M.E Jacket Water Tank
SL54 Water Heater
SL13 SL6 D.O Purifier F.O Purifier F.O Purifier
Atmospheric SL10 SL2 SL39 SL43 SL8 Heater Heater Heater
Condenser
SL23
SL53 SL52
SL3
SL19
Observation M.E and A.E SL20
Tank F.O Unit
Cascade
Tank
F.O Purifier F.O Purifier F.O Purifier
Heater Heater Heater
SL42
SL16
M.E and A.E
Fuel Oil Trace Heating
F.O Transfer Trace Heating
SL87 SL89
Incinerator Sludge Tank, etc.
F.O Trace Heating
SL88 Boiler F.O
F.O Trace Heating Main Fuel Oil
Purifier Engine Tank
Main Engine F.O Trace Heating SL25 SL26
Oily Water L.O Sump Tank
Separator Tank SL70 SL71 SL76 SL77
Air Cool SL50
Clean Tank SL50
L.O
SludgeTank
SL21
Stuffing Box L.O F.O F.O F.O
Drain Tank Drain Tank Overflow Tank Drain Tank Sludge Tank No.2 Fuel Oil No.1 Fuel Oil
Tank (Port) Tank (Port)
Issue: 1 2.3 Condensate and Feed Systems Page 1

2.3 Condensate and Feed Systems Procedure for Preparing the Main Condensate System for Operation: 2.3.2 Heating Drains Systems
2.3.1 Condensate System See illustrations 2.3.2a, 2.3.3a and 2.4.5a for valve positions mentioned below. Description
Description a) Ensure that the pressure gauge and instrumentation valves are Condensate from the auxiliary steam services is returned to the cascade tank,
open. through a seawater cooled atmospheric condenser and observation tank. The
The main condensate system, as part of the steam generating cycle, is the condensate is then returned to the feed water system. As there is a possibility
section concerned with the circulation of boiler feed water from the b) Fill the cascade tank from the distilled tank. of contamination from hydrocarbons from oil heating services, the drains are
atmospheric condenser via the observation tank and cascade/filter tank to the segregated and checked in the observation tanks before returning to the system.
main feed pumps. c) Check the correct operation of the level control valve.
All services can return to the cascade tank through the atmospheric condenser.
The drains from the steam services are normally led to the atmospheric d) Set up the valves as in the following table. In the interest of efficiency some drains can be fed directly to the observation
condenser, which in turn drains to the observation tank and then to the tank or cascade tank to maintain the operating temperature. The condenser can
cascade/filter tank. The level of the cascade tank is maintained by a float be bypassed during maintenance, where oil heating drains are led to the
switch that operates a solenoid valve providing make up water from the storage observation tank and other services to the cascade tank.
tank. The condition of the condensate is monitored by a high salinity alarm. Open Outlet Valve from Atmospheric Condenser SL3
Procedure for Preparing the Drains System for Operation
The oil detecting alarm detects hydrocarbon contamination and the returns can Closed Atmospheric Condenser Bypass Valves SL10, SL12
be manually diverted to the waste oil tank. Any floating sediment can be & SL13 a) Ensure that the pressure gauges and instrumentation valves are
drained through a scum line to the waste oil tank or the observation tank can Closed Observation Tank Drain Valve RL45 open.
be drained to the bilge holding tank. A weir in the observation tank outlet to
the cascade tank prevents oil being carried over. The tank has a high and low Open F.W. Make Up Valves to the Cascade Tank QG51 b) Set up the valves for the services required as in the following
level alarm. Open Run Down Valve from Distilled Tank QG24 table:
Closed Observation Tank Scum Valve to Waste Oil Tank SL5 Position Description Valve
Water from the cascade/filter tank provides the main feed pumps with a
positive inlet head of pressure to the pump suctions. Open Outlet to Feed Pumps RL1 Open Atmospheric Condenser Outlet Valve SL3
Open Drain Valve from Boiler Heating SL45
The condensate outlet temperature from the atmospheric condenser should be The feed pumps and boiler can now be put into operation.
maintained between 75°C and 90°C. This can be done by manipulating some Open Drain Valve from Accommodation A.C. SL44
of the drains to bypass the condenser and discharge directly to the cascade Oil Contamination
Open Drain Valve from Boiler F.O. and Tank Heating SL12
tank. A steam heating coil is provided in the cascade tank should extra heating
be required. If oil contamination occurs, divert the returns to the waste oil tank. Check the Open Drain Valve from Deck Seal SL48
drain on the drain traps on all the steam services until the defective service is
located, then isolate for repair. Open Drain Valve from Cargo Tank Heating SL1
Open Drain Valve from Tank Cleaning Heater SL07
After repair, flush the drain line of the defective service and clean drain trap.
Open Drain Valve from Purifier Heaters,
Clean the observation tank and the oil content monitor probe. Double Bottom Tanks and F.O. Storage Tanks SL11
Open Drain Valve from M.E. F.O. and Auxiliary Services SL54
Open Atmospheric Condenser Cooling Water Inlet Valve QA12
Open Atmospheric Condenser Cooling Water Outlet Valve QA13
c) The various services can now be put into operation as required, by

opening the associated drain trap inlet and outlet valves.
Excessive temperature at the cascade tank would indicate a defective drain

trap. Services should be isolated in turn until the defective trap is located.

Illustration 2.3.3a Boiler Feed Water System
RL28
Exhaust Gas RL29

Boiler 900 kg/h
RL42 Oil-Fired Boiler

25000 kg/h
RL16
From Chemical From Chemical

Dosing Station Dosing Station
RL14 RL15
RL20
RL11 RL10 RL6
RL7
RL4
RL5
P P P P
No.2 No.1
Auxiliary Feed Main Feed From Atmospheric
No.2 Water Pump No.1 Water Pump Condenser
11kg/cm2 13kg/cm2
P P P P
SL3 PS
RL9 RL8 RL3 RL2
Feed Water LAH

Cascade Tank
Key SL5 LI
TI LAL
To Bilge Water RL45
Feed Water Tank
Fresh Water To Bilge Water

Tank
RL1

2.3.3 Boiler Feed System Open Main Feed Check Valve
Closed Auxiliary Feed Check Valve
Description
c) For initial start only, shut the discharge valve of the selected feed
The boiler feed system is the section of the steam generating plant which pump.
circulates feed water from the cascade tank into the steam drum of the boiler
via the boiler feed water pumps and the feed water regulator. d) Start the pump and slowly open the discharge valve until the
discharge line reaches working pressure.
The feed water flow is automatically controlled by the feed water regulating
valve in proportion to the variation in water level in the steam drum.
e) Check the operation of feed check valve.
Two boiler feed pumps take suction from the cascade tank and supply the
boiler at a rate of 31m3/h at 13 kg/cm2. Each pump returns a small proportion f) Fill boiler to working level.
of the discharge back to the cascade tank through an orifice, which prevents
pump overheating when the feed water regulator is closed and when the boiler g) Check the operation of the salinometer.
is on low load.
h) Switch the remaining pump to standby.
Feed water is supplied to the boiler through the feed water regulator. Feed
water can also be supplied to the boiler using a separate auxiliary line, which The boiler can now be brought into operation.
can be used in an emergency. The standby feed pump will cut in on the failure
of a running unit. Procedure for Preparing the Exhaust Gas Boiler Feed System for
Operation
Two exhaust gas boiler feed pumps take suction from the cascade tank and
supply the exhaust gas boiler at a rate of 1.35m3/h at 11 kg/cm2. a) Ensure that the pressure gauge and instrumentation valves are
open.
Boiler water chemical treatment is administered by injecting direct to the
boiler drum using a chemical dosing unit. b) Set up the valves as in the following table.
Procedure for Preparing the Main Boiler Feed System for Operation:
a) Ensure pressure gauge and instrumentation valves are open.
Open Feed Pump Suction Valve from Cascade Tank RL01
b) Set up the valves as in the following table.
Open No.1 Exhaust Gas Boiler Feed Pump Suction Valve RL08
Open No.2 Exhaust Gas Boiler Feed Pump Suction Valve RL09
Open Feed Pump Suction Valve from Cascade Tank RL01
Open No.1 Exhaust Gas Boiler Feed Pump Discharge Valve RL10
Open No.1 Boiler Feed Pump Suction Valve RL02
Open No.2 Boiler Feed Pump Suction Valve RL03 Open No.2 Exhaust Gas Boiler Feed Pump Discharge Valve RL11
Open Boiler Feed Inlet Valve
Open No.1 Boiler Feed Pump Recirculating Valve RL04
Open No.2 Boiler Feed Pump Recirculating Valve RL05 c) For initial start only, shut the discharge valve of the selected feed
pump.
Open No.1 Boiler Feed Pump Main Feed Discharge Valve RL06
Open No.2 Boiler Feed Pump Main Feed Discharge Valve RL07 d) Start the pump and slowly open the discharge valve until the
discharge line reaches working pressure.
Open Crossover Between Main and Auxiliary Feed Line RL20
e) Switch the remaining pump to standby.
Open Feed Regulator Inlet Valve RL16

Illustration 2.3.4a Water Sampling and Treatment System
RL27
Exhaust Gas
Boiler 900 kg/h
Oil-Fired Boiler
25000 kg/h
RL30
RL25
RL38 RL38
Chemical RL40
Dosing
From Station
Domestic Fresh Sample
Water Supply Cooler
RL14
From
To Main Feed
Bilge Water Pump
From
Auxiliary Feed
Water Pump RL15
Sink Sample
Cooler
Chemical
Dosing
Station
To
Bilge
Key
Blowdown Line
Sink
Feed Water
RL13 RL12 Fresh Water

2.3.4 Water Sampling and Treatment System
The main boiler and exhaust gas boiler are each provided with a sample cooler
where a representative sample of the boiler water is obtained. The sample is
tested on a daily basis using the chemical supplier's test kit.
Two chemical dosing units are provided, one for each system. They inject into
the feed pump discharge lines using a metering pump which takes suction from
the self contained chemical tank. The tank is charged with chemicals on a daily
basis depending upon the results of the daily boiler water test and according to
the manufacturer's instructions.
Boiler Water Testing Cabinet
Chemical Dosage Pump

Illustration 2.4.1a Main and Auxiliary Sea Water Cooling Systems
TI
QA11 QA29
QA30
No.2
Central
Cooler Key
TI
Sea Water
QA10
Bilges
TI
TI
To Inert Gas and
Vapour Collection QA8
QA13 Atmospheric No.1
TI System Central
Condenser
Cooler
TI
QA12
To Scupper
QA9
QA17
From Bilge Ballast To Inert Gas and
QA40 Collection System
and Fire System
QA18
QA22
QA39 QA36 QA37 QA38
QA32 QA19 QA19 QA21
PI PI PI PI
Inert Gas Main Cooling Main Cooling Main Cooling QA25 QA24
Scrubbing Sea Water Sea Water Sea Water
Pump PI PI
Pump No.3 Pump No.2 Pump No.1
280m3/ Deck Seal
300m3/h 300m3/h 300m3/h
No.1 Sea Water No.2
PI PI PI PI Pumps 3m3/h
PI PI
QA16 QA5 QA5 QA7
QA35 QA14
QA23
QA27 QA2 QA1 QA28

High
Sea Chest
Low
Sea Chest
From Emergency
Bilge Suction
Issue: 1 2.4 Sea Water Systems Page 1

2.4 Sea Water Systems Position Description Valve Auxiliary S.W Systems
Open Low Suction Ship's Side QA28
2.4.1 Main and Auxiliary Sea Water Systems Other seawater systems taking suction from the main sea suction line are:
Open Low Suction Strainer Outlet QA1
Inert Gas Scrubber
Sea Water Pumps: Closed Low Suction Strainer Drain Valve
Deck Water Seal
Main C.S.W. Pump Closed Low Suction Strainer Vent Valve
The scrubber pump supplies the inert gas scrubber with a backup from the fire
No. of sets: 3 Closed High Suction Ship's Side QA27 bilge and ballast system.
Capacity: 300 m3/h x 2.5 kg/cm2
Open High Suction Strainer Outlet QA2
One of two deck seal pumps supplies the inert gas deck seal. The standby
Inert Gas Scrubber Pump Closed High Suction Strainer Drain Valve pump will cut in automatically
No. of sets: 1
Capacity: 280 m3/h x 3.5 kg/cm2 Closed High Suction Strainer Vent Valve
2.4.2 Sea Water Service System
Open No.1 Main C.S.W. Pump Suction Valve QA27
Deck Seal Sea Water Pump
Closed No.1 Main C.S.W. Pump Discharge Valve QA38 The following pumps supply the auxiliary seawater services:
No. of sets: 2
Capacity: 3 m3/h x 2.5 kg/cm2 Open No.2 Main C.S.W. Pump Suction Valve QA6 Bilge, Ballast and Fire Pump
Main system Closed No.2 Main C.S.W. Pump Discharge Valve QA37
No. of sets: 1
Open No.3 Main C.S.W. Pump Suction Valve QA5 Capacity: 160/280 m3/h at 110/45 mth
The main system is supplied by three main cooling sea water pumps, one
would normally be in use with two required during high sea temperature Closed No.3 Main C.S.W. Pump Discharge Valve QA36
Main Fire Pump
conditions. Open No.1 F.W. Cooler Inlet Valve QA9
Open No.1 F.W. Cooler Outlet Valve QA8 No. of sets: 1
All pumps take suction from a common sea water suction line, using either the
Capacity: 160/280 m3/h at 110/45 mth
low suction or the high suction. The low suction will normally be in use at sea, Closed No.2 F.W. Cooler Inlet Valve QA10
or when surface contamination, such as weed, is present. It will also be in use
Closed No.2 F.W. Cooler Outlet Valve QA11 The main fire pump is normally set up for foam and fire main service, with the
in light ballast conditions when ingress of air is likely. The high suction will be
discharge and suction valves locked open. The bilge, ballast and fire pump is
used when in silted or shallow water conditions. A suction strainer is fitted at Closed Inlet to Atmospheric Condenser QA22 used to ballast the aft peak and supply the deck wash system. By manipulation
both suctions.
Closed Overboard from Atmospheric Condenser QA30 of crossover valves, both pumps can perform similar duties.
The pumps discharge to the low temperature system F.W. coolers, atmospheric
d) Vent the suction filter. The pumps can transfer bilges to the bilge tank or directly overboard, in an
condenser and then through the overboard valve.
emergency, from either the bilge main or a common direct suction in the port
e) Start one main C.S.W. pump with the discharge valve closed, then bilge well. The bilge suction valves on each pump are normally locked closed.
No.3 main C.S.W. pump has a direct emergency bilge suction.
slowly open the discharge valve. The pumps can provide a backup for the inert gas scrubber system. Both
pumps can supply the engine room ballast tanks. The pumps take suction from
The pumps can be started and stopped locally. Auto start can be selected from
f) Open the other main C.S.W. pump discharge valves. the main sea water suction line.
the control room. Pressure switches on the discharge side of the pumps
operated the start signal for the selected standby pumps.
g) Vent the central cooler that is in use.
Preparation for the Operation of the Cooling Sea Water System
WARNING
a) Ensure that the suction strainers are clear. Before cleaning the suction strainers, check for pressure at the vent to
prove the vent is clear, then isolate the strainer by closing the inlet sea
b) Ensure all pressure gauge and instrumentation valves are open. valve and the strainer outlet valve. Check the vent again, if it indicates
that the valves are tight, slacken the filter cover securing bolts without
c) Set up valves as shown in the following tables. In the following removing them. Break the joint. If the valves again prove tight remove the
case the low suction is in use. cover.

Illustration 2.4.3a Engine Room Ballast System
QD45 Key
Sea Water
Bilge Water
To Sea Water QD32 QD33

Emergency Cooling System
QD20
Fire Pump
Room
QD36
QD38
Fresh Water Tank
(Port and Starboard) QD93
Drain
Steering Gear Room QD94 Line
QD42
QD29 QD34
QD37
QD95 QD30
Aft Peak
Tank To Fire Main
PI PI QD39
QD23 From Port
Bilge, Fire and G.S.
QD40 Forward
No.2 Pumps No.1
160/280 m3/h Bilge Well
P P
To Bilge From Sea From Port
Water Pump Water Cross Forward
QD27 Bilge Well
QD41 Connection
Main
QD31 QD28
QD103
QD16 QD103
QD35 QD21
QD25 QD26
Stern Tube
Cooling Water
Tank
QD22
QD4 QD59
From Stb'd
Forward
Bilge Well
From Bilge From Bilge
Water Well Water Well

2.4.3 Engine Room Ballast System No.1 Bilge, Fire and G.S. Pump c) Open the discharge valve QD34 slowly until the discharge piping
is pressurised.
The aft peak can be used as a ballast tank. It is used in conjunction with the Position Description Valve
main ballast system to trim the vessel. It can also be used during certain loaded d) Empty the selected tanks, taking care that the pump is not run dry.
conditions to provide optimum trim for efficient operation of the main engine. Open Aft Peak Ballast Tank Suction /Filling Valve QD40
e) Shut the pump discharge valve and stop the pump.
Open Main Fire Pump Sea Suction Valve QD28
The aft peak tank is serviced by the bilge, ballast and fire pump with the main f) Close all valves.
fire pump available, if required. Closed Main Fire Pump Discharge Valve QD30
Open Discharge Valve to Aft Peak Tank QD29 No.2 Bilge, Fire and G.S. Pump
The aft peak tank has a filling/suction valve, which is normally used during
ballast operations. This stops the level in the aft peak tank falling below the Start the Main Fire Pump. Position Description Valve
propeller shaft. This level is maintained to provide an element of cooling to the
Open Aft Peak Ballast Tank Suction /Filling Valve QD40
stern tube. Another suction valve, which is normally blanked, is provided to a) Open the discharge valve QD34 slowly until discharge piping is
empty the tank completely for maintenance and inspection. pressurised. Closed Main Fire Pump Sea Suction Valve QD28
b) Fill the tank to the required level. Closed Main Fire Pump Discharge Valve QD30
Procedure for Ballasting/Deballasting the Aft Peak Tank
Open Main Fire Pump Ballast Suction Valve QD31
Ballasting c) Shut the pump discharge valve and stop the pump.
Open Main Fire Pump Discharge to Overboard QD32
d) Close all valves.
a) Ensure that the transmitters for the remote reading gauges are in Open Overboard Discharge QD45
operation. Deballasting
Start Main Fire Pump Pump
b) Set up the valves as shown below. a) Ensure that the transmitters for the remote reading gauges are in
operation. a) Open the discharge valve QD30 slowly until the discharge piping
All valves are in the closed position including fire main valves is pressurised.
b) Set up the valves as shown below.
b) Empty the selected tanks, taking care that the pump is not run dry.
Bilge, Ballast and Fire Pump
All valves are in the closed position including fire main valves
c) Shut the pump discharge valve and stop the pump.
Position Description Valve Bilge, Ballast and Fire Pump
d) Close all valves.
Open Aft Peak Ballast Tank Suction /Filling Valve QD40
Position Description Valve e) Line up the pump for fire main duty.
Open Bilge, Ballast and Fire Pump Sea Suction Valve QD27
Open Aft Peak Ballast Tank Suction Valve QD40
Closed Bilge, Ballast and Fire Pump Discharge Valve QD34 If the tank is to be completely emptied, for tank inspections etc., swing
spectacle piece QD98 and open valve QD41.
Closed Bilge, Ballast and Fire Pump Sea
Open Discharge Valve to Aft Peak Tank QD42
Suction /Filling Valve QD27
Start the Bilge, Ballast and Fire Pump. Closed Bilge, Ballast and Fire Pump Discharge Valve QD34
c) Open the discharge valve QD34 slowly until the discharge piping Open Bilge, Ballast and Fire Pump
is pressurised. Ballast Suction Valve QD35
d) Fill the tank to the required level. Open Bilge, Ballast and Fire Pump
Discharge to Overboard QD33
e) Shut the pump discharge valve and stop the pump. Open Overboard Discharge QD45
f) Close all valves. Start the Bilge, Ballast and Fire Pump

Illustration 2.4.4a Evaporator
TG15
Key
Fresh Water
Fresh Water
H.T. Cooling Water Generator Flowmeter
TI
Including
PI Regulating
Sea Water Valve
T
Distilled Water
Tank T
Fresh Water TG11
To/From Fresh
Tank (Port) Water H.T. Cooling From Fresh
System T Water System
In Engine Room
TG2
From Fresh TG12
TG4 Water Filling Line Chemical
on Deck Solution
TG3 Tank
P
Aft Peak P
Tank
TG23
TG9 TG25
TG7
TG13
TG20 TG21
Stern Tube
Cooling Water TG22 TG24
Fresh Water
Tank
Tank (Starboard) Reharding P V
From Main
Steriliser Filter Sea Water
TG27 Pipeline
TG14
TG26 Ejector Pump
From Service
System In P QT
Engine Room
FQ
Distillate Pump
To Bilge
Holding Tank

2.4.4 Evaporator Condenser g) Start the hot water supply to the distiller by adjusting the jacket
The condenser section, like the evaporator section, consists of a plate heat water bypass valve to increase the temperature in steps of 10°C,
Maker: Alfa Laval exchanger enclosed in the separator vessel. until the desired jacket water temperature is reached.
Type: JWP-26-C100
Capacity; 25 m3/24h Combined brine/air ejector The boiling temperature will now rise, whilst the obtained vacuum drops to
The ejector extracts brine and incondensable gases from the separator vessel. approximately 85%.
One evaporator is installed which utilises the heat from the main engine jacket
cooling water system. Ejector pump This indicates that evaporation has started.
The ejector pump is a single-stage centrifugal pump which supplies the
The combined brine/air ejector, driven by the ejector pump, creates a vacuum condenser with sea water and the brine/air ejector with jet water, it also Condensation
in the system in order to lower the evaporation temperature of the feedwater. supplies feed water for evaporation.
The ejector pump takes suction from the main seawater suction line. The After approximately 5 minutes the boiling temperature will drop again and a
feedwater is introduced into the evaporator section through an orifice and is Freshwater pump normal vacuum is re-established.
distributed into every second plate channel (evaporation channels). The freshwater pump is a single-stage centrifugal pump which extracts the
produced fresh water from the condenser, and pumps the water to the h) Open the valve to the freshwater tank.
The hot water is distributed into the remaining channels, thus transferring its freshwater tanks.
heat to the feedwater in the evaporation channels. i) Switch on the salinometer.
Salinometer
Having reached boiling temperature - which is lower than at atmospheric The salinometer continuously checks the salinity of the produced water. The j) Start the freshwater pump.
pressure - the feed water undergoes a partial evaporation. The mixture of alarm set point is adjustable.
generated vapour and brine then enters the separator vessel, where the brine is (Note ! The freshwater pump discharge pressure must be between 1.2 - 1.6 kg/cm2.)
separated from the vapour and extracted by the combined brine/air ejector. Control panel
The control panel contains motor starters, running lights, salinometer and Adjustment of Jacket Water Flow
After passing through a demister the vapour enters every second plate channel contacts for remote alarms.
in the condenser section. In order to obtain the specified flow of hot water, it is necessary to adjust the
Operating Procedures bypass valve until desired flow is achieved. For maximum output the outlet
The sea water, supplied by the combined cooling/ejector water pump, temperature of the heating water should be about 68.5ºC
WARNING
distributes itself into the remaining channels, thus absorbing the heat being Do not operate the plant in polluted water. Fresh water must not be
transferred from the condensing vapour. Adjustment of Sea Water Flow
produced from polluted water, as the produced water will be unsuitable
for human consumption. The sea water flow is correct when the inlet pressure at the inlet to the brine/air
The fresh water produced is extracted by the freshwater pump and led to the
freshwater tanks. ejector is between 3.0 - 4.0 kg/cm2.
Starting
Freshwater Quality Stopping the Plant
a) Open valves on the suction (TG15) and discharge side (TG13) of
To continuously check the quality of the produced freshwater, a salinometer is the ejector/cooling water pump.
provided together with an electrode unit fitted on the freshwater pump delivery a) Stop the distillate pump.
side. b) Open the overboard valve (TG15) for the combined brine/air b) Switch off the salinometer.
ejector.
If the salinity of the fresh water produced exceeds the chosen maximum value,
the dump valve and alarm are activated to automatically dump the fresh water c) Stop the ejector pump.
c) Close air screw (vacuum release valve) on the separator.
to the bilge.
d) Close the valve for feedwater treatment.
d) Start ejector pump to create a 90% minimum vacuum.
Main Components
The freshwater generator consists of the following components: e) Open the air screw (vacuum release valve).
Pressure at the combined brine/air ejector inlet should be a minimum of 3.0
kg/cm2. Back pressure at the combined brine/air ejector outlet should be no f) Close the inlet and outlet valves for the ejector pump.
Evaporator more than 0. 6 kg/cm2.
The evaporator consists of a plate heat exchanger and is enclosed in the
separator vessel. g) Close the overboard valve for the combined brine/air ejector.
Evaporation
When there is a minimum of 90 % vacuum (after a maximum 10 minutes):
Separator vessel h) Close the valve to the water tank being filled.
The separator separates the brine from the vapour. e) Open the valve for feedwater treatment. Ensure chemical dosing
tank is full. ! CAUTION
All valves must be shut, while the generator is out of operation, except the
f) Open the jacket water inlet (TG11) and outlet (TG12) valves. air screw release valve.

Illustration 2.4.5a Distilled Water and Distribution Transfer System
TG15
Key
Fresh Water
Fresh Water
H.T. Cooling Water Generator Flowmeter
TI
Including
PI Regulating
Sea Water Boiler Valve
Hot Well
QG24
T
Distilled Water
Tank T
Fresh Water QG51 TG11
To/From Fresh
Tank (Port) Water H.T. Cooling From Fresh
System T Water System
In Engine Room
TG2
From Fresh TG12
TG4 Water Filling Line Chemical
on Deck Solution
TG3 Tank
P
Aft Peak P
Tank
TG23
TG9 TG25
TG7
TG13
TG20 TG21
Stern Tube
Cooling Water TG22 TG24
Fresh Water
Tank
Tank (Starboard) Reharding P V
From Main
Steriliser Filter Sea Water
TG27 Pipeline
TG14
TG26 Ejector Pump
From Service
System In P QT
Engine Room
FQ
Distillate Pump
To Bilge
Holding Tank

2.4.5 Distilled Water Transfer and Distribution System
The freshwater generator distillate pump discharges through a salinometer and

a flowmeter. Positioned before the flowmeter is a solenoid valve. This opens
when the salinometer detects too high a salinity level, dumping the distillate
pump output to the bilge.
The discharge from the pump leads to the filling valves of both fresh water
tanks, boiler water tank and aft peak tank. Each tank can supply the distilled
water system or the fresh water system.
Procedure for Operation of the Distilled Water Transfer System
The valves should be set up as follows.
All valves are closed

Open Filling Valve for Port F.W. Tank G4
or Starboard F.W. Tank TG7
or Distilled Water Tank Inlet Valves TG2, TG3
or Aft Peak Filling Valve TG9
Open Outlet Valve From Port F.W. Tank QG3
or Outlet Valve From Starboard F.W. Tank QG4
Open Run Down Valves From Distilled Water Tank
to Boiler Hot Well QG51, QG24
If filling fresh water tanks:

Open Rehardening Filter Inlet Valve TG24
Open Rehardening Filter Inlet Valve TG22
Open Steriliser Inlet Valve TG26
Open Steriliser Outlet Valve TG27
a) Start up the F.W. generator.
b) Open the filling valve of the selected tank.
c) Start the distillate pump. Discharge should be to the bilge.
d) Switch on the salinometer.
If the reading is satisfactory, the discharge will change over to fill the tank.
e) Supply power to the steriliser unit if filling freshwater tanks.

Illustration 2.5.2a Central Fresh Water Cooling System Key
From F.W.
L.T. Cooling Water
QB1 QB15 System
Air Conditioning QB53
Fish Conditioning Air Conditioning Unit in E. R. Air Conditioning QB28 H.T. Cooling Water
Refrigeration Refrigeration Unit in E. R.
QB2 QB16 Fresh Water
QB29 F.W. Expansion Tank (1m3)
QB3 QB17 QB28
PS Electrical Signal
Meat Conditioning Air Conditioning
Refrigeration Refrigeration QB26 Sea Water
QB4 QB18 PS QB79 QB35
Hydraulic QB82 QB85 To Bilge
Shore Oil Cooler
Connection QB21
QB90
De-aerating Tank QB37
Alarm Device QB55
PS QB87 TIC
QB44 QB45 QB46 QB54
QB33 QB56 QB57

QB22 QB47 QB48 QB49
QB19
PI PI PI
QB23
QB20 No. 3 No. 2 No. 1
Low Temperature
Camshaft
No. 3 No. 2 No. 1 Main F.W. Pumps PV PV PV
Oil Cooler
Aux. Aux. Aux. Engine (180m3/h) Main
Engine Engine Engine L.O. Cooler QB50 QB51 QB52 QB38 Engine
Air Main
Cooler Engine
QB87 QB43
No. 3 Main No. 2 Main No. 1 Main
QB91 QB91 QB91 Air Compressor Air Compressor Air Compressor QB64
QB5
QB63 Pre-Heater
QB32 QB6
QB58 QB7
QB59 QB34
QB65 QB62
QB9 QB10 QB11 QB12 QB13 QB14
QB8
QB66 QB67
QB68 QB69
High
PI Temperature PI
QB60
QB61
F.W. Pumps
QB24 (60m3/h)
V V From F.W. To F.W.
QB88 QB89 Intermediate
Generator Generator
With Bearing QB70 QB71
No. 2 No. 1
locking QB39 QB41
Central Central
Device
To Inert Gas From Inert Gas Cooler Cooler
and Vapour and Vapour QB25
Collection System Collection System QB36
QB40 QB42
Issue: 1 2.5 Fresh Water Cooling System Page 1

2.5 Fresh Water Cooling Systems Another vent is also provided from the top of the de-vapouriser chamber which Operation
includes an alarm device to give early warning of air in the system. Air in the
2.5.1 Main Engine Jacket Cooling Fresh Water System system could be caused by inadvertently closed valves, such as the main run a) Check the system level and replenish if required.
(High Temperature Cooling Water System) down from the expansion tank. A manual vent is provided at the highest point
of the system for use when initially filling the system. The system is made up b) Vent the system using Valve QB37.
The system has three cooling water pumps rated at 60 m3/h
with a pressure of from the expansion tank to the base of the de-vapouriser chamber. The
2
3.5 kg/cm . The system supplies cooling water to the main engine jackets, expansion tank is manually filled from the F.W. service system. The system c) Start one J.C.W. pump and place the other on standby.
cylinder heads and exhaust valves. can be drained to bilge.
d) Vent the preheater.
The system operates on a closed circuit principle. The pumps discharge Procedure for the Operation of the Jacket Cooling Water System
through the jacket cooling water preheater. A valve bypassing the preheater is e) Supply steam to the pre-heater by throttling the steam inlet valve.
throttled to ensure a flow through the preheater at all times. The preheater a) Replenish the system from the domestic fresh water system.
maintains the main engine jacket cooling water temperature when the main f) Slowly bring the jacket temperature up to the operating
engine is idle or on low load. b) Ensure all pressure gauge and instrumentation valves are open. temperature.
c) Ensure the F.W. generators are bypassed. g) Ensure that the L.T.C.W. System is ready for use.
Flow continues to the supply main on the main engine. The system is
continually vented at the highest point to the expansion tank. There are d) Ensure all main engine individual cylinder inlet and outlet valves
branches from the main cooling water supply to each cylinder. Isolating valves are open. h) Test the system for chemical concentration and add chemicals as
are fitted to the inlet and outlet mains for each cylinder to allow cylinders to be required.
individually isolated for maintenance purposes. e) Ensure all main engine individual cylinder vent and drain valves
are closed. i) When the engine is at sufficient power, steam supply to the pre-
The hot water from the jackets is passed through the F.W. generator, which can heater can be isolated and water circulated through the F.W.
f) Set the valves as shown in the tables below. generator.
be bypassed when the main engine is on low load or idle. The F.W. generator
performs an initial cooling effect.
Position Description Valve j) Vent the F.W. generator.
The system then passes through a three-way control, which maintains the Open No.1 J.C.W. Pump Suction Valve QB70
temperature of the jacket cooling water system. Depending on the water The temperature drop across the F.W. generator is regulated by the evaporator
temperature the water is then directed to: Open No.1 J.C.W. Pump Discharge Valve QB66 bypass valve.
Open No.2 J.C.W. Pump Suction Valve QB71
The de-vapourising chamber and then to the jacket cooling water
pump suction if the temperature is low. Open No.2 J.C.W. Pump Discharge Valve QB67
Open Preheater Inlet Valve QB65
If additional cooling is required the water is diverted to the low
temperature fresh water pump suctions where the water is cooled Open Preheater Outlet Valve QB64
in the central cooling water system coolers Throttled Preheater Bypass Valve QB63
Steam is supplied manually to the preheater when the load of the engine drops Open Main Engine Inlet Valve QB5
and the three-way temperature control valve is fully open to the jacket cooling Closed Main Engine Bypass Valve QB8
water pump suction.
Open Main Engine Outlet Valve QB62
Water lost to the low temperature cooling water system (L.T.C.W.S.), for
Open F.W. Generator Bypass Valve QB60
cooling, is made up from the high temperature return line from the L.T.C.W.S.
before it reaches the pump suction. Closed F.W. Generator Inlet Valve TG11
Closed F.W. Generator Outlet Valve TG12
The expansion tank, which is common with the L.T.C.W.S., provides a positive
head to the system, as well as allowing for thermal expansion. The system is Open System Vent Valve to Expansion Tank QB90
continually vented from the highest point of the engine to the expansion tank.
Open Expansion Tank Run Down Valve QB55
Closed System Manual Vent Valve QB37

2.5.2 Central Fresh Water Cooling System c) Set up valves as shown in the following table: Open No.2 Main Air Compressor Outlet Valve QB11
(Low Temperature Fresh Water Cooling System) Position Description Valve Open No.3 Main Air Compressor Inlet Valve QB10
The low temperature fresh water cooling system works on the closed circuit Open No.1 L.T. Cooling Water Pump Suction Valve QB50 Open No.3 Main Air Compressor Outlet Valve QB9
principal. The system has three cooling water pumps rated at 180 m3/h with a
pressure of 3.5 kg/cm2. One pump would normally be in use with two being Open No.1 L.T. Cooling Water Pump Discharge Valve QB47 Open Hydraulic Oil Cooler Inlet Valve QB21
required at higher sea temperatures. A pressure switch on the common pump Open No.2 L.T. Cooling Water Pump Suction Valve QB51 Open Hydraulic Oil Cooler Outlet Valve QB79
discharge starts the selected standby pump on low pressure.
Open No.2 L.T. Cooling Water Pump Discharge Valve QB48 Open Refrigeration and AC Valves as required
There are two central coolers, which in turn are cooled by sea water. One Open No.3 L.T. Cooling Water Pump Suction Valve QB52 Operation
would normally be in use with the other on standby, with the possible use in
high sea temperatures. Open No.3 L.T. Cooling Water Pump Discharge Valve QB49
a) Start one cooling water pump.
Open No.1 Central Cooler Inlet Valve QB39
An expansion tank, common with the jacket cooling water system, provides a
Open No.1 Central Cooler Outlet Valve QB40 b) Supply seawater to a central F.W. cooler.
positive head to the system and allows for thermal expansion. This tank can be
topped up from the domestic fresh water system. Closed No.2 Central Cooler Inlet Valve QB41 c) Check the expansion tank level. Replenish if necessary.
The pumps receive suction from the low temperature system and the high Closed No.2 Central Cooler Outlet Valve QB42
temperature bleed off from the jacket cooling water system. The pumps d) Check the level of chemical treatment and dose as necessary.
discharge directly to the coolers. A three-way valve on the seawater cooling Open M.E. L.O. Cooler Inlet Valve QB20
system, which bypasses the cooler at low temperatures, controls the Open M.E. L.O. Cooler Outlet Valve QB19 e) Put the remaining pumps on standby.
temperature. Water diverted from the jacket cooling water system is replaced
by water from the low temperature cooling system pump high temperature Open M.E. Scavenge Air Cooler Inlet Valve QB38
suction line. Open M.E. Scavenge Air Cooler Outlet Valve QB43
Water is supplied to the three auxiliary engines. Each are vented from their Open Shaft Bearing Inlet Valve QB24
highest point to the expansion tank.
Open Shaft Bearing Outlet Valve QB25
The low temperature cooling water pumps supply the following other services: Open Camshaft L.O. Cooler Inlet Valve QB23
Main engine scavenge air cooler Open Camshaft L.O. Cooler Outlet Valve QB22
Main engine L.O. cooler Open No.1 Auxiliary Engine Inlet Valve QB7
Camshaft L.O. cooler Open No.1 Auxiliary Engine Outlet Valve QB6
Hydraulic oil cooler Open No.1 Auxiliary Engine Vent Valve QB57
Shaft bearing Open No.2 Auxiliary Engine Inlet Valve QB34
Engine package air conditioning units Open No.2 Auxiliary Engine Outlet Valve QB32
Both accommodation air conditioning compressors. Open No.2 Auxiliary Engine Vent Valve QB56
Three start air compressors. Open No.3 Auxiliary Engine Inlet Valve QB59
Refrigeration plant. Open No.3 Auxiliary Engine Outlet Valve QB58
Procedure for the Operation of the Low Temperature Cooling Water Open No.3 Auxiliary Engine Vent Valve QB33
System
Open Expansion Tank Run Down Valve QB54
a) Replenish the system from the expansion tank, which is filled Open No.1 Main Air Compressor Inlet Valve QB14
from the fresh water system.
Open No.1 Main Air Compressor Outlet Valve QB13
b) Ensure all pressure gauge and instrumentation valves are open.
Open No.2 Main Air Compressor Inlet Valve QB12

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
el
Oi
l
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
-1
80
IF
-1
00
IF
-6
5 5 0 5
IF
-3
4 4 0 4
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Temperature ˚C
Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 1

2.6 Fuel Oil and Diesel Oil Service Systems Fuel oil is drawn from the return pipe by one of two main engine fuel oil Open Pressure Control Valve Inlet Valve
circulating pumps. The second pump will be on automatic standby, and will
Open Pressure Control Valve Outlet Valve
2.6.1 Main Engine Fuel Oil Service System start in the event of discharge pressure drop or voltage failure of the running
pump. The fuel oil circulating pumps discharge through one of a pair of main Closed Pressure Control Valve Bypass Valve
Fuel oil is stored on board in four fuel oil storage tanks (No.1 and 2 port and engine fuel oil heaters where the oil is heated to a temperature corresponding
Open Backflush Filter Inlet Valve
No.1 and 2 starboard.) The H.F.O. is transferred to a fuel oil settling tank by to a viscosity of 12cSt using steam at 6 kg/cm2.
the fuel oil transfer pump (when required.) After fuel oil has been transferred Open Backflush Filter Outlet Valve
to the settling tank, any water or other sediment is drained off by using a self The heated fuel oil then passes through the viscosity controller which controls
Closed Bypass Filter Inlet Valve
- closing test cock. steam to the heater. The oil is supplied to the main engine fuel rail via the
suction side of the main engine high pressure fuel oil injection pumps through Closed Bypass Filter Outlet Valve
From the fuel oil settling tank, fuel oil is supplied direct to the auxiliary boiler a duplex filter and flow meter. A control valve regulates the pressure at the
Open No.1 H.F.O. Circulating Pump Suction Valve
H.F.O. system and is centrifuged in one of two H.F.O. purifiers to the F.O. main engine rail, diverting excess pressure to the return pipe through a flow
service tank. Fuel oil is supplied to the main engine and generator diesel meter. A three-way cock is fitted on this section of line to flush the system back Open No.1 H.F.O. Circulating Pump Discharge Valve
engines from the fuel oil service tank, using the same fuel supply system. The to the service tank when changing over to diesel oil when at standstill.
Open No.2 H.F.O. Circulating Pump Suction Valve
main engine and three auxiliary engines are designed to run on H.F.O. at all
times. One of the fuel oil purifiers will be running at all times, with the The high pressure fuel oil lines on the engine are sheathed. Any leakage from Open No.2 H.F.O. Circulating Pump Discharge Valve
throughput balanced to match the fuel consumption of the main engines and the annular spaces, formed by the sheathing, is lead to a fuel oil leakage tank,
which is fitted with a high level alarm and gives advance warning of a leaking Open No.1 H.F.O. Heater Inlet Valve
generator diesel engines.
fuel injection pipe. Open No.1 H.F.O. Heater Outlet Valve
All outlet valves from all fuel tanks are remote quick closing valves with a
Preparation for the Operation of the Main Engine Fuel Oil Service Closed No.2 H.F.O. Heater Inlet Valve
collapsible bridge, which can be pneumatically operated from the fire control
station. After being tripped from the fire control station the valves must be System Closed No.2 H.F.O. Heater Outlet Valve
reset locally. Each tank is also fitted with a self-closing test cock to test for the
a) Put the H.F.O. purifier in use, filling the service tank from the Open Viscosity Controller Inlet Valve
presence of water and to drain any water present. Tundishes, under the self-
closing test cock, drain any test liquid to the waste oil tank. All tanks and settling tank. Open Viscosity Controller Outlet Valve
heaters are supplied with steam at 6 kg/cm2 from the ship’s steam supply, with
b) Ensure that the filters are clean. Open Viscosity Controller Bypass Valve
condensate flowing to the observation tank which is fitted with an oil detection
unit. Open Main Engine Flow Meter Inlet Valve
c) Ensure that all instrumentation valves are open.
Open Main Engine Flow Meter Outlet Valve
A viscosity controller controls the steam supply to both H.F.O. supply heaters.
The following procedure illustrates starting from cold with the system charged Closed Main Engine Flow Meter Bypass Valve
All fuel oil pipework is trace heated by small bore steam pipes laid adjacent to with diesel oil and in a shut down condition.
the fuel oil pipe and encased in the same lagging. Open M.E. Master H.F.O. Inlet Valve RR1
Set up the valves as in the following table: Open M.E. Outlet Valve RR2
Heated and filtered fuel oil is supplied to the main engine and auxiliary engines Position Description Valve
from the fuel oil service tank. Fuel oil from the fuel oil service tank is supplied Open M.E. Control Valve Inlet Valve RR79
to one of two fuel oil supply pumps. The second pump will be on automatic Open Service Tank Suction Quick Closing Valve RR6 Closed Inlet Valve to Service Tank RR4
stand-by, and will start in the event of discharge pressure drop or voltage Open Service Tank Secondary Suction Valve RR43
failure of the running pump. The F.O. supply pumps discharge through the auto Open Return Flowmeter Inlet Valve
back flush filter to the F.O. return pipe. The auto back flush can be bypassed Closed Diesel Oil Tank Suction Valve RR17 Open Return Flowmeter Outlet Valve
with a basket filter during maintenance on the main filter. The filter is an Closed Diesel Oil Suction Valve RR44
automatic self-cleaning filter with an air operated cleaning mechanism Closed Return Flowmeter Bypass Valve
activated by an increasing differential pressure. The debris discharge from the Set for H.F.O. Suction Three Way Change Over Cock
Set Return Change Over Cock to the Return Pipe
auto filter is piped to the fuel oil overflow tank. A pressure control valve
Open No.1 Supply Pump Suction Valve
maintains the supply pumps discharge pressure by recirculating oil from the
pump discharge back to the pump suction. Open No.1 Supply Pump Discharge Valve
Open No.2 Supply Pump Suction Valve
Open No.2 Supply Pump Discharge Valve

Illustration 2.6.1a Main Engine Fuel Oil Service System.

RR4
RR78 RR79
RR2
H.F.O. Key
D.O.
Service Tank Service Tank
(38 m3)
(33 m3) Fuel Oil
Marine Diesel Oil

LAL LAL TAH
RR6
Air
RR1
From Auxilliary Saturated Steam
RR17 Engines Main
Engine
B&W Condensate
5S 50MC
Flowmeter POS
PI PDIS
TI PDE
PS LAL PS PS
F.O. Heater
PI PI PI
F.O. PT Deaerator F.O.
RR44 Circulating Auto Supply
Pumps Filter Pumps
5m3/h 4m3/h
PI PI TI TI M TI
TI
RR43
From F.O. Heater Viscocity Unit
Control Air
System To Auxilliary
Engines
Heater
To
Overflow Tank
To Atmosphere
Condenser
M
Steam From
7kg/cm2 System

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

Illustration 2.6.2a Auxiliary Engine F.O. Service System
Key
Fuel Oil
Vent Marine Diesel Oil

D.O Service
Tank
Saturated Steam
(33 m3)
Condensate
F.O Service PS
RR10 RR8 Tank
Electrical Signal
(38 m3) PDS PI
D.O. RR6 Flowmeter

Supply To Main Engine
Pump B&W 5S-50MC PDE
5m3/h RR11
PI
From Main
Engine M TI
Flowmeter Flowmeter
Flowmeter
PI
RR12
5.5 Bar
8 kg/cm2 RR77
RR73
4.5 Bar
RR17
RR72
RR15 RR33
Vent Vent
No.1
Auxiliary
Engine
PS PS
PI TI
RR25 PI PDIS PI
Fuel Oil
RR19 RR30 Heater
RR44
PI TI
M2 F.O. De-aerator M4 F.O.
No.2 Supply
Circulating
Auxiliary Pumps
Engine
Pumps
PI 5m3/h M 4m3/h TI
TI To Saveall
Fuel Oil
Heater
RR43
RR24 TC
M1 M3
To Saveall
RR22 RR27
To Overflow
Heater Tank M
To Saveall
No.3
Auxiliary
To Saveall
Saturated To Condensate
Engine Drain System
Steam
Saturated
Steam

h) Change over the return cock to the H.F.O. service tank, so that the Procedure for the Operation of the Auxiliary Engine Fuel Oil Service Procedure to Prepare an Auxiliary Engine (No.1) for Running on D.O
fuel oil is flushed to the H.F.O. service tank. Ensure that there is System
sufficient ullage in the service tank. a) Transfer D.O. from the D.O. settling tank to the D.O. service tank
a) Put the H.F.O. purifier in use, filling the service tank from the using the purifier.
i) When the heavy fuel oil is replaced by diesel oil, reset the change settling tank.
over cock and close valve RR4 b) Set up valves as in the following table.
b) Ensure that the filters are clean.
j) Stop the viscosity controller.
c) All engines are stopped. Open D.O. Service Tank Outlet Valve RR10
k) Stop the fuel oil pumps.
Open D.O. Pump Suction Valve RR11
d) Ensure that all instrumentation valves are open.
2.6.2 Auxiliary Engine Fuel Oil Service System Open D.O. Pump Discharge Valve RR12
e) Start up the main H.F.O. system as described previously.
Closed D.O. Pump Bypass Valve RR13
Operation Using H.F.O.
f) Supply trace heating to the auxiliary fuel oil service system pipe Set to D.O. Inlet Three-Way Cock RR33
Fuel oil is supplied to the generator diesel engines from the fuel oil service lines.
tank, using the same supply system as the main engine system. The three c) Start the D.O. supply pump.
auxiliary engines are designed to run on F.O. at all times. However, one The following procedure illustrates starting from cold with the system charged
auxiliary engine should be ready to run on D.O. in case a failure occurs within with diesel oil and in a shut down condition: d) If previously operated on H.F.O., open Valve RR17 long enough
the main H.F.O. supply unit. to flush the system back to the return pipe.
g) Start No.1 auxiliary engine using D.O.
Heated and filtered H.F.O. is supplied to the auxiliary engines from the same e) Set the outlet three-way cock RR15 to D.O.
point as the main engine, which is just after the viscosity controller. The H.F.O. h) Set up valves as in the following table.
then flows through a flowmeter to the auxiliary engines The engine is now ready for starting on D.O.
The auxiliary engines have three-way cocks at the fuel inlet and outlet for the Open Inlet Flow Meter Inlet Valve Changing Over Fuel when Auxiliary Engine(s) Are Running
selection of either H.F.O. or D.O.
Open Inlet Flow Meter Outlet Valve Procedures similar to that used for the main engine could be used, but it would
Excess H.F.O. is returned to the H.F.O. return pipe via a flowmeter and three- Closed Inlet Flow Meter Bypass Valve be more advisable to change over the fuel supply when the vessel’s power is
way cock. The three-way cock can divert the fuel to the service tank for being supplied by an auxiliary engine running on D.O. supplied by the D.O.
Open Outlet Flow Meter Inlet Valve fuel pump and system.
flushing purposes.
Open Outlet Flow Meter Outlet Valve
The high pressure fuel oil lines on the engine are sheathed and any leakage
Closed Outlet Flow Meter Bypass Valve
from the annular spaces, formed by the sheathing is led to a fuel oil leakage
tank fitted with a high level alarm which gives advance warning of a leaking Set for HFO No.2 A.E. Outlet Three-way Cock RR19
fuel injection pipe.
Set for HFO No.3 A.E. Outlet Three-way Cock RR22
Operation Using D.O. Set for HFO No.2 A.E. Inlet Three-way Cock RR32
The auxiliary engines can be supplied from the diesel oil service tank using the Set for HFO No.3 A.E. Inlet Three-way Cock RR31
D.O. supply pump. The pump pressure is controlled at 5.5 kg/cm2. The return i) Using the bypass valves RR25 & RR24 warm up the H.F.O.
pressure is controlled at 4.5 kg/cm2 with excess D.O. returned to the D.O. system by flushing the system back to the return pipe.
service tank.
j) No.2 and 3 engines are ready for starting on H.F.O.

Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System
RR41
LAH
Air D.O. Service H.F.O. Settling
Separator Tank TAH Tank
RR69 Ignition
Oil Pump LAL LAL
PI
RR60 RR71
RR42 PI TS TI
TT Heater RR64
No.1
RR68 RR63
PI
RR40 RR39
No.1
PI TS PS TI PI
PS PI H.F.O.
Pump Unit
RR38
Auxiliary Boiler PI
Burner Unit
For Boiler No.2
Key
PI
PC
T/S
PI Fuel Oil
PI TI
PI TI
Marine Diesel Oil
RR37 RR35
Saturated Steam
RR49 RR57 RR47 RR36
Electrical Signal
RR48
RR67

2.6.3 Auxiliary Boiler Fuel Oil Service System The following procedure illustrates starting from cold with the system charged WARNING
with diesel oil and in a shut down condition. Trace heating should not be applied to sections of pipeline isolated by
Fuel oil is stored on board in four fuel oil storage tanks, and then (when closed valves on the F.O. side, as damage, such as blown flange joints,
required) transferred to a fuel oil settling tank by a fuel oil transfer pump. After Set up the valves as in the following table: could occur due the expansion of the contents.
fuel oil has been transferred to the settling tank, any water or other sediment is Position Description Valve
drained off, using the self-closing test cock. Fuel oil is supplied directly to the When enough pressure is available:
boilers from the fuel oil settling tank. Open Settling Tank Suction Quick Closing Valve RR7
Open D.O./H.F.O. Change Over Cock RR63 e) Stop firing the boiler.
Diesel oil can be supplied to the boilers from the diesel oil service tank when
starting from cold. Open Diesel Oil Service Tank Suction f) Open the F.O. heater inlet and outlet valves. Shut the bypass
Quick Closing Valve RR9 valve.
A temperature controller maintains the steam supply to the F.O. heater. All the Open Suction Valve from Return Pipe RR71
fuel oil piping is trace heated by small bore steam pipes. These are laid g) Manually start supplying steam to the F.O. heater.
adjacent to the fuel oil pipe and encased in the same insulation. Open Both F.O. Service Pump Suction Valves
Open Both F.O. Service Pump Discharge Valves h) Operate suction change over cock RR63 to take suction from the
Fuel oil from the fuel oil settling tank is supplied to one of two fuel oil pumps. H.F.O. settling tank.
The second pump will be on automatic standby, and will start in the event of a Closed F.O. Heater Inlet Valve RR39
discharge pressure drop or a voltage failure of the running pump. The fuel oil Closed F.O. Heater Outlet Valve RR40 i) Operate the return change over cock RR64 to direct the returns to
pumps take suction from the settling tank via a strainer. A pressure control the H.F.O. settling tank.
valve, with its sensing point on the heater discharge, maintains the pump Open F.O. Heater Bypass Valve RR38
discharge pressure by recirculating oil from the pump discharge back to the air Open Inlet Valve to Pressure Control Valve RR7 D.O. will now be expelled to the H.F.O. settling tank, at the same time drawing
separator/return pipe. The oil in the return pipe returns to the pump suction. in H.F.O. from the settling tank.
The vent from the air separator returns to the H.F.O. settling tank. Open Outlet Valve from Pressure Control Valve RR35
j) Continually raise the F.O. temperature manually.
Closed Boiler Pressure Control Valve Bypass Valve RR36
The fuel oil pumps discharge through one fuel oil heater, where the oil is
heated to the required temperature. Open Inlet Valve to Boiler Burner Before k) Change the operation of the heater steam control valve to auto by
Solenoid Valves RR47 fully opening the steam inlet valve.
The oil is fed to the boiler via a pressure-control valve, controlled by the boiler
Open Boiler Recirculating Valve RR67
steam pressure. When the boiler is in a standby condition, a solenoid valve on l) When the D.O. has been expelled, operate the return change over
the return line automatically opens to circulate fuel back to the return pipe, Open Boiler Inlet Valve to Pressure Control Valve RR57 cock to direct the return oil to the return pipe.
keeping the fuel oil at working temperature immediately before the burner. On
the recirculating line is a change over cock, where the fuel can be diverted from Open Boiler Outlet Valve from Pressure H.F.O. is now circulating through the system.
Control Valve RR49
returning to the return pipe to either the H.F.O. settling tank or D.O. service
tank. This change over cock would normally be used for flushing fuel oil back Set to Return Pipe Return Line Change Over Cock RR64 The boiler is now ready for firing on H.F.O. using steam atomising.
to the H.F.O. tank when changing from D.O. to H.F.O. or vice versa.
Open Pilot Burner Pump Suction Valve RR41 The boiler is designed to operate and remain on standby using H.F.O. Change
The boiler has a pilot burner pump, which takes suction from the D.O. service Open Pilot Burner Pump Discharge Valve RR42 over to D.O. is only necessary when maintenance is required and for long
tank via the pump suction filter. periods of shut down, such as refit.
Procedure to Start Up the Boiler F.O. Service System and Change Over
A steam connection is fitted to the F.O. line to the burner after the double shut to H.F.O. m) After the boiler is firing on H.F.O. put the other F.O. pump on
off solenoid valves and is used for automatic purging of the burner prior to shut auto start.
a) Start one boiler fuel oil pump.
down.
b) Flash up the boiler on D.O. using atomising air. (Note ! Change over to H.F.O. can take place while still firing the boiler. The
Procedure for Operating the Auxiliary Boiler Fuel Oil Service System recirculating line would remain lined up to the air separator and the fuel would
When steam is available: change over by normal usage. However, this could lead to unstable flame
a) Ensure that the filters are clean. conditions due to incorrect temperature settings at the heater.)
c) Supply steam heating to HFO settling tank.
b) Ensure that all instrumentation valves are open. WARNING
d) Open supply trace heating to the fuel oil service system pipelines.
Do not change to steam atomising until the system is charged with H.F.O.

Exhaust to Illustration 2.6.4a Incinerator F.O. Service System

Funnel
Flue Gas Fan
D.O.
Tank For
Incinerator
Flue Gas Damper
XA QU1
PI PI
QU2
Pilot Diesel Oil
Supply Pump
80 litre/hour PI
M
Combustion
Chamber From F.O.
Transfer Pump
QU5 QU4 QU8
Sludge
Tank
Sludge Supply
From Steam Pump
System in E/R
QU7
QU6
To F.O.
QU3 Sludge tank Key
Sludge
D.O. System
Steam

2.6.4 Incinerator Fuel Oil Service System Description Valve
F.O. Sludge Tank QR75
The incinerator burner is supplied with D.O. from an independent D.O. service
tank. It is used to burn garbage and to assist the burning of waste oil which is Pump Suction from F.O. Sludge Tank QR25
injected through a rotary cup burner.
F.O. Drains Tank QR75
A sludge oil tank for the incinerator collects the waste oil from the various Pump Suction from F.O. Drains Tank QR32
tanks around the E.R. and supplies the incinerator sludge burner.
L.O. Sludge Tank QR76
The sludge transfer pump supplies the incinerator sludge oil tank. The pump Pump Suction from L.O. Sludge Tank QR33
also discharges to the shore connections and cargo residual tank connections.
Clean Bilge Tank QR65
The sludge pump can take suction from: or Dirty Bilge Tank QR77
F.O. sludge tank Pump Suction from Bilge Tanks QR34
L.O. sludge tank L.O. Drains Tank QR66
L.O. drain tank Pump Suction from L.O. Drain Tank. QR35
Bilge tank e) Ensure sludge pump suction filter is clean.
Seawater main
f) Set up the remaining valves as in the table below.
F.O. drain tank
The sludge pump discharges to: Position Description Valve

F.O. Sludge tank Open Sludge Pump Discharge Valve to
Shore/residual tank connection Incinerator Waste Oil Tank QR30
Port No.2 H.F.O. tank Closed Discharge to shore/residual tank connection QR31
Incinerator waste oil tank Closed Discharge to F.O. Sludge tank QR27
Closed Discharge to Port No.2 H.F.O. tank QR29
Procedure for Transferring Waste Oil to the Incinerator Waste Oil Tank
g) Start the sludge pump and fill the incinerator waste oil tank.
a) All valves are closed.
h) Shut off the steam heating of the tank being discharged when it is
b) Open supply steam to the heating coils of the tanks to be empty.
transferred.
i) Open supply steam heating to the incinerator waste oil tank.
c) Open supply steam to the steam tracing lines.
j) Shut off steam tracing.
d) Open one set of the following suction valves in the table opposite.
k) When the line has cooled shut all isolating valves.

Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
Main Deck Manifolds
AT17 AT18
AT15 AT16
AT11 AT12
AT109
AT4 AT5
AT108
AT2 AT3 AT6
AT111
No.1 H.F.O. Tank No.1 H.F.O Tank
Port 217.7 m3 Starboard 217.7 m3
No.2
H.F.O. Tank
H.F.O. Minor Tank No.2 H.F.O. Tank
Port 411.0 m3
Starboard 153.7 m3 Starboard 346.9 m3
QR10 QR7 QR8 QR24

QR9
AT107
D.O. Tank QR23 D.O. Tank

Port 55.1 m3 Starboard
74.4 m3
AT7 AT8
QR14
QR28 QR40
QR15
QR13
F.O. Transfer
Pump
50m3/h QR12 QR19
P P
D.O. Transfer D.O. Service

QR81 Pump
Tank 33.7 m3
50m3/h
H.F.O. Settling H.F.O. Service
To F.O. Overflow Tank 51.2 m3 Tank 38.4 m3 PV PV To D.O. Tank
Tank (Port)
Key
QR37 QR36
QR39 Heavy Fuel Oil
QR1 QR18
To D.O. Purifier
Pump
To H.F.O. Purifier From F.O. Overflow Diesel Oil
Pump QR44 Tank QR11 QR17 QR38
QR16
QR41 QR6
Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems Page 1

2.7 Fuel Oil and Diesel Oil Transfer Systems Heavy Fuel Oil Tanks h) Level alarms fitted to bunker tanks should be tested prior to any
bunker loading operations.
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System Compartments Location Capacities (m3)
i) Verify that all lines are sound, by visual inspection.
Frame Full 98% Full
Fuel Oil System
No.1 H.F.O. Tk (P) 42-44 217.7 213.3 j) Complete pre-transfer check list.
Introduction
No.1 H.F.O. Tk (S) 42-44 217.7 213.3 k) All personnel involved should be aware of the contents of the
Fuel oil, for all purposes on board the ship, is stored in four fuel oil bunker No.2 H.F.O. Tk (P) 36-42 411.0 402.7 Chief Engineer’s bunker loading plan.
tanks located forward of the engine room. There are two on the port side and
No.2 H.F.O. Tk (S) 36-42 346.9 340.0 l) The Chief Engineer is responsible for bunker loading operations,
two on the starboard side. From the storage tanks, fuel oil is transferred to a
fuel oil settling tank, where it is allowed to settle prior to being purified into H.F.O. Minor Tk 36-42 153.7 150.6 assisted at all times by a sufficient number of officers and ratings
the fuel oil service tank. Fuel oil is supplied to the main engine and generator to ensure the operation is carried out safely.
H.F.O. Sett.Tk (P) 36-39 51.2 50.2
engines from the fuel oil service tank. The boiler is supplied direct from the
settling tank. H.F.O. Serv.Tk (P) 36-39 38.4 37.7 m) A watch should be kept at the manifold during loading.
F.O. Overflow Tk (P) 34-38 21.8 21.3 n) Personnel involved in the operation should be in radio contact.
The fuel oil storage tanks are filled from fuel oil bunkering line connections
located at the cargo manifold. The bunkering line is fitted with a relief valve, F.O. Drain Tk (P) 34-36 6.2 6.1
which discharges into No. 1 fuel oil overflow tank. The fuel oil transfer pump o) The maximum design pressure in the bunker line should not be
F.O. Sludge Tk (Ctr) 37-38 21.6 21.1 exceeded.
is located forward on the engine room floor and is used to transfer fuel oil from
the storage tanks to the settling tanks at a rate of 45 m3/h and a pressure of Total 1486.1 1456.4
4.0kg/cm2. It is possible to use the diesel oil transfer pump for fuel oil service, p) Safe means of access to barges / shore shall be used at all times.
and vice versa in an emergency. The spectacle pieces separating the suction Preparation and Procedure for Loading and Transfer of Bunkers
lines and discharge lines are normally in the blanked position. Fuel oil is q) Scuppers and savealls (including those around bunker tank vents)
transferred to the service tank by the F.O. purifiers. Before and during bunkering, the following steps should be complied with: should be effectively plugged.
The overflow tank is fitted to collect the overflow from the settling tank in the The purpose of the following procedure is to ensure that bunkers of the correct r) Drip trays are provided at bunker hose connections.
event of overfill. The service tank overflows to the settling tank. The fuel oil specification and agreed quantity are received on board in a safe and efficient
transfer pump is used to pump the contents of the fuel oil overflow tank to the manner. s) Oil spill containment and clean up equipment must be deployed
fuel oil bunker tanks or settling tank. The fuel oil can be transferred from one and ready for use.
storage tank to another for trim or other purposes, using the transfer pump and a) Shore and barge tanks should be checked for water content.
the bunkering line. The service tank can be drained using the transfer pump. t) Loading should start at the agreed minimum loading rate. Only
b) Representative samples are to be drawn using the continuous drip upon confirmation of no leakage and fuel (only) going into the
All outlet valves from all fuel tanks are remote operated quick closing valves, method for the duration of the loading operation and dispatched nominated tanks, should the loading rate be increased.
with a collapsible bridge which can be pneumatically operated from the fire for analysis.
control station. After being tripped from the fire control station the valves must u) When topping off, the flow of oil to the tank in question should
be reset locally. Each tank is also fitted with a self closing test cock to test for c) Where possible new bunkers are to be segregated on board prior be reduced by diverting the flow of oil to another tank. In the case
water and to drain any water present. Tundishes under the self closing test cock to use until results of laboratory analysis are received. of the final tank, the loading rate should be reduced to the agree
drain any liquid to the waste oil tank. All tanks are provided with local minimum at least 20 minutes before the finishing ullage is
temperature indication, plus remote level indication in the control room. The d) No internal transferring of bunkers should take place during reached.
tanks also have an overfill alarm. bunker loading operations, unless permission has been obtained
from the Chief Engineer. ! CAUTION
All fuel oil tanks are fitted with heating coils - heating steam being supplied at At least one bunker tank filling valve must be full open at all times during
7kg/cm2 from the heating steam system. Condensate from the heating coils e) The Chief Engineer should also calculate the estimated finishing the bunkering operation.
flow to the cascade tank via an oil detector and observation tank. All fuel oil ullages / dips, prior to the starting of loading.
transfer lines are trace heated by steam also at 7kg/cm2. Relevant information to be entered in the Oil Record Book on completion of
f) Bunker tanks should not exceed 98% full. loading.
g) Any bunker barges attending the vessel are to be safely moored

alongside before any part of the bunker loading operation begins.

Procedure to Load Bunkers from Shore/Barge k) Repeat above until only two tanks remain open, then signal to h) Stop the pump when the required amount of oil has been
shore to reduce the pumping rate. transferred.
a) At the bunker connection to be used, remove the blank and
connect the bunkering hose. l) When down to the final tank, signal to shore to further reduce the i) Close all valves at the end of the operation.
flow rate until the tank is full and then signal to stop.
b) Ensure that the blank on the other bunkering connections are To Transfer Fuel Oil Using the Diesel Oil Transfer Pump
secure and that the valves are closed, and drain and sampling m) Close the valve at the bunkering connection.
valves closed. Also the drip tray is empty and drain closed. a) Rearrange the spectacle pieces in the discharge and suction
n) Open the vent at the bunkering connection and allow the hose to crossover lines between the diesel oil and fuel oil pumps to the
c) Open the filling valve(s) on the fuel oil storage tanks to be filled drain back to the supplier. open position.
as shown below:
o) Disconnect the hose connection and replace the blank. b) Open the diesel oil transfer pump suction valves QR18 and QR11.
Description Valve
No.1 Port H.F.O. Bunker Tank AT2 p) Close the tank filling valves. c) Open the diesel oil transfer pump discharge valves QR19 and
QR15.
No.2 Port H.F.O. Bunker Tank AT3
To Transfer Fuel Oil using the Fuel Oil Transfer Pump
No.1 Starboard H.F.O. Bunker Tank AT5 d) Open the selected storage tank suction valve.
a) At the tank to be transferred from, open the self- closing test cock
No.2 Starboard H.F.O. Bunker Tank AT6
to test for the presence of water, and then close it again when all e) Open the selected tank inlet valve.
H.F.O. Minor Tank AT4 water has been drained.
f) Ensure all diesel tank inlet valves are closed.
d) Open the valve at the selected bunkering connection at the cargo b) Open the suction valves (as shown below) from the storage tank
manifold and the aft isolating valve.as shown below: to be transferred: g) Start the diesel oil transfer pump and follow the previous
Description Valve procedures.
Description Valve
Port Forward Manifold Valve AT17 H.F.O. Overflow Tank QR68
Starboard Forward Manifold Valve AT18 ! CAUTION
No.1 Port H.F.O. Bunker Tank QR9
Ensure that all fuel oil is flushed out of the diesel oil transfer pump prior
Port Aft Manifold Valve AT15 No.2 Port H.F.O. Bunker Tank QR10 to restoring it to diesel oil service. This can be achieved by opening the
diesel oil suction, and then pumping for a few moments with a discharge
Starboard Aft Manifold Valve AT16 No.1 Starboard H.F.O. Bunker Tank QR8
to the fuel oil tanks open. Before starting the pump to transfer diesel oil,
After Deck Isolating Valve AT109 No.2 Starboard H.F.O. Bunker Tank QR24 make absolutely sure that all discharges to the fuel oil system are securely
closed and spectacle pieces in the suction and discharge are restored to the
e) Establish effective communication between the control room and H.F.O. Minor Tank QR7 closed position.
the bunkering station.
Master Valve for Bunker Tanks QR5
f) Signal to the bunkering station to commence bunkering fuel oil at Settling Tank QR6, QR41 & QR37
a slow rate.
Service Tank QR6, QR44 & QR36
g) Check the ship to shore connection and pipeline for leaks.
c) Open the discharge valve QR14 to the settling tank.
h) Check that fuel oil is flowing into the required fuel oil storage
d) Open the fuel oil transfer pump suction valve QR1.
tank(s) and not to any other tank.
e) Open the fuel oil transfer pump discharge valve QR12.
i) Speed up bunkering to the agreed maximum rate.
f) Start the fuel oil transfer pump.
j) As the level in the first fuel oil storage tank approaches 95%,
close in the filling valve to top up the tank slowly, then close the g) Check that fuel oil is being correctly transferred, i.e. that it is
filling valve completely when the required level is reached. being transferred from the required storage tank to the designated
destination.

Diesel Oil System Preparation for the Operation of Loading Diesel Oil k) When down to the final tank, signal to shore to further reduce the
flow rate until the tank is full and then signal to stop.
Introduction The procedures for loading D.O. is the same as that previously described for
H.F.O. l) Close the valve at the bunkering connection.
Diesel oil for all purposes on board the ship is stored in two diesel oil storage
tanks located at either side of the engine room. From the storage tanks, D.O. is To Load Bunkers from Shore/Barge m) Open the vent at the bunkering connection and allow the hose to
transferred to the diesel oil service tank, using the D.O. purifier or transfer drain back to the supplier.
pump. D.O. can be supplied to the main engines, generator engines and boiler At the bunker connection to be used, remove the blank and connect the
from the D.O. service tank. The inert gas system, incinerator and emergency bunkering hose. Arrange a drip tray beneath the connection. n) Disconnect the hose connection and replace the blank.
generator tanks can be filled from the diesel oil service tank using the transfer
pump or from the main storage tanks using the purifier. a) Ensure that the blank on the other bunkering connections are o) Close all tank filling valves.
secure and that the valves are closed, also ensure that the drain
The diesel oil storage tanks are filled from a diesel oil bunkering line located and valves closed. To Transfer Diesel Oil using the Diesel Oil Transfer Pump
at the cargo manifold. The diesel oil transfer pump is located forward on the
engine room floor and is used to transfer D.O. from the storage tanks to the b) Open the filling valve(s) on the diesel oil storage tanks to be a) Open the suction valve from the storage tank to be transferred.
service tanks at a rate of 50m3/h and a pressure of 4.0kg/cm2. It is possible to filled.
use the fuel oil transfer pump for diesel oil service, and vice versa. Description Valve
Description Valve
The D.O. service tank overflows to the port D.O. storage tank. Port D.O. Storage Tank QR28
Port Storage Tank Filling Valve AT7
Starboard D.O. Storage Tank QR40
Diesel Oil Tanks
Starboard Storage Tank Filling Valve AT8
Secondary Valve from Storage Tanks QR16
Compartments Location Capacities (m3)
c) Open the valve at the bunkering connection at the cargo manifold. D.O. Service Tank QR39, QR 38 & QR17
Frame Full 98% Full
D.O. Service Tk 33-36 33.7 33.0 b) Open the inlet valve of the tank to be filled.
Description Valve
D.O. Storage Tk (P) 21-42 55.1 54.0 Port Manifold Valve AT11 c) Open the diesel oil transfer pump suction valve QR18.
D.O. Storage Tk (S) 21-42 74.4 72.9 Starboard Manifold Valve AT12
d) Open the diesel oil transfer pump discharge valve QR23.
Total 163.3 159.9 d) Establish effective communication between the control room and
the bunkering shore station. e) Start the diesel oil transfer pump.
All outlet valves from all diesel tanks, apart from double bottom tanks, are
remote operated quick closing valves with a collapsible bridge which can be f) Check that diesel oil is being correctly transferred, i.e. that it is
pneumatically operated from the fire control station. After being tripped from e) Signal to the shore station to commence bunkering diesel oil at a
slow rate. being transferred from the required storage tank to the designated
the fire control station the valves must be reset locally. Each tank is also fitted destination.
with a self-closing test cock to test for water and to drain any water present.
Tundishes under the self closing test cock, drain any liquid to the waste oil f) Check the ship to shore connection and pipeline for leaks.
g) Stop the pump when the required amount of oil has been
tank. All tanks are provided with temperature indication, plus remote level transferred.
indication in the control room. g) Check that diesel oil is flowing into the required diesel oil storage
tank(s), and not to any other tank.
h) Close all valves.
h) Speed up bunkering to the agreed maximum rate.
i) As the level in the first diesel oil storage tank approaches 95%,
close in the filling valve in order to top up the tank slowly, then
close the filling valve completely when the required level is
reached.
j) Repeat above until only two tanks remain open, then signal to
shore to reduce the pumping rate.

Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System N.C.
SR56 SR57
P P P
SR55 Heater SR54 Heater SR53 Heater
D.O. H.F.O. H.F.O.

PI PI PI Service Settling Service
Tank Tank Tank
(33.7 m3) (51.2 m3) (38.4 m3)
SR32 SR31 SR30
To F.O.
TTI
To F.O. Transfer TTI
To F.O. TTI To F.O.
Drains System Drains Drains
TTI TI System TTI TI System TT2 TI System
SR61 SR61 SR58
SR1 SR11 SR20
SR3 SR14 SR23 SR28
SR4 SR13 SR22 To F.O.

SR2 SR12 SR21
Transfer Pump
SR6
SR29
SR15
SR24 To D.O.
Transfer Pump
PS PS P PS PS P PS PS P
WM WM WM
SR16 SR25
SR5
D.O.. No.1 F.O. P No.2 F.O. P

Purifier P Purifier Purifier
F.O. F.O.
D.O.
Purifier Purifier
Purifier
Pump Pump
Pump
P P
P
SR19
SR51 SR50 SR49
SR9 SR18 SR27

Key
Fuel Oil
Marine Diesel Oil
To Clean Bilge
Water Tank
SR58
F.O. Sludge Tank
(21.6 m3)

To Transfer Diesel Oil using the Fuel Oil Transfer Pump Preparation for the Operation of the F.O. Purifier System No.2 Purifier Heater Inlet Valve SR21
a) Transfer oil to the settling tank using the transfer pump. No.2 Purifier Inlet Valve SR20
! CAUTION
Ensure that all fuel oil is flushed out of the fuel oil transfer pump prior to No.2 Bypass Valve to F.O. Settling Tank SR22
using it on diesel oil service. This can be achieved by opening the diesel oil b) Check the level of oil in all F.O. tanks.
Recirculating Inlet Valve to F.O. Settling Tank SR57
suction and then pumping for a few moments with a discharge to the fuel
oil tanks open. Before starting the pump to transfer diesel oil, make c) Open the self closing test cock on the settling tank, and then close No.2 Recirculating Valve to F.O. Settling Tank SR23
absolutely sure that all discharges to the fuel oil system are securely it again when all water and sediment has drained.
No.2 Purifier Outlet Valve SR24
closed.
d) All valves in the purifier system should be closed.
(Note ! By operating the crossover valves the above configuration can be
a) Rearrange the blanks in the crossover, between the D.O. and altered.)
H.F.O. pump discharge and suction connections, to the open e) Open the valves as shown in the table below depending upon the
position. services selected, purifier selected, heater selected and F.O. feed
b) Open the instrument air supply to the purifier to be used.
pump selected.
b) Open the H.F.O. transfer pump suction valves QR11 and QR1. Normal operation is carried out using either No.1 or No.2 purifier with c) Ensure the purifier brake is off and the purifier is free to rotate.
associated heater and feed pump. The suction is taken from the settling tank
c) Open the H.F.O. transfer pump discharge valves QR12 and QR15. and discharged to the service tank. Flow should be regulated to maintain the d) Ensure that the correct gravity disc is fitted.
level in the service tank with the main and auxiliary engines in use.
d) Start the H.F.O. transfer pump and follow the previous procedure. e) Check the purifier gearbox lubricating oil level is correct.
Operation of the H.F.O. Purification System
2.7.2 Fuel Oil and Diesel Oil Purifying System f) Check that the strainers are clean.
a) With all valves in the system closed, open the valves listed below.
No. of sets: 3 g) Supply tracing steam to the pipelines in use.
Capacity: 2.025 litres/h Description Valve
h) Start the purifier feed pump to be used. Oil will circulate back to
Each fuel oil purifier has a feed pump and heater, and there are cross No.1 Purifier and No.1 feed pump in use the settling tank.
connections, which allow the feed pumps, heaters and purifiers to be used in F.O. Settling Tank Outlet Valve QR37
any configuration. The purifier feed pumps take suction from the settling tank i) Slowly open the steam supply to the heater to be used. Close in
and discharge through the heat exchanger to the purifier and then to the fuel oil Line Valve to Purifiers SR29 the valve SR13 or SR22. This will force the F.O. to circulate
service tank. The heater uses steam at 7 kg/cm2 to heat the fuel oil up to a No.1 Purifier Feed Pump Suction Valve SR18 through the heater and the purifier by means of a the three-way
temperature of 98°C using a temperature control loop which controls the steam control valve, back to the settling tank.
supply to the heater. A control valve at the inlet to the purifier diverts the fuel No.1 Purifier Feed Pump Discharge Valve SR16
oil back to the heater inlet while the oil is heating up and until the purifier is j) Set the steam temperature control valve to the required
No.1 Purifier Heater Inlet Valve SR12
ready for use. temperature.
No.1 Purifier Inlet Valve SR11
Three purifiers are supplied with one purifier designated as the D.O. purifier k) Open the domestic fresh water supply to the fuel oil purifiers.
No.1 Bypass Valve to F.O. Settling Tank SR13
and two as the H.F.O. purifiers. The three purifiers can be used for H.F.O. or
D.O. duty by changing over spectacle pieces. Recirculating Inlet Valve to F.O. Settling Tank SR57 l) Open the flushing and operating water supplies to the purifier to
No.1 Recirculating Valve to F.O. Settling Tank SR14 be used.
The centrifugal purifiers are automatically controlled with self-discharging of
sludge to the fuel oil sludge tank. No.1 Purifier Outlet Valve SR15 m) Switch on the control panel of the purifier to be used.
No.2 Purifier and No.2 feed pump in use
The bowls of the purifiers are sealed using water from the domestic fresh water n) Start the purifier to be used.
system. The same water source is used to flush the sludge from the bowl when F.O. Settling Tank Outlet Valve QR37
the automatic control mechanism switches the purifier to cleaning mode. The o) When the purifier has run up to speed and the temperature of the
Line Valve to Purifiers SR29
purifiers and their supply pumps are all locally operated, although they are F.O. is satisfactory, press the auto start button.
remotely monitored. The purifiers, pumps and heaters are all located in the No.2 Purifier Feed Pump Suction Valve SR27
purifier room. The purifier will run through the start up sequence, including a sludge
No.2 Purifier Feed Pump Discharge Valve SR25
discharge, before going on line.

The purifier inlet recirculating valve should now change position and supply D.O. Purification System
F.O. to the purifier bowl.
With all valves in the system closed, open the valves listed below.
Flow can be regulated using the recirculating valves SR13 or SR22 on the feed
pump discharge.
Description Valve
p) Check that the purifier is operating correctly and that there is D.O. Settling Tank Outlet Valve QR39
adequate throughput.
D.O. Purifier Line Suction Valve SR08
q) Ensure that there is no abnormal discharge from the water outlet D.O. Purifier Feed Pump Suction Valve SR09
or sludge discharge.
D.O. Purifier Feed Pump Discharge Valve SR02
r) Ensure the water outlet alarm is set correctly, allowing only D.O. Purifier Heater Inlet Valve SR62
nominal water discharge. If set incorrectly, loss of seal will cause
D.O. Purifier Inlet Valve SR01
F.O. loss.
D.O. Bypass Valve to D.O. Settling Tank SR04
The purifier will now operate on a timer, discharging sludge at preset intervals.
Recirculating Inlet Valve to D.O. Settling Tank SR63
To stop the purifier D.O. Recirculating Valve to H.F.O. Settling Tank SR03
D.O. Purifier Outlet Valve SR05
a) Press the auto-stop button on the control panel.
Operate the D.O. purification system as above without using trace heating and
The purifier will commence the shut-down sequence and then stop. steam preheating.
b) Apply the brake during run down period. The D.O. purifier can be operated using F.O. by altering the three spectacle
pieces and changing the gravity disc.
c) Shut off the tracing steam.
When changing back to D.O., ensure the lines are flushed back to the F.O.
d) Shut off the steam supply to the heater. settling tank before resetting the spectacle piece on the recirculating line.
e) Stop the feed pump.
f) Shut off the water supplies.
g) Shut all valves when the pipeline contents have cooled.

TIC
Illustration 2.8.1a Main Engine Lubricating Oil System
RS16
Cylinder
M/E Auto Back L.O. Pump
Flushing L.O. Filter Cyl. Oil
RS1 RS17 Service Tank P V
RS23
TI TI
RS32 RS33 RS34 RS35
Camshaft M/E RS25

L.O. RS2 L.O. RS18 RS24
Cooler TI RS3 Cooler TI
RS51
Camshaft L.O. RS13
RS4 RS19
Auto Back
Flushing Filter
RS5 RS20 RS21
P RS43
No.2 No.1
Cyl. L.O. Cyl. L.O.
RS44 Storage Tank Storage Tank
RS22
P Bypass
(20.0 m3) (20.0 m3)
Filter RS45
RS36 RS36
To L.O. RS14 To L.O.
Drain Tank Drain Tank
PI
PS
RS15 PS
RS28
To L.O. Key
Drain Tank PI Main
RS7 RS8 RS29 Engine
B&W RS38 C.J.C. Filter Unit Lubricating Oil
5S 50MC For Stuffing Box
P P Camshaft
L.O. Pumps P P
No.1 No.2 RS39
M/E L.O. LAL

Main L.O. Pumps Sump Tank
V V 165 m3/h
C.J.C. Filter Unit
For Camshaft
RS9 RS10
To L.O.
P PS Drain Tank
RS11 RS12
LAH LAH
Stuffing Box Stuffing Box Main Engine
M/E Camshaft To L.O.
Drain Circulating Scavenge
L.O. Sump Tank Drain Tank
Tank Tank Air Box
Drain Tank
To L.O.
Drain Tank
RS30
Issue: 1 2.8 Lubricating Oil Systems Page 1

2.8 Lubricating Oil Systems Procedure for Operation of the Main Engine Lubricating Oil System Camshaft Lubricating System
a) Check the level of oil in the main engine sump and top up if A separate lubricating oil system supplies lubricating oil at a rate of 98.3 l/min
2.8.1 Main Engine Lubricating Oil System
necessary. and at a pressure of 3.5 kg/cm2 to the camshaft bearings and cam followers and
The Main Engine has its own lubricating oil systems, described as follows: exhaust valve actuators.
b) Supply steam to the main engine sump heating coil.
There are three separate lubricating oil systems: Two horizontal gear type pumps supply the oil through a cooler and filter to
c) Ensure all pressure gauge and instrumentation valves are open. the camshaft lubricating oil supply rail. One of the two pumps will normally
1. Main lubricating oil system, which supplies lubricating oil under pressure be running, with the other pump on standby, which will start in the event of
d) Set up valves as shown in the tables below: running pump discharge pressure failure, or voltage failure.
from the sump to the crankshaft and crosshead bearings. It also supplies
cooling oil to the piston cooling spaces and turbocharger bearings. Position Description Valve
The cooler is circulated with cooling water from the central low temperature
Open No.1 L.O. Pump Discharge Valve RS28 fresh water cooling system. All oil supplied to the camshaft bearings is filtered
2. Camshaft lubricating oil system, which supplies oil under pressure to the
camshaft bearings. Open No.2 L.O. Pump Discharge Valve RS29 in a duplex filter. In addition to this a C.J.C. fine filter circulates oil in the
camshaft lubricating oil drain tank. The camshaft L.O. drains back to the
Close Line Drain to Sump RS50 camshaft L.O. sump tank through a magnetic filter.
3. Cylinder oil system, which lubricates the cylinders and piston rings. It is a
once through system. Open L.O. Inlet Valve to Cooler RS18
Preparation for the Operation of the Camshaft L.O. System
Main Lubricating Oil System Open L.O. Outlet Valve from Cooler RS19
Open Auto Filter Inlet Valve RS23 a) Check the level of oil in the camshaft drains tank and top up if
Main Lubricating Oil Pumps necessary.
Open Auto Filter Outlet Valve RS24
No of sets: 2 Close Auto Filter Bypass Filter Inlet Valve RS21 b) Ensure all pressure gauge and instrumentation valves are open.
Capacity: 165m3/h at 4.7 kg/cm2
Close Auto Filter Bypass Filter Outlet Valve RS22 c) Set up valves as shown in the tables below:
Two vertical centrifugal pumps located aft of the main engine at engine room Open M.E. L.O. Inlet Valve Position Description Valve
floor level, supply oil through non-return valves at a rate of 165 m3/h and a
pressure of 4.7 kg/cm2. Oil is directed to all the main bearings, connecting rod e) Start one main L.O. pump. Open No.1 Camshaft L.O. Pump Suction Valve RS9
and crosshead bearings plus other internal running gear, such as the camshaft Open No.1 Camshaft L.O. Pump Discharge Valve RS6
chain drive, thrust bearing and turbocharger. f) Put the auto backflush filter on line.
Open No.2 Camshaft L.O. Pump Suction Valve RS10
Oil from the crosshead is supplied to the cooling spaces of the piston, and g) Lubricating oil is now being supplied to the piston cooling oil
spaces, crossheads and bearings turbocharger bearings. Open No.2 Camshaft L.O. Pump Discharge Valve RS7
down the connecting rods to the bottom end bearings. The oil drains from the
crankcase back to the L.O. sump. One of the two pumps will normally be Open Fine Filter Inlet Valve RS11
running, with the other pump on stand-by, set to start in the event of the failure h) Supply cooling water to the L.O. cooler.
Open Fine Filter Outlet Valve RS12
of the running pump discharge pressure, or voltage failure.
i) Switch other pump to standby. Open L.O. Cooler Inlet Valve RS4
The pumps discharge through a cooler where a 3-way valve controls the Open L.O. Cooler Outlet Valve RS2
temperature by directing the oil through or bypassing the cooler. The oil is then j) Shut steam off the sump heating coil when the engine is in use.
passed through an automatic back flush filter before the oil is supplied to the Closed L.O. Cooler Bypass Valve RS3
main engine. The auto-filter automatically back-flushes itself when the Stuffing Box Drain System
pressure differential across it rises to 0.7 kg/cm2. An alarm is activated if the d) Supply cooling water to the camshaft L.O. cooler.
differential pressure reaches 0.9 kg/cm2. A bypass filter is supplied for use Any leakage from the piston-rod stuffing box is drained to the stuffing box
drain tank. When there is sufficient quantity, the oil is transferred to the e) Check the condition of the filters.
when the backflush filter is shut down for maintenance. Drains from all the
bearings are led to the main engine sump. adjacent circulating tank using the L.O. purifier or L.O. transfer pump.
Circulation is continued through the purifier until all impurities are removed. f) Switch the other pump to standby operation.
The oil is then processed through the C.J.C. fine filter, either by circulating
back to the circulating tank or to the main engine sump. g) Start the fine filter circulating pump.

Cylinder Oil System g) Ensure that all the cylinder oil injection points are receiving equal
quantities.
High alkaline lubricating oil is supplied to the main engine cylinders on a once
through basis in order to lubricate the piston rings and to reduce wear and
counteract the acidity of the products of combustion.
Each cylinder of the engine is fitted with six oil injection pumps which pump
a measured quantity of cylinder lubricating oil on each stroke of the engine into
injection ports through the cylinder walls in order to supply oil to the running
surface of the cylinder liner. The oil is injected when the piston rings are
passing the injection ports on the compression stroke. The flow to the cylinders
is monitored by a no-flow alarm.
The oil is supplied under gravity and through filters from a daily use tank,
which is topped up daily from one of the cylinder oil storage tanks. The storage
tanks are filled from filling connections at the accommodation side-wall on
both port and starboard side.
Preparation for the Operation of the Main Engine Cylinder Lubricating

Oil System
a) Top up the cylinder oil storage tank. This can be done from the
No.1 or No.2 storage tanks using the cylinder L.O. pump.
b) Note the reading of the tank for measuring purposes.
c) Set up the valves as in the table below.

Closed No.1 M.E. Cylinder Oil Storage Tank

Outlet Valve RS37
Closed No.1 M.E. Cylinder Oil Storage Tank
Outlet Valve RS36
Closed Daily Use Tank Bypass Valve
from Storage Tank RS51
Open Run Down Valve from Daily Use Tank RS32
Open Filter Inlet Valve RS43
Open Filter Outlet Valve RS45
d) Ensure the daily use tank outlet filters are clean.
e) Check the consumption on a daily basis. Ensure the consumption

does not drop below the manufacturer's recommendations. False
economy will result in excessive piston ring and cylinder wear
and sticking rings.
f) Check the condition of liner and piston rings, especially during

the running-in period. If there are any signs of dryness the
consumption should be increased.

Illustration 2.8.2a Stern Tube Lubricating Oil System
Stern Tube
Head Tank
LAL
US1 US2
US4 US3
Forward
Seal LAL
US11
Head
Tank
N.C. US10
Aft LAL
US7 Seal
Head
US12
Tank
US6 US5 US8
P PV P
Aft Seal Stern Tube
Pump Pump
(0.5m3/h)
PV
US13
US16
N.C. N.C.
US17 US14
N.C. To L.O.
Transfer and
N.C. US15 N.C. US9 Purifying Systems
Stern Tube L.O
Sump Tank
LAL
Key
Lubrication Oil

2.8.2 Stern Tube Lubricating Oil System Forward Seal
The stern tube is lubricated by its own L.O. system.
Open Outlet from Forward Seal Header Tank US10
The stern tube is sealed by a set of lip seals at the forward and aft end.
Open Inlet to Forward Seal Header Tank US11
An aft seal L.O. circulating pump feeds the oil chamber between No.2 and Stern Tube
No.3 seal rings at the top of the chamber. The oil returns to the aft seal tank
from the bottom of the chamber. The head of the seal tank is sufficient to Position Description Valve
prevent ingress of sea water. The aft seal header tank is filled from the stern Open Outlet Valve from Sterntube Header Tank US3
tube header tank.
Closed Drain to L.O. Sump Tank US14
The forward seal is naturally circulated through its own header tank and is Open Inlet to Stern Tube US16
separate from the main stern tube system.
Open Outlet from Stern Tube US1
The stern tube is lubricated and sealed by oil from the stern tube header tank, Open Inlet to Stern Tube Header Tank US2
which is set at an optimum height to prevent ingress of sea water. The oil is
naturally circulated from the header tank to the bottom of the forward bearing. Closed Drain from Stern Tube US17
The oil is free to flow from the top of the forward and aft stern tube bearings
to the header tank. The return line is permanently vented. c) Start the aft seal circulating pump.
The header tank is filled from the stern tube L.O. tank using the stern tube d) Check the L.O. tank level by operating the self-closing valves at
transfer pump. The header tank overflows to the stern tube via a sight glass. the top and bottom of the tank gauge glass. If necessary replenish
the tank by supplying L.O. from the stern tube L.O. tank via the
The system has an L.O. sump tank where the system can be drained during stern tube transfer pump.
refit. This tank can give suction to the L.O. purifier or L.O. transfer pump for
purification direct or transfer to the M.E. L.O. settling tank. The purifier e) Check the system for water at regular intervals.
discharges back to the sump tank. The L.O. tank can be topped up from the
M.E. L.O. storage tank. f) Take sample for analysis from the sampling cock at regular
intervals.
Procedure for the Preparation of the Stern Tube L.O. System
The system is continuously operated, as above, both in port and at sea.
a) Ensure that all instrumentation valves are open.
b) Set valves as shown in the tables below:
Aft Seal
Open Aft Seal Circulating Pump Discharge Valve US6
Open Aft Seal Circulating Pump Suction Valve US5
Open Aft Seal Circulating Pump Bypass Valve US7
Closed Header Tank Filling Valve US4

Illustration 2.8.3a Lubricating Oil Purifying System
From L.O.
Transfer Pump
SS38 P TI SS39 P TI SS40 P TI
SS41 A/E L.O. No.3 Auxiliary

Sump Tank Engine No.1 M/E Purifier No.2 M/E Purifier A/E Purifier
A/E L.O. M/E L.O. M/E L.O.
QS4 Storage Tank Settling Tank Storage Tank L.O. Heater L.O. Heater L.O. Heater
(11 m3) (13 m3) (30 m3)
QS1 QS2 QS3
SS35 SS36 P SS37 P
SS42 A/E L.O. No.2 Auxiliary P

Sump Tank Engine QS31
QS5 SS32 SS33 SS34
A.E. L.O.
Measuring
Tank
(200 Litres)
SS43 A/E L.O. SS29 SS30 SS31
No.1 Auxiliary
Sump Tank
Engine
QS6
Main Engine Main Engine Auxiliary Engine
SS44 No.1 L.O. No.2 L.O. L.O.
Purifier Purifier Purifier
SS11 SS15 SS20 SS28
SS12 SS13 SS14 SS19 SS16 SS17 SS18

A/E L.O.
P Purifier P
To L.O. Feed Pump
Transfer Pump
To L.O.
Transfer Pump SS21 SS22
SS8 SS9
P P
QS20 QS21
No.1 M/E No.2 M/E
L.O. Purifier L.O. Purifier
SS46 Feed Pump
QS22 Feed Pump
QS29 QS30 P
QS40 P
Piston Rod
L.O. Tank SS3 SS7
M/E L.O. S/T L.O. Camshaft
Sump Tank Sump Tank SS1 SS2 SS4 SS5 SS6 SS7
L.O. Tank
A/E L.O.
(12.5m3) (0.5m3) No.1 No.2
Overflow Tank
QS25 QS26 QS27 QS28
Key
Lubricating Oil

2.8.3 Lubricating Oil Purifying System Main. Engine L.O. System A.E. and Auxiliary L.O. System
Main L.O. Purifiers Using No.2 separator and No.2 feed pump. System Suction Valves
Capacity: 1000 l/h Open No.2 Feed Pump Suction Valve SS6
No. of sets: 2 Position Description Valve
From Camshaft L.O. tank
Aux Engine L.O. Purifier System Suction Valves
Capacity: 300 l/h Open Tank Suction Valve QS28
No. of sets: 1 From M.E Sump
From Piston Rod Drain Tanks
There are three centrifugal self-cleaning lubricating oil purifiers fitted. The two Open Purifier No.2 Feed Pump Suction Valve Open Drain Tank Suction Valve QS26
larger purifiers can be used on the main and auxiliary engines and the auxiliary from M.E. Sump SS5
Open Circulating Tank Suction Valve QS27
services. Open M.E. Sump Suction Valve SS46
From Stern tube L.O.Tank
The smaller one is used only for the auxiliary engines and the associated L.O. From Stern tube L.O. Sump Tank
overflow tank. Open Stern Tube L.O. Tank Suction Valve QS25
Open Purifier Feed Pump Suction Valve
The purifiers can be run simultaneously on different services. They can be used From Auxiliary Engines
from Stern tube QS29
for batch purification, or for continuous purification.
From Storage and Service Tanks Open No.2 Purifier Feed Pump Suction Valve
The auxiliary engine sumps would normally be purified during shut down of from Auxiliary Engines SS7
the engine. A purifier will normally be in use on the main engine sump while Open Purifier Feed Pump Suction Valve
the main engine is running. The lubricating oil purifiers are supplied by L.O. from Storage and Settling Tanks SS4 or A.E. L.O. Overflow Tank
feed pumps through a heater. The purifiers and heaters are both located in the Outlet Valve SS45
Open Suction Valves from Storage Tank QS3 & QS31
purifier room. From A.E. Sumps
Open Suction Valve from Settling Tank QS2
Instrument air is supplied to the purifiers to control the supply of oil to the Open No.1 A.E. Sump Suction Valve QS6
bowl and the automatic discharge facility. Domestic fresh water is supplied for Purifier Valves
sealing and flushing purposes. Open No.2 A.E. Sump Suction Valve QS5
Open No.2 Purifier Feed Pump
Open No.3 A.E. Sump Suction Valve QS4
The purifiers take suction via the L.O. feed pumps and discharge to the Discharge Valve SS9
following systems: To A.E L.O. Sumps
Open No.2 Purifier Heater Inlet Valve SS36
Main engine system settling tank Open No.2 Purifier Discharge Valve to A.E. SS19
Open No.2 Purifier Heater Outlet Valve SS39
Main engine lubricating oil sump tank Open Inlet to No.1 A.E. Sump SS43
Open Purifier Flow Regulating Valve Outlet
Piston rod L.O. circulating tank to Purifier Bypass SS27 Open Inlet to No.2 A.E. Sump SS42
Auxiliary engine sumps Open No.2 Purifier Outlet Valve SS15 Open Inlet to No.3 A.E. Sump SS41
Stern tube L.O. sump tank f) Open the instrument air supply to the purifier to be used.
System Discharge Valves
Camshaft L.O. tank
To M.E. Sump g) Ensure the purifier brake is off and the purifier is free to rotate.
Preparation for Batch Operation of the Purifying System
Open Discharge Valve to M.E. Sump SS17 h) Ensure that the correct gravity disc is fitted.
a) Transfer oil to the respective settling tank using the transfer pump .
or prepare to circulate the selected tank. To M.E. Settling Tank
i) Check the purifier gearbox oil level.
b) Check and record the level of oil in all lubricating oil tanks. Open Discharge Valve to M.E. Settling Tank SS16
To Stern Tube j) Check that the strainers are clean.
c) Open the self-closing test cock on the tank in use, and then close
it again when all water and sediment has drained. Open Discharge Valve to Stern tube SS18 k) Start the purifier feed pump to be used. Oil will bypass the
purifier by means of the three-way valve.
d) All valves in the purifier system should be closed.
e) Open the valves, as shown in the table below, depending on the l) Slowly open the steam supply to the heater to be used.
system and purifier selected.

m) Set the steam temperature control valve to the required Procedure to stop the purifier:
temperature.
a) Press the auto-stop button on the control panel.
n) Lubricating oil will now be circulating through the heater to the
tank selected. The purifier will commence the shut-down sequence and then stop.
o) Open the domestic fresh water supply to the lubricating oil b) Apply the brake during the run-down period.
purifiers.
c) Shut off steam supply to the heater.
p) Open the flushing and operating water supplies to the purifier to
be used. d) Stop the feed pump.
q) Switch on the control panel of the purifier to be used. e) Shut off water supplies.
r) Start the purifier to be used. f) Shut all valves.
s) When the purifier has run up to speed, press the separator control
start button.
The purifier will run through the start up sequence, including a sludge
discharge, before going on line.
The heater outlet recirculating valve should now change position and supply
lubricating oil to the purifier bowl.
Flow can be regulated using the bypass valves (SS27 for No.2 purifier and
SS26 for No.1 purifier).
t) Check that the purifier is operating correctly and that there is

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

or sludge discharge.
v) Ensure the water outlet alarm is set correctly allowing only

nominal water discharge. If set incorrectly, loss of seal will result
in L.O. loss.
The purifier will now operate on a timer, discharging sludge at preset intervals.

Illustration 2.8.4a Lubricating Oil Filling and Transfer System
A/E L.O. No.3 Auxiliary

Sump Tank Engine
QS4
M/E L.O. M/E L.O.

Settling Tank Storage Tank
A/E L.O. (13 m3) (30 m3)
No.2 Auxiliary
Sump Tank Engine
QS2 QS3
QS5
QS31
A/E L.O.
No.1 Auxiliary
Sump Tank
QS6 Engine
QS9
To L.O.
Purifier
P P Feed Pump
To L.O.
To A/E Sludge Tank
L.O. Purifier
Feed Pump QS12 L.O.
Transfer Pump
QS13 (5 m3/h) Key
Lubricating Oil
QS15 QS16 QS17 QS18 QS19

To M/E
L.O. Purifier
Feed Pump
QS24
QS22 QS23
Piston Rod
L.O. Tanks To M/E
M/E L.O. S/T L.O. Camshaft L.O. Purifier
Sump Tank Sump Tank L.O. Tank Feed Pump
A/E L.O. L.O. (12.5m3) (0.5m3)
Overflow Tank Drain Tank No.1 No.2
(5m3)
QS25 QS26 QS27 QS28

2.8.4 Lubricating Oil Filling and Transfer System Piston rod drain tank From L.O. Drain Tank
Piston rod circulating pump Open Pump Suction Valves from L.O. Drain tank QS16
Lubricating oil is stored in the following main storage tanks, located in the
engine room: Camshaft L.O. tank Open L.O. Drain tank Suction Valve QS23
M.E. L.O. Sump Tank The pump discharges to: From Auxiliary Systems
No.1 Cylinder Oil Storage Tank L.O. sludge tank Open Pump Suction Valve from Auxiliary Systems QS18
No.2 Cylinder Oil Storage Tank Main engine lubricating oil settling tank. Open Stern tube L.O. tank Suction Salve QS25
M.E. System Oil Storage Tank System Oil Settling Tank or Piston Rod L.O. Drains Tank
! CAUTION
Auxiliary Engine Storage Tank Extreme care must be taken when transferring or purifying lubricating oil Suction valve QS26
to ensure that main engine oil and generator diesel engine oil do not
All outlet valves from all lubricating oil tanks are remote quick-closing valves or Piston Rod L.O. Circulating Tank
become mixed. The setting of all valves must be checked prior to starting
with a collapsible bridge, which can be pneumatically operated from the fire operations so that oil will only be pumped or purified from the intended Suction Valve QS27
control station. After being tripped from the fire control station the valves must source and to the intended destination.
be reset locally. Each tank is also fitted with a self-closing test cock to test for or Camshaft L.O. Tank Suction Valve QS28
the presence of water and to drain any water present. Preparation for the Transfer of Lubricating Oil by Transfer Pump e) Open the Discharge Valve(s) to the relevant tank:
Lubricating oil is run down from these tanks to the main engine, generator a) Check and record the level of oil in all lubricating oil tanks. Open Inlet Valve to M.E. Settling Tank QS9
diesel engines and other machinery services. The settling tank is used to allow
Open Inlet Valve to L.O. Sludge Tank QS11
the contents of the main engine to be transferred prior to being centrifuged b) Check all tank suction and filling valves are closed.
back to the sump or recirculated back to the settling tank. f) Start the L.O. transfer pump.
c) Check the suction filter is clean.
The auxiliary engines can be drained to the A.E. L.O. overflow tank for batch g) Ensure that oil is being correctly transferred.
purification. d) Open the suction valve(s) from the relevant source:
Position Description Valve h) When the required quantity of oil has been transferred, stop the
Heating coils are fitted to the lubricating oil settling tanks. All storage tanks are pump and close all valves.
filled from connections on both sides of the upper deck - one for each grade of A.E. L.O. System
oil. i) Check and record the levels in all lubricating oil tanks and record
Open Pump Suction Valve from A.E. System QS19
the amount of oil transferred.
The lubricating oil transfer pump is used to transfer lubricating oil from one
Open No.1 A.E. Sump Suction Valve SS43
part of the ship to another. Its duties include batch transfer of lubricating oil
or No.2 A.E. Sump Suction Valve SS42
from the main and auxiliary engine sumps to the lubricating oil settling tanks or No.3 A.E. Sump Suction Valve SS41
prior to batch purification. or A.E. Overflow Tank Suction Valves QS15 & QS22
The pump can take suction from: From M.E. Storage Tanks
Main engine sump Open Pump Suction Valves from

M.E. Storage Tank QS19, QS31 & QS3
Stern tube lubricating oil drain tank
Auxiliary engine sumps or Settling Tank Suction Valve QS2
Auxiliary engine lubricating oil overflow tank From M.E. Sump
Auxiliary engine lubricating oil storage tank Open Pump Suction Valves from M.E. Sump QS24
Main engine lubricating oil settling tank Open M.E. Sump Suction Valve QS24
Main engine lubricating oil storage tank

L.O. drain tank

Illustration 2.9.1a Engine Room Bilge System

L.O
Sludge F.O
Tank Sludge
QD104? Tank
QD45
QD3 QD77 QD78
Aft of The QD76 QD104?
Bilge
Sea Chest Alarm QD83
QD79 To Bilge Well QD105

Bilge Water QD84
QD80 Separator
To Sea Water QD32 QD33 Port
P QD85 Cooling System
QD20 Forward
Bilge Well
QD36
QD86 QD38 LAH

QD82
QD101
QD17 To Shore Connection
Fuel Oil of Sludge QD34
Sludge Tank PI QD7 QD37
QD30
From Fresh Water Bilge Water
System In Engine Room Pump
5 m3/h To Fire Main
P PI
PI QD39
Bilge, Ballast QD23 From Port
Main Fire and Fire Pump
Forward
Fresh Water Tanks Pump 160/280 m3/h
Bilge Well
Emergency QD102 160/280 m3/h
P P
Fire Pump From From Sea
Steering Gear Room QD8 QD9 QD10 Ballast
Room Water Cross
System QD27
Connection
Main
QD103 QD28
From Main Sea QD103
Aft Peak
Water Cross Pipe QD21
Tank QD12
QD1 QD25 QD26
QD2
QD22
QD16 QD91 QD18 QD15 QD19
QD41
QD14
QD6 QD59 Main Cooling
QD4 Sea Water
BG34
Bilge Well Pump
LAH For Both Clean
Aft and Dirty Tanks To To
Into Into Clean Dirty LAH
Clean Dirty Well Well Floor Plates
LAH From Dirty Tank Tank LAH Key
Tank
From Clean
Tank BM014V Starboard
Sea Water Forward
LAH Bilge Well
For Both
Bilge Wells Emergency Bilge Water
Bilge Suction
Bilge Water Tanks (Clean Tank on Port Side and Dirty on Starboard Side) Bilge Wells (Clean Tank on Port Side and Dirty on Starboard Side) Fresh Water
Issue: 1 2.9 Bilge Systems Page 1

2.9 Bilge Systems Bilge Water Pump Procedure for the Operation of Pumping Bilges to the Holding Tank
2.9.1 Engine Room Bilge System and Bilge Separator No.of sets: 1 a) Check that the strainers and strum boxes are clean.
Capacity: 5m3/h at 3.3 kg/cm2
Introduction b) Open one of the following suction valves.
A bilge water pump is supplied, which can discharge to the sludge shore
The following pumps supply the auxiliary seawater services and, if require, discharge line and the bilge holding tank. If necessary, the bilge holding tank
Description Valve
can pump bilges to the bilge tank or overboard in an emergency. can be pumped either to the cargo residual tank or ashore when in port.
Port forward bilge well QD21
Bilge, Ballast and Fire Pump The bilge water pump will normally discharge through the bilge water
Starboard forward bilge well QD22
separator when at sea.
No.of sets: 1 Bilge centre QD59
Capacity: 160/280 m3/h at 110/45 mth This pump can take suction from:
Bilge well aft port. QD14
The bilge main system
Main Fire Pump Bilge well aft starboard QD15
The sea
Bilge aft well. QD4
No.of sets: 1 Clean bilge holding tank
Capacity: 160/280 m3/h at 110/45 mth Clean bilge tank. QD91
Bilge Holding Tank
Two vertical self-priming pumps are provided with bilge suctions for c) Open the bilge water pump suction valve from the bilge main
emergency use. Both pumps are equipped with a vacuum pump driven by the QD9.
The bilge holding tank collects bilges and drains whilst in port. It is discharged
main pump via a friction coupling. When pressure is detected at the discharge through the separator when at sea. The tank is divided into two parts - one
of the pump, the vacuum pump drive is disconnected. d) Open the bilge water pump discharge QD17.
clean and one dirty. A pipe connects the bottom of the dirty tank to the top of
the clean bilge tank. The bilge water pump takes suction from the clean side
Both pumps can pump from the port bilge well using a common direct suction. e) Open the bilge water pump discharge to the holding tank QD18.
and the sludge pump takes water from the dirty side.
or from the following bilge main connections:
f) Start the bilge water pump.
Oily Water Separator
Port forward bilge well
Starboard forward bilge well The pump can be primed by temporarily opening the pump sea suction valves
Maker: Blohm & Voss
QD10 and QD12.
Type: Turbulo
Bilge centre
g) Before the bilge well in use loses suction, open the valve on
Bilge well aft port The Turbulo separator is designed as a gravity separator, where oil is separated
another well and close the one in use.
in two stages, using the specific gravity characteristics of the oil and water.
Bilge well aft starboard
Bilge water is drawn into the first stage, where preliminary de-oiling takes
Bilge pumping should be monitored constantly, as running dry will damage the
Bilge aft well place. A coalescer provides treatment in the second stage.
pump.
Clean bilge tank
When oil is detected in the separator, it is automatically discharged to the
h) When all wells are dry, stop the pump and close all valves.
Both pumps also take suction from the sea. sludge tank by means of a solenoid valve. A heater in the upper part of the
separator assists separation.
Both pumps discharge through a common overboard on the port side.
If the outlet from the separator contains an excessive oil content, it is recircu-
! CAUTION lated back to the bilge holding tank by means of the automatic three-way valve.
The overboard discharge is not to be used for discharging bilges unless
under emergency conditions. High level alarms are fitted in each bilge well.
Both pumps discharge to the fire and foam system and also to the aft peak tank. ! CAUTION
The O.W.S is designed to separate oil from water not water from oil. i.e. if
the discharge from the O.W.S. contains excessive amounts of oil it will
render the equipment useless and result in unnecessary maintenance.

Illustration 2.9.3a Bosun Store and Chain Locker Bilge System
Port Hawse
Pipe
Port Chain Locker

JX35
Forward Deck JX31
JX72 JX37
JX29
JX25
JX28
Bosuns Store
Under Forward Deck

From
Main Deck
Fire Main
JX27
JX26
JX24
JX30
JX38
JX34
JX36
To Bow Starboard
Thruster Forward Deck Chain Locker
Room JX71
Starboard
Hawse
Key
pipe
JX31 Deck Fire Water
JX32
Bilge
Bow Thruster
Room Bilge

Procedure for the Operation of Discharging the Clean Bilge Tank In Port or Coastal Waters 2.9.2 Pump Room Bilge System
through the O.W.S
Any bilges which require pumping, when in port should only be pumped to the A bilge eductor driven by sea water from the fire main is used to drain the
a) Open the following valves. bilge holding tank using the engine room bilge transfer pump. The contents of ballast pump room bilges. There are two suctions Those being the port and
the bilge holding tank can then be processed when the vessel is in open water. starboard pump room bilge suctions. The two pumproom bilge suctions are
Description Valve normally open, in case flooding of the pump room makes the valves inaccessi-
At Sea ble.
Inlet Valve to O.W.S. from:
The engine room bilges and the contents of the bilge holding tank should only High level alarms are fitted port and starboard.
be pumped overboard through the oily water separator system. Any oil will
Bilge Holding Tank QD91
then be separated out and discharged to the oily bilge tank and the clean water The bilges are normally pumped to the port slop tank.
Bilge water pump suction QD8 will be discharged overboard if it is clean enough. If it is contaminated with
oil, it will be diverted automatically back to the bilge holding tank. Procedure for Draining the Pump Room Bilges using the Bilge Eductor
Discharge valve from O.W.S. pump QD77
Overboard Discharge QD3 Set up the valves as in the following table:
b) Supply power to the O.W.S. Position Valve Description Valve

Normally Open Port Bilge Suction AD42
c) Check the oil content monitor by passing fresh water through the
sensor. Normally Open Starboard Bilge Suction AD41
Open Discharge to Port Slop Tank AD45
d) Check the reading and shut off the fresh water supply.
. Open Eductor Sea Water Inlet AD60 & AD37
Pumping sea water through the O.W.S. and then changing the suction to the
bilge holding tank can check the operation. Close AD60 followed by all other valves when suction is lost.
The clean exit water will be discharged overboard. Oil contamination of 15 2.9.3 Bosun Store and Chain Locker Bilge System
ppm or over will sound an alarm and automatically recirculate the discharge
back to the holding tank, through the 3-way valve QD76, until the water is Three bilge eductors each with a capacity of 8m3/h and driven by sea water
clean enough to discharge overboard. Any oil collected at the top of the O.W.S. from the fire main, are provided for the drainage of the bosun’s store, chain
will be discharged to the sludge tank. lockers and thruster room. Each suction point is equipped with a suction filter
and non-return valve.
e) After completion, stop the pump and close all valves.
High level alarms are fitted in the bosun's store and thruster room.
Any oil/water remaining can be discharged by the bilge pump to the sludge
discharge line by opening valve QD7. It can be pumped ashore or to the cargo Procedure for the Operation of the Forward Bilge Systems
residual tank by means of a portable hose.
a) Ensure that the suction strainers are clean and the cover joint is
Main Cooling Sea Water Pump correctly fitted.
The No.1 main cooling water pump can also pump out the bilge via the b) Start the fire bilge and ballast pump and pressurise the fire main.
emergency bilge suction valve, which is connected directly to the pump
suction. c) Open the appropriate overboard discharge valve.
WARNING d) Open the appropriate eductor suction valves.

Before any bilges are pumped directly overboard, it must first be ensured
that no local or international anti-pollution regulations will be e) Open the appropriate eductor seawater supply valve.
contravened except where safety of the ship or personnel is involved.
f) On completion, close all the above valves.

Illustration 2.10.1a Starting Air System.

Upper Deck Funnel Top
RK7
To Control
Air System
AE062 AE061 Engine Room Pump Room
To Scupper
RK112
RK9
RK112
S
Safe
Telephone
RK35 RK87 RK88 Alarm
Main
S
Engine CO2 Alarm
B&W Horn In P/R
5S 50MC Key RK60 RK61 RK63
RK100 RK99 S
PI No.1 No.2 PI Safe Tel.
Air Starting Starting Alarm For P/R
RK59 RK62 RK64
PS Air Air PS
LT Cooling Water Receiver RK106 RK103 Receiver
RK105 RK104 Control Air

No.1 Auxiliary Dryer
Engine
RK13
RK53 RK52
RK102 RK99
RK49
PI
No.2 Auxiliary RK108 RK107
Engine PS
RK14 RK51 For Low
To
Scupper RK45 RK97 RK47 P. Alarm
To Scupper
PS PS PS
RK110 RK48 RK97 RK47
RK11
RK116
No.3 Auxiliary To General Service
Engine and Control Air
RK15
RK12 RK3 RK2 RK1
PI
RK114
Oil/Water
Separator No.1 No.2 No.3
RK113
Auxiliary Main RK6 Main RK5 Main RK4
Engine Air Comp. Air Comp. Air Comp.
Air 400m3/h 400m3/h 400m3/h
Reservoir To Scupper To Scupper To Scupper
Emergency
RK115
Air QB14 QB12 QB10
Compressor
4.3 m3/h
QB13 QB11 QB9
To Scupper To Scupper
Issue: 1 2.10 Air Systems Page 1

2.10 Air Systems Procedure for the Operation of the Main Starting Air System Procedure for the Operation of the Emergency Starting Air System
a) Ensure all pressure gauge and instrumentation valves are open. Emergency start air compressor and auxiliary engine reservoir in use.
2.10.1 Starting Air System
b) Check the oil level in the compressors.
Main Air Compressors All Valves Closed
c) Check the sump for water.
No of sets: 3
d) Only one reservoir should be in use at a time. The other reservoir Open Emergency Compressor Discharge Valve RK12
Type: 2-Stage F.W. Cooled Piston Type
is isolated, in order to maintain a reserve, should a pressure loss
Capacity: 105 m3/h at a pressure of 30 kg/cm2. Open A/E Starting Air Reservoir Inlet Valve RK114
occur in the system.
Emergency Air Compressor e) Set up valves as shown in the tables below. Open A/E Starting Air Reservoir Outlet Valve RK113
Open Inlet to A/E Supply Reducing Valve No.1
No of sets: 1 Nos.1, 2 and 3 Start Air Compressors Ready for Use and No.1 Start Air
Type: 2-Stage Air Cooled Piston Type Reservoir in Use Open Outlet from A/E Supply Reducing Valve No.1
Capacity: 4 m3/h at a pressure of 30 kg/cm2. Open Inlet Valves to all Three Auxiliary Engines RK13, 14, 15
All valves are considered closed.
The starting air system is supplied by three main starting air compressors, Position Description Valve
which supply the two main air reservoirs. The compressed air is used to start
Open No.1 Compressor Discharge Valve RK3
the main engine and the three auxiliary generator engines.
One emergency compressor supplies the auxiliary engine starting air reservoir.
This compressor is supplied from the emergency switchboard and is used to
supply the auxiliary air reservoir in an emergency. Starting air to the auxiliary Open No.1 Reservoir Inlet Valve RK105
engines is reduced to 9 kg/cm2.
Open No.1 Reservoir Outlet Valve to M.E. Starting Air RK100
The air reservoirs are supplied through an oil/water separator situated on the Open No.1 Reservoir Outlet Valve to Control Air System RK106
discharge from the compressors. Each compressor has an automatic drain on
Open No.1 Reservoir Outlet Valve to Aux Air Reservoir RK102
the high-pressure discharge, which opens when the compressor stops and
closes shortly after the compressor runs up to speed. This allows the Open Supply to Auxiliary Engines RK10
compressor to start and stop off load. The compressors are started and stopped
Open Supply to Auxiliary Air Reservoir RK11
by pressure switches situated on the inlet line to the main reservoirs.
Open Inlet to Auxiliary Air Reservoir RK114
Starting air is supplied from the reservoirs to the main engine. The reservoirs
Open Inlet Valves to all Three Auxiliary Engines RK13, 14, 15
supply air to all three auxiliary engines using a separate pipeline where the
pressure is reduced to 9 kg/cm2 by one of a pair of reducing valves. Open Inlet to Control Air Supply Reducing Valve RK45
The main reservoirs normally supply the auxiliary engine starting air reservoir f) Ensure that cooling water is supplied from the low temperature
and the auxiliary engines direct. cooling water system.
g) Set one air compressor to auto. The compressor will start and stop
The main compressors are cooled by the low temperature cooling water
as required, controlled by pressure switches mounted on the inlet
system. Switches at the local starter panel enable the compressors to be
line to the reservoirs.
manually started and stopped. When in remote operation, they can be arranged
for automatic operation from the control room. h) Drain any liquid from the reservoirs and oil separator.
The control air system is supplied from the starting air system through one of i) Check the operation of the automatic drain traps.
two reducing valves and an air drier.
j) Set the other main air compressors to standby.
The start air system also supplies the quick-closing valve air reservoir. The
Under normal operation conditions, only one reservoir would be in use.
system can also be crossed over to the general service system.

Illustration 2.10.2a General Service Air System.
Workshop
G.S.
RK22 RK70
Air
Comp. Upper Plat. (S)
300m3/h RK21 RK71
To Deck
To Bilge Boiler Room
RK24 Compressed Air System
RK72
To Top
El. Workshop
Of Funnel
RK73
G.S. RK35 RK65 Exh. Boiler
RK20
Air RK74
Comp. Sewage Treatment
300m3/h RK19 Unit Room
To RK75
RK23 To Bilge
Main Engine F.O. Unit Room
RK66
RK76
RK121 A.E. Room
RK77
PI
RK67 A.E. Room
To Boiler
RK78
Burner Atomising Main
RK119 RK118 A.C. Side
G.S. RK79
Air Hyd.Power
RK120 From Air Pack Station
Reservoir Start System RK80
RK86 M/E Turbocharge
Side
PS RK81
RK33 PS
RK29 RK34 RK65

Air
To Bilge Dryer
RK19 RK36 RK37

Separator Room
RK82
RK38 Floor (P)
RK83
RK68 Floor (S)
Near Emergency Near Sea Near Sea RK84
Sea Chest Chest (Port) Chest (Port)
RK43 Floor (A)
PI
RK55 RK56 RK58 RK85
RK39 Self Priming Device
For Em'cy Suction
RK133
F.W. RK40 RK41 RK42
Hydrophore
Tank RK57
Near Sea
Key
Chest (Starboard)
Air
Engine Pump
Room Room

2.10.2 General Service Air System Procedure for Preparing the General Service Air System for Operation
Working Air Compressor a) Ensure that all instrumentation valves are open.
No of sets: 2 b) Check the oil level in the compressors.

Type: 2-Stage Air Cooled Screw Type
Capacity: 150 m3/h at a pressure of 7 kg/cm2. c) Check the sumps for water.
The general service air system is supplied by two air-cooled screw type air d) Set up valves as shown in the tables below.
compressors which supply air at a rate of 150 m3/h at a pressure of 7 kg/cm2.
All valves are closed
They discharge to a separate air reservoir. The compressor is controlled by the Position Description Valve
pressure in the reservoir - loading and unloading as required. The air is
supplied to the general service system through an absorption type air drier. Open No.1 Working Air Compressor Discharge Valve RK24
Most services are supplied at 7 kg/cm2 with further services supplied at 4 Open No.2 Working Air Compressor Discharge Valve RK23
kg/cm2 through a reducing valve. The services are supplied in groups with a
master shut-off valve for each group. Open Inlet to Working Air Reservoir RK118
Open Outlet from Working Air Reservoir RK119
The general service system can be supplied from the start air system, through
reducing valves. Open Master Valve to G.S. system RK28
Open Inlet Valve to Air Drier RK36
The system supplies the following services:
Open Outlet Valve from Air Drier RK37
Control air system in an emergency
Open 7 kg/cm2 services as required
Boiler air atomisation
Open Inlet Valve to 4 kg/cm2 Reducing Valve RK40
Accommodation services
Open Outlet Valve from 4 kg/cm2 Reducing Valve RK42
Deck services
Open 4 kg/cm2 Services as Required
Engine room services
Pump room services e) Start the working air compressors, ensuring the loading and
unloading system operates correctly.
Boiler atomising air
Hydrophore unit f) Check that the system drain traps are operational.
Incinerator
Pump room telephone alarms
CO2 and fire alarms

Illustration 2.10.3a Control Air System
AC
To Q.C.V.
DPT Converting Pneum. Control System Vapour
TS Burner Unit
Unit Control Unit Control Box
For Boiler To IGS &
Vapour Control System
Ship Control PDC
Center
QK21
A Deck Oil Mist Detection
A Deck For Main Engine
UPTK
UPTK
S.W. Heater For
Tank Cleaning
QK32
QK11 QK3 QK22 QK33 QK9
PI
TS
PI QK12
QK34
From
Control Room
TI Control Valve For

Boiler Feed Water M/E L.O. Temperature
PI TI
Control Valve
TC
QK4 F.O.
PI
L.O. M/E L.O. Main Booster
Cooler Auto Filter Engine Unit
QK7 QK5 B&W
Cam. L.O. 5S 50MC
Filter QK6
QK10
Atmospheric
Condenser QK1
From Comp.
QK8 Air For E/R
Key
L.T.F.W. H.T. Cooling Water

QK13 QK15 QK16 QK17 QK18 QK19 QK20
Cooling
Temp.Control Air
QK31 Valve
Dom. F.W.
Lub. Oil
QK14 H.T. F. W.
E Cooling Fuel Oil
Temp.
Control Valve L.T. Cooling Water
ED
P No.2 No.1
No.1 No.2 C.O. Purifier No.1 No.2 D.O. Saturated Steam
Centre Centre
Bilge L.O. Purifier L.O. Purifier For A/E F.O. Purifier F.O. Purifier Purifier
Cooler Cooler
P Separator Condensate
Marine Diesel Oil

2.10.3 Control Air System
The control air system is supplied from the start air system at a pressure of
7kg/cm2 through one of two reducing valves. The control air is processed
through a refrigerant type air dryer and associated filters before supplying the
following control air services:
Oil discharge monitoring equipment
Inert gas control air
Remote sounding system
Main engine safety air system
Main engine control air system
Main engine auto back-flushing L.O. filters
Main engine auto back-flushing F.O. filters
Auxiliary engine control systems
Boiler control systems
Purifier control systems
Auxiliary systems pressure and temperature controllers
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 closed.
The start air system is in full operation.

Open Inlet Valve to Control Air Reducing Valve RK45
Open Outlet Valve from Control Air Reducing Valve RK47
Open Inlet Valve to Air Dryer RK52
Open Outlet Valve from Air Dryer RK53
c) Open the individual inlets to all pressure, temperature and control

systems.
d) Blow down the inlets to the control systems on a regular basis to

check the efficiency of the air dryer.
(Note ! Where duplicated reducing valves are provided, they should be

alternated on a regular basis.)

Illustration 2.11a Steering Gear
No.2 Cylinder. No.1 Cylinder.
Valve B Valve A
Limit Switches For

Rudder Angle Limiter No.4 Cylinder. No.3 Cylinder.
Valve D Valve C
Isolating Valve
Block IV-1
Isolating Valve
Block IV-2
Key
Pressure Lines
PI PI PI PI
Return Lines
Electrical Signal
Unloading Unloading
Device Device
Filter Filter
Deck
LAL
LAL
TI TI
LALL
No.2 Power Unit No.1 Power Unit
LALL
Steering Gear
Hyd. Oil N.C N.C
Storage Tank Filter Hand N.C
N.C
(1215 Litres) Pump
System Test System Test
Hand Valves Valves
XA XA
Pump M XS M XS
xxxx A02 A01
xxxx
Issue: 1 2.11 Steering Gear Page 1

2.11 Steering Gear Procedure to Put the Steering Gear into Operation. Operation
Description The system valves are assumed set for normal operation. If failure of one of the systems occurs, the ship's speed should be reduced, as
only 50% of the torque for the steering gear operation is available.
Maker: Kawasaki-Wuhan a) Check the level and condition of the oil in the tanks and refill with
Type: FE21-064-T050 the correct grade as required. Failure sequence with one pump running
The steering gear consists of four hydraulic rams driven by two electrically b) Check that the pin in the control lever is correctly fitted. If loss of oil occurs, with No.1 pump running and No.2 pump stopped, the
driven pumps. The pumps are of the variable displacement axial piston type following sequence will take place:
and are contained in their own individual oil tanks. c) Ensure the rudder is in the mid position.
1. If the oil level in No.1 oil tank goes down to the ‘LOW’ position
The steering gear is capable of operating as two totally isolated steering d) Start the selected electro-hydraulic pump unit. audible and visual alarms are given on the navigating bridge and
systems. in the machinery space.
e) Carry out pre-departure tests.
Each pump unit is capable of putting the rudder through the working angle in 2. No.1 isolating valve (IV - 1) is energised and the hydraulic system
the specified time. The second pump unit can be connected at any time by f) Check for any leakage and rectify. associated with No.2 pump is isolated.
starting the motor.
g) Check for abnormal noise. 3. If the oil level goes down to ‘LOW-LOW’ position:No.1 isolating
The steering gear is provided with an automatic isolation system. Both valve (IV-1) is de-energised and No.1 pump is automatically
hydraulic systems are interconnected by means of electrically operated h) Check operating pressures. stopped; No.2 isolating valve (IV-2) is energised and No.2 pump
isolating valves that in normal operation allow both systems together to is automatically started. The hydraulic system associated with
produce the torque necessary for moving the rudder. In the event of failure that Automatic Isolation System No.1 pump is isolated. Steering is now carried out by No.2 pump
results in a loss of hydraulic fluid from one of the systems, the float switches and its two related cylinders (No.3 & No.4).
in the expansion tank are actuated. This gives a signal to the isolation system, Description
which automatically divides the steering gear into two individual systems. The 4. If the oil loss occurs in No.2 tank, steering continues to be carried
defective system is isolated, whilst the intact system remains fully operational, This steering gear is so arranged that in the event of a loss of hydraulic fluid out by No.1 pump and its two related cylinders (No.1 &. No.2)
so that steering capability is maintained at reduced speed with 50% of the from one system, the loss can be detected and the defective system automati- with 50% torque.
rudder torque. cally isolated within 45 seconds. This allows the other actuating system to
remain fully operational with 50% torque available. If No.2 pump is running and No.1 pump is stopped, No.1 and No.2 pumps and
The steering gear is remotely controlled by the auto-pilot control or by hand No.1 and No.2 isolating valves are reversed in the above sequence.
steering from the wheelhouse. All orders from the bridge to the steering Construction
compartment are transmitted electrically. Steering gear feedback transmitters Failure sequence with both pumps running.
supply the actual position signal for the systems. The rudder angle is limited to This system consists of the following equipment:
35° port or starboard. If the oil level in No.1 or No.2 oil tank goes down to the ‘LOW-LOW’ level,
2 - Isolating valves
the associated isolating valve will operate and the respective pump will be
The variable-flow pumps are operated by a control lever, which activates the 2 - Level switches with ‘LOW’ & ‘LOW-LOW’ level positions automatically stopped.
tilting lever of the pump cylinder. This causes oil to be discharged to the
hydraulic cylinders. When the tiller reaches the set angle, the tilting lever is 2 - Oil tanks having a chamber for level switches and system test System testing
restored to the neutral position, which causes the pump to cease discharging. valves
No.1 pump unit is supplied with electric power from the emergency Electric control panel for automatic isolation system The float chamber can be isolated and drained to test the system operation.
switchboard and the other pump unit from the main switchboard. This should be carried out as part of the pre-departure checks.
Alarm panel for automatic isolation system
Under normal circumstances, all four cylinders will be in use, with one pump
unit running and the second pump unit ready to start automatically. When
manoeuvring or steaming in confined waters, it is compulsory that both pump
units are running, in order to get the IMO recommended tiller movement of 35°
on one side to 30° the other side within 28 seconds (with one pump in 56
seconds).

Illustration 2.11b Emergency Steering
Control Panel for Steering Gear Servo - Motors
Control Valve Block showing Bypass Buttons
Push in and lock this Button
Buttons to move Steering Gear either Port or Starboard

Emergency Steering Emergency Steering Drill
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 trick wheel in the steering gear room. when traffic and navigational restrictions permit.
It is to consist of the direct operation of the main steering gear by using the
Description
manual control within the steering flat. This operation is to be directed from
the navigation bridge. After each drill, details and the date it was carried out
The steering gear consists of a tiller, turned by a four cylinder hydraulic
are 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
regulations the pumps, hydraulic power circuits and rams can operate as two
isolated systems.
The steering gear is fitted with an automatic isolation system. This system is
used to divide the hydraulic power circuits in the event of a hydraulic oil loss
from the oil tanks.
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
a) On loss of steering gear control from the bridge, establish communica-

tion 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.
See Illustration 2.11b
b) Turn ‘local/remote’ control switch to local control.
This switch is on the ‘No Follow Up’ panel on the starboard side of the
steering gear room.
c) Operate the push buttons ‘Port’ or ‘Starboard’ to turn the steering

gear in the direction request by the bridge.
If this system should fail, manual operation can be carried out as follows:
a) Switch off the torque motor power.
b) Push in the button ‘A’ and screw lock in place.
c) The tiller can be moved in accordance with the steering command

from the bridge by turning the torque motor shaft knob.
The pumps and associated equipment are operated as normal.

Illustration 2.12.1a Diesel Generator - General Arrangement
Engine Speed Engine Speed
TACH TACH
ENGINE INSTRUMENT PANEL
L.O.Engine
Pressure Speed
Engine Speed L.O. Temperature
Engine Speed
TACH
TACH
D.C. Voltmeter TACH
C.W. Temperature
Hours
Engine Speed Engine Speed
Crank
Manual
Idle Start Start
Run
Run Off
Circuit Breaker
Push to Reset
TACH TACH
Engine
Type: 7L23/30H
Maker: Holeby - Man - B&W.
Alternator
Maker: Hyundai
Type: HFJ6 566 208
Capacity: 1137.5kVA
Issue: 1 2.12 Electrical Power Generators Page 1

2.12 Electrical Power Generators The engine can also be started locally by operating the emergency start valve. Fuel System
2.12.1 Diesel Generators An on line air lubricator is fitted to lubricate the start air motor. The engine fuel supply rail is supplied by diesel oil or fuel oil from the engine
driven fuel oil feed pump. The high-pressure fuel injection pumps take suction
Maker: Holeby-Man-B&W Turbocharger System from the fuel supply rail. The injection pumps deliver the fuel oil under high
Type: 7L23/30H pressure through the injection pipes to the injection valves. Cams on the
No.of sets: 3 The engine is fitted with an exhaust gas driven turbocharger. The turbocharger camshaft operate the injection pumps.
No.of cylinders: 7 draws air from the engine room via a suction filter and passes it through a charge
Bore: 225 mm air cooler, before supplying the individual cylinders. With the engine stopped, fuel will circulate along the fuel supply rail and back
Stroke: 300 mm to the vent / return pipe The engine supply rail will thus be kept hot and ready
Cooling Water System for use when it is being operated on fuel oil.
Alternator
All cooling water requirements for the generator engines are provided by water The discharge of the fuel feed pump passes through a duplex fuel oil filter.
Maker: Hyundai from the central low temperature fresh water cooling system. Both filters are normally in use, only shutting one off for maintenance. Turning
Type: HFJ6 566 208 the top handle two turns cleans the filters. Any sediment can be drained off.
Capacity: 1137.5 kVA The air cooler and L.O. cooler are supplied from the system after the fresh
water cooling pumps. The system serves the air cooler and lubricating oil Excess fuel not needed by the injection pumps is passed through the overflow
Introduction cooler in parallel and the generator air cooler in series with the L.O. cooler. pipe and delivered into the manifold, which returns it to the system. This
principle ensures that:
Three identical diesel generators, operating in the medium speed range, supply
The cooling water is supplied automatically on start up.
electrical power for the ship.
1. There is always an adequately large amount of pressurised fuel
The jacket cooler is supplied from the system immediately before the available.
The engines are six cylinder, turbocharged, uni-directional, four stroke, trunk
circulating pump suction. An engine driven pump circulates the jacket spaces
in line engines, and are normally powered by heavy fuel oil. They can also be
and cylinder heads. The engine is kept warm when on standby by circulating 2. The heated fuel can be circulated for warming up the piping
supplied with diesel oil, which is used for flushing through, prior to shutting
the jacket water through a preheater. system and the injection pumps prior to engine starting.
down for maintenance.
The engine driven jacket (high temperature) cooling water pump, discharges 3. The necessary fuel oil temperature can be better maintained.
One diesel generator is used during normal sea going conditions. Two
through the engine jacket and cylinder head cooling water spaces and then to
generators are required during:
a thermostatically operated valve. If the temperature of the cooling water Lubricating Oil System
Manoeuvring 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 All running gear of the engine is force lubricated by the engine driven gear
Tank cleaning operations
outlet temperature reaches operating temperature, the thermostat will begin to type pump. The pistons are also supplied by oil as a cooling medium. A pre-
Cargo discharge direct the water to the central fresh water cooling system and the pump will lubrication pump is also fitted to supply oil to the bearings and other running
partly take its suction from the central fresh water cooling system, thus gear before the engine starts, this reduces wear on the engine in the period
Starting Air System maintaining a constant temperature. between the engine starting and the engine driven pump building up
lubricating oil pressure. The pre-lubrication pump will be running continuous-
The engine is started by means of an air driven starter motor. When the start When an engine is on standby or prepared for operation, its jacket cooling ly while the engine is on automatic standby.
valve is opened by the remote controlled solenoid, air is supplied to the air start water is heated by a thermostatically controlled preheater. An electrically
motor. The air supply activates a piston, causing the pinion to engage with the driven circulating water pump is used in conjunction with the heater. The pump The engine driven pump and the electrically driven pre-lubrication pump both
gear rim on the flywheel. When the pinion is fully engaged pilot air opens the discharges into the jacket cooling water pump discharge line through a non take suction from the engine sump, and discharge through a cooler and duplex
main air valve, which supplies air to the air start motor, causing the engine to return valve and the through the engine cooling water spaces, back to the filter to the engine oil supply rail. A control valve on the pump discharge,
turn. preheater pump suction via the normal cooling water return line. Non-return which relieves any excess pressure back to the sump, controls the pressure. The
valves fitted to the system mean that the engine driven pump will take over temperature is controlled by a three way temperature control valve, which
When the revolutions exceed about 110 rpm, if conditions are normal and
from the preheating pump automatically, without the need to open or close regulates how much of the oil passes through the cooler. The turbocharger is
firing has taken place, the start valve is closed and the pinion piston and main
valves when the engine starts and the preheating pump will similarly take over supplied from the main circuit via an orifice.
air valve are vented. A return spring disengages the pinion from the flywheel
from the engine driven pump when the engine stops.
and the air motor stops.
The cooler is a plate heat exchanger, with the oil circulating through the flow
channels and water from the central fresh water cooling system circulating
During starting a pneumatic cylinder operates a stop arm to limit the fuel-
through the parallel channels in a counter current design.
regulating shaft.

The main L.O. filter is supplemented by a bypass centrifugal filter mounted at If any part of the engine has been drained for overhaul or maintenance, check Procedure to Start a Diesel Generator Engine
the engine base frame. During operation a part of the lubrication oil supplied the level in the central fresh water cooling expansion tank and refill with
from the engine driven L.O. pump enters the centrifugal filter and returns to distilled water if necessary. a) From the local control panel start the engine and allow it to run on
the oil sump in the base frame. ‘idle speed’.
n) Vent the generator engine jacket water preheater.
The filter is driven by the oil supply. The filter relies on centrifugal force and b) Make a thorough check of the engine to ensure that there are no
can remove high-density sub micron particles. o) Switch the generator engine jacket water preheater on. leaks and the engine is running smoothly and firing on all
cylinders.
Procedure to Prepare a Diesel Generator for Starting p) Raise the engine temperature to about 60°C.
c) Switch the engine over to normal operating speed.
a) Set up the fuel oil service system as described in section 2.6.2. q) Open the vent on the cooling water outlet line on the generator air
cooler, and close it again when all air has been expelled. d) Check the L.O. pressures and temperatures.
b) Set up the low temperature cooling water system as in section
2.5.2. r) Disengage the turning gear and lock in the ‘OUT’ position. e) Check the pressure drop across the filters.
c) Check the level of oil in the sump and top up as necessary with If maintenance work has been carried out on the engine, start the engine as f) Check the F.O. pressure and temperature.
the correct grade of oil. below prior to switching the engine to automatic operation.
g) Connect to the switchboard.
d) Prime the fuel oil system. s) Check that all fuel pump indexes are at index ‘0’, when the
regulating shaft is in the stop position. h) Ensure that the thermostatically operated valves on the cooling
e) Switch the generator engine pre-lubricating oil pump to automatic water systems operate correctly as the cooling water temperature
operation and check that the lubricating oil pressure builds up. t) Check that all fuel pumps can be pressed by hand to full index and increases.
The engine should be pre-lubricated at least 2 minutes prior to return to ‘0’ when the hand is removed.
start. i) Ensure that the engine temperatures and pressures remain within
u) Check the spring loaded pull rod operates correctly. normal limits as the load is applied to the engine and the engine
f) Check the pressure before and after the filters. heats up.
v) Check that the stop cylinder for the regulating shaft operates
g) Check the governor oil level. correctly when shutting down normally and at overspeed and shut j) Check the exhaust gas temperatures for deviation from normal.
down. Testing is done by simulating these situations.
h) Check the oil level in the air start motor on line lubricator. k) Check the exhaust gas for smoke.
w) Switch the engine to automatic operation.
i) Turn the engine at least one complete revolution using the turning l) Keep the charge air pressure and temperature under control.
gear with the cylinder indicator cocks open, or purge the cylinders
by inducing a start procedure. Procedure to Stop a Diesel Generator Engine
j) Close the cylinder indicator cocks. a) Before stopping, run the engine at reduced load or idle speed for
5 minutes for cooling down purposes.
k) Open the suction and discharge valves of the generator engine
jacket water preheating pump. b) Actuate the remote stop device.
l) Vent the jacket cooling water space.
m) Start the generator engine jacket water preheating pump.

Illustration 2.12.2a Emergency Diesel Generator - General Arrangement
EMERGENCY DIESEL GENERATOR
50 60
40 70
30 80
Engine
Type: 612 DSGJ
20 90
Maker: Valmet
10 100
Output: 142 kW @ 1,800 rpm
1 5 0 0 3 7 8
Alternator
L.O. Pressure Water Temperature Maker: Newage Stamford
L.O Press F.W. Temp. F.W. Level
RPM Alarm Alarm Alarm Type: UCM 274F1
Capacity: 156 kVA
Over Lub Oil Fuel
Local Speed Temp. Leakage
Stop Emg'cy Auto Stop Alarm Alarm
Power Start Lamp

On Failure Test
Start Reset
Alarm
L.O. Temperature

2.12.2 Emergency Diesel Generator Procedure to Prepare the Emergency Diesel Engine for Automatic Procedure to Manually Start the Emergency Diesel Engine (using the
Starting electric starter)
Introduction
a) Ensure that the engine is switched to local control. a) Ensure that the engine is switched to local control.
Engine
Maker: Valmet 6 Cylinder b) Check the level of oil in the engine sump and top up as necessary
b) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil.
Model: 612 DSGJ with the correct grade of oil.
Output: 142 kW at a continuous speed of 1,800rpm.
c) Check the level of water in the radiator and top up as necessary
Alternator c) Check the level of water in the radiator and top up as necessary with clean distilled water.
Maker: Newage-Stamford with clean distilled water.
Model: UCM274F1 d) Check the level of diesel oil in the emergency generator diesel oil
Output: 156 kVA d) Check the level of diesel oil in the emergency generator diesel oil service tank and top up as required.
service tank and top up as required.
The emergency diesel generator is a self-contained diesel engine located on the e) Turn the idle/run toggle switch on the local panel to ‘run’.
port side of the boat deck. e) Switch the cooling water heater on. (Normally on when engine is
stopped). f) Turn the crank and start/run/off toggle switches to ‘crank’ and
The generator set will start automatically on power failure of the main diesel 'start/run' simultaneously. Release the crank toggle switch when
generators and couple to the emergency switchboard automatically to maintain f) Open the fuel oil supply to the diesel engine. (Normally open the engine has fired.
supplies to essential services. The generator set will also be used to get the ship when engine is stopped).
under power from 'dead ship' condition. It will enable power to be supplied to g) Check that the engine is firing smoothly.
essential services selectively without the need for external services such as g) Turn the switch to remote operation, and then set the engine for
starting air, fuel oil supply and cooling water. automatic standby operation h) Check the engine oil pressure, cooling water pressure and rpm.
Investigate any abnormalities.
The engine is an in-line 6 cylinder turbocharged engine with a self-contained
cooling water system. The cooling water is radiator cooled and circulated by i) Check that the cooling water heater switches off as the engine
an engine driven pump. A thermostat maintains a water outlet temperature of heats up and that the thermostat operates to allow cooling water
82 to 93°C. Air is drawn across the radiator by an engine driven fan. to flow to the radiator as the engine heats further.
The cooling water is circulated by an engine driven pump, which also supplies
j) If required, load the engine, otherwise allow it to run idle or stop
cooling water to the lubricating oil cooler. An electric heater is fitted to keep
it.
the cooling water at 40 to 50°C when the engine is on automatic standby.
The engine running gear is force lubricated, an engine driven gear pump k) When the engine has stopped, check that the heater switches on,
drawing oil from the integral sump and pumping it through the cooler and then turn the switch to remote operation and then restore the engine to
through a filter before being supplied to the lubricating oil rail. automatic standby.
The engine is normally started by means of an electric starter motor, power to

the motor being supplied by batteries, which are on constant charge while the
ship is in service. A hydraulic starter is also fitted, hydraulic power being
manually generated by a hand pump. An accumulator is charged by a hand
pump, which drives a hydraulic motor on the flywheel when the stored energy
is released.
This system can be utilised when starting the engine from the dead ship
condition. The engine can be manually started locally using either the electric
or hydraulic starter motor, but when switched to automatic operation, only the
electric starter motor is utilised.
The engine should be started once per week and run up to full load monthly.
Whenever the engine has been started, the diesel oil tank must be checked and
refilled if the level has dropped to or below the ‘24 hour operation’ level.

Procedure to Manually Start the Emergency Diesel Engine (using the p) When the engine has stopped, switch the heater on, turn the
hydraulic starter) switch to remote operation. Restore the engine to automatic
standby.
a) Switch the engine to local control.
q) Should the engine fail to start, repeat steps h) to k).
b) Check the level of oil in the engine sump and top up as necessary
with the correct grade of oil. Procedure for Stopping the Engine after Running on Load
c) Check the level of water in the radiator and top up as necessary a) Shed load from engine.
with clean distilled water.
b) Allow engine to idle for 5 minutes before shutting down to allow
d) Check the level of diesel oil in the emergency generator diesel oil the cooling water and lubricating oil to carry away heat from the
service tank and top up as required. combustion chambers, bearings, shafts etc. It is particularly
important for the turbocharger where a sudden stop can lead to a
e) Switch the cooling water heater on. (Normally on when engine is 400C rise, which could damage the bearings and seals.
stopped).
c) Long periods of idling will result in poor combustion and build up
f) Open the fuel oil supply to the diesel engine. (Normally open of carbon deposits.
when engine is stopped).
d) Switch start/run/off toggle switch to off.
g) Check the level of oil in the hydraulic reservoir and top up if
necessary with the correct grade of oil. e) When the engine has stopped, switch the heater on, turn the
switch to remote operation. Restore the engine to automatic
h) The trip lever of the starter must be in the upright position, if not, standby.
pull the reset knob. The trip lever will immediately spring to its
upright position.
i) Operate the hydraulic hand pump to charge the hydraulic

accumulator to an approximate pressure of 200 kg/cm2. When
white springs are visible through the inspection window, the
starter is ready to start a warm engine. When red springs are
visible it means the starter will start a cold engine.
j) Switch the start/run/off toggle switch to start/run.
k) Push down the trip lever through 90°. This will immediately
release the starter.
l) Check that the engine is firing smoothly.
m) Check the engine oil pressure, cooling water pressure and rpm.
n) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling water
to flow to the radiator as the engine heats further.
o) If required, load the engine, otherwise allow it to run idle or stop

it by switching the start/run/off toggle switch to off.

Illustration 2.13.1a Distribution and Loading 440/220V

90 KVA
Isolating Switch 440/220V

90 KVA Interlock
No.3 D.G. No.2 D.G. Syn No.1 D.G. 220V AC Feeder

No. 2 Group Starter Panel No. 2 A.C. 440V Feeder Panel No. 1 A.C. 440V Feeder Panel No.1 Group Starter Panel
Panel Panel Panel Panel Panel
M M No.3 No.3 No.3 M M

D.G. D.G. D.G.
No.2 H.T.C.W. Pump D.O. Transfer Pump
No.2 Camshaft L.O. Pump 910 kW 910 kW 910 kW No.1 Main L.O. Pump
2PI - 27PI
No.2 Eng. Room Vent Fan Bilge, Ballast / Fire Pump
L.O. Transfer Pump No.1 Main S.W. Pump
No.2 Main S.W. Pump No.1 L.T. C.W. Pump
No.2 L.T. C.W. Pump No.3 Main S.W. Pump
No.3 L.T. C.W. Pump No.1 H.T. C.W. Pump
H.F.O. Transfer Pump No.1 Camshaft L.O. Pump
No.2 Main L.O. Pump No.1 Engine Room Vent Fan
L1 - L8
General Service S. W. Pump IP1 - IP3 No.3 Engine Room Vent Fan
L15 - L24
IP5 - IP24
No.3 and No.4
Hydraulic Power
Packs
No. 1 and No. 2
Stern Thruster
Hydraulic Power Packs
Bow Thruster
440/220V
3 KVA
Battery E.G. 120KW

200A/h 400A
S.P.
450V
Interlock 440/220V
3 KVA
Interlock
Battery Shore Connection Gen
Battery Charger/24V Distribution Board Emergency 440V Feeder Panel Emergency 220V Feeder Panel
Charger Box Panel
EP1 - EP15 EL1 - EL12 EL13 - EL24
Issue: 1 2.13 Electrical Power Distribution Page 1

2.13 Electrical Power Distribution The emergency switchboard consists of: Switchboards
The emergency generator panel
2.13.1 Distribution and Loading The switchboards are of dead front box frame construction without a bottom
A 440V feeder panel plate and have hinged front panels that can be opened without disturbing the
Generating Plant meters, pilot lamps, etc. mounted on them. Busbars, cubicle rows and tiers are
A 220V feeder panel
segregated so that a fault in one cubicle cannot spread to another. A synchro-
The electric power generating plant consists of the following: nising panel is supplied on the switchboard. The generator circuit breakers are
The main switchboard feeds the emergency switchboard, which is situated in of the air circuit breaker type.
the emergency switchboard room. The main switchboard 230volt section is fed
Diesel Generators
from the 440volt switchboard via two transformers. Feeder Circuit Breaker
No. of sets: 3
The emergency generator will start automatically in the event of a blackout and The feeder circuits supplied from the 440V feeder panel of the switchboard are
Rating: 450 volt, 3ph, 60 Hz, 1137.5 kVA
feed the emergency switchboard. protected by a moulded case circuit breaker with inverse time thermal over
Emergency Diesel Generator current trip, instantaneous magnetic trip and short circuit current interruption
A power management system controls the starting, stopping, connection and features.
load sharing of the generators. If a failure occurs and one of the generators
No. of sets: 1
sheds non-essential loads, another generator will auto start and reconfigure the The AC 220V feeder circuit is protected by a moulded case circuit breaker with
Rating: 450 volt, 3ph, 60 Hz, 156 kVA
power distribution. inverse time, thermal overcurrent trip, instantaneous magnetic trip and short
Introduction circuit current interruption features.
Group starter and distribution boards are provided in suitable positions to
supply the various power, heating, lighting, communication and navigation The moulded case circuit breakers for the main and emergency switchboards
Only one diesel generator is normally used during normal sea going
equipment throughout the vessel. are of the plug-in type, so that the breakers may be removed from the panel
conditions. Two generators are required when:
front without de-energising the main busbar. However, the moulded case
Manoeuvring The large motors and group starter panels are supplied from the 440volt circuit breakers for group starter panels and distribution panels are of the fixed
switchboard directly. Power for other smaller power consuming devices are type.
Cargo loading
supplied from the 440volt switchboard through group starter or distribution
Cargo discharging panels. Automatic Synchronising Control
Tank cleaning
Each distribution circuit is protected, against overcurrent and short circuit An automatically controlled synchronising apparatus, which consists of the
The emergency generator has sufficient capacity to supply the auxiliaries current, by a moulded case circuit breaker fitted on the switchboard or panel automatic speed matcher and the automatic synchroniser, is provided for the
required to start a main diesel generator in the event of total power failure. board with inverse time overcurrent trip and instantaneous trip. Each steering ship’s service generator sets. The automatic speed matcher equalises the
gear motor is fed from an independent circuit, one steering gear motor being generator frequency with busbar frequency.
All three main generators can operate in parallel, but not with the emergency connected to the main switchboard and the other being connected to the
generator. emergency switchboard. A general service 24volt battery charging The automatic synchroniser energises the air circuit breaker to connect two
switchboard supplies the engine and wheel house consoles, along with other circuits in parallel at the moment when both phases coincide.
Power Distribution System essential low voltage services.
Automatic Power and Frequency Control
General Description Each supply system is provided with a device for continuously monitoring the
insulation level to earth, giving an audible and visual indication of abnormal An automatically controlled power and frequency control system is provided
The main switchboard consists of: low insulation level. for each ship’s service generator.
Three generator panels A shore connection is provided to supply power to the main 440V switchboard. In general, the power management system controls the effective output of the
A synchronising panel generators operated in parallel.
Four group starter panels
Four 440V feeder panels
A 230V feeder panel
Shore connection section

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

6. Load Sharing 3. Automatic Parallel Running Activated by Heavy Load 6. Automatic Bus Connection due to Short Circuit
If the generator in use registers a high load of 740 kW (95% of the rated If the bus voltage has become zero, by the opening of the ACB of the generator
a) Having achieved parallel operation, load sharing is accomplished
power), for 10 seconds, the first standby generator will go through the in use, due to a short circuit trip, the first stand by generator will go through
by increasing the input from the incoming engine. This is
following sequence: the following sequence:
increased by means of the governor switch. This speeds up the
incoming generator, causing the first generator to lose load and 1. Engine starts
gain speed, thus causing the frequency to rise. To prevent this, the 1. Engine starts
governor switch of the first generator must be turned in the 2. Voltage build up detected
2. Voltage build-up detected
‘LOWER’ direction. This action also causes the load to be
3. ACB closes
transferred to the incoming generator. Ensure the frequency 3. Automatic synchronisation
remains constant during this operation.
4. 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.
b) Equalise the load of both generators. 5. Automatic load sharing on
7. Automatic Change Over by Bus Abnormality
7. Generator Space Heaters
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. If a bus abnormality (low or high voltage or low or high frequency) is detected
A space heater is provided in each generator to prevent condensation forming
when a single generator is running, the first standby generator will go through
on the windings. The space heater switch should always be in the on position.
4. Automatic Parallel Run Activated by Heavy Consumer Request the following sequence:
The heater is interlocked with the ACB which switches the heater off when
closed and switches it on when opened.
If a start request is received from a heavy consumer (eg: fire/ballast pump) the 1. Engine starts, alarm raised.
Procedure for Automatic Operation of Connecting Generators to the first standby generator will go through the following sequence:
2. Voltage build up detected.
Switchboard 1. Engine starts
1. Generator Auto Start onto Dead Bus 3. If bus now normal, the ACB closes
2. Voltage build up detected
The selected diesel generator is in auto mode and the start condition is normal. 3. Automatic synchronisation 4. If bus status still abnormal, the ACB opens on the abnormal
The ‘DG AUTO READY TO RUN’ indicating lamp is illuminated. The generator.
control PLC monitors a trip or black out and therefore initiates the following 4. ACB closes
sequence: 5. Black-out
5. Automatic load sharing on
1. Engine starts
6. Power available lamp illuminated at heavy consumer 6. ACB closes on the first standby generator.
5. Automatic Parallel Run Cancellation by Light Load If the first standby generator fails to start or the ACB fails to close, the second
3. ACB closes standby generator will start and follow the above sequence.
2. Generator Auto Start and Synchronising to Live Bus If the total load on the main switchboard is less than 660 kW for five minutes
when running on two generators, or less than 1,320 kW for five minutes when 8. Automatic Parallel Running by ACB Tripping
If another generator is already supplying power to the bus and the first standby running on three generators, the following sequence takes place:
generator is in auto mode as above, the control PLC will initiate the following If two generators are running in parallel and the ACB of one generator trips,
sequence: 1. Generator to be released will shed load to the other generator(s) providing the load on the connected generator exceeds 740 kW (95% of the
rated power) the second standby generator will go through the following
1. Engine starts 2. Opening of the ACB of the generator to be released sequence:
2. Voltage build-up detected 3. Engine Stops on the generator released 1. Engine starts
3. Automatic synchronisation 2. Voltage build up detected
4. ACB closes 3. Automatic synchronisation
5. Automatic load sharing on 4. ACB closes

9. Automatic Parallel Running Due to Overcurrent 5. Abnormality Due to Reverse Power
If the current on a running generator exceeds 1,251 amps for a period If there are abnormalities in the output of an engine during parallel operation,
exceeding three seconds the next standby generator will go through the it may cause the generator to function as a motor, due to the power it receives
following sequence: from the other generator(s) through the common busbar. The effective reverse
power will then flow through the connected circuit. If this reverse power
1. Engine starts 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.
6. Emergency Generator Abnormality Due to Overcurrent
3. Automatic synchronisation
If the current on the running generator exceeds 110% of the rated maximum
4. ACB closes (265A) for 30 seconds, the overcurrent relay will operate to trip the generator
ACB.
7. Emergency Generator Abnormality Due to Short Circuit
Generator Protection Equipment
If a short circuit occurs on the busbar or the current exceeds 300% of rated
The generator is protected from the abnormal conditions described below by maximum (723A) the ACB will be tripped almost instantaneously (about
means of the reverse power trip, short circuit trip, under voltage trip, and 200msec) by the short time delay trip fitted to the ACB
overcurrent trips.
The emergency generator ACB is also fitted with an under voltage device
1. Abnormality Due to Under Voltage identical in operation to the main generators.
If the voltage of a generator decreases to less than 50% of the rated value, the
under voltage tripping device, contained in the air circuit breaker, will operate
to trip the breaker. If a short-circuit fault occurs, the generator voltage will
lower and may cause the under voltage tripping device (U.V.T.) to operate.
With this in mind, a time delay device (of about 0.5 seconds) has been fitted to
the undervoltage device to prevent the ACB from tripping immediately,
allowing the defective system circuit breaker to operate first.
2. Abnormality Due to Overcurrent (preference tripping)
If the current on a running generator exceeds 1,251 amps for a period of 10

seconds, the overcurrent relay will initiate the release of the first stage
of preferential tripping. If the current still exceeds 1,251 amps after a further
5 seconds the second stage of preferential tripping is released. Thereby
providing protection against the overcurrent which would otherwise trip the
ACB.
3. Abnormality Due to Overcurrent (long time delay trip)
If the current on a running generator exceeds 1,251 amps for a period of 50

seconds the overcurrent relay will operate to trip the ACB.
4. Abnormality Due to Short Circuit
If a short circuit occurs on the busbar or the current exceeds 3,200 amps, the
ACB will be tripped almost instantaneously (about 300msec) by the short time
delay trip fitted to the ACB.

Distribution Section No.2 Group Starter panel 13 Section No.1 440V Feeders Panel 5
Main Switchboard No.2 engine room fan (supply) P1 power distribution galley equipment
Main generator incomers, panels 6, 7 and 9 No.2 main S.W. cooling pump P3 power distribution engine room oil pump
Synchronising section, panel 8 No.2 H.T. F.W. cooling pump P5 power distribution workshop equipment
Section No.1 group starters, panels 2 and 3 No.2 L.T. F.W. cooling pump P7 power distribution engine room water pump
Section No.2 group starters, panels 12 and 13 No.2 crosshead L.O. pump main engine P10 power distribution deck equipment
Section No.1 440V feeders, panels 4 and 5 No.2 main L.O. pump No.1 F.O. supply unit
Section No.2 440V feeders, panels 10 and 11 Section No.1 440V Feeders Panel 4 Auxiliary blower main engine
230V feeders section, panel 1 No.1 hose crane Fire general pump
Stripping pump No.2 hydraulic oil pump

Section No.1 Group Starter Panel 2
No.1 air conditioning compressor panel No.1 main air compressor
Purifier room exhaust fan
F.W. generator panel No.1 service air compressor
No.1 main sea water cooling pump (main engine)
Provision refrigeration control panel No.2 steering gear
No.1 H.T. F.W. cooling pump
No.1 pump room fan No.1 fan for air conditioning
No.1. L.T. F.W. cooling pump
No.1 blower of I.G.S. Section No.2 440V Feeders Panel 10
No.1 crosshead L.O. pump (main engine)
No.1 lighting transformer P2 power distribution laundry equipment
No.1 L.O. pump
No.1 hydraulic oil pump P4 power distribution engine room oil pump
Section No.1 Group Starter Panel 3
Auxiliary boiler control panel P6 power distribution engine room
No.3 engine room fan (supply)
P8 power distribution engine room water pump
No.3 main S.W. cooling pump
P9 power distribution forecastle
D.O. transfer pump
No.2 fuel oil supply unit
No.3 L.T. F.W. cooling pump
Fire/ballast pump
Charge/discharge board
No.2 main air compressor
Section No.2 Group Starter Panel 12 No.2 service air compressor
No.4 engine room fan (rev) Scrubber S.W. pump
L.O. transfer pump No.2 fan for air conditioning
F.O. transfer pump
Shore connection box

Section No.2 440V Feeders Panel 11 GSP3 Accommodation area P3 Engine Room Equipment
No.2 hose crane Galley fan (exhaust) No.1 L.O. purifier main engine
S.W.Cooling pump of air conditioning Galley fan (supply) I.G.G. control panel
No.2 air conditioning compressor panel Paint store fan (exhaust) No.1 L.O. purifier main engine
GSP3 fans for accom. area Deck store fan (exhaust) No.3 F.O. purifier
Air conditioning unit for ECR Foam store fan (exhaust) No.1 stern tube L.O. circulating pump
No.2 pump room fan (rev) CO2 room fan (exhaust) Incinerator
No.2 blower of I.G.G. Hospital fan (exhaust) P4 Engine Room Equipment
No.2 lighting transformer P1 Galley Equipment No.2 L.O. purifier main engine
Emergency switchboard Galley range L.O. purifier auxiliary engine
230V Feeders Section Panel 1 Tilting pan No.2 F.O. purifier
L1 lighting distribution panel wheelhouse Electric baking oven Main engine L.O. filter
L2 lighting distribution panel C deck Deep fat fryer Sludge filter
L3 lighting distribution panel B deck Food disposer No.2 stern tube L.O. circulating pump
L4 lighting distribution pane A deck Food mixer Cylinder oil transfer pump
L5 lighting distribution panel Upper deck Dishwashing machine P5 Workshop Equipment
L7 lighting distribution panel engine room (3rd platform) P2 Laundry Equipment Engine room crane
TL test panel Washing machines Lathe
L8 lighting distribution panel engine room (3rd platform) Tumble dryers Grinding machine
L9 lighting distribution panel engine room Ironing machine Vertical drilling machine
L10 lighting distribution panel galley Garbage extractor Electrical test panel
Navigation light control panel Electric arc welder
Signal light control panel Air conditioning unit
Engine control console Exhaust fan for welding platform
Communication and navigation distribution panel Internal control relay
Space heating: Nos.1, 2 and 3 generators

P6 Engine Room Equipment P10 Deck equipment Emergency Switchboard 230V Section
Sewage treatment plant No.1 provision crane Signal light control panel
Bilge separator switch box No.2 provision crane Emergency generator battery charging board
Aft I.C.C.P. Foam pump Emergency generator and diesel engine space heating
Main engine turning gear Internal control relay Engine console
C.W. preheater of auxiliary engines 24V Battery Charge/Discharge board Cargo console
E.G.S. power unit Cargo console Radio equipment
Bilge pump Engine console Fire centre panel
P7 Engine Room Water Pumps Wheelhouse Communication and navigation distribution panel
No.1 deck seal water pump Auto telephone system E1 Emergency lighting distribution panel wheelhouse
F.W. hydrophore unit Main switchboard synchronising panel E2 Emergency lighting distribution panel accommodation upper deck
S.W. cooling pump for atmospheric condenser Emergency switchboard generator panel E3 Emergency lighting distribution panel engine room (3rd platform)
P8 Engine Room water Pumps Internal earth lamps and voltmeter X band radar
No.2 deck seal water pump S band radar

Emergency Switchboard 440V Section
I.G.G. S.W. pump No.1 gyrocompass
Emergency fire pump
Water calorifier No.2 gyrocompass
Emergency air compressor
Dome oil analyser unit Navigation light control panel
No.1 engine room fan (rev)
P9 Forecastle Emergency generator room supply fan
Electric arc welder Emergency fire and S/G room fan
Fore I.C.C.P. No.1 steering gear
L6 fore lighting distribution panel Lifeboat winch
Fore hydraulic pump room supply fan Rescue boat davit
Internal control relay A.C. arc welder
Auxiliary engine priming L.O. pump
24V D.C. charge/discharge board
No.1 emergency lighting transformer 45kVA
No.2 emergency lighting transformer 45kVA
Sprinkler pump

Illustration 2.13.2a Shore Power 440/220V

90 KVA
Isolating Switch 440/220V

90 KVA
Interlock
No.3 D.G. No.2 D.G. Syn No.1 D.G. 220V AC Feeder

No. 2 Group Starter Panel No. 2 A.C. 440V Feeder Panel No. 1 A.C. 440V Feeder Panel No.1 Group Starter Panel
Panel Panel Panel Panel Panel
No.3 No.3 No.3

D.G. D.G. D.G.
910 kW 910 kW 910 kW
440/220V
3 KVA
Battery E.G. 120 kW

200A/h 400A
S.P.
450V
Interlock 440/220V
3 KVA
Interlock
Battery Shore Connection Gen
Battery Charger/24V Distribution Board Emergency 440V Feeder Panel Emergency 220V Feeder Panel
Charger Box Panel

2.13.2 Shore Power j) Close the emergency switchboard bus tie breaker on section 2
panel 11 of 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 breaker, to k) Open the emergency generator ACB. Close the bus tie-breaker on
the main switchboard, 440V section No.2, panel 12. The emergency the emergency switchboard.
switchboard can then be supplied as normal through the bus tie breaker on
440V section 2 panel 11. l) Proceed to supply essential services such as fire detection,
lighting etc.
A phase sequence indicating lamp system is provided. The sequence should be
checked before connecting shore power to the main switchboard. If the m) If no maintenance is scheduled for the emergency generator, it
sequence is found to be incorrect, the shore supply must be isolated and two may be shut down and left on auto standby.
phases changed over. The rotation should then be re-instated 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 switch board.
The shore power breaker is rated for 440V AC, 3ph, 60Hz, 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 change over.
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 re-start.
d) Check the shore supply voltage.
e) Check the phase sequence.
f) Check the frequency of the shore power.
g) Open all generator ACB’s.
h) Close the MCB for shore power to the connection box.
i) Close the shore power MCB on panel 11 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 Two generators will be required to operate in parallel when:
Discharging cargo
Maker: Hyundai Heavy Industries
Type : HFJ6 564-208 Brushless Loading cargo
Output capacity: 1137.5 kVA at 450V
Tank cleaning
General Description Manoeuvring
Three main alternators are provided. Each alternator is rated at 1,137.5 kVA at The diesel alternator will automatically start and connect to the main
450volts AC, 3ph, 60Hz. They are of the totally enclosed, self excited, switchboard under the following conditions:
brushless type. The load voltage is kept constant by controlling the excitation
current to the exciter. Output power from the stator is fed into a current/voltage Dead bus due to blackout
compound transformer and the output of this is fed through the exciter stator Bus abnormal (high or low voltage, high or low frequency)
windings. The magnetic field in the exciter stator induces AC in the excited
rotor, which is rectified by the rotating three phase bridge connected rectifier ACB abnormal trip
set and passed to the DC main rotor windings.
The diesel alternator will start, synchronise, connect to the busbar and run in
Initial voltage build-up is by residual magnetism in the rotor. Constant voltage parallel with proportional load sharing under the following conditions:
control is achieved by the automatic voltage regulator, which shunts a variable
current through the exciter windings, via a thyristor, to keep the AC stator Overload. The preferential trip system will first shed non-essential
output voltage constant. load
Heavy electrical consumer start request

Passing air over an integral fresh water cooler, using a closed circuit air supply,
cools the generator. The cooling spaces are fitted with internal baffles to
prevent water reaching the stator windings in the event of cooler leakage.
Space heaters are fitted, which are energised when the generator circuit
breakers are open, which protects against internal condensation during shut
down periods.
The breakers are normally operated by the automatic power management

system, but can be operated manually at the main switchboard front. An
embedded sensor monitors the stator temperature in each phase. A water
leakage detector and temperature sensor are also fitted in each air cooler. The
two main bearings have temperature sensors.
The electric power system is designed with discrimination on the distribution

system, so that the generator breaker is the last to open if any abnormalities
occur.
One diesel alternator provides electrical power at sea, with the remaining two
on standby. The priority order of the standby alternator is selected using the
push buttons mounted on the synchronising section of the main switchboard
panel 8.
Starting of large motors is blocked until there is sufficient power available.

Another diesel alternator will be started on request to meet the shortfall.

Illustration 2.13.4a Emergency Alternator - Electrical / Automation
Emergency Group Main Bd Emergency Generator 440V 230V
Starter Panel Interconnector Panel Feeder Panel Feeder Panel
Emergency
Switchboard
24V Battery
Emergency
Generator
Engine
Emergency Generator Stop/Start
A.C.B. Control Unit
Engine
Stop/Start
Signal
Emergency Switchboard
Emergency
Generator

2.13.4 Emergency Alternator Procedure for Testing Emergency Generator on Load
Maker: Newage International Stamford a) The main switchboard is supplying the emergency switchboard.
Type: UCM 274F1
Output capacity: 156 kVA at 450V b) NORMAL mode selected at the off/normal/hand/test switch.
General Description c) Turn the operation switch to TEST.
A self-contained emergency alternator, rated at 152 kW, is fitted in the d) The engine will receive a start signal.
emergency 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 e) The start will fail if the run up speed is not detected.
automatic operation. Auto will be normally selected, with the manual setting
being used for testing the alternator. f) The start will fail if the voltage build up is not detected.
The emergency switchboard is normally supplied from the main switchboard. g) The emergency alternator run light is illuminated.
When auto is selected, the emergency alternator is started automatically by
detecting no-voltage on the emergency switchboard bus bar. The emergency h) Open the bus tie ACB.
alternator air circuit breaker will connect automatically to the emergency
switchboard after confirming the continuation of no-voltage. i) Switch the operation mode switch to NORMAL. The emergency
alternator ACB will close.
The emergency alternator is designed to restore power to the emergency
switchboard within 45 seconds. The bus tie breaker on the emergency j) The emergency alternator ACB closed light is illuminated.
switchboard, which feeds from the main switchboard, is opened automatically
when no-voltage is detected on the main switchboard. The emergency alternator now feeds the emergency switchboard.
The alternator is fitted with space heaters to prevent condensation when the When testing is complete:
alternator is stationary or idling. The heater is interlocked with the air circuit
breaker. a) Open the emergency alternator ACB.
The alternator is capable of starting the plant from dead ship condition. b) Close the main switchboard supply bus tie-breaker.
c) Stop the emergency generator.
Ensure that the emergency generator is left in a standby condition.

2.13.5 Preferential Tripping and Sequential Restart Sequential Restart
Preferential Tripping When normal power is restored after a blackout, all essential service
machinery that were in service before the blackout will be started automatical-
The power management system is designed to match the alternator capacity to ly when the main switchboard has regained power. Motors that were selected
the power requirements of the vessel. However, should overcurrent occur for for duty before the blackout will be automatically returned to duty when power
any of the main alternators, non-essential services will be tripped. Preferential is restored. Similarly, motors selected for standby will automatically return to
tripping will be initiated when one or more alternators are supplying the main standby. If the machinery designated for duty does not restore normal system
switchboard and an overcurrent is detected. Load shedding is carried out in two conditions, such as pressure, within a preset time, the standby motor will cut
stages. in automatically. If power is only restored to the emergency switchboard,
motors whose supply is from the emergency switchboard will start irrespective
Stage 1 of any previous selection.
The following non-essential consumers will be shed after 10 seconds: Automatic Standby Start
Workshop equipment The following motors will start automatically on loss of discharging pressure
Nos.1 and 2 general service compressor of the pumps and/or loss of voltage of the operating motors. A standby starting
alarm will be given from the alarm and monitoring system.
IP 4 440V panel
Main cooling S.W. pump
IP 5 440V panel
Main engine jacket cooling pump
IP 6 440V panel
Low temperature cooling F.W. pump
IP 11 440V panel
Main L.O. pump
L 9 220V panel
Main engine cross head L.O. pump
L 10 220V panel
Main engine F.O. circulating pump
Stage 2
Main engine F.O. supply pump
The following non-essential consumers will be shed after 15 seconds: Auxiliary boiler feed water pump
Nos.1 and 2 air conditioning compressors Auxiliary boiler F.O. pump
Accommodation air conditioning fans Exhaust gas boiler feed water pump
Engine control room air conditioning unit Automatic Sequential Restarting
When normal conditions are restored, the above breakers will have to be The following motors will start automatically after a black out:
manually reset.
Steering gear
All auxiliaries associated with the propulsion system
Auxiliary blower
Starting air compressors
Engine room fans
Navigation and communication equipment
Control and instrumentation equipment

Emergency Stops From Ship’s Control Centre only 2.13.6 Uninterruptible Power Supplies (UPS)
Main generators
From Ship’s Control Centre and Wheelhouse Most of the emergency requirements are supplied by the emergency 24V
Power distribution board P4 (L.O. purifiers) system, see section 2.13.1 for a detailed list of emergency consumers.
Purifier room fan
Power distribution board P3 (F.O. purifiers)
No.1 engine room fan The following systems are supplied by the 24V battery charge/discharge
Cargo and inert gas systems distribution board, which is backed up by a separate 24V battery:
No.2 engine room fan
No.1 crosshead L.O. pump Cargo console
No.2 crosshead L.O. pump Engine console
No.1 main L.O. pump Wheelhouse/navigation console
Fore hydraulic pump room supply fan
No.2 main L.O. pump Interior communication equipment - automatic telephones
Emergency fire pump
No.1 F.O. supply unit Emergency switchboard control section
Accommodation air conditioning unit
No.2 F.O. supply unit Main switchboard control and synchronising section
Welding exhaust fan
No.1 hydraulic oil pump The radio/GMDSS equipment is backed up by a separate battery system.
Main engine auxiliary blower
No.2 hydraulic oil pump
No.1 blower of I.G.G.
D.O.transfer pump
No.2 blower of I.G.G.
L.O. transfer pump
Auxiliary boiler
F.O. transfer pump
Air conditioning unit for E.C.R.
Auxiliary engine priming L.O.pump
Galley equipment
No.1 air conditioning supply/exhaust fan
No.2 air conditioning supply/exhaust fan
No.1 pump room fan
No.2 pump room fan
Group starter board 3 (accommodation fans)

Illustration 2.13.7a Emergency Battery Charging and 24V Distribution
Main Switchboard Wheelhouse
Cargo Control Console

Inert Gas System Control Panel
24V Charging / Distribution Panel

CO2 Release Junction Box
Batteries
Emergency Generator Control
Uninterrupted Power Supply
Monitoring
and Alarm System SAU 1
Outstation No.1 Main Switchboard
Nos.1, 2, and 3 Auxiliary Engine Governors
Inverter
Power Amplifier
Bow Thruster and Stern Thruster Control Panel
High / High Level Alarm Panel
Inert Gas System Local Control Panel

2.13.7 Batteries, Transformers, Rectifiers and Chargers 24V Charge/Discharge Board Battery Charger Operating Procedure
Batteries The 24V charge and discharge board is provided with chargers to allow the The battery charger is a fully automatic charging device which serves for the
equalising and floating charge of the battery in order to supply power to the automatic charging of the storage battery.
The main 24V system is supplied by a battery charger/rectifier. The emergency lighting system, communication equipment, alarms, etc.
charger/rectifier unit consists of two chargers configured in parallel with one Floating Charge
300AH battery bank. No.1 charger is fed from the main switchboard 440V The unit is fitted with two chargers, one supplied from the main switchboard
section and No.2 is fed from the emergency switchboard 440V section. and one supplied from the emergency switchboard. In an emergency the While the storage battery is fully charged, it is normally subjected to a floating
appropriate charger can be utilised by the selection switch on the front panel. charge. In this condition, the charger supplies the 24V system with power.
In the event of power failure, the 24V system is fed from the bank of batteries. During periods of high demand and failure of the power source the battery will
The board contains the following equipment: take over.
See section 2.13.1 for a list of consumers, which consist of emergency lighting,
Power on indication lamp
alarm indication without audible alarms and illumination of steering and A constant voltage is applied to the battery and the charging current will vary
compass equipment. Boost charge indication lamp 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
Charge failure indication lamp
The batteries are on a floating charge, with the rectifier supplying the normal applied to the battery by the automatic voltage regulator (AVR) regardless of
requirements. The battery will supply additional requirements during periods Two 0-40V battery voltmeters load variation, power variation, ambient temperature change, etc.
of heavy demand.
Two 0-40A battery charger ammeters
The charge and discharge performed after the recovery from a power interrup-
A separate 24V battery and charger system is provided for the emergency 0-100A ammeter to monitor total supply load tion is subjected to automatic control by the drooping device, which holds the
generator starting arrangements. battery charging current below a fixed current thus preventing it from
0-40V voltmeter to monitor main 24V bus becoming excessively large.
A separate 24V battery and charger system is provided for the radio/GMDSS 100-0-100 battery ammeter
system. If the battery has been subjected to a period of duty due to power failure, on
Earth lamps with test switch restoration of the power supply, the battery charger is automatically transferred
Transformers Insulation monitor and alarm unit to equalising charge and rapidly charges the battery. As soon as the battery
becomes fully charged, it reverts to floating charge.
Two 440/230V, 3ph, 99kVA transformers supply the main switchboard 230V Charger change over facilities
section from the 440V feeder section. The charger is fitted with a battery voltage monitoring facility which will raise
an alarm if the battery voltage falls below a preset level. The unit is also fitted
Two 440/230V, 3ph, 45kVA transformers supply the emergency switchboard with a charger failure alarm.
230V section from the 440V feeder section.
The board should be regularly inspected for earths on the outgoing circuits by
operation of the the earth lamps.
When an earth is present on an outgoing circuit, one of the lamps will glow
brighter than the other. Careful isolation of the outgoing circuits will locate the
faulty circuit with the lamps returning to their normal equal brilliance once the
faulty circuit is isolated.

Illustration 2.13.8a Impressed Current Cathodic Protection
Remote Readout Unit
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
Automatic Controlled
Rectifier Unit

2.13.8 Impressed Current Cathodic Protection Operation Propeller and Rudder Stock Earthing
Introduction Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of shaft bearings and rudder stock, brushes are
metal and anodes, insulated from the hull, but in contact with the sea water. fitted and bonded to the ship's structure. In the case of the shaft, a slip ring is
Maker : Jotun The electrical potential of the hull is maintained in a more negative state than clamped to the shaft and is earthed to the hull via brushes. A second set of
Power Supply: AC 440V, 60Hz, 3ph the anodes, i.e. cathodic, and in this condition corrosion is minimised. Careful brushes, insulated from earth, monitors the shaft mV potential and this signal
control is necessary over the flow of impressed current, which will vary with is fed to a millivolt meter. To ensure efficient bonding, the slip ring should be
The vessel is provided with an impressed current cathodic protection system. the ship’s speed, salinity and temperature of the sea water, and the condition of cleaned on a regular basis.
This method of corrosion protection automatically controls electrochemical the hull paint work. If the potential of the hull is made too negative with respect 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 to the anode, then damage to the paint film can occur electrolytically or 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 through the evolution of hydrogen gas between hull steel and paint. The system and bushes.
electrolyte. One of the battery plates in the electrolyte will waste away through on this vessel controls the impressed electrical current automatically to ensure
the action of the flow of electrical current, if the two battery electrodes are optimum protection. Current is fed through titanium electrodes situated Sacrificial Anodes
connected electrically. The metal to be protected, in this case, the ship’s hull, forward and aft of the ship. The titanium prevents the anodes themselves from
acts as the battery anode, the sea water being the electrolyte. If an external flow corroding and the anode surfaces are streamlined into the hull. Fixed zinc Sacrificial zinc anodes are provided in the water ballast tanks. Aluminium
of current is impressed to reverse the normal flow in the battery, then the anode reference electrodes forward and aft are used to compare the potential of the anodes are fitted to the sea chests and rudder.
now acts as a cathode and ceases to waste away. In essence, this is how an hull to that normally found between unprotected steel and zinc electrodes.
impressed current cathodic protection system functions. When a vessel is fitted Sufficient current is impressed via the anodes to reduce this to a level of Preparations for the Operation of the ICCP System
with ICCP (Impressed Current Cathodic Protection) the hull steel is between 150 and 250 mV.
maintained at an electrical potential more negative that the surrounding a) Supply power to the control unit.
seawater. Electrical Installation
b) Switch to manual mode.
For this reason, terminals normally comply with the ISGOTT The system consists of a Controller Power Unit, reference electrodes and
Recommendation 20.6, Earthing, Bonding and Cathodic Protection, which anodes are installed, one forward and one aft. System status readings are c) Check the voltage of each reference electrode.
states, referring to IMO recommendations for the safe transport, handling and available on an L.C.D. display at the control unit and these should be inspected
storage of dangerous substances in port areas, that ship shore bonding cables and logged each day. d) Switch to automatic mode.
should be discouraged. High currents that can occur in earthing cables and
metallic connections are avoided. These are due to potential differences This control unit is also equipped with an alarm to give warning of any system e) Set the control to the required level.
between ship and terminal structure particularly due to the residual potential abnormalities.
difference that can exist for up to 24 hours after the shipboard ICCP has been Routine checks
switched off. These terminals usually utilise insulating flanges on hose Aft System
connections to electrically isolate ship and terminal structure. a) Record the total current on a daily basis.
The aft system consists of a power supply and control unit. Each control unit
During preparations for berthing at terminals where such insulation is not is connected to two hull mounted anodes and one hull mounted reference cell. Manual operation will only be required on the failure of the reference
employed, or where earth connections are mandatory by local regulation, or electrodes.
when bunker barges come alongside, the ICCP should be switched off at least The aft unit is supplied from 25A circuit breaker Q03 in engine room 440V
24 hours in advance. distribution board P6. b) Check the reference electrode voltage on a daily basis.
Fresh Water Operation Forward System c) Check and clean the shaft slip ring and brushes every month.
When the vessel enters a river estuary, the fresh or brackish water may limit The forward system consists of one hull mounted reference cell. 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 Control
Main Bridge Control Panel

Thruster and Hydraulic Pump Starter Panel Bridge Wing Panel
BOW UNIT STERN UNIT

BOW UNIT
BOW UNIT
FAN HYDR FAN HYDR
RUN RUN RUN RUN
0 LAMP
1/2 1/2 TEST HYDR HYDR HYDR HYDR 0 LAMP
STOP START STOP START TEST
1/2 1/2
1 1
1 1
IN IN
SERVICE
OVERLOAD READY DRIVE READY DRIVE
COMMAND
FOR MOTOR FOR MOTOR IN
OVERLOAD IN
SERVICE COMMAND
START RUN START RUN
EMERG START
STOP REQUEST
DRIVE DRIVE DRIVE DRIVE EMERG START
REQUEST
MOTOR MOTOR MOTOR MOTOR STOP
STOP START STOP START

COMMAND
REQUEST/
TEST COMMAND
REQUEST/
STERN UNIT TEST
STERN UNIT
KAMEWA KAMEWA
1 1
1 1
1/2 1/2
0 1/2 1/2
IN
SERVICE OVERLOAD IN 0
COMMAND
IN IN
SERVICE OVERLOAD
COMMAND
START
Key
EMERG
STOP REQUEST
EMERG START
STOP REQUEST
Electrical Signal
KAMEWA
KAMEWA
Hydraulic Oil
ECR Unit
BOW UNIT STERN UNIT
Feed Back
Pitch Feed back Signal Electric Motor
Unit
Hydraulic
Stbd
Port
Control
BRIDGE
CONTROL
ROOM BRIDGE
CONTROL
ROOM Signals
PORT STBD PORT STBD

Propellor
Central
Unit Hydraulic
Power Pack
Valve Control Signals Control
KAMEWA KAMEWA
Valve
Tunnel

2.13.9 Thrusters Operating Principle The control panels have the following features:
In the propeller hub there is a servomotor which turns the propeller blades. The Control of pitch with proportional thrust command
Maker: Kamewa
Type: 1650 K/BMS - CP servomotor consists of an integrated piston and an axially moving piston rod. Indication of pitch
The movement is obtained by leading pressure oil to one side or the other of
Overview the piston. Indication of drive motor current
The vessel is equipped with a bow and stern thruster. The piston rod has a crosshead with four transverse slots for sliding shoes, one Start/stop of drive motor and hydraulic pump motor
for each of the blades. Indication of alarm
The Tunnel Thruster System consists of four main parts:
The eccentric crankpin fits into the hole of the sliding shoe. The crankpin ring Operating Procedures
1. A tunnel with propeller unit, a driving motor, a hydraulic system, is supported in a bearing lining, which is integrated within the hub body.
and an electric control system. Before Starting the Tunnel Thruster
When the piston rod moves, the crankpin ring rotates with the circular
2. The propeller unit is driven by an electric motor at a constant speed movement transmitted via the piston rod slot sliding shoe and crankpin.
a) Check that power is available.
and single direction of rotation. The propeller is provided with The propeller blade, which is fixed on the crankpin ring by screws, will then
hydraulically adjustable propeller blades, which makes it possible turn. b) Start the electric driven hydraulic pump.
to vary the magnitude and direction of thrust.
Each blade is provided with a sealing ring to prevent water entrance to the hub c) Check that no alarm exists.
3. The tunnel thruster facilitates the manoeuvring of the vessel to a or oil leakage. d) The pitch will automatically go to zero.
great extent when speeds are low or zero. The ship's tunnel
thruster is also a useful complement to the ship's rudder even at Remote Control System Starting the Drive Motor
higher speeds. The thruster and the rudder together give an
increased steering effect. The control system is a microprocessor based remote control system used to a) Start the drive motor.
control the pitch setting of the tunnel thruster.
4. The controllable pitch tunnel thruster runs at a constant shaft b) Check that the drive motor has started. A lamp indicates that the
speed. Power and thrust are controlled by changing the pitch of The system can order both port and starboard manoeuvres by changing the drive motor running.
the blades. The propeller always rotates in the same direction. As pitch setting while the propeller blades continue rotating in one direction.
starboard and port thrust must be equal, the blades are designed c) The tunnel thruster is now ready for use.
The manoeuvring is performed from a control station equipped with a control
with zero initial pitch and symmetrical blade section. The tunnel lever. When ordering thrust with the control lever, the system applies the
thruster has two purposes. One is to keep the vessel in position in Control Panel Selection
proper pitch setting according to a pitch curve which is pre-programmed in
a crosswind, the other one is to turn the vessel at zero or low the computer, allowing the thrust to be proportional to the lever position.
ahead speed. a) Select the control panel by pushing the ‘COMMAND
When manoeuvring, the load of the drive motor is controlled by the system REQUEST’ push-button. When the ‘IN COMMAND’ lamp
(Note ! When a stationary vessel is turned with a tunnel thruster, the vessel is through automatic regulation of the pitch. The maximum allowed load is lights, the control panel is in command.
also given a sideways motion. The simultaneous turning and crabbing results determined by the ‘load limit’. b) The propeller thrust can now be manoeuvred in the desired
in a slow longitudinal motion of the vessel - ahead when the tunnel thruster is direction by means of the control lever.
located in the bow - astern when it is located at the stern. This should be kept When there is more than one control station, there is also a responsibility
in mind when manoeuvring in narrow harbours.) system included, which allows only one control station at a time to be ‘In c) The propeller thrust is approximately proportional to the position
Command’. of the control lever, via the pitch curve.
The propeller unit comprises a propeller tunnel in which a single stay gear On each control station the actual pitch setting of the tunnel thruster(s) will be
housing is bolted A four bladed propeller and shaft assembly are mounted in continuously indicated. Stopping the Tunnel Thruster
bearings in the gear housing.
The driving motor can be started only when the propeller blades are in zero a) Set the control lever in ‘0’ position.
The main part of the tunnel thruster is the propeller hub with blades and the position, which reduces the starting torque to a minimum. This means low
propeller shaft. The shaft is supported by one spherical roller bearing and two starting current. b) Stop the drive motor.
axial roller bearings. The shaft seal of rubber sleeves prevents water from c) Stop the electrically driven hydraulic pump.
penetrating and oil leakage. Control of the system is generally from the main bridge or bridge wings, but
can be controlled from the engine control room usually for pre-departure tests
or due to control system failure.

Pitch Control Operation Change of Control Station from Bridge to ECR
Control lever When the switch in the control room is switched from position ‘Bridge’ to
position ‘ECR’, the command will be directly transferred from bridge to ECR.
The control lever can be rotated ±60° with click stop locations for the outputs
0-1/2-1. The propeller thrust is approximately proportional to the position of Change of Control Station from ECR to Bridge
the control lever, via the pitch curve.
When the switch in control room is switched from position ‘ECR’ to position
The control system controls the pitch. The lever movement is transmitted to the ‘Bridge’ the command will not be transferred until ‘Command request’ is
central unit and fed into a function generator (FG) where the required rela- pushed at any of the bridge control stations. Until then no station will be in
tionship between lever position and pitch command can be adjusted. command.
Output from the F.G. is the pitch command, which is fed to the regulator where When set for ECR operation the pitch can be operated using the push buttons
it is compared to the actual pitch position, (feedback signal). The pitch on the ECR panel. These act directly on the hydraulic control valves. The main
correction signal, from the load control process and the external thrust control system is bypassed and the control failure alarm blocked.
reduction, is also fed to the regulator.
If there is a difference between ordered and actual pitch, the hydraulic pitch Load Control
control valve is activated in order to correct the actual pitch setting until the
control error (difference) has disappeared. The load control system prevents the drive motor from being overloaded. The
system measures the drive motor current, i.e. load on the drive motor. The load
Change from Main Bridge to Bridge Wing Control signal is compared to the Load limit parameter (Load limit 1 or Load limit 2).
If the drive motor current is too high, the pitch, as well as the drive motor load,
Push the ‘Command Request/Test’ button for request of command and trans- will be reduced.
ferring between main bridge and the bridge wing station(s). (When the drive
motor is stopped, pitch testing is possible by pushing this button). To prevent mechanical damage at high speed, pitch changes, caused for
example by air in the hydraulic system, is protected by supervision of a pitch
The ‘In Command’ lamp lights, indicating when the control station in question response overspeed.
is ‘In Command’. (Can only be in command when the drive motor is started).
Emergency Stop
When the command is on ‘Bridge’ the command can be transferred between
main bridge control station and the bridge wing control station(s). The emergency stop push-button activates an opening contact which causes the
When the push button ‘Command Request’ is pushed the command is directly drive motor to stop. The drive motor running information disappears. When
transferred. The lamps ‘In Command’ indicates which station is in command. the drive motor is stopped, the pitch is automatically reset to zero.
Change from Main Bridge to ECR Control Drive Motor Start/Stop
When in Control Room control the lamp indicates ‘Control Room’ in In order to be able to start the drive motor, the pitch must be in zero position
command. and the hydraulic pump motor has to be running.
When in Bridge control the lamp indicates ‘Bridge’ in command. When stopping the drive motor, the drive motor running information
disappears, causing the control system to steer the pitch to zero.
The Switch BR/ECR is used for manoeuvre station change over. When
Command request button is pressed on the bridge, the switch is changed to In order to be able to start the drive motor, the hydraulic pump motor must first
‘Bridge.’ be started by using the ‘Hydr. start’ push button.
For switching over the control between Bridge and Engine Control Room there
is a manoeuvre responsibility system. If the hydraulic pump motor is stopped by using the ‘Hydr. stop’ push button,
the drive motor will be stopped as well, due to lack of hydraulic pressure.
The Engine Control Room is the master control station where the switch
‘BR/ECR’ is located.

To Inert GS and Vapour Illustration 2.14.1a Domestic Fresh Water System
Collection System To
For Exhaust & Foam System Accomodation
QG10 Fresh Water Gas Boiler From To
Emergency QG10 Expansion Accomodation Accomodation
Engine Cooling Tank
QG39 QG9
F.W. Tank
Upper Deck
On Tank Top
Key QG39 Forward
Fresh Water
Calorifier To Bilge
QG11 Domestic Hot Water Separator
To Main QG43
Engine
Boiler PI Air
Water QG1 To F.W.
Cooling Expansion
Sample Tank
QG23 To F.W Gen & To No.1
F.W Fill System L.O. Purifier
QG32
To Auxiliary QG35
Generator Room QG49
To Auxiliary No.1 To No.2
Generator Room L.O. Purifier
QG13 QG31
No.2 and 4 To Seperator
Room
For Oil To A/E
Fired Boiler L.O. Purifier
QG12
QG15 QG39
QG16 QG17
QG50 For Engine
Fresh Water Workshop
Hydrophore QG39 QG48
P Unit
From Drinking
1,000 litres General Water QG30
Service Air Fountain
QG2 PI
PS
Fresh Water To Wash
Tank (Port) Basin
To Wash
QG3 Fresh Water Spray To W.C
Basin
Fire Extinguishing To No.1
System Pump F.O. Purifier
Fresh Water To Oily Water
TG4 QG29
P P Hydrophore Discharge &
Pumps QG22 QG34 Monitoring System
To No.2
From QG38 QG14 QG25 QG26 F.O. Purifier
Fresh Water QG32 QG32 QG32 To F.W Gen. QG28
Generator Chemical
To Sewage
QG18 Dosage Tank
Treatment System
To D.O.
To No.1 A/E To No.2 A/E To No.3 A/E Purifier
TG7 QG27
Aft Peak
Tank
Fresh Water
Tank (Starboard) QG4
QG6
QG39
Stern Tube On Tank Top

For Chemical Cleaning
QG5 Cooling Aft
QG39 Tank Of M.E. Air Cooler
Water Tank
Issue: 1 2.14 Accommodation System Page 1

2.14 Accommodation Systems Bilge water separator h) Switch one hydrophore pump to automatic operation.
Auxiliary engine turbocharger cleaning
2.14.1 Domestic Fresh Water System i) Open the hydrophore tank outlet valve slowly until the system
Main engine chemical cleaning tank pressurises.
Introduction Main engine air cooler cleaning
j) Start the hot water circulating pump.
Fresh water for domestic water use is stored in two fresh water storage tanks. Oil discharge monitoring equipment
Each tank can supplement the other system. Both tanks are normally filled k) Vent air from the calorifier.
Engine room services
from the fresh water generator, but can be filled from shore if required.
Boiler sample cooler l) Start the electric heater for calorifier.
Water is supplied to the fresh water system by two pumps, which pressurise the
hydrophore tank. One of the pumps will be on duty with the other pump on Preparation for the Operation of the Domestic Fresh Water System m) Switch the other supply pump to standby.
automatic standby. Cold sterilised fresh water is supplied under pressure to the
accommodation for domestic purposes. The hydrophore tank supplies outlets a) Set up the valves as shown. n) Supply steam to the calorifier when steam is available.
in the engine room, accommodation and deck.
Position Description Valve o) Shut down the electric heater when steam is available and in use.
Cold water is also supplied to the calorifier where it is heated for the domestic
Open F.W. Tank Outlet Valve QG3 or p) The water spray extinguishing system should now be made ready
hot water system. The calorifier is a thermostatically controlled vertical storage
QG4 by setting the following valves:
and heating vessel of 1m3 capacity, which utilises steam or electricity to
provide the heat. The electric heater is reserved for use when the steam plant Open No.1 F.W. Supply Pump Suction Valve QG25 Position Description Valve
is shut down or during refit. Fresh water is heated to 70°C and is then
Open No.2 F.W. Supply Pump Suction Valve QG26
circulated around the ship by the hot water circulating pump. By continually Open F.W. Tank Outlet Valve QG3 or
circulating the hot water around the ship, water is saved by not having to run Open No.1 F.W. Supply Pump Discharge Valve QG4
as much water off in order to get hot water at the outlet.
Open No.2 F.W. Supply Pump Discharge Valve Open Water Fog F.W. Pump Suction Valve QG38
Both the steam and electrical supplies are thermostatically controlled. Closed Hydrophore Discharge to Fog System QG13 Open Water Fog F.W. Pump Discharge Valve QG14
Closed Hydrophore Discharge to F.W. System
A separate fresh water pump supplies water to the water spray fire extinguish-
ing system in the purifier and generator rooms. The pump draws water directly Open Master Valve to Accommodation Cold System QG11
from the fresh water storage tanks. The hydrophore system can supply the
Open Inlet Valve to Calorifier
water spray extinguishing system in an emergency.
Open Outlet Valve from Calorifier
The fresh water system supplies the following:
Open Inlet to Hot Water Circulating Pump QG08
Water spray extinguishing system
Open Outlet from Hot Water Circulating Pump
Sanitary system
b) Start one F.W. supply pump.
Drinking water system
Calorifier and accommodation hot water services c) Fill the hydrophore tank to about 75% capacity.
Main engine turbocharger cleaning d) Stop the pump.

L.O. and F.O. purifier operating water systems
e) Slightly open the air inlet valve to the tank until the operating
Inert gas fan washing pressure is reached.
Exhaust gas boiler washing
f) Close the air supply.
Fresh water cooling system tanks
Chemical dosing unit g) Repeat steps (b - f) until the tank is at the operating pressure, with
the water level at about 75% full.

Illustration 2.14.2a Domestic Refrigeration Plant System
T T
Vegetable Room Meat Room
Control Valve
Key
OP LP HP OP LP HP
No.1 Condensing Unit No.2 Condensing Unit
PS DPS Refrigerant Gas PS DPS
PS PS
Refrigerant Liquid
L.T. Cooling Water
Instrumentation
Refrigerant Pump T Thermostat Refrigerant Pump

No. 1 No. 2
Accumulator Thermostatic Expansion Valve Accumulator
Oil Separator
Open To Open To
Release Air Constant Pressure Valve Release Air
TI TI
DPS Differential Pressure Switch
To and From To and From

PS Pressure Switch
L.T. F.W. QB2 L.T. F.W. QB4
Condenser Condenser
Cooling Cooling
WPS Water Pressure Switch
System System
QB1 WP Water Pressure QB3
WPS WP TI WPS WP TI
HP High Pressure
Filter Filter
and LP Low Pressure and
Dryer Dryer
TI Temperature Indicator
Charging Charging
Connection OP Oil Pressure Connection

2.14.2 Domestic Refrigeration System A back pressure controlled constant pressure valve is included in the vegetable e) Open the valves for the condensation water. Check there is
rooms to prevent the temperature dropping too far below the normal set point, sufficient flow.
Introduction which would damage the provisions, should the inlet solenoid valve fail to
close properly. f) Open suction valve one turn.
Cooling for the meat room and vegetable room is provided by a direct
expansion R-134 system. Any leaks of refrigerant gas from the system will result in the system becoming g) Start the compressor.
undercharged. The symptoms of the system being undercharged will be low
The plant is automatic and consists of two compressors, two condensers and suction and discharge pressures, with the system eventually becoming h) Continue opening suction the valve slowly taking care not to
one evaporator coil in the meat room and one evaporator coil in the vegetable ineffective with bubbles appearing in the sight glass. allow liquid into the compressor. Also take care to keep the
room. suction pressure above the cut out point.
A side effect of low refrigerant gas charge is an apparent low lubricating oil
Air in the cold rooms is circulated through the evaporator coils by electrically level in the sump. A low charge level will result in excess oil being entrapped Whilst running:
driven fans. in the circulating refrigerant, causing the level in the sump to drop.
i) Check the inlet and outlet pressure gauges.
The meat room evaporator is equipped with a timer controlled electric When the system is charged to full capacity the excess oil will be separated out
defrosting element. The frequency of defrosting is chosen by means of a and returned to the sump. j) Check the oil level and oil pressure.
defrosting relay built into the starter panel.
During operation the level as shown in the condenser level gauge will drop. If k) Check for leakages.
Under normal conditions one compressor/condenser unit is in operation, with the system does become undercharged the whole system should be checked for
the other on standby, but on manual start up with all valves shut until required. leakage. To put the Cooler Rooms System into Operation
The plant is not designed for parallel operation of the two systems because of When required, additional refrigerant can be added through the liquid charging a) Open the refrigerant supply to one cooler room.
a risk of transfer of lubricating oil between the compressors. line, after first venting the connection between the refrigerant bottle and the
charging connection. b) Open the refrigerant returns from the cooler room.
The compressor draws R-134 vapour from the cold room cooling coils and
pumps it under pressure to the low temperature fresh water cooled condenser The added refrigerant is dried before entering the system. Any trace of c) Repeat the above for the other cooler room.
where the vapour is condensed. moisture in the refrigerant system will lead to problems with the thermostatic
expansion valve icing up and subsequent blockage.
The liquid refrigerant is returned through a dryer unit and filtered to the cold
room evaporators. Refrigeration Plant
The compressors are protected by high pressure, low pressure and low Maker: Daikin Ind. Ltd
lubricating oil pressure cut-out switches. Each unit is also fitted with a No. of sets: 2
crankcase heater. Model: RHSD 5A
Thermostats in each room enable a temperature regulating device to operate Operating Procedures
the solenoid valves independently, so as to reduce the number of starts and
running time of the compressor. To Start the Refrigeration Plant
The air coolers convert the refrigerant as it expands into a super-cooled vapour, a) All stop valves (except the compressor suction) in the refrigerant
under the control of the expansion valves. This vapour is then returned to the line should be opened and fully back seated to prevent the
compressor through the non-return valves. pressure in the valve reaching the valve gland.
b) The crankcase heater on the compressor to be used should be

When all the solenoid valves at the air coolers are closed by the room switched on at least 3 hours prior to starting the compressor.
thermostats, the low-pressure switch will stop the compressor.
c) Check that the oil level is correct.
d) Start up the ancillaries and pumps.

Defrosting
The air cooler in the meat room is fitted with electrical defrosting, i.e.
evaporator and drip trays are provided with electric heating elements. The
frequency of defrosting is chosen by means of a defrosting relay built into the
starter panel. The defrosting sequence is as follows:
a) The compressor stops and all solenoid valves in the system close.
b) The fans in the meat room stop working but the fan in the
vegetable room continues the circulation of the warm air over the
coolers. In this way the cooling surfaces are kept free from ice.
c) The electric heating elements in the meat room switch on.
d) As long as the coolers are covered with ice, the melting takes
nearly all of the heat supplied and the temperature of the cooler
and the refrigerant is constantly kept near zero. When the ice has
melted, the refrigerant temperature rises in the meat room. When
the temperature reaches the set point of the defrosting thermostat,
(approximately +10°C) the heating elements are switched off.
e) The compressor starts.
f) When the coil surface temperature has gone below the freezing
point, the fans in the meat/fish room start.
The system is now back on the refrigerating cycle again. If the defrosting is not
completed at the expiration of the predetermined defrosting period, the
defrosting will be restarted by the timer and a new cycle will commence.
System running checks to be carried out at regular intervals:
a) Check lubricating oil levels in the crankcase.
b) Check lubricating oil pressure.
c) Check moisture indicators.
d) Suction and discharge pressure and temperature and any unusual

variations investigated.
e) Check all room temperatures and evaporation coils for any sign of
frosting.
The following conditions register in the central alarm system:

Power failure
Overcurrent trip
High pressure trip

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 Heat
Exchanger PI Exchanger PI
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

Exchanger Unit Condensate Exchanger Unit Condensate
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 Supply Fan

Air Handling Steam Trap Air Handling Steam Trap
Unit Unit
LP HP OP Condensing Unit
LP HP OP Condensing Unit
HLS OPS HLS OPS

Key
Steam
Condensate
Fresh Water Cooling No.1 Open To No.2 Open To

Air Conditioning Release Air Air Conditioning Release Air
Refrigeration Gas Compressor Compressor
TI TI
Refrigeration Liquid
To and From
Electrical Signal To and From L.T. F.W.
Condenser QB16 Condenser QB18
L.T. F.W. Cooling
Thermostatic Expansion Valve Cooling
QB17 QB19 System
System
WP Water Pressure Gauge
WPS Water Pressure Switch TI WP WPS TI WP WPS
TH Thermostat
Filter and Filter and
LP Low Pressure Gauge Dryer Dryer
HP High pressure Gauge
OP Oil Pressure Gauge

Charging Charging
HLS High and low Pressure Switch Connection Connection
OPS Oil Pressure Switch
HU Humidity Controller

2.14.3 Accommodation Air Conditioning Plant The liquid R-134 is then fed, via filter drier units, to the cooling coils where it Before opening the crossover valves, to prevent over charging of the system to
expands under the control of the expansion valves, before being returned to the be used, ensure that the system to be shut down is fully pumped down.
Maker: Namirei-Showa Co. Ltd compressor as a gas.
No of sets: 2 Also, pump down the running unit before separating the two systems by
Condensing Unit Model: ACU-3713a The compressor is fitted with an internal oil pressure activated unloading closing the crossover valves.
Air Handling Unit Model: NAHEV-150 mechanism which affords automatic starting and variable capacity control.
Capacity: 30 m3/h per person To Start the Ventilation System
The compressor is protected by a high and low pressure cut-out switch and low
Introduction lubricating oil pressure trip. A crankcase heater and cooler are fitted. a) Check that the air filters are clean.
The air is supplied to the accommodation by two air handling units located in Any leakage of refrigerant gas from the system will result in the system b) Set the air dampers to the outside position.
the A.C. room in the engine room. The units consists of an electrically driven becoming undercharged.
fan drawing air through the following sections: c) Start the supply fans.
Filter The symptoms of system undercharge will be low suction and discharge To Start the Air Conditioning Compressor
pressure and the system eventually becoming ineffective.
Mixing chamber for fresh and recirculated air a) All stop valves in the refrigerant line, except the compressor
Preheating coil A side effect of low refrigerant gas charge is an apparent low oil level in the suction, should be opened and fully back seated to prevent the
sump. A low charge level will result in excess oil being entrapped in the pressure in the valve reaching the valve gland.
Humidifier nozzles circulating refrigerant gas, causing the level in the sump to drop.
Evaporator coils b) The crankcase heater on the compressor to be used should be
When the system is charged to full capacity, this excess oil will be separated switched on a few hours prior to starting the compressor.
Water separator out and returned to the sump.
c) Check that the oil level is correct.
The air is forced into the distribution trunking which supplies the accommo-
During operation, the level as shown in the condenser level gauge will drop.
dation. Air may be drawn into the system either from outside or from the
d) Start up the ancillaries, pumps etc.
accommodation via recirculation trunking.
If the system does become undercharged, the whole system pipework should
be checked for leakage. e) Open the valves for the condenser cooling water. Check there is
All cabin ventilation units have been adjusted to supply no more than the
sufficient flow.
maximum air quantity assigned to the individual rooms served by the plant.
When required, additional gas can be added through the charging line, after
Regulation of the air quantity is effected by means of the control knob on the
first venting the connection between the gas bottle and the charging f) Open the compressor suction valve one turn.
cabin unit and adjustment is left entirely for the room occupant to choose.
connection.
With heating or cooling coils in use, the unit is designed to operate on 70% g) Start the compressor.
fresh air supply. The ratio of circulation air may be varied manually using the The added refrigerant is dried before entering the system.
damper in the inlet trunking. h) Continue opening the suction valve slowly taking care not to
Any trace of moisture in the refrigerant will lead to problems with the thermo- allow liquid into the compressor. Also ensure the suction pressure
The inlet filters are of the washable mat type and heating is provided by coils static expansion valve icing up and subsequent blockage. is above the cut out point.
supplied by steam from the 7 kg/cm2 system.
Cooling water for the condenser is supplied from the low temperature fresh
water cooling system.
Cooling is provided by a direct expansion R-134A system. The plant is
automatic and consists of two compressor/condenser units supplying the
Operation of the Air Conditioning System
evaporators contained in the accommodation air handling units.
The air conditioning system is designed to run with one compressor at a time
Each condensing unit is capable of supplying 100% of the total capacity meeting the full air conditioning load of the accommodation. Capacity control is
requirement and under normal conditions one compressor will be in use. automatic, but for borderline temperatures capacity can be controlled manually.
The other condensing unit is on standby or available for maintenance. The system
Cooling of the air is achieved by direct expansion coils. The coils are fed with
can be crossed over by opening the common liquid and gas valves, which will
refrigerant from the air conditioning compressor as a superheated gas which is
allow one compressor to supply both air handling units.
then passed through the condenser where it is condensed to a liquid.

Whilst Running: To Shut Down the Compressor for a Prolonged Period
a) Check the inlet and outlet pressure gauges. 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
b) Check the oil level and oil pressure. condenser.
c) Check for leakages. Leaving the system with full refrigerant pressure in the lines increases the
tendency to lose charge through the shaft seal.
Compressor - Running Checks
a) Shut the liquid outlet valve on the condenser and the outlet from
a) The lubricating oil pressure should be checked daily. the filter.
b) The oil level in the crankcase should be checked daily. b) Run the compressor until the low pressure cut-out operates.
c) The suction and discharge pressure should be checked daily. 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
d) The temperature of oil, suction and discharge gasses should be suction pressure remains low.
checked daily, together with the motor bearing temperatures.
d) Shut the compressor suction and discharge valves.
e) A daily check should be kept on any undue leakage at the shaft
seal. e) Close the inlet and outlet valves on the cooling water to the
condenser.
To Stop the Compressor for Short Periods
f) Close the inlet and outlet valves on the cooling water to the oil
a) Close the condenser liquid outlet valve and the outlet from the cooler.
filter.
g) The compressor discharge valve should be marked closed and the
b) Allow the compressor to pump out the system so that the low compressor motor isolated to prevent possible damage.
level pressure cut-out operates.
c) Isolate the compressor motor.
d) Close the compressor suction valve.
e) Close the compressor discharge valve.
f) Close the inlet and outlet valves on the cooling water to the
condenser.
g) Close the inlet valves on the cooling water to the oil cooler.
h) Switch on the crankcase heater.

2.14.4 Miscellaneous Air Conditioning Units
Package air conditioning units are provided to supply the following spaces:
Engine control room
Workshop
They are all self-contained, comprising a fan, compressor, refrigerant circuit,

filters and controls. They are and on an external cooling water supply.
Maker: Carrier Corporation

Model: 90 MA 308-611 R134a
No. of sets: 1
Procedure for the Operation of the Package Air Conditioning Units
Starting
a) Switch on the crankcase heater for approximately 24 hours before

operation.
b) Open the condenser refrigerant inlet and outlet valves.
c) Open the condenser cooling water inlet and outlet valves.
d) Check for any signs of leakage of refrigerant and lubricating oil.
e) Ensure that the air filter is clean.
f) Switch off the crankcase oil heater.
g) Set the change over switch to COOL.
h) Start the fan.
i) Operate the start switch.
Shutting Down
a) Close the condenser refrigerant outlet valve.
b) Allow the compressor to shut down on the low suction pressure

trip.
c) Stop the compressor.
d) Close the condenser refrigerant inlet valve.
e) Close the condenser cooling water inlet and outlet valves.

Illustration 2.14.5a Sewage Treatment System
From Accommodation Sewage From Accommodation Sewage
RD12 RD13
Upper Deck Upper Deck
Sewage Waste Waste Sewage Hospital Kitchen
Water Water Water Water Water Water
RD2 RD3
RD81
RD10
RD4
RD5
RD6
RD7
Engine Room
W.C. Oil
Trap
RD11 RD16
RD9
RD17
R18
From General Service

Air System
RD24
Sewage
Treatment RD14 RD15
Plant
B. W. L.
Key
RD19
Discharge
Pump
Sewage Pipes
From F.W.
Service System Bilge Air
RD20 RD23 Tank
Domestic Fresh Water

2.14.5 Sewage Treatment System Level Switch Operation
Maker: Lu Zhou - Hamworthy If the discharge mode selector switch is set to the ‘AUTO’ position, the pump
will start when the high level switch is activated and stop when the low-level
Basic Description and Operation switch is activated.
The sewage treatment plant is a tank, divided into three compartments: Manual Operation
1. Aeration compartment If discharge is required below the low-level switch position, the pump can be
started manually by setting the mode selector switch to ‘HAND’ and pushing
The incoming sewage enters the aeration compartment, where it is digested by the start button. Discharge will continue until the low-level switch is activated,
aerobic bacteria and micro-organisms. This is assisted by the addition of or until the pump is manually stopped.
atmospheric oxygen delivered by the compressors. The resulting CO2 is
emitted through the vent pipe and the water and bacteria cells are displaced ! CAUTION
into the settling compartment. Running the pump dry will damage the pump.
2. Settling compartment Alarms
Here the bacteria settle out and are returned to the aeration compartment via A high-level alarm is activated if the high-level switch is not reset within a set
the airlift tube. The tube takes its supply from the bottom of the compartment, period of time of it being activated.
via a visual pipe, which allows a check to be made on the returning sludge. The
sloping sides prevent the settled sludge from accumulating and help direct it to A thermal relay alarm will indicate overcurrent in the pump motor.
the suction side of the air lift. The effluent enters the compartment through a
filter and stilling chamber. It rises through the clarifier before discharging into ! CAUTION
the chlorine compartment through a weir at the top of the clarifier. A surface Discharge overboard should not take place within 12 nautical miles of the
skimmer is provided to skim off and return surface debris back to the aeration coast.
compartment.
3. Chlorine contact compartment
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 into
two tubes with the effluent passing over them. The effluent absorbs the
required amount of chlorine before flowing into the chlorine contact tank,
where it is finally discharged overboard.
The discharge may be controlled manually or automatically. The control

equipment includes facilities for high level control and alarm functions using
signals from float switches fitted in the treatment tank.
The contents of the tank can be discharged:

By level switches
Manually

Garbage Management Plan
Garbage Management Plan For Maersk
Ship Operational Garbage Cabin Garbage and Public Room Galley and Messroom Garbage
Deck Engine Room Officers Crew Galley Stores Galley & Messroom
1. Plastic 1. Plastic 1. Plastic 1. Plastic 1. Plastic 1. Food waste
2. Floating dunnage 2. Floating dunnage 2. Paper, rags, glass, bottles, 2. Paper, rags, glass, bottles, 2. Packing material 2. Plastics
3. Lining/packing materials 3. Lining/packing materials metal, etc. metal, etc. 3. Paper, glass, bottles, 3. Packing material
4. Paper, rags, glass, metal, 4. Paper, rags, glass, metal, metal, etc. 4. Paper, glass, bottles,
bottles, etc. bottles, etc. metals, etc.
5. Oily rags 5. Oily rags
6. Solid oily waste 6. Solid oily waste
7. Waste oil 7. Waste oil Separation Separation
Generated garbage Generated garbage
separated at source into the separated at source into the
marked receptacles by the marked receptacles by the
Chief Cook Chief Cook & 2/Cook
Separation Separation Separation Separation

Generated garbage Generated garbage Generated garbage Generated garbage
Chief cook will check with
separated at source into the separated at source into the separated at source into the separated at source into the
the bridge if vessel is more
marked receptacles by the marked receptacles by the marked receptacles by the marked receptacles by the
than 12 miles from nearest
occupants/users occupants/users occupants/users occupants/users
land.
Yes No
Location of Location of Location of Location of Collected
Collected by Collected by Collected by
receptacles receptacles receptacles receptacles by
Bridge 4-8 GP1 Work shop Motorman Cabin 2/Cook Cabin Occupant
Radio room 4-8 GP1 E.C.R. Motorman Cleaning gear Cleaning gear Lk.
Location of Processing of Food Waste Location of
C.C.R. 4-8 GP1 Engine Store Motorman Lkr on A&C-Dk 2/Cook on upp.&B-Dk GP2 Collected by Collected by
receptacles Food waste will be processed receptacles
Laundry GP2 E/R Decks Motorman Conf. room 2/Cook Crew smoking GP2
Deck stores GP2 Off. smoking 2/Cook room Inside Store 2/Cook using chafe cutter or disposer Inside galley 2/Cook
room Suez room GP2 and will be disposed to the Officers mess 2/Cook
Infirmary 2/Cook Gymnasium GP2 sea. Chief Cook is responsible Crew Mess GP2
for the operation of the
DISPOSER located in the
galley.
To Sea
Storage Storage
WATER TIGHT GARBAGE ROOM WATER TIGHT GARBAGE ROOM
LOCATED: ON UPP. DECK AFT LOCATED : ON UPP. DECK AFT
The collected garbage to be brought The collected garbage to be brought
every morning to the garbage room every morning and evening to the
as per designated duties for storage. garbage room as per designated duties
for storage.

Garbage Management Plan
Storing Garbage In Garbage Room (Located On Upper Deck Aft)
Red Receptacle Blue Receptacle Yellow Receptacle Green Receptacle Black Receptacle
For incineration For sea disposal For sea disposal Food waste For landing ashore
Examples >25 nm >25 nm for sea disposal
Examples
outside special area outside special area >25 nm
1. Plastic 1. Paint
Examples Examples outside special area
2. Burnable dunnage 2. Chemicals
3. Paper, rags, etc 1. Floating dunnage 1. Paper, rags, glass, metal, Examples
3. Oil soaked material
4. Oily rags 2. Lining bottles, crockery & similar 1. Food waste
5. Solid oily waste 3. Packing materials refuse
6. Waste oil 2. Incinerator ash
Collected By
GP2 & GP1
Under supervision
of C/O and taken Sea Disposal Disposal To Shore Facility
to incinerator. 1. Under the supervision of C/O 1. Under the supervision of C/O
2. Obtained permission from Bridge 2. All Disposals to be recorded in the
3. All Disposals to be recorded in the garbage log
garbage log
Incineration
By GP2 By GP2 and assisted by GP1
Under supervision
of 2/E.
To Sea To land ashore

Generated ash
brought to storage
area and kept in
yellow receptacle
for sea disposal by
Motorman.

Illustration 2.15.1a Inert Gas Generator In Engine Room
Open Deck B.W.L. Open Deck

In Funnel
BN16
From Control
Air System
To Deck
System
PIC BN30 BN64
S
I.G.G.
D.O. Tank To C.W. PI PZA PIC P
(4.3m3) From F.O. System
Transfer
System
BN8 PC
TI TZA
TI TZA
PZA
TI
rner
From S.W.
Cooling System
Pilot Bu
PI PI PT
From
7 kg/cm2
Main Steam System
Bu rner
PZA BN12
Combustion
To
Chamber QIR
Atmosphere
Condensate To
LZA
Atmospheric
F1 QT QIR
PZA Condenser
No.6
Fuel Oil PI
PZA L19 PZA PZA W.B.T.
Unit
(S)
PI PI
PIC PI
Connection As BN14 BN15
Smooth As Possible
BN72
N
Key
2
O2
Dom. Fresh Water
BN5 Sea Water

From Bilge BN6
P P
To and From Ballast Inert Gas
Fresh Water B.W.L.
System Fuel Oil
No.1 Blower No.2 Blower In E/R
P P Air
QA17 QA18
Saturated Steam
QA39 QA26 QA16
I.G. Scrubber Condensate
Sea Water
Pump
Main Pipe
(280 m3)
Issue: 1 2.15 Inert Gas (Top-up System) Generator Page 1

2.15 Inert Gas (Top-up System) Generator The products of the combustion are mainly carbon dioxide, water and small 2.15.2 Operation
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The
nitrogen content is generally unchanged during the combustion process and the a) Open all valves for utilities (sea water, fuel, etc.).
2.15.1 Inert Gas Generator
inert gas produced consists mainly of 85% nitrogen and 15% carbon dioxide.
The inert gas plant, installed in the engine room, produces inert gas which is b) Supply electrical power to the inert gas generator panel.
used to provide a gas explosion protection system for the cargo oil tanks and Initially, the hot combustion gases produced are cooled indirectly in the c) The generator is started by operating the start button. The
slop tanks. This is achieved by maintaining a slight over-pressure in the tanks combustion chamber by a sea water jacket. Thereafter, cooling of the gases complete starting process is fully programmed and safety
at all times. mainly occurs in the scrubber section of the generator, where the sulphur interlocked.
oxides are washed out. The sea water for the Inert Gas Generator is supplied
When products are carried, the respective tanks would normally be blanked off from the sea water cooling system. d) The purge line is open when the generator is started and will
from the I.G. system remain open until the oxygen content drops to within required
Before delivery out of the generator, water droplets and trapped moisture are limits. At this point the supply to deck valve will open and the
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by purge valve will close.
separated from the inert gases by a demister. The inert gas is supplied to deck
inert gas. At all times, pressure of the inert gas in the tanks is maintained
via a deck water seal. The starting program runs as follows:
slightly above atmospheric pressure.
The Inert Gas System can supply fresh air instead of inert gas with the same a) The blower purges the system with air before the pilot burner is
The operating principle is based on the combustion of a low sulphur content
capacity. ignited by the spark plug.
fuel and the cleaning and drying of the exhaust gases.
Burner Description b) The pilot burner is ignited. As soon as the flame is detected the
The inert gas plant includes an inert gas generator, a scrubbing tower unit, main burner is started.
blowers, an effluent water seal, a fuel injection unit, deck seal and an instru- The combustion air is supplied to the main burner by two blowers, each
mentation / control system. supplying 50% of the total capacity of the generator. The quantity of c) After flame detection of the main burner and flame stabilisation,
combustion air to the burner can be manually adjusted by a regulating valve in the pilot burner is shut down.
Manufacturer: Smit Sinus Gas Systems B.V. the excess air discharge line. d) After 4 minutes of purging, the delivery line is opened and the
Inert gas delivery rate (m3/h): 3,750 purge line closed - provided that the oxygen content is correct. If
Fuel (M.D.O.) is supplied at a constant pressure by the gas oil electric pump not, the purge line remains open until the correct fuel/air ratio has
Inert gas composition (% vol) O2: 0.5 which has a built-in pressure overflow valve. been set and the correct oxygen content is obtained.
Inert gas composition CO2: 14%
Before ignition or start up of the unit, and with the pump running, all the fuel For long standstill periods it is recommended to purge the sea water cooling
Inert gas composition CO (max): 100ppm is pumped back via the fuel oil overflow valve. This valve also serves to system is purged with fresh water.
Inert gas composition NOx (max): 65ppm regulate the delivery pressure of the pump.
To allow for a remote stop of the generator, an extra contact is available in the
control panel for connection to the ship's main control room.
Inert gas composition SO2 (max): 2ppm The fuel oil flows to the nozzle of the main burner via two solenoid valves and
Nitrogen balance to 100%: two fuel oil regulating valves. 2.15.3 Maintenance
Inert gas composition 'soot' : Bacharach 0 A programme switch in the local control panel regulates one of the solenoid a) The use of blowers and deck seal sea water supply pumps should
valves which operates the pilot burner and initial firing. be alternated on a regular basis.
The inert gas plant is locally operated.
b) Check the calibration of the oxygen analyser before use.
The main burner is ignited by a pilot burner. The main fuel oil burner is of the
Working Principle high-pressure steam assisted atomising type. The fuel is directed to the burner c) The sootblower for the boiler uptake valve should be operated
orifice through tangential slots which ensure that the fuel leaves the burner as before opening the uptake valves. The manual steam valve to the
Inert gas is produced by the combustion of diesel oil supplied by the diesel oil a thin rotating membrane which is atomised just after the nozzle. required uptake valve should be opened prior to this operation.
pump and air provided by blowers, taking place in the combustion chamber of
The ‘Push to Clean’ button is pressed. The manual steam supply
the inert gas generator. Steam is supplied to the atomising ring which is fitted to the end of the burner valve is then closed after the operation.
gun and imparts a tangential flow into the oil stream thus ensuring a ultra-fine
Good combustion is essential for the production of a good quality soot free low dispersion of the fuel oil. In this manner good combustion is guaranteed with d) The blowers should be water washed at shut down to prevent
oxygen inert gas. no formation of soot. build up of solids on the impeller. Prior to this operation the drain
valve is opened and the flexible hose is connected. When the
blower motor receives the stop signal, open the water supply to
the blower while the fan is running down. On completion, the
fresh water valve is closed and the flexible hose disconnected.
Issue: 1 2.15 Inert Gas (Top-up System) Generator Page 2

Part 3
Main Machinery Control

Illustration 3.1.1a Integrated Management System Layout

UCS586
UCS587
W/H Console
UCS634/5 GOS UCS630

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

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

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

MAN WATCH
1 ABC
PRINTER
CON-
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
TROL

ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
CALL
NANCE
UCS54
24Vdc UCS128 UCS129
Accommodation Area UCS41

24Vdc
UCS582/583 UCS614/5 GOS UCS610
UMS 2100 BASIC ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
24Vdc
ALARM
LIST
STOP
HORN
ALARM
ACKN. BAP - ECR UCS631
UCS53
ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
220Voc
UCS644/5 24Vdc DEAD

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

7 STU
MAIN-
8 VWX
ALARM
9 YZ
ALARM
Ospace
ALARM ALARM
+/-
ALARM
GOS Box
DUTY
UCS52
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
UCS641
ALARM FIRE FAULT
UCS616
UCS51 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 12 Engine Control Room
220Voc 24Vdc UMS 2100
ALARM FIRE FAULT

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

HORN
ALARM
ACKN. AAP 09
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM ALARM
6 PQR
ESC ENT
UCS126
LIST GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

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

HORN
ALARM
ACKN. AAP 08
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM ALARM
6 PQR
ESC ENT 24Vdc

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

UCS122
UCS121
ADD. DISPLAY
Gamma Outstation No 2
CHAN- ASSIST S1 S2 MAIN- S3 ALARM S4 ALARM ALARM
DIMMER ALARM ALARM
ALARM FIRE FAULT NEL CALL
24Vdc
NANCE
UCS45 ALARM STOP ALARM

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

UCS 01 A,B,C,D Alarm
UCS119
ADD. DISPLAY
ALARM ALARM ALARM
NANCE
UCS44 ALARM STOP ALARM

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

ADD.
ASSIST S1
UCS117
LIST CHAN-
DUTY
ALARM ALARM ALARM
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
UCS43 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 04
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM ALARM
6 PQR
ESC ENT 220Vac

UCS116
ADD. DISPLAY
Lyngso Marine
ASSIST S1 S2
7 STU
MAIN- S3
8 VWX
ALARM S4
9 YZ Ospace +/-
UCS701
UCS115
DIMMER
Alarm
LIST CHAN- ALARM ALARM ALARM ALARM
NEL DUTY TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
UCS42 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 03
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
5 MNO
ALARM
GROUP4
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
UCS114
ASSIST S1
UCS113
LIST CHAN-
DUTY
ALARM ALARM ALARM
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
ALARM STOP
HORN
ALARM
ACKN. AAP 02
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM ALARM
6 PQR
ESC ENT UCS711 UCS710

220Vac
ADD. DISPLAY
Lyngso Marine
UCS112
ASSIST S1 S2
UCS111
CHAN- MAIN- S3 ALARM S4 ALARM DIMMER
ALARM ALARM ALARM
LIST DUTY TE-
ALARM FIRE FAULT NEL CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 01
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM ALARM
6 PQR
ESC ENT
UCS110
ADD.
LIST
DISPLAY
CHAN-
NEL
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN- S3
TE-
NANCE
8 VWX
ALARM S4
GROUP6
9 YZ
ALARM
GROUP7
ALARM
Ospace
DIMMER
GROUP8
ALARM
GROUP9
ALARM
+/-
GROUP10
UCS109 UCS810
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
5 MNO
ALARM
GROUP4
ALARM
GROUP5
6 PQR
ESC ENT
Rotating Light
UCS108
ASSIST
CALL
DUTY
MAIN-
TE-
NANCE
ALARM
GROUP6
ALARM
GROUP7
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP10
UCS107
UCS130
UCS106 UCS811
UCS105
UCS131 Horn
UCS104
UCS202/3. 500/1
UCS100 UCS812
Stop Horn
UCS101
Engine Control Room
Issue: 1 3.1 Integrated Management System Page 1

3.1 Integrated Management System The Accommodation Alarm Panel is normally installed in the cabins of the An alarm printer and log printer in the ECR.
duty engineers/officers and in the public rooms. The accommodation alarm
3.1.1. System Overview panel is used for alarm signaling and duty call of crew members etc. in the Two Gamma outstations in the ECR.
accommodation areas.
Maker: Lyngso Marine The controlled machinery components are operated from control pictures, all
The Extended Alarm Display is used together with the Basic Alarm Panel to with graphic representations of the controlled machinery components.
Main System Components extend the amount of information to be displayed simultaneously. (In the
Universal Control System UCS 2100, the function of the Extended Alarm An interactive interface with pull-down menus and clear indications of the
The machinery monitoring, alarm and control system can be divided into four Display is an integrated part of the Graphics Operator Station GOS). actual state of the machinery component is used. Alarms related to the
groups: controlled machinery components are visualised just beside the graphic
DPS 2100 Main engine remote control and safety system The Alarm/Log Printers are used for printing the different logs and reports. symbol for the machinery component. The actual state of the alarm is clearly
This system contains Alarm Panels which allow remote alarm annunciation at indicated (normal/cut-out/alarm).
DMS 2100 Bridge manoeuvring system the bridge, at the engineers cabins and in the public rooms. A printer which
UCS 2100 Universal alarm, monitoring and control system logs all the alarms and events is connected to the system. The Graphic Operator Stations log all commands to, and condition changes
from, the machinery. It also logs the change of set-points to the temperature
PMS 2100 Power management system As the system is selected for ‘unmanned machinery space’ it will sound an controllers. The events are stored in a cyclic event log containing all events
audible alarm in the cabin of the engineer who has been selected on duty, as occurred during the last 24 hours. The event log is readable on the screen of
The DPS and DMS 2100 systems are described in detail in section 2.1.2, Main
well as in the public rooms, enabling the duty engineer to move freely between the Graphic Operator Stations and can be printed on request.
Engine Manoeuvring Control.
any of these locations and still be sure to receive the alarm. To acknowledge
The UCS and PMS systems are grouped by the manufacturer under the system the alarm, the Duty Engineer must go to the Engine Control Room. The system The Graphic Operator Stations logs all of the supervised analog values. The
title: ‘UMS/UCS2100 Universal Alarm, Monitoring and Control System’ The contains extended alarm displays which present more information, giving the values are stored continuously for a period covering the previous eight hours.
UMS system is basically the alarm system and the UCS system is the control operator an improved overview. All changes are detected and stored. Additionally, the values are also stored as
and monitoring system. one minute mean values for a period covering the last month.
UCS 2100 Control System
The systems are all interconnected using an RS485 data bus, any alarms on a Generator and Power Management System
system group will sound common alarms according to the mode selected This system offers an overview of alarm, control and monitoring information.
(UMS etc) at the designated control position. The information is presented in graphic form at the Graphic Operator Stations This is comprised of the power management system and diesel starter control
(GOS) See 3.1.1a for system layout and location of GOS. system. The diesel starter control system controls the following functions:
UMS 2100 System Overview Manual stop/start of the generators
The UCS 2100 Control System provides the operator with an enhanced
The system is formed by a number of standard hardware units as shown in overview and operator facilities. It has facilities for displaying logged data and Engine safety/shutdown system
Illustration 3.1.1a. can be used to generate reports based upon this data. Reports, trend, and screen
Selection/control of standby generator
Outstations with Local Operator Panels pictures can be printed on request. The system controls automatic and
sequential restart of pumps and fans, control of temperature controllers and Blackout recovery
Basic Alarm Panels power management of the diesel generators.
Pre-lubrication of engines
Accommodation Alarm Panels
Integrated with the UMS 2100 Alarm System, the UCS 2100 Control System H.F.O./D.O. change over
Extended Alarm Display will offer the standard facility to display alarm information together with the
control and monitoring information. The two systems are allocated the same The power management system controls the following functions:
Alarm / Log printer
Gamma computer hardware modules reducing the overall costs and Semi/fully automatic mode control
The outstation is equipped with a Gamma computer which handles the minimising the use of I/O channels and cabling costs.
Synchronising
functions of the alarm detection, and additionally one of the outstations
The System Configuration is as follows:
controls the alarm panels (Basic Alarm Panels and Accommodation Alarm Frequency control
Panels). The outstation is supplied with Local Operator Panels, which provide A Graphic Operator Station on the bridge, general office, main
Start of standby generator at low frequency or low voltage
the operator with alarm information directly on the front of the outstation. switchboard room, and ECR (x2).
Heavy consumer control
The basic alarm panel is normally installed on the bridge and in the engine A basic alarm panel on the bridge, main switchboard room and
control room. It provides the operator with all the necessary facilities for use ECR.
of the alarm system including alarm acknowledge, duty engineer selection,
An accommodation alarm panel fitted in all the engineers’ cabins
control of printer etc. and public rooms.

Illustration 3.1.2a Operator Stations
Bridge
Lyngso Marine
Chief Engineer's Office F1 Help F5 Additional List F9 Bar graph

F2 Alarm List F6 Event Log F10 Menu
F3 Group Overview F7 Trend Log F11 Stop Horn
F4 Group Display F8 Display Channel F12 Acknowledge Alarm
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 Function Keys
Cargo Control Room
Ball
Used To Move Used To Acknowledge And
Cursor Open 'Display Channel'
Dialogues
Engine Control Room

Left Button
Used To Select Diagrams Not Used
And Objects
Trackball Unit

PMS Operation Modes PMS Automatic Mode Alarm System
The ship’s electrical power plant can be operated in several different modes: In Automatic Mode the PMS will perform the functions from the Semi- Alarms relative to the controlled machinery are displayed on the correspond-
Automatic Mode extended with load dependent start/stop, start of standby ing pictures with an indication of the alarm state and the cut-out state. A steady
Local control diesel generator at shutdown pre-warning alarm of an on-line diesel generator, red square indicates an acknowledged alarm, a flashing red square indicates an
Manual control of auxiliary engine and control of heavy consumers etc. unacknowledged alarm and a light blue square indicates a cut-out. By pointing
In Automatic Mode, the PMS can connect and disconnect the generators auto- and clicking on the square the actual process state can be read. When an alarm
Diesel Starter with Blackout Start
matically to and from the MSB. This may be initiated by load-dependent occurs, the label for the relevant system flashes on the overview display
PMS Semi-Automatic Mode start/stop, or from a shutdown pre-warning. The load-dependent heavy
consumer start facility may involve standby diesel generator start and In the alarm list, the overview of all the present machinery alarms, cut outs and
PMS Automatic Mode
acceptance or rejection of heavy consumer start request. system failures can be seen.
Local Control
Frequency control and load-sharing between all on-line PMS controlled diesel Operation from the Graphic Operator Stations
In local control there is no PMS operation at all. When the auxiliary engine generators are also part of the Automatic Mode. A diesel generator can be
local control is selected for a generator set the engine is operated locally and removed from the automatic start/stop sequence by switching it to local or To operate a machinery component the operator activates the symbol of that
the main breaker is operated from the MSB. The diesel generator local control manual control mode. specific component by pointing and clicking. The desired command is chosen
is selected by means of the local/remote blocking switch on the auxiliary from the pop up menu. from the diagrams on illustration 3.1.2a the operation
A diesel generator can be stopped without changing its mode, by changing the of starting a fuel pump (fuel pump No.1) can be seen.
engine control panel at the engine.
priority, so that the on-line diesel generator is given a lower priority. The PMS
will then automatically start a diesel generator with higher priority and stop the a) From the overview menu the operator selects FUEL OIL
Manual Control
one with the lower priority. In the same way, starting a stopped PMS controlled SUPPLY by pointing and clicking.
In manual control, manual start/stop of the auxiliary engine from the Graphic diesel generator can be done by changing its priority to a higher priority.
Operator Stations is available but closing of the main breaker is limited to an b) From the fuel oil supply display the operator can assess the
If the PMS control mode is changed from local, manual, or semi-automatic to current status of pump No.1. The symbol is green for running,
automatic blackout start situation. When the auxiliary engine is in remote
automatic mode, the PMS will automatically update the plant, so the diesel magenta for stopped, red for blocked or ‘I’ for interlocked. The
control and main breaker manual control is selected for a generator set, the
generators with the highest priority are on-line to the MSB. alarm status square is also situated here.
diesel starter can start and stop the auxiliary engine in question, but only
start/stop; no synchronising or any other functions are carried out. The main c) By clicking on the symbol, the pump I.D. and command options
Start of the pre-selected standby diesel generator and connection of the main
breaker is manually operated from the MSB. The diesel generator manual are displayed.
breaker after blackout is handled by the PMS, independent of the actual mode.
operation is selected by means of the manual/auto selector switch for each
generator on the main switchboard. d) By clicking on MASTER START, the pump is started. (For safety
3.1.2. Operator Stations reasons only one GOS can operate on one symbol).
Semi-Automatic Mode e) The pop up menu disappears and the symbol on the display
The Graphic Operator Station is basically a personal computer approved for
marine use. The various displays feature a wide range of machinery changes to RUNNING.
The PMS modes, which always include the Diesel Start and Blackout Start
functions, can be used for either operator supervised ‘Semi-Automatic’ remote components made up of standard function blocks. The blocks are a
combination of graphical symbols and corresponding control programs and Alarm Handling from Graphic Operator Stations
control or for unmanned full ‘Automatic’ control of the ship’s electrical power
plant. The PMS is changed between the two PMS modes from the Graphic include a process interface and a man/machine interface. Acknowledgment of alarms is carried out at the alarm watch station and must
Operator Stations. be preceded by silencing the alarm horn by pressing the STOP HORN function
Operation is by using the tracker ball device to control the position of a cursor key on the keyboard. The oldest unacknowledged alarm is always on display
In the Semi-Automatic Mode, the PMS acts as a remote control station, where and pointing at a symbol. The activation push button (left) will then activate a in the header. Acknowledgment is by pressing the ACKNOWLEDGE function
the automatic controls are those of blackout start, frequency control, load pop up menu of available commands. The right button will acknowledge and key. Alarms from the alarm list can be acknowledged by pointing and clicking
sharing, start/synchronising control and disconnection of a generator when the open ‘display channel’ dialogue. using the tracker ball.
operator enters a start or stop order from the Graphic Operator Stations. A
generator cannot be connected or disconnected by the PMS automatically. They also have facilities for the display of logged data as trend curves and they Acknowledgment of alarms can also be made from within the corresponding
can be used to generate reports. These reports, trend curves and screen pictures control picture where the alarm indication is displayed by pointing to the
If the operator wants to stop an on-line PMS controlled diesel generator, this
can be printed on request. flashing red symbol and clicking.
can be done from the Graphic Operator Stations. Stopping means unloading,
switching off-line and stopping the diesel generator.
Besides operation and graphics indication of the UCS 2100 Control System,
Heavy consumers will be allowed to start if enough available power is present, the Graphic Operator Stations have the facility to display information such as
otherwise they will be blocked from starting. lists for alarms, cut-outs, analog values, and alarm limits.

UCS 2100 Lyngso Marine UTC 06/01/99 14:52:24
Illustration 3.1.3a Screen Displays File Edit View User Programs Area Diagram Graph Window Help
Alarms: 14 Watch: ECR ATTENDED

Manual Suppress: 0 Duty: CHIEF ENGINEER
Unack'ed Alarms: 0 Backup: 1'ST ENGINEER
Oldest Unack. Alarm: 20TIA003 M.E. EXHAUST GAS CYLINDER 3 LOW ALARM NORM
Main Menu
Alarm Groups Standard Function Blocks Custom Mimics
M.E. Shutdown Alarms Thermometer Fuel Oil System
M.E. Slowdown Alarms Fuel Supply Lub.oil System
Main Engine Lub.Oil System Cooling System
Aux. Engine Cooling System Bilge System
Engine Room Bilge Alarms Bilge System Ballast System
Essential Alarm Ballast System Boiler system

GOS Startup Screen
Non Essential Alarms Boiler System Compressed Air System
Reefer Alarms Compressed Air Systems Main Engine 1 Overview
Manoeuvring Alarms Main Engine 2 Overview
Systems Failures Power Management System
PCS: Slowdown Fire System, Overview
PCS: Shutdown
PCS: Misch.
CPP Control
(Main) ME Oil Supply
DO HFO HFO
SERVICE TANK SERVICE TANK 1 SERVICE TANK 2
3 3 3
4.7m 8.3m 4.5m
m3 m3 m3
6 10 10
8 8
4
6 6
2 4 4
2 2
0 0 0
Mimic Diagram
Standby Master
4.2 bar
Master Standby
7.4 bar

Alarm Handling Operations b) Left click anywhere on the alarm line, select alarm and One Text Printer in black and white for:
The following is a description on carrying out the most common alarm

acknowledge by left clicking on the ! icon. Daily, monthly and yearly reports
handling tasks: Unacknowledged alarm within a mimic diagram Trend values in tabulating form
a) Right click on the icon in alarm, left click on ACKNOWLEDGE Status print-outs for a picture/system
Open alarm list
on the drop down menu. (System documentation)
a) Left click ALARM LIST button in the header.
Unacknowledged alarm within a display channel diagram Event log
b) Press F2 function key.
a) Left click on the ! icon. The Alarms and Main Events are printed on the text printer directly connected
c) Left click on DIAGRAM in the menu bar, select ALARM LIST to a Gamma computer, which is related to the UMS 2100 alarm handling
from drop down menu. function of the system.
Open lists for cut outs, simulation, sensor fail or device fail Reports and Data Collection Logging
The Thermometer (relative measuring system)
a) Left click ADD. LIST button in the header. Daily, monthly and yearly reports are available as standard based on
compressed data from the log. To generate a daily report the data is compressed The thermometer function is a relative measurement system for supervision of,
b) Press F5 function key. further to provide values for each hour. Detailed reports show the 60 values for for example, the exhaust gas temperatures of the main engine cylinders with
each hour plus the total values for a day. Reports can be printed out on request individual alarms for high temperature, high mean value and an alarm for large
c) Left click on DIAGRAM in the menu bar, select ADD. LIST from or at specified times. Other reports may be user configured. Data may also be deviations from the mean value. The display presentation includes an overview
drop down menu. exported in DIF file format for analysis using other PC applications. diagram for all of the cylinders and two graph-diagrams each presenting up to
Open Alarm Group Diagram five cylinder temperatures.
Analogue and binary parameters may be logged on the GOS hard drive for
later analysis. All condition changes of parameters and values, defined to be The thermometer picture can be selected either by the key-board function key
Most important alarm lists are listed in the main menu and are opened by left or from the Diagrams menu.
clicking on the group title text label. If the group name is not shown: logged, covering the previous 24 hours, are stored for 30 days.
a) Left click on DIAGRAM in the menu bar. Event Log 3.1.3. Screen Displays
b) Select ALARM GROUP from the drop down menu. Main Events such as running feedback signals from motors and engines can be The display of the Graphic Operator Stations is divided into two parts: a header
automatically logged on the alarm and event log printer, to give the operator a window and a selectable working area window which will be a control
c) Press F4 function key.
complete machinery log. All events, such as commands and feedback changes, overview or an alarm list. The menu bar and header with status information are
d) Select alarm group from the drop down menu. may also be logged on the Graphic Operator Stations hard-disk. The log is always present. For enhanced safety the header constantly displays the most
accessible on the Graphic Operator Stations and may be printed on a printer, essential information from the alarm system, independent of the actual control
e) Left click on OK button. either on request as a report or continuously. assignment, such as:
Stop Horn Oldest unacknowledged alarm

The commands are only included in the log on the specific Graphic Operator
Stations from which the command is actually activated. Number of present and unacknowledged alarms
a) Left click STOP HORN button in the header.
Number of present cut-outs (inhibited alarm channels)
b) Press F11 function key. Printers and Screen Dumps
Actual watch station, duty officer and backup officer
c) Press STOP HORN key on basic alarm panel. Two printers can be connected to each Graphic Operator Station:
Date and time
Acknowledge oldest unacknowledged alarm One Graphics Printer in colour or black and white for:
Below the header, pictures with symbolic representation of the control objects
a) Left click ACKN. button in the header. Hard copy of the total screen including all windows enable remote control of the controlled machinery components and group of
machinery components. Control is easily carried out by using the point-out and
b) Press F12 function key. Hard copy of the active window of the screen
pop-up menus. The alarm information is clearly indicated by means of a
Hard copy of trend curves graphic alarm symbol placed close to the symbol for the machinery
Acknowledge alarms
component.
a) Right click anywhere on the alarm line, left click on
ACKNOWLEDGE on the drop down menu.

Illustration 3.1.4a Alarm Display

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

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

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

Picture Hierarchy on the Graphic Operator Stations The possible states for an alarm channel are as follows: The Channel parameters are also shown here and may include:
State Appearance Description Limit: Binary has 1 limit, Analogue may have 3 for an alarm and 4
The alarm and control pictures of the UCS 2100 Control System are placed in
a picture hierarchy. The Alarm and Control Overview picture presents labels to for an event
NORM Steady Green Alarm channel in normal
all of the control pictures. Any of the pictures can be selected by pointing at state Type: Binary/low limit/high limit
the picture label and then pressing the activation push-button.
ALM Flashing Red Unacknowledged alarm: Message: Message text
A square located to the left of the picture label flashes in case of an unac- Priority 1 Prio.: Alarm channel priority
knowledged alarm on the picture. This time saving feature gives the operator
a fast and safe overview of the actual situation. ALM Steady Red Acknowledged alarm: Value: Limit value for analog channels
Priority 1
The Alarm and Control Overview picture can, be selected by pressing a Delay on/off: Delay times/adjustment etc
function key on the keyboard or by the area/diagram pull-down menu on the ALM Flashing Magenta Unacknowledged alarm: M.cut: Manual cut out on/off, adjustment etc
command bar in the upper edge of the screen. Priority 2
Standard Function Block Diagrams
All of the alarm and control pictures are available from the picture label on the ALM Steady Magenta Acknowledged alarm:
Priority 2 These diagrams are divided into 12 blocks (squares), each one representing one
Alarm and Control Overview picture or from the Area/Diagram pull-down
menu on the command bar in the upper edge of the screen. machinery component. Information from each component is displayed as a
ALM Flashing Yellow Unacknowledged alarm: ‘standard function block’. There are two main types of object: digital and
Priority 3 analog.
3.1.4 Alarm Display
ALM Steady Yellow Acknowledged alarm: Digital Objects are used to display the status of a machinery component such
The alarm display is a display of all standing alarms both acknowledged and Priority 3 as a pump. The current status is shown as a symbol and as text, usually running
unacknowledged. The system can include from 1 to 4 systems (bridge, or stopped. From these digital objects it is possible to send start and stop
machinery etc), each alarm system has its own alarm list. FAIL Flashing Red Unacknowledged alarm: commands.
Sensor fail
Up to 20 alarms can be displayed on the screen, if there are over 20 alarms the Analogue objects are used to display the current value of a measurement or an
FAIL Steady Red Acknowledged alarm: adjustable value. The value can be shown as a number and/or a bar graph.
actual number is shown in the bottom right of the display.
Sensor fail outside range
The colour of the alarm text is normally green with the alarm ‘state’ text in red Function blocks can be operated in local or remote and manual or automatic
NORM / CA Steady Blue Standing alarm: modes. Change over is carried out directly on the machinery component.
(if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). A right Suppressed/Cut out
click on the alarm brings up a small menu with two texts: DISPLAY
Function blocks are described in more detail in the manufacturers operation
CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE ? Steady White GOS/GAMMA manual for this system.
allows the alarm to be acknowledged or if not possible, the text is shown in Computer hardware
grey (already acknowledged or horn not silenced etc). Left clicking on failure Mimic Diagrams
DISPLAY CHANNEL opens the display for the particular system the alarm
There are also lists for alarm suppressions and alarm failures.
originates from. Detailed alarm information, such as delays and limits etc., is A mimic diagram shows a machinery system as a static background with
also shown. dynamic objects as symbols upon it representing the machinery components
Display Channel Diagram and function blocks of bar graphs etc for measurements. These mimics give a
Trend Displays good overview of a system showing graphically the location of the
This displays detailed information of an alarm channel and it is possible to
measurement or machinery component. Clicking on the object reveals an I.D.
adjust some parameters although these are password level 1 protected. The
One to five graphs for supervised parameters can be displayed in the same display channel diagram for a binary and analogue channel are shown in illus- Mimics can be opened by clicking on the appropriate listing from the main
trend display with individual colour and measuring scale. The individual tration 3.1.3a. the configuration includes: menu or choosing EDIT from the menu bar and selecting OPEN BY NAME
colour is used to separate the ID number, the measuring scale, the trend curve, from the drop down menu. Entering the system I.D. will display the required
and the digit valve for each measurement. See Section 3.1.5 Type: Analogue or Binary
mimic diagram.
Alarm system: Name of alarm system the channel belongs to
Alarm Groups
Outstation: Name of the outstation where PLC is located
An alarm group is a list of alarms for one machinery component (independent
Address: Address number for PLC
of alarm state). Up to 100 alarm groups are available. The list is sorted alpha-
betically after the I.D.

Illustration 3.1.5.a Trending Display
Main Engine Temperature
410.75 000033 M.E. Cylinder 1 Temperature ( 0 - 600 ˚C ) 221.84 000037 M.E. Cylinder 5 Temperature ( 0 - 600 ˚C )
348.53 000034 M.E. Cylinder 2 Temperature ( 0 - 600 ˚C )
600 600 600 600 600
500 500 500 500 500
400 400 400 400 400
300 300 300 300 300
200 200 200 200 200
100 100 100 100 100
0 0 0 0 0
MM:SS 00:00 05:00 10:00 15:00 20:00 25:00 30:00
95/09/15 14:10:25 =>341.3 234.2342.2 207.0 284.6
The trend display with 5 curves showing the exhaust gas temperature for half an hour. The arrow on the top of the graph chart
is used to point out the time, for which the digital values are indicated in the top line for each of the seven curves.

3.1.5 Trending Start Time and Window Period for Graphs The display with a filled area under the curve is particularly useful when
having to present analogue alarm channels with high alarm limit, low alarm
The system can display one to five graphs for parameters under analysis in the After opening a graph window, the operator will be asked to key in a start time limit as well as the current value in the same curve picture. The alarm areas can
same trend display with individual colours and measuring scales. The and a window period. This will occur if the graph window is not defined to be displayed as ‘belts’ and the elements current value as a line between these
individual colour is used to separate the ID number, the measuring scale, the start with fixed time specifications. two belts.
trend curve and the value for each measurement.
The system always suggests the current time as the start time unless it has been Regardless of the selection of the graph form, the zoom and pan functions are
Trend displays that are used often can be accessed directly from the command defined to start a number of hours before. If the operator does not want to the same.
menu named GRAPH. Trend curves showing values for the previous 24 hours change this, the time can be accepted by using the RETURN key. The start
(maximum 4 days) or part of that period, are based upon the continuously time is the time when the desired graph is to be started, while the window Graph Data in Table Format
logged data. A Trend display for a period exceeding the last 24 hours period is the length of the time of which the axis is to be displayed in the graph
(maximum 4 days) are based upon the compressed values. field. The length can also be changed by the operator before the activation. It is possible to get a complete list of all of the values which are used for the
graph drawing. This is achieved by a double-click on the ruler symbol,
Parameters, which are not predefined for logging, may be displayed during on- A start time which goes back in time up to 90 days can be determined. Of whereafter a window, containing the recorded values in table form, is opened.
line data collection, initiated at the request of the operator. There is also a zoom course, this requires that the relevant data is still accessible on the hard disk. The values are presented in table form together with date and time for their
function available, selected by pointing out the area required using the tracker When the start time and period length, which are to be displayed, have been recording.
ball. keyed in the RETURN key must be activated. Hereafter, the Graphic Operator
Stations will retrieve and work up data in order to draw the desired graph on The table is displayed for each element variable on the graph window. The
Trend curves can be saved as a file on the PC hard disk or printed as screen the screen. As the new values accrue to the system, the graph will be updated. table is framed with a line which has the same colour as the column on the
dumps for subsequent printing or analysis. The data used for the trend displays graph window.
are accessible on the Graphic Operator Stations and can be printed in Error Messages in Connection with Graph Generation
tabulating form on a printer. The Up and Down buttons located at the bottom of the window, are used to
If, within the selected time period there has been a period in which data has not scroll up and down in the table (i.e. backwards and forwards in time).
The SHOW GRAPH function is used for setting up a graph-diagram. The been collected, or in which data has later been deleted, an error message
graph pictures can be particularly helpful in identifying and analysing the appears on the screen, e.g. ‘Open error on file TEST.L13’. This just means that
operating disruptions. Additionally, it can be helpful in providing a visual the drawn graph is not complete since data cannot be found for the entire
evaluation of changes of the process values, just as the graphs are an important period. The message means that data for a whole hour is missing. If data for
tool in connection with the documentation of the vessels operation. In the less than a whole hour is missing it will be shown in the graph by horizontal
individual configuration, a number of graph windows can be configured, each lines.
one displaying graphs of up to 5 variables of predetermined element values.
Changing the Presentation of a Graph Display
If the operator selects one or more elements, the graph diagram will automati-
cally include these. (More than one element can be selected by keeping the During monitoring, the display of the graphs can be changed in a number of
[shift] key pressed when selecting the elements). Regardless of how it is different ways. The display of one or more of the (up to five) graphs can be
opened, a graph window has a fixed position and size on the screen. removed from the graph window. This is done by clicking the element name in
the upper part of the window. The name will now be displayed with a weak
The fixed definition graph can be selected from the menu Graphs (by clicking type, and the accompanying graph is ‘closed’.
on the required graph name). The Graphs menu can contain up to 19 graph The graph can be retrieved by clicking the element name once more or for all
displays. by clicking at a field placed just to the right for all the graph names. Being able
to de-activate one or more graph displays can, for example, be helpful in
If no elements are selected when the operator activates the SHOW GRAPH situations where two graphs completely or partially cover one another, or in
function, a box will appear showing a list of all elements in the system. From situations where one of several graphs is desired to be examined more closely
the list you can select up to five elements which are displayed simultaneous- or even printed separately.
ly in the graph-diagram.
If the element name in a graph window is double-clicked, the area is filled out
under the curve with full colour or with a raster pattern. If normal display is
desired again, double-click the name and the curve will appear as a line. Even
though the area is filled out, the curve can still be ‘turned off’ by clicking the
name.

Port Wing Stb'd Wing
Bridge Control Console Alarm Bell Alarm Bell
Illustration 3.1.6a UMS2100 System Layout UCS613 UCS614
EAD UMS 2100 BASIC ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP Bridge
220V AC ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
UCS450
DEAD PRINTER ALARM ALARM ALARM ALARM ALARM
MAN WATCH CON- GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
ESC ENT
TROL
EAD UCS430 ASSIST

CALL
DUTY
7 STU
MAIN-
TE-
NANCE
8 VWX
ALARM
GROUP6
9 YZ
ALARM
GROUP7
Ospace
ALARM
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10
EAD Box
220V AC
24V DC 24V DC
EAD Box
1st Engineer
Accommodation Area Buzzer
24V DC Ship's Control Centre Chief Engineer UCS612
Buzzer
Engineers' Alley
Buzzer UCS611 24V DC
UCS610 24V DC
Officers' Smoke 24V DC UMS 2100
ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL Lyngso Marine
Room ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 08
24V DC UMS 2100
ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
S1 S2 S3 S4 DIMMER
UCS122
EAD UCS420 Dining Saloon ALARM STOP
HORN
ALARM
ACKN. AAP 07
1 ABC 2 DEF
ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ALARM ESC ENT
UCS123
24V DC UMS 2100
ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
ASSIST
CALL
S1 DUTY S2 MAIN-
TE-
NANCE
7 STU
S3
8 VWX
ALARM
GROUP6
S4
9 YZ
ALARM
GROUP7
Ospace
ALARM
DIMMER
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10
Duty Mess ALARM

LIST
STOP
HORN
ALARM
ACKN. AAP 06
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
ALARM
5 MNO
GROUP4
ALARM
GROUP5
6 PQR
ESC ENT
UCS421 24V DC UMS 2100 ACCOMMODATION ALARM PANEL
ADD. DISPLAY
Lyngso Marine
ASSIST S1
UCS117
LIST CHAN-
DUTY
ALARM ALARM ALARM
220V AC
NANCE
Gymnasium ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 05
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
24V DC UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine UCS116

Ship Control ALARM FIRE FAULT
ADD.
LIST
DISPLAY
CHAN-
NEL
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN-
TE-
NANCE
S3
8 VWX
ALARM
GROUP6
S4
9 YZ
ALARM
GROUP7
ALARM
Ospace
DIMMER
GROUP8
ALARM
GROUP9
ALARM
+/-
GROUP10
UCS115
EAD Box Centre ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 04
1 ABC
ALARM
GROUP1
2 DEF
ALARM
GROUP2
3 GHI
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
24V DC UMS 2100 ACCOMMODATION ALARM PANEL
ADD. DISPLAY
Lyngso Marine
UCS114
UCS113
ALARM ALARM ALARM
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 03
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL 5 MNO
ALARM
GROUP4
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
UCS112
ASSIST S1
UCS111
LIST CHAN-
DUTY
ALARM ALARM ALARM
Chief Engineer's Office

NANCE
24V DC ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 02
1 ABC
ALARM
2 DEF 3 GHI
ALARM
4 JKL
ALARM ALARM
5 MNO
ALARM
6 PQR
ESC ENT
UCS110
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine

ADD. DISPLAY
ASSIST S1 S2 S3 S4
UCS109
CHAN- MAIN- ALARM ALARM DIMMER
ALARM ALARM ALARM
LIST DUTY TE-
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 01
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
5 MNO
ALARM
GROUP4
ALARM
GROUP5
6 PQR
ESC ENT
DISPLAY
UCS108
UCS107
ADD.
ALARM ALARM ALARM
NANCE

ALARM ALARM ALARM ALARM ALARM ESC ENT
UCS106

ASSIST
CALL
DUTY
MAIN-
TE-
NANCE
ALARM
GROUP6
ALARM
GROUP7
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP10
UCS105
UCS104
EAD
24V DC
UCS 01
UCS 02 220V AC
UCS 40 UMS 2100 BASIC ALARM PANEL Lyngso Marine
UCS 41 ALARM FIRE FAULT
UCS 42 ALARM
LIST
STOP
HORN
ALARM
ACKN. BAP - ECR
UCS 43 ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
UCS 44 EAD Box DEAD

MAN WATCH CON-
1 ABC
PRINTER ALARM
2 DEF
GROUP1
ALARM
GROUP2
3 GHI
ALARM
4 JKL
GROUP3
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
UCS 45
TROL

MAIN-
UCS 46
CALL
NANCE
24V DC UCS 47
UCS 48
UPS UCS 51 EAD
UCS 81
UCS 82
UCS 83 220V AC
UCS 84 EAD Box
UCS 85 Engine
Control Room Engine Control Centre
Console
UCS 410
220V AC UCS 411
UCS 700 24V DC
Alarm Gamma Outstation No.2
ALARM FIRE FAULT
ALARM STOP
HORN
ALARM
ACKN.
LOP GAMMA 2
LIST
ADD. DISPLAY ADJUST

S1 S2 S3 S4 DIMMER
LIST CHAN- CHAN-
NEL NEL
Gamma Outstation No.1

WATCH ESC ENT
MAN CON- GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL

DUTY
NANCE
ALARM FIRE FAULT
Rotating Light ALARM

LIST
ADD.
LIST
STOP
HORN
DISPLAY
CHAN-
NEL
ALARM
ACKN.
ADJUST
CHAN-
NEL
LOP GAMMA 1
S1 S2 S3 S4 DIMMER

WATCH ESC ENT
TROL

DUTY
NANCE
Horn
Stop Horn

3.1.6 UMS - Manned Hand Over
The following procedures are followed when changing over to Manned

Operation:
Due to alarm initiation
a) When summoned by the extension alarm system, the duty

engineer proceeds to the E.C.R.
b) Ensure that the patrol man alarm system has been activated.
c) Inform the bridge of manned condition and the alarm cause.
d) Switch watch-keeping control to the E.C.R.
e) Rectify the alarm condition, if necessary call for assistance.
Normal hand over
a) The duty engineer proceeds to the E.C.R.
b) The patrol man alarm should be in use until the arrival of other
members of the E.R. personnel.
.
c) Inform the bridge of manned condition.
d) Switch watch-keeping control to the E.C.R.
e) Examine the data logger printouts generated during the UMS

period.
f) Hand over to the oncoming duty engineer, discussing any irregu-

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

decide if they should be included in the present day's work list.
h) The senior engineer delegates the work list and discusses relevant
safety practices.
i) The duty engineer should be aware of all the maintenance being

carried out and should be informed of any changes to the day’s
schedule.
j) The duty engineer can then proceed with his normal tour of
inspection.

Illustration 3.2a Engine Control Room Console
12 15 16 20 23 25 47 48
38 45
1 2 3 4 5
12
11 1
min 7 8 9 10 2
x10 Nm
4 5 6
9 3
1 2 3
6 _ 8 4
58
8
x10 Km
@ @
@
13 17 18 26 * 0
7
6
5 49 50 59
@ @
@ SPEED
@
KTS
@
@
@
46 400
@
@
@ @
@
24 200
FURUNO
21 200
0
1 2 4 7 7 2 1 2
14 19 27 39 41 42
GGGG
22
GGGG
51 51 52 53
7 Lyngso Marine
GGGG GGGG GGGG GGGG
GGGG GGGG GGGG GGGG

GGGG
GGGG
43 OFF
44 OFF
OPEN CLOSED OPEN CLOSED
OMRON FSFASF
OFF AUTO RUN
40
Hgtdshshshsadsa
Hgtdshshsh
Hgtds
Hgtdshshsh 31 61
11 28 29
Hgtdshshshsad
Hgtdshshshsadsa
30
DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine DPS 2100 ENGINE SAFETY SYSTEM Lyngso Marine EGS2000 EGS2000 GOVERNOR SYSTEM Lyngso Marine
ALARM FIRE FAULT
BAP - ECR
ALARM FAULT ALARM FAULT ALARM FAULT
ENGINE SAFETY SYSTEM
ALARM STOP ALARM
HORN ACKN.
SYSTEM OK
LIST
ALARM STOP ALARM ALARM STOP ALARM BLOCKED
LIST HORN ACKN. LIST HORN ACKN.
ACTUAL SPEED: 65 RPMt
ADD. DISPLAY ADJUST

NEL NEL STATUS MAIN EDIT EDIT MENU STATUS MAINT TEST
S1 S2 S3 S4 ALARM
LIST
DIMMER S1 S2 S3 S4 DIMMER
LIST
HAYES!
ACKN.
DEAD
MAN
WATCH
1 ABC
PRINTER
CON-
TROL
7 STU
2 DEF
ALARM
GROUP1
8 VWX
3 GHI
ALARM
GROUP2
9 YZ
4 JKL
ALARM
GROUP3
Ospace
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
+/-
ESC ENT
BRIDGE
CTRL
ECR
CTRL
1 ABC
EMERG
CTRL
2 DEF 3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
2 DEF 3 GHI 4 JKL
SLOWD.
ACTIVE
5 MNO
SLOWD.
CANCEL
6 PQR
SLOWD.
RESET
ESC ENT AUTO
SELECT
ESC ENT 54
DUTY 7 STU 9 YZ Ospace
8 VWX +/- 9 YZ 8 VWX
z
TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
CALL
NANCE SEA STAND F.W.E. ALARM ALARM ALARM ALARM SHUTD. SHUTD. RPM POWER MODE Hgtdshshsh Hgtdshshsh
MODE BY GROUP7 GROUP8 GROUP9 GROUP10 ACTIVE
Hgtdshshshsadsa Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshshsadsa
Hgtdshshsh
Hgtds
Hgtdshshshs
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshs
60 GHGgggghhghbhgghghga
32 33 34
Hgtdshshsh Hgtdshshsh GHGggggh
9 Hgtdshshshsad
Hgtdshshshsadsa
Hgtdshshshsadsa
Hgtdshshshsadsa
Hgtdsh
Hgtdshshshsadsa
GHGgggghhghbhggh
GHGgggghhghbhgghghga
56 Hgtdshshshsadsa
GHGgg
GHGgggghhghbhgghgh
Hgtdshshsh hbhgghghga
Hgtdshshsh Hgtdshshsh Hgtdshs GHGgggghhghbhgghghga
Hgtdshshshsadsa Hgtdshshshsadsa Hgtdshshsh GHGgggghhghbhggh
Hgtdshshshs Hgtdshshshs Hgtdshshshsadsa
Hgtdshshshsadsa Hgtdshshshsadsa GHGgggghhghbhgghghga
Hgtdsh
Hgtdshshsh Hgtdshshsh
Hgtds Hgtdshs
Hgtdshshsh Hgtdshshsh
Hgtdshshshsad Hgtdshshshsadsa INSTRUCTIONS EXT. No 2
Hgtdshshshsadsa Hgtdsh INST R UCTIONS
Hgtdshshshsadsa Hgtdshshshsadsa INST R UCTIONS
Hgtdshshsh Hgtdshshsh INST R UCTIONS
Hgtdshshshsadsa Hgtdshshshsadsa INST R UCTIONS
Hgtdshshshs Hgtdshshshs 1 2 3 2 INST R UCTIONS
Hgtdshshshsadsa
Hgtdshshsh Hgtdshshsh 4 5 6 5
Hgtds Hgtdshs
Hgtdshshsh Hgtdshshsh 7 8 9
Hgtdshshshsad Hgtdshshshsadsa 8
Hgtdshshshsadsa Hgtdsh
Hgtdshshshsadsa Hgtdshshshsadsa
Hgtdshshshs Hgtdshshshs
Hgtdshshshsadsa Hgtdshshshs INSTR
UCTIONS VINGTOR
10 Hgtdshshshsadsa Marine a.s

Hgtdshshshs
Hgtdshshshsadsa Hgtdshshshs
57
37
55
35 36
1. DC 24V Power On 18. Main Engine L.O Camshaft Pressure 35. Main Engine Control Lever (Bridge) 51. Blank
2. AC 220V Power from Main Switch Board 19. Main Engine Piston Cooling Oil Inlet Pressure 36. Main Engine Control Lever (Engine Room) 52. Auxiliary Boiler Burner On
3. AC 220V Power from Emergency Switch Board 20. Main Engine RPM 37. Bridge/ ECR Control Changeover Switch 53. Auxiliary Boiler Emergency Stop
4. Steering Gear No.1 Running 21. Main Engine Rev Counter 38. Main Engine Output Monitor 54. Auto.Telephone and PA Index
5. Steering Gear No.2 Running 22. Main Engine Panel 39. Fuel Oil Viscosity Indicator 55. Auto.Telephone and PA Index
6. Rudder Angle Indicator 23. Main Engine Turbocharger RPM 40. F.O Indicator 56. Auto Telephone
7. Consilium Fire Alarm Remote Panel 24. F.O Pump Index 41. High Sea Water Suction 57. Intrinsically Safe Telephone
8. Lyngso Marine Monitor 2100 - 7 25. Main Engine Starting Air Inlet Pressure 42. Low Sea Water Suction 58. Alarm Monitor
9. Keyboard 26. Main Engine Control Air Inlet Pressure 43. High Sea Water Suction Switch 59. Speed Log Repeater
10. Mouse 27. Main Engine Scavenger Air Inlet Pressure 44. Low Sea Water Suction Switch 60. Keyboard
11. UMS 2100 Basic Alarm Panel 28. DMS 2100 45. Engine Room Clock 61. Printer
12. Main Engine Jacket Cooling Water Inlet Pressure 29. DPS 2100 46. Clock Adjuster
13. Main Engine Jacket Cooling Water Inlet Temperature 30. EGS 200 47. Exhaust Boiler Steam Pressure
14. Main Engine Cooling Water Inlet Air Cooler 31. Instruction Panel 48. Exhaust Boiler Water Level
15. Main Engine L.O Inlet Temperature 32. Manual RPM Reduction 49. Auxiliary Boiler Steam Pressure
16. Main Engine L.O Inlet Pressure 33. Main Engine Remote Control Failure 50. Auxiliary Boiler Water Level
17. Main Engine F.O Inlet Pressure 34. Lamp test
Issue: 1 3.2 Engine Control Room, Console and Panels Page 1

3.2 Engine Control Room, Console and Panels Fuel oil viscosity control
The engine control room is situated on the port side of the upper platform of D.O. / H.F.O. in use indicator lights
the engine room, where all the necessary equipment and controls are located to High / low sea water suction c/o switch
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 trip switch
Main engine control and operating console
Ship performance monitor
Main switchboard Ship speed log repeater panel
Computer work stations Alarm printer
UCS2100 remote control system cabinet
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
Spare life-jackets
The main engine control and operating console contains:

Two UCS/UMS monitor screens with keyboards and mouse.
Local operator stations for:
UMS2100
DMS2100
DPS2100
EGS2000
Main engine manoeuvring control lever (bridge control)
Main engine manoeuvring control lever (engine room control)
Auto telephone, sound powered telephone and talk-back
telephones.
Rudder angle indicator
Fire alarm repeater panel
Temperature and pressure gauges for the main engine air, lubricating
oil and fuel oil systems
Main engine R.P.M. counter
Main engine monitoring panel
Issue: 1 3.2 Engine Control Room, Console and Panels Page 2

Part 4
Emergency Systems

Illustration 4.1a Engine Room Fire Hydrant System
To Cleaning
N.C.
To Foam Cargo Tank To Deck Sea
Fire System System Water Fire System
QD45 B.W.L.
Upper Deck
Pump Room
Engine Room
Upper
QD46 Platform
QD32 QD33
Fore Fore
To Sea Water
QD47 QD53
Cooling System
QD20 QD38 Aft Aft
QD48 QD54
QD36
Fore Fore
QD49 QD55
Drain
Aft Aft
QD50 QD56
Fore Fore
QD51 QD57
Aft Aft
QD52 QD58
QD42 QD42
QD30 QD34
N.O.
QD37
QD39
N.O.
PV PV
Main Fire Bilge, Ballast & Fire
Pump Pump
(160/280 m3/h) (160/280 m3/h)
P P
N.O.
QD27
Sea Water Main
N.O. Cross Connection
QD31 QD28
N.C. QD25 QD35 N.C. QD26

Key
Bilges
Bilge Main
Sea Water
To Stern Tube Fire/Deck Water

Cooling Tank
Issue: 1 4.1 Fire Hydrant System Page 1

4.1 Fire Hydrant System Emergency Fire Pump Closed Bilge, Ballast and Fire Pump Disch. to S.W. Cooling QD34
Introduction Maker: Shinko Closed Bilge, Ballast and Fire Pump Suction from
No. of sets: 1 Stern Tube Cooling Tank QD35
The fire hydrant and wash deck system can supply sea water to: Model: RVP 130MS
Capacity: 72 m3/h All of the above pumps are ready to be started remotely.
The fire hydrants in the engine room
The fire hydrants on deck The emergency fire pump supplies the fire main only. It is an electrically
driven self-priming vertical centrifugal pump. It is situated in the emergency
The fire hydrants in the accommodation block
fire pump room and its power supply is taken from the emergency
The fire hydrants in the pump room switchboard.
Main foam system Isolating valves are positioned along the main deck between each set of
hydrants on the fire main line and foam line.
Inert gas scrubber
Pump room bilge eductor The fire main and foam line can be cross-connected by a valve situated at the
forward end of the main deck
Hawse pipes
Preparation for the Operation of the Fire Hydrant System
Forward bilge eductors
All intermediate isolating valves along the fire main and foam main on the
Fresh water generators
main deck are open.
Stern tube cooling tank
All foam monitor valves are closed.
The following pumps can supply the fire and wash deck system:
All hydrants are closed.
Bilge, Ballast and Fire Pump
Set up the valves as shown in the table below.
Maker: Shinko Position Description Valve
No. of sets: 1
Model: RVP 200MS Deck
Capacity: 160/280 m3/h Open Supply Valve to Main Deck Firemain
Main Fire Pump Open Supply Valve to Forecastle Services
Maker: Shinko Closed Port Hawse Pipe Supply Valve

No. of sets: 1 Closed Starboard Hawse Pipe Supply Valve
Model: RVP 200MS
Capacity: 160/280 m3/h Closed All Forecastle Eductor Valves
Foam Room
The Bilge, Ballast and Fire pump and the Main Fire pump are permanently set
up for foam and fire main service with the discharge and suction valves locked Open Master Deck Valve BY1
open. They can also provide a backup for the inert gas scrubber system. Engine Room
All the above pumps take suction from the main sea water crossover line in the Locked Open Main Fire Pump S.W. Suction Valve QD28
engine room.
Locked Open Main Fire Pump Discharge to Fire Main QD37
Closed Main Fire Pump Discharge to S.W. Cooling QD30
Closed Main Fire Pump Suction from Stern Tube Cooling Tank QD31
Open Bilge, Ballast and Fire Pump S.W. Suction Valve QD27
Open Bilge, Ballast and Fire Pump Discharge to Fire Main QD39
Issue: 1 4.1 Fire Hydrant System Page 2

D E
For For For Engine Wheelhouse
Engine Room Pump Room Control Room
Illustration 4.2a CO2 Flooding System
COa2 Room
D E
Control Cylinders
Fire Control Station
Control Cylinders Vent Stop

to ESB / MSB
For Engine
For Engine For Pump Control Room Power Supply
Room Room (AC 204V)
Junction Box ECR Console
P P P
A B A B
Engine Room Ballast Pump Room

121 Cylinders and E.C.R Engine Room
4 Cylinders
RL Key
Pump Room
CO2 Pipe Line

Engine Control
RL
Room RL
Engine Room, Engine Control Room or Pump Room. Control Line
Release from Remote Release Box or from CO2 Room. RL
RL
Electrical Signal
1. Open Release Box Door (C) to the room on fire.
2. Confirm that all personnel have left the room.
Air
3. Open the valve on one of the control cylinders. A. Pilot Cylinders.
4. Open Control Valve No.1 (D) for main battery for B. CO2 Cylinders. Check Valve
the room on fire. C. Release Box.
P
5. Open Control Valve No.2 (E) for distribution valve D. Control Valve No.1 for Main Valve
for the room on fire. Mani Battery.
E. Control Valve No.2 for Instruction
Engine Room, Engine Control Room or Pump Room.
Chart
Emergency Release from CO2 Room. Distribution Valve.
Key Box
1. Open the Distribution Valve (C) manually to CO2 Nozzles
room on fire.
2. Open the required number of CO2 Cylinders CO2 Nozzles
(A) + (B) to the room on fire.
CO2 Nozzles Air Supply
Issue: 1 4.2 CO2 Flooding System Page 1

4.2 CO2 Flooding System h) Open No.1 cylinder valve. The Pump Room / ECR vent fans will stop.
The main valve on the line to the engine room will open. d) Ensure all personnel have evacuated the Pump Room / ECR.
The CO2 flooding system for the engine room/pump room/engine control room
consists of 129 high pressure cylinders each containing 45kg of CO2. These are e) Close all doors, hatches and fire flaps.
i) Open No.2 cylinder valve.
contained in the CO2 room, situated on the port side of the A deck.
All 129 cylinders will release after a delay of 30 seconds and discharge into the f) Open No.1 cylinder valve.
In the event of a fire in the pump room or engine control room, only 4 cylinders engine room.
would be released. The main valve on the line to the pump room will open.
j) If the pneumatic system fails to operate, the main valve can be
All 129 cylinders will be released for an engine room fire. opened manually from the CO2 room and the cylinders released g) Open No.2 cylinder valve.
by hand.
The system can be operated from its respective fire control stations or locally h) Four of the cylinders will release after a delay of 30 seconds and
in the CO2 rooms. k) Do not re-enter the engine room for at lease 24 hours and ensure discharge into the pump room ECR. If the pneumatic system fails
that all reasonable precautions have been taken. These include: to operate, the main valve can be opened manually from the CO2
Engine Room CO2 Flooding System maintaining boundary inspections; noting cooling down rates rooms and the cylinders released by hand. Allow time for the CO2
and/or any hot spots which may have been found. to extinguish the fire and the space to cool down.
Maker : Unitor
Type : High Pressure l) After this period, an assessment party, donning breathing i) Do not re-open the space until all reasonable precautions have
Capacity : 129 cylinders each containing 45kg apparatus can quickly enter the space through a door which is then been taken to ascertain that the fire is out. Premature opening
Discharge Time : 2 minutes shut behind them. could cause re-ignition if oxygen comes into contact with hot
combustible material.
WARNING m) Check that the fire is extinguished and that all surfaces have
Release of CO2 into any space must only be considered when all other cooled prior to ventilating the engine room. Premature opening j) When the fire is out, ventilate the space thoroughly.
options have failed and then only on the direct instructions of the Chief could cause re-ignition if oxygen comes into contact with hot
Engineer, who will have consulted the Master. combustible material. k) Do not enter the pump room/ECR without breathing apparatus
until the room has been thoroughly ventilated and the atmosphere
In the Event of Fire in the Engine Room n) Do not enter the engine room without breathing apparatus until proved safe.
the engine room has been thoroughly ventilated and the
a) Go to the master control cabinet located in the CO2 rooms or fire atmosphere proved safe. Alarms for Engine Room and Pump Room System
control station.
Pump Room and Engine Control Room CO2 Flooding Systems Should any cylinder discharge accidentally, it will pressurise the main line up
b) Break the key box glass and take the key. Maker : Unitor to the stop valve. This line is monitored by a pressure switch and will activate
Type : High Pressure the ‘CO2 leakage’ alarm in the control room.
c) Unlock the cabinet and open the door. Capacity : 4 cylinders each containing 45kg
Discharge Time : 2 minutes Over pressure of the main line is prevented by a safety valve, which will vent
The alarm horns and flashing lights will operate in the engine room. the gas to atmosphere.
In the Event of Fire in the Pump Room or ECR:
The engine room ventilation fans will stop. The pressure of the control air in the release cabinets is monitored by a
a) Go to the master control cabinet located in the CO2 rooms or fire pressure switch.
d) Ensure all personnel have evacuated the engine room and have control station.
been accounted for. A drop in pressure will activate the ‘Pilot air pressure low’ alarm in the Control
b) Break the key box glass and take the key. Room.
e) Close and check that all doors, hatches and fire flaps are shut.
c) Unlock the cabinet and open the door. Should the power supply to the system fail, the ‘CO2 power failure’ alarm will
f) Stop the main engines, generating engines and auxiliary boilers. operate in the control room.
The single air horn will operate in the Pump Room / ECR
g) Operate the F.O, D.O. and L.O. tank quick closing valves.
Issue: 1 4.2 CO2 Flooding System Page 2

Illustration 4.3a Quick Closing and Remote Closing Valve System
PS To Safety
Area No.1 No.2 No.2
PI M.E. Cylinder Oil M.E. Cylinder Oil M.E. Cylinder Oil M.E. L.O. M.E. L.O. A.E. L.O. Incinerator
PAL Storage Tank Storage Tank Service Tank Storage Tank Settling Tank Storage Tank D.O. Tank
Reservoir For Upper Platform
P
(200 L) P RS37 P RS36 P RS32 P QS3 P QS2 P QS1 P QU1
N.O. For Lower Platform
To Cylinder Oil To Cylinder Oil To Main To Main Engine To L.O. Transfer To A.E L.O. To Incinerator
For Day Tank Measure Tank Engine L.O. Sump Tank Pump Purif. Feed Pump
Fuel Oil Tanks
Incinerator
I.G.G.
Waste Oil
D.O. Tank
Service Tank
Fire Control Station
(Cargo Control Room)
P
P P
To I.G.G
To Incinerator
F.O. Unit
From
Compressed Air
System
Key
F.O. Settling Tank F.O. Service Tank D.O. Service Tank
Fuel Oil
Main
Engine RR8 RR9 QR39 RR10
Lubricating Oil
P
P
P RR7 P QR37 P QR36 P RR6 P P P P
Diesel Oil
Air To Boiler To F.O. Purif. To F.O. To F.O.

Feed and Transfer Transfer Supply Unit
P
Pumps Pump P RR1 To A.E D.O.
Supply Pump
Wire Operated To D.O. To D.O. Purifier

Type Supply Unit Feed and Transfer
Pumps to Boiler
No.1 No.2 F.O. No.2 No.1

Emergency D.G. H.F.O. Tank H.F.O. Tank Minor Tank H.F.O. Tank H.F.O Tank
D.O. Tank (Port) (Port) (Starboard) (Starboard)
RR74
To Emergency
P
P
P QR9 P QR10 P QR7 P QR24 QR8
P
Generator P
To F.O. To F.O. To F.O. To F.O. To F.O.

Transfer Pump Transfer Pump Transfer Pump Transfer Pump Transfer Pump
Issue: 1 4.3 Quick Closing and Remote Closing Valve System Page 1

4.3 Quick Closing and Remote Closing Valve System Valves for Lower Platform
Tank Valve Description Valve
Introduction
H.F.O. Settling Tank To Auxiliary Boilers RR7
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil
H.F.O. Settling Tank To F.O. Purifiers QR37
could flow to feed a fire, are equipped with air operated quick closing
valves,.These are controlled from the fire control centre. They are supplied H.F.O. Service Tank To F.O. Transfer Pump QR36
from an air reservoir situated at the fire control centre. The reservoir is
H.F.O. Service Tank To M.E./A.E. F.O. Unit RR6
supplied through a non-return valve from the compressed air system in the
Engine Room at a pressure of 3kg/cm2. The reservoir is fitted with a low H.F.O. Service Tank To Main Engine RR1
pressure alarm transmitter. The tanks are grouped into five systems with one
D.O. Service Tank To M.E./A.E. F.O. Unit RR8
valve operation for each system. In normal operation, the supply to each group
of tanks is vented to atmosphere, but when the cock is opened, air is supplied D.O. Service Tank To Auxiliary Boilers RR9
to a piston which collapses the bridge of the valve.
D.O. Service Tank To D.O. Purifier QR39
The valves are reset by venting the air supply and turning the valve handwheel D.O. Service Tank To A.E. F.O. Unit RR10
in a close direction in order to reset the bridge mechanism, after this the valves
are opened in the normal way. Valve for Fuel Oil Tanks
The emergency generator diesel oil tank quick closing valve is operated by a No.2 H.F.O. Bunker To F.O. Transfer Pump QR10
Tank (Port)
directly connected wire from outside the emergency generator room.
No.1 H.F.O. Bunker To F.O. Transfer Pump QR9
Valves for Upper Platform Tank (Port)
Tank Valve Description Valve
H.F.O. Minor To F.O. Transfer Pump QR7
No.1 Cylinder To Cylinder Oil Transfer Pump RS37 Tank
Oil Tank
No.2 Cylinder To Cylinder Oil Transfer Pump RS36 Tank (Starboard)
Oil Tank
M.E. Cylinder Oil Tank (Starboard)
Daily Service Tank Tank Outlet Valve RS32
Wire Operated
M.E. L.O. To M.E./Stern Tube Sump/Drain Tanks QS3 Valve Description Valve
Storage Tank
Emergency Generator D.O. Tank Outlet RR74
M.E. L.O. To L.O. Purifiers Feed Pump QS2
Settling Tank
Aux. Eng L.O. To L.O. Transfer Pump/A.E. Sumps QS1

Storage Tank
Incinerator D.O.
Tank Tank Outlet Valve QU1
Incinerator W.O.
Service Tank Outlet to Incinerator
Inert Gas Generator

D.O. Tank Outlet Outlet to Inert Gas Generator
Issue: 1 4.3 Quick Closing and Remote Closing Valve System Page 2

Illustration 4.4a Fresh Water Spray Extinguishing System

Key
Auxiliary Generator Room No.2 and 3
Dom. Fresh Water
Air
Electrical Signal
Auxiliary Generator Room No.1
To F.W. Services
In Accommodation
Purifier Room
FIXED PRESSURE WATER SPRAY SYSTEM FOR AUX.
Zone Isolating
GENERATOR ROOM AND PURIFIER ROOM
QG15 QG16 QG17
Valves
Compressed Air IN CASE OF FIRE IN THE PROTECTED COMPARTMENT (S) :

(0.4 Bar) To
Engine Room
Services 1. CLOSE THE DOOR, STOP VENTILATION AND SHUT-OFF DAMPERS.
P
2. EVACUATE ALL PERSONNEL.
P PS 3. ENSURE POWER SUPPLY IS AVAILABLE TO F.W. FIRE FIGHTING PUMP.
To F.W. 4. OPEN THE SELECTOR VALVE TO THE COMPARTMENT ON FIRE.

Hydrophore
5. THE SYSTEM IS IN OPERATION.
QG13 WATER FROM HYDROPHORE TANK IS NOW DISCHARGED THROUGH SPRAY

Standby
From Fresh Open NOZZLES. WHEN THE PRESSURE DROPS TO 3 BAR, THE FRESH WATER
Water Tanks
FIRE FIGHTING PUMP WILL START.
QG23
NOTE:
STANDBY: MAINTAIN PRESSURE IN HYDROPHORE TANK TO ABOUT 4 BAR.
To To To To
Engine Room F.W. Heater Engine Room Main Engine PUMP AND HYDROPHORE TANK OUTLET VALVES ARE OPEN.
Services Services Scavenge From Fresh
Spaces Water Tanks
QG14 QG38
Water Spray Pump
23.4 m3/h
Instruction Plate
Issue: 1 4.4 Fresh Water Spray Extinguishing System Page 1

4.4 Fresh Water Spray Extinguishing System
Maker: Unitor
Working Pressure: 0.5 kg/cm2
Description
The system is supplied by a hydrophore tank which contains fresh water at a

pressure of 0.5 kg/cm2. The hydrophore tank has a relief valve set at 0.8kg/cm2
and a pressure gauge for inspection purposes.
A pump is fitted which is designed to supply fresh water to the system when
the pressure falls below 0.5 kg/cm2 due to the opening of a zone isolation
valve, which causes a pressure drop in the system. The pump is connected to
the emergency switchboard.
Zone isolation valves for the following spaces:

Diesel generator room No.1
Diesel generator room No.2 and 3
Purifier room
Main engine scavenge spaces
Operation
Should a fire occur in any of the above spaces, the procedure is as follows:
a) Ensure all personnel are clear of the area.
b) Shut down the machinery in the compartment on fire.
c) Close all doors and flaps.
d) Check that the power supply is available to the fresh water pump.
e) Open the zone isolation valve to the compartment on fire.
The system is now in operation and fresh water will be delivered to the nozzles
in the zone that has been opened up. When the system pressure falls to below
0.5 kg/cm2, the pump will start and continue to supply fresh water to the spray
nozzles.
When the fire has been extinguished, stop the pump manually and reset all the
valves to their standby positions.
Refill the hydrophore tank and adjust the pressure to 0.7kg/cm2 using the
compressed air system.
Issue: 1 4.4 Fresh Water Spray Extinguishing System Page 2

Part 5
Emergency Procedures

5.1 Flooding in Engine Room
Procedure
Is engine room Bilge Transfer pump running? Normal Priority
Urgent Priority
NO
YES
Start pump Level still rising. Level not rising.
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 be
NO
isolated by valves.
Check the following : Level rising.

1. Position of all valves, particularly
any extra suction valve which may be Inflow of water is exceeding the
open. capacity of the pump
2. Pump or bilge suction Level still rising. Level not rising.
strainer is not choked. Start Main Fire pump taking suction
from the bilge system.
If pump does not pump 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
Advise the bridge.
Start Main Fire pump taking suction caulking, if the source of water cannot be
Stop the main engines and secure them
from the bilge system. isolated by valves.
against the ingress of water.
Level rising.
Isolate equipment from the main
Is pump pumping? switchboard before the equipment is
Start Bilge, Ballast and Fire pump flooded.
taking suction from bilge system. Before the sea water pumps are flooded,
Level not rising.
it will be necessary to shut down the
NO YES Is pump pumping?
boiler, stop the main generators and start
Find and isolate the source of ingress the emergency diesel generator.
NO YES Secure the boiler against the ingress of
Check as for engine of water.
room bilge pump. Restrict the rate of entry by any water.
If pump does not Level rising means available, such as shoring, Secure the main feed pumps and main
pump proceed to next bandaging or caulking, if the source generators against the ingress of water.
task. Summon assistance using the of water cannot be isolated by valves.
engineers call bell.
Issue: 1 5.1 Flooding in Engine Room Page 1

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 Hand wheel
Plate Connected to Plate Connected Plate Connected to

Regulating Hand wheel to Governor Regulating Shaft
Emergency Control Emergency Control Mechanism Normal Control
Issue: 1 5.2 Emergency Operation of the Main Engine Page 1

5.2 Emergency Operation of the Main Engine Change over with a running engine:
Emergency Control from Engine Side a) Reduce the engine load to a maximum 80% of MCR.
The engine can be operated from the emergency console on the engine side in b) Check that the position of reversing valve 105 corresponds to the
the following circumstances: present running direction.
1. As a result of breakdown of the normal pneumatic manoeuvring c) Move the regulating hand wheel to bring the tapered slots of the
system. change over mechanism in position opposite each other.
2. As a result of a breakdown of the the governor or its electronics. d) Put the blocking arm in emergency position.
3. If direct index-control is required. e) Quickly, move the impact hand wheel to the opposite position.
Change over with a stopped engine: This action disconnects the fuel pumps from the governor and connects them
to the regulating handle on the emergency console.
a) Check that valve 105, which is the ‘telegraph handle’ of the
emergency control system, is in the required position. f) Move the change over valve 100 to EMERGENCY position.
(Note ! Reversing to a new direction is only possible when STOP valve 102 is This vents valves 84, 86, 88 and 90 and leads control air to the valves in the
activated.) emergency console.
b) Turn the lever ‘A’ anti-clockwise to free the regulating handwheel ‘B’. If STOP valve 102 is not deactivated, the engine now receives a STOP order.
c) Put the blocking arm in emergency position. g) Activate START valve 101 briefly.
d) Turn hand wheel ‘B’ to move the innermost lever of the change This air impulse deactivates STOP valve 102.
over mechanism ‘C’ to a position where the impact hand wheel
‘P’ is able to enter the tapered slots in both levers. h) Set the engine speed directly with the regulating hand wheel.
e) Quickly, turn the impact hand wheel ‘P’ anti-clockwise. (Note ! When the governor is disengaged, the engine is still protected against
over-speed by the electric over speed trip, i.e. the engine is stopped automati-
This causes disconnection of the governor and connection of the regulating cally if the revolutions increase to the overspeed setting.)
hand wheel ‘B’ to the fuel pumps.
The overspeed shutdown can only be reset by moving the regulating hand
f) Change position of valve 100 from Normal to Emergency. wheel to STOP position.
Now air supply is led to the valves of the manoeuvring system for emergency Manoeuvring must therefore be carried out very carefully, especially when
running. navigating in rough weather.
g) Ready for start.
Start is described in section 2.1.2 of the machinery manual.
(Note ! Always keep the threads of the changeover mechanism well

lubricated.)
Issue: 1 5.2 Emergency Operation of the Main Engine Page 2

Illustration 5.3a Emergency Steering
Control Panel for Steering Gear Servo Motors
Control Valve Block showing Bypass Buttons
Push in and Lock this Button
Buttons to Move Steering Gear either Port or Starboard
Issue: 1 5.3 Emergency Steering Page 1

5.3 Emergency Steering
If failure occurs in the remote operating system from the wheelhouse, the
steering can be operated from the trick wheel in the steering gear room.
Description
The steering gear consists of a tiller, turned by a four cylinder hydraulic

system, that in turn is driven by two electric motors. In accordance with IMO
regulations the pumps, hydraulic power circuits and rams can operate as two T orque Motor Shaft Knob
isolated systems.
The steering gear is fitted with an automatic isolation system. This system is
used to divide the hydraulic power circuits in the event of a hydraulic oil loss
from the oil tanks.
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 the Steering Gear on Loss of Remote Bridge

Control
a) On loss of steering gear control from the bridge, establish communica-

tion 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.
See Illustration 5.3a
b) Turn ‘local/remote’ control switch to local control.
This switch is on the ‘No Follow Up’ panel on the starboard side of the steering
gear room.
c) Operate the push buttons ‘Port’ or ‘Starboard’ to turn the steering Emergency Steering Manual Operation
gear in the direction request by the bridge.
If this system should fail, manual operation can be carried out as follows:
a) Switch off the torque motor power.
b) Push in the button ‘A’ and screw lock in place.
c) The tiller can be moved in accordance with the steering command

from the bridge by turning the torque motor, using the shaft end
knob.
Issue: 1 5.3 Emergency Steering Page 2

Illustration 5.4a Emergency Fire Pump
Motor
Check Valve
Vacuum Pump
Circulating Water Tank
Auto Cylinder
Strainer
Key
Extracted Air
Circulating Air
Auto Cylinder Control
Suction
Discharge
Exhaust Air and Overflow Pipe
Pump
Issue: 1 5.4 Emergency Fire Pump Page 1

5.4 Emergency Fire Pump
Maker: Shinko
No. of sets: 1
Model: RVP 130MS
The emergency fire pump is located in a well, with access from the steering
gear room. It is a vertical centrifugal pump, primed by a vacuum pump driven
by the fire pump shaft. Emergency Pump Motor
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
In the foam/fire control room
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 Suction Strainer
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 Sea Suction Valve
suction and the pressure, detected on the discharge of the pump, operates the
auto cylinder to disconnect the vacuum pump drive.
The pump suction and discharge valves should be operated and lubricated
weekly.
The vacuum pump linkage should be operated and lubricated weekly. Discharge Valve
Issue: 1 5.4 Emergency Fire Pump Page 2

5.5a Fire Control Station
Fire Alarm Monitor and
Emergency Stops Fire Pump Start / Stop Buttons
CO2 Fire Extinguishing System

O.D.M.E. Monitor
Quick Closing and Remote

Operating Valve System
Issue: 1 5.5 Fire in Engine Room Page 1

5.5 Fire in Engine Room r) Consider using fixed extinguishing systems, depending on extent Welding exhaust fan
of fire.
If a fire should occur in the engine room: Main engine auxiliary blower
s) On arrival of the fire brigade inform the Fire Chief about: No.1 blower of I.G.G.
General
Any personnel missing No.2 blower of I.G.G.
a) Sound the fire alarm and muster the crew.
Assumed location of fire Auxiliary boiler
b) If personnel are missing, consider the possibility of searching in What is thought to be burning
the fire area. Air conditioning unit for E.C.R.
Any conditions that may constitute a hazard Galley equipment
c) Determine the location of the fire, what is burning, the direction
of spread and the possibility of controlling the fire. t) Assist the Fire Chief by supplying drawings and plans. No.1 A.C. supply/exhaust fan
d) If there is the least doubt about whether the fire can be controlled If the fixed fire extinguishing system is to be used, take the following action: No.2 A.C. supply/exhaust fan
by the ship's crew, inform the shore authorities of the situation on No.1 pump room fan
the distress frequencies. Battening Down of Engine Room
No.2 pump room fan
e) If the fire-fighting capacity is limited, give priority to fire a) Stop the main engine and shut down the boilers.
limitation until the situation is clarified. Group starter board 3 (accommodation fans)
b) Sound the evacuation alarm. From Ships Control Centre only
f) If substances which may emit poisonous gases or explode are on
fire, or close to the fire, direct the crew to a safe position before c) Stop all the ventilation fans. Main generators
actions are organised.
d) Start the emergency generator and put on load. Power distribution board P4 (L.O. purifiers)
g) Establish the vessel’s position and update communication centre. Power distribution board P3 (F.O. purifiers)
e) Trip the quick closing valves and engine room auxiliary
h) If any person is seriously injured request assistance from the machinery from the fire control centre. Cargo and inert gas systems
nearest rescue centre.
f) Count all personnel and ensure that none are in engine room. No.1 crosshead L.O. pump
In Port No.2 crosshead L.O. pump
g) Close all fire flaps and funnel doors.
i) Activate the emergency shutdown system after first getting No.1 main L.O. pump
agreement to do so from the terminal duty personnel. h) Close all doors to inert gas plant and engine room.
No.2 main L.O. pump
j) Conduct a crew check. i) Start emergency fire pump and pressurise fire main. No.1 F.O. supply unit
k) Organise the crew for fighting the fire. j) Operate CO2 system. No.2 F.O. supply unit
l) Inform the local fire brigade even though the fire may appear to Emergency Stops No.1 hydraulic oil pump
be under control. No.2 hydraulic oil pump
From Ships Control Centre and Wheelhouse
m) If personnel are missing, consider the possibility of searching in D.O.transfer pump
the fire area. Purifier room fan
L.O. transfer pump
n) Close all accessible openings and hatches to prevent the spreading F.O. transfer pump
of fire. No.2 engine room fan
Auxiliary engine priming L.O.pump
o) Prepare to disconnect cargo hoses if required. No.3 engine room fan
p) Prepare to vacate berth if required.
Fore hydraulic pump room supply fan
q) If there is a danger of the release of poisonous gases or an
Emergency fire pump
explosion consider part or total ship abandonment. Ship drawings,
cargo plan etc., should be taken ashore. A crew check is to be Accommodation air conditioning unit
carried out.
Issue: 1 5.5 Fire in Engine Room Page 2

5.6 Fire Escape System and Fire Doors
Illustration 5.6a Escape System and Fire Doors in Engine Room
Engine Room Lower Platform Engine Room Upper Platform

Engine Room Floor
H.F.O.
(Port No. 2)
H.F.O. Tk
411m3
H.F.O. Tank (Port No. 1) 217.7m3

(Port No.2)
H.F.O. Tank (Port No.1)

H.F.O. Tk Store

D.O. Service Tk Room
(Port No.2)
F.O.
Supply Oil Control Room Sett. Tk
F.O. Boiler
Unit Room Elec.
Setting Tk Water Tank 51.2m3
Workshop
H. Sea 51.2m3 112.3m3
Chest
F.O.
F.O. Serv. Tk
A A
Service Tk
38.4m3
A
A
Purifier
Diesel Oil Tank Room
Ballast Pump Room
(Port)
Ballast Pump Room

Clean Bilge W. Tank
Pump Room
A
F.O. Drain Tank Workshop
Sound. Tank
Dirty Bilge W. Tank
Hydraulic Hydraulic
Oil Storage Oil Steer
Tk Storage Gear
10.5m3 Tank Room
A A
Exit
Exit
H.F.O. Tank (Stb'd No. 1) 217.7m3

A A H.F.O.
H.F.O.
Minor Tank
H.F.O. Tank (Stb'd No.1)
Minor Tk

153.7m3
M/E No. 2 No. 1

H.F.O. Tk L.O. Cyl. Oil Cyl. Oil
(Stb'd No.2) Setp. Tk Store Tk Store Tk
H.F.O. Tk
(Stb'd No.2) H.F.O.
M/E L.O. A/E L.O. (Stb'd No. 2)
Store Tank Store Tank 346.9m3
30m3 11.7m3
SYMBOL Description
A Fire Door Class A

Self Closing
A Fire Door
Class A
Secondary
Escape
Primary Escape
Issue: 1 5.6 Escape System and Fire Doors Page 1

5.7 Fire Alarm System
llustration 5.7a Fire Alarm System in Engine Room

Engine Room Upper Platform
H.F.O.
(Port No. 2)
411m3
H.F.O. Tank (Port No. 1) 217.7m3

Engine Room Lower Platform Store
Room
Engine Room Lower Platform
Engine Room Floor F.O.
Boiler Control Room Sett. Tk
Elec.
Water Tank 51.2m3
Workshop
112.3m3
F.O.
Serv. Tk
H.F.O. Tk
(Port No.2)

H.F.O. Tk
D.O. Service Tk
(Port No.2)
Supply Oil
F.O.
Unit Room
Setting Tk
51.2m3
Pump Room
H. Sea
Workshop
Chest
F.O. x2
Service Tk
38.4m3
Steer
Gear
Room
Purifier
Diesel Oil Tank Room
Ballast Pump Room
(Port)
Ballast Pump Room

Clean Bilge W. Tank
F.O. Drain Tank
H.F.O. Tank (Stb'd No. 1) 217.7m3

H.F.O.
Sound. Tank Minor Tank
Dirty Bilge W. Tank 153.7m3
Hydraulic Hydraulic
Oil Storage Oil
Tk Storage
10.5m3 Tank M/E No. 2 No. 1
L.O. Cyl. Oil Cyl. Oil
Setp. Tk Store Tk Store Tk
Exit
H.F.O.
Exit
M/E L.O. A/E L.O. (Stb'd No. 2)
Store Tank Store Tank 346.9m3
H.F.O. 30m3 11.7m3
Minor Tk

H.F.O. Tk SYMBOL Description
(Stb'd No.2)
H.F.O. Tk
(Stb'd No.2)
Smoke Detector (Salwico RDJ-2)
Damp Proof Fire Alarm Push Button
Damp Proof Temp. Detector

(Salwico TDT-2K/80)
Fire Alarm Indicator Panel

(Wall Mounting)
(Salwico MN3000)
Electric Siren For C02

(Unitor Y05)
Rotating Light For C02

(Zollner TS/4)
Elec. Horn For Fire Alarm

(Zollner ZADS 1/115)
Alarm Bell
Issue: 1 5.6 Escape System and Fire Doors Page 2

Part 6
Communications

Illustration 6.1.1a UMS2100 System Layout Bridge Control Console
Port Wing Stb'd Wing
Alarm Bell Alarm Bell
UCS613 UCS614
EAD UCS430 EAD UMS 2100 BASIC ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP Bridge
220Vac ADD. DISPLAY ADJUST
NEL NEL
220Vac UCS450 DEAD

MAN WATCH
1 ABC
PRINTER
CON-
TROL
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT

CALL
NANCE
EAD Box
EAD Box
24Vdc Ship's Control Centre
24Vdc 24Vdc
Accommodation Area
EAD UCS420
1st Engineer
Buzzer
UCS421 Chief Engineer UCS612
220Vac Buzzer
Engineers' Alley
Buzzer UCS611 24Vdc
EAD Box
UCS610 24Vdc
Officers' Smoke 24Vdc UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
24Vdc Chief Engineer's Office Room

ALARM
ALARM
FIRE
STOP
FAULT
ALARM
AAP 08
LIST HORN ACKN.
24Vdc UMS 2100
ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
S1 S2 S3 S4 DIMMER
UCS122
Dining Saloon ALARM STOP
HORN
ALARM
ACKN. AAP 07
1 ABC 2 DEF
ALARM ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT
UCS123
24Vdc UMS 2100
ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
ASSIST
CALL
S1 DUTY S2
7 STU
MAIN-
TE-
NANCE
S3
8 VWX
ALARM
GROUP6
S4 ALARM
GROUP7
9 YZ
ALARM
Ospace
DIMMER
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10
Duty Mess ALARM

LIST
STOP
HORN
ALARM
ACKN. AAP 06
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
ASSIST S1
UCS117
LIST CHAN-
DUTY
ALARM ALARM ALARM
NANCE
Gymnasium ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 05
1 ABC
ALARM
GROUP1
2 DEF 3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine UCS116

Ship Control ALARM FIRE FAULT
ADD.
LIST
DISPLAY
CHAN-
NEL
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN-
TE-
NANCE
S3 ALARM
GROUP6
8 VWX
S4 ALARM
GROUP7
9 YZ
ALARM
GROUP8
Ospace
DIMMER ALARM
GROUP9
ALARM
+/-
GROUP10
UCS115
Centre ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 04
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
UCS114
UCS113
ALARM ALARM ALARM
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 03
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
UCS112
ASSIST S1
UCS111
LIST CHAN-
DUTY
ALARM ALARM ALARM
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 02
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT
UCS110
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine

ADD. DISPLAY
ASSIST S1 S2 S3 S4
UCS109
CHAN- MAIN- ALARM ALARM DIMMER
ALARM ALARM ALARM
LIST DUTY TE-
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 01
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
DISPLAY
UCS108
UCS107
ADD.
ALARM ALARM ALARM
NANCE

ALARM ALARM ALARM ALARM ALARM ESC ENT
UCS106

ASSIST
CALL
DUTY
MAIN-
TE-
NANCE
ALARM
GROUP6
ALARM
GROUP7
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP10
UCS105
UCS104
EAD
24Vdc
UCS 01
UCS 02 220Vac
UCS 40 UMS 2100 BASIC ALARM PANEL Lyngso Marine
UCS 41 ALARM FIRE FAULT
UCS 42 ALARM
LIST
STOP
HORN
ALARM
ACKN. BAP - ECR
UCS 43 ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
UCS 44 DEAD
MAN WATCH
1 ABC
PRINTER
CON-
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
ALARM
GROUP4
5 MNO 6 PQR
ALARM
GROUP5
ESC ENT
UCS 45
TROL

MAIN-
UCS 46
CALL
NANCE
24Vdc UCS 47 EAD Box

UCS 48
UPS UCS 51
UCS 81
UCS 82
UCS 83 EAD
UCS 84
UCS 85 Engine
Control Room 220Vac
EAD Box
UCS 410
220Vac UCS 411 Engine Control Centre
UCS 700
Console
24Vdc
Alarm Gamma Outstation No 2
ALARM FIRE FAULT
ALARM STOP
HORN
ALARM
ACKN.
LOP GAMMA 2
LIST
ADD. DISPLAY ADJUST

S1 S2 S3 S4 DIMMER
LIST CHAN- CHAN-
NEL NEL
Gamma Outstation No 1
WATCH ESC ENT
TROL

DUTY
NANCE
ALARM FIRE FAULT
Rotating Light ALARM

LIST
ADD.
LIST
STOP
HORN
DISPLAY
CHAN-
NEL
ALARM
ACKN.
ADJUST
CHAN-
NEL
LOP GAMMA 1
S1 S2 S3 S4 DIMMER

WATCH ESC ENT
TROL

DUTY
NANCE
Horn
Stop Horn
Issue: 1 6.1 Communications Page 1

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

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

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

LIST CHAN- S1 S2 S3 S4 DIMMER
NEL NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ALARM ALARM ALARM ALARM ALARM ESC ENT DEAD PAGE ESC ENT
SELECT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 MAN UP
7 STU 8 VWX 9 YZ Ospace +/- 7 STU 8 VWX 9 YZ Ospace +/-

ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST MAIN- CON- SET- PAGE
DUTY STATUS
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- TROL TINGS DOWN
NANCE NANCE
ALARM FIRE FAULT
ALARM STOP ALARM

LIST HORN ACKN.
ADD. DISPLAY ADJUST

NEL NEL

WATCH CON- ESC ENT
MAN GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL

DUTY
NANCE

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

Illustration 6.1.2a Sound Powered Telephone System
Common Battery T elephone System Intrinsically Safe T elephone System
Wheel House Navigation Console

Cargo Control Console
Bell
Bell
Pump Room Top
Engine Control Emergency Diesel Generator Room

Console
Bell
Bell
Hydraulic Power Station
Pump Room Bottom

Bell
Bell
M.E. Man. Station

Key
Engine Room
Bell
Bell
Steering Gear Side
Rotating Light
Electrical Signal

6.1.2 Sound Powered Telephones
Sound Powered Telephones
There are two independent sound powered telephone systems:
No.1 system:
Wheelhouse
Engine control room
Steering Gear Room
Main Engine Side
Emergency Generator room
No.2 System:
Cargo control Room
Pump Room Entrance and Tank Top (Intrinsically safe type)
Cargo Pump Turbine Side
Speech transmission is powered by voice, and a hand-cranked generator at

each extension operates the calling bells and air horn relays.
The telephones at the main engine side, pump room, cargo pump turbine side
and steering gear room are of the head set type.

Radio Pilot (From Com. Spare
Space Radio Aerial System) Officer
Amplifier
Illustration 6.1.3a Exchange Telephones
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
Automatic Telephone Public Address System The shipboard management system exists to ensure vessel is managed safely
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
system with integrated circuit components which ensure high quality trans- tuner and tape recorder. Meetings are held at regular intervals to ensure all personnel are aware of the
mission. It is fitted to provide communication through out the vessel. The objectives of the system.
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
other extensions. Alongside each extension is a directory of all extensions in all speakers on board for broadcasting important instructions. Weekly meetings are held to discuss the vessel’s forthcoming operations
the system. A two-digit numbering system is used. The system is designed for schedule, as well as mechanical or fabric maintenance due to be completed.
four lines to linked simultaneously Speakers are provided in the accommodation alleyways, public rooms,
working spaces and deck. A safety meeting is held each month, with a minimum of one meeting every 3
The following five lines have a priority override feature to enable them to be months.
connected to an engaged line: The public address system can be accessed from the auto telephone system for
paging purposes. The object is to discuss safety at sea, prevention of human injury or loss of life
Wheelhouse
and avoidance of damage to the marine environment and property.
Captain’s Cabin The system is supplied from the main 220volt system with back up from the
emergency 24volt system.
Chief Engineer’s Cabin
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:
Wheelhouse
Four telephones, two situated in the wheelhouse consoles, one on the cargo
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 Engine Control Room
number when the engaged tone is heard.
Forward Deck
Telephones are situated in all officer and crew cabins, including separate Aft Deck
bedrooms, public rooms, galley, emergency generator room, fire control
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.

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Rita Mærsk Machinery Operating Manual

Issue: 1 List of Contents - Page 1

PREVIOUS PAGE MAIN MENU EXIT NEXT PAGE

Part 5: Emergency Procedures

5.1 Flooding in Engine Room

Issue: 1 List of Contents - Page 2

PREVIOUS PAGE MAIN MENU EXIT NEXT PAGE

Issue: 1 Issue and Update Control - Page 1

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Issue: 1 Issue and Update Control - Page 2

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Issue: 1 Issue and Update Control - Page 3

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Screw Down Non-Return Water Separator Spool Piece

Swing Check Non-Return Temperature Control Spectacle Flange

3-Way Temperature Control Sounding Head with Dresser Type

Sounding Head with Self

3-Way Wax Expansion Liquid Level Gauge

A Butterfly Valve With Vent Pipe with Filter Regulating Valve

Regulating Valve Spark Arrester Rose Box Filter

Quick-Closing Valve Bellows Type

Issue: 1 Machinery Symbols

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Electrical and Instrumentation Symbols

Issue: 1 Electrical and Instrumentation Symbols

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Illustration Maersk Colour Scheme

Dom. Fresh Water

H.T. Cooling Water

L.T. Cooling Water

Marine Diesel Oil

Issue: 1 Maersk Machinery Colour Scheme

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Issue: 1 Introduction - Page 1

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

L.O Sump Tank Ballast Pump

Low Sea Chest

Issue: 1 Location Plan of Engine Room - Top of Tank and Floor

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Upper Platform Lower Platform

Shelves No.2 H.F.O.

M/E L.O. No.1

Issue: 1 Location Plan of Engine Room - Upper and Lower Platforms

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Part 1: Operational Overview

DEAD SHIP CONDITION

Prepare Low Temp. F.W. Cooling Systems.

Shore Supply Available No Shore Supply Available

Establish Shore Supply. Start up Instrumentation Air System. 2.10.3

Disconnect Shore Supply. 2.13.2

Start Emergency Generator. 2.12.2 Place Emergency Generator

Supply Power to Emergency Switchboard from MSB.

Isolate Sequential Restart System.

Start Engine Room and Accommodation 2.14.3

Ensure the CO2 and Water Fog Systems are

Start Generator Engine D.O. Booster Pump. 2.6.2

Start Sewage Treatment Plant. 2.14.5

Issue: 1 Operational Overview Page 1

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE